Ambush at the ford

MANGAPIKO STREAM, WAIKATO, NEW ZEALAND, 1864

After the United Kingdom had signed the Treaty of Waitangi with chiefs of the indigenous Maori people in 1840, the British regarded the whole of New Zealand as a colony within their empire. Many Maori saw the situation differently. Disagreements over the treaty’s implications for their rights to land sparked a sequence of conflicts now known collectively as the New Zealand Wars, which took place intermittently between 1845 and 1872. Not all Maori actively resisted colonisation; some even joined the ‘British’ side to fight alongside local militiamen and members of the regular army. Those Maori who opposed colonial expansion – considered ‘rebels’ by the British – were skilled combatants and creative strategists, but were eventually overcome by the weight of superior numbers and firepower.

This map depicts an incident that took place on 11 February 1864, during the Waikato War. Maori forces launched a surprise attack on some British troops who were bathing at a ford in the Mangapiko Stream (shown at lower right). The Maori position is marked with dark blue dots in the scrub inside the curve of the stream. Reinforcements were called in – the great Maori fortress of Paterangi (at top left) and a British camp (at left) were both nearby – and soon several hundred men were fighting on each side. Six British soldiers and about 28 Maori were killed.

Although this was not a major battle, it was brought to wider notice because of the actions of Charles Heaphy, a major in the Auckland Militia. He rescued an injured soldier under intense fire – so heavy that ‘Five balls pierced his clothes and cap’ – and continued to help wounded men, despite being badly hurt himself. As a result of his actions, Heaphy was awarded the Victoria Cross, the highest gallantry medal for members of the British armed services. He was both the first colonial soldier and the first non-regular soldier to earn this honour. This and another map, both drawn by Heaphy himself, were included in a dossier of evidence submitted to the War Office in support of his claim to the medal.

Heaphy’s father, Thomas, was a talented painter who had served the Duke of Wellington as an artist during the Peninsular War. Charles also trained as an artist himself, at the Royal Academy in London. In 1839, aged about nineteen, he became a draughtsman working for the New Zealand Company, which set out to colonise those islands. For much of his career, he worked for the colonial government in various roles connected to land administration, including the surveying of lands taken from Maori after the wars. He also served for a time as a member of the New Zealand House of Representatives and as a judge in the Native Lands Court. Heaphy’s official career, however, was undistinguished compared to his artistic achievements, and he is best remembered for his fine topographical views. This beautifully drawn map reflects his skill as a draughtsman no less than his bravery as a soldier.

The Red Sea 1940–41

The Red Sea, 1940–1941

Long months of torture in the blazing heat and incredible humidity of Massawa had left us apathetic and drained of hope of escape.

—Edward Ellsberg, No Banners No Bugles

Italy’s East African possessions, particularly its Red Sea base at Massawa, were situated strategically astride the sea route to Suez. With the Sicilian Channel closed to normal transit, Italy theoretically possessed the ability to block maritime access to Egypt.

Between 1935 and 1940 Italy’s planners envisioned the construction of an oceanic fleet that, in its most realistic version, would have consisted of two cruisers, eight destroyers, and twelve submarines, all fitted for tropical service and supported by a network of bases along Italian Somaliland’s Indian Ocean coast. However, this Flotta d’evasione proved more than Rome could afford. Thus, Rear Admiral Carlo Balsamo, who commanded Italy’s East African naval squadron, deployed eight modern submarines, seven middle-aged destroyers, two old torpedo boats, five World War I–era MAS boats, and a large colonial sloop, all concentrated at Massawa. In Supermarina’s view, the squadron’s limited stocks of fuel and ammunition restricted its role to one of survival and sea denial, relying mainly upon the submarines, for the duration of a six-month war.

Great Britain intercepted Italy’s 19 May orders for the “immediate and secret mobilization of the army and air force in east Africa,” whereupon the Royal Navy reinforced its Rea Sea Squadron, which consisted of the Dominion light cruisers Leander and Hobart, the old antiaircraft cruiser Carlisle, three sloops, and four ships of the 28th Destroyer Flotilla. This force was tasked with preventing Italian reinforcements, engaging the Massawa squadron, blockading the coast of Italian Somaliland, and protecting the shipping lanes to Suez and Aden.

On 10 June Italy’s Red Sea submarines occupied, or were on their way to, their patrol stations, but their forewarned enemy had already halted all mercantile shipping to the Red Sea on 24 May. They enjoyed only one success, when Galilei sank the Norwegian tanker James Stove (8,215 GRT) on 16 June. In exchange the Italians lost four boats. Crew poisoning caused by the release of methyl chloride, used as a cheap substitute for freon in the air-conditioning system (a defect that inadequate testing and training under realistic battle conditions failed to reveal), led to the stranding and wrecking of Macallé on 15 June. Galilei attempted to fight it out on the surface with the 650-ton trawler Moonstone on 19 June, but two well-aimed shells from the auxiliary’s 4-inch gun killed Galilei’s captain and all the officers except a midshipman. A British boarding party captured the submarine and a set of operational orders. These enabled the sloop Falmouth to track down and sink Galvani in the Persian Gulf on 24 June. The same intelligence led to the interception of Torricelli, the fourth Red Sea submarine lost in the war’s first fortnight.

Destroyers Kandahar, Kingston, and Khartoum, along with sloops Shoreham and Indus, intercepted Torricelli north of Perim Island, at the entrance to the Red Sea, at 0418 on 23 June. The Italian submarine, initially seeing only one sloop, and considering her damage and the clear waters that made a submerged boat easy to track, elected to run on the surface for the Italian shore batteries at Assab. In the ensuring fight, Torricelli, firing her deck gun, almost hit Shoreham, which reported “two shells falling close ahead.” Then the three destroyers appeared and closed rapidly.

Kingston opened fire with her forward guns at 0536. Torricelli, trailing a wide ribbon of oil, launched four torpedoes back at the destroyer, but their wakes were clearly visible in the calm sea and Kingston easily evaded. At first the British tried to clear the submarine’s decks, to permit a boarding attempt. However, Kingston’s 40-mm shells struck one of her own antennas and wounded eight crewmen. After that the destroyers shot to sink, but they had to expend nearly seven hundred 4.7-inch rounds before a shell finally wrecked Torricelli’s forward bow planes at 0605 and flooded the torpedo room. The submarine sank at 0624.

After rescue operations Khartoum, with prisoners embarked, set course for Perim while the other ships headed for Aden to refuel. At 1150 a torpedo in Khartoum’s aft quintuple mount suddenly exploded, igniting a huge fire in the after lobby. The crew could not control the conflagration, and Khartoum ran for Perim Harbor, seven miles distant. There her men (and the prisoners) abandoned ship, swimming for their lives. At 1245, no. 3 magazine blew up, rendering the destroyer a total loss.

Red Sea Convoys

The first of the Red Sea convoys, collectively the BN/BS series, consisting of nine ships including six tankers, gathered in the Gulf of Aden on 2 July. Thereafter these convoys sailed up and down the Red Sea on a regular schedule. Admiral Balsamo attempted to attack this traffic, but the war’s opening months held little but frustration for his destroyers. On six occasions in July, August, and September, they sortied at night in response to aerial reports of Allied vessels but in every case failed to make contact. Aircraft and the surviving submarines did little better. Guglielomotti torpedoed the Greek tanker Atlas (4,008 GRT) from Convoy BN4 on 6 September 1940, while high-level bombing attacks damaged the steamship Bhima (5,280 GRT) from BN5, which four Italian destroyers had failed to locate, on 20 September.

As Italian warships burned their oil reserves on unsuccessful sorties, the Allied Red Sea Squadron grew stronger, deploying by the end of August four light cruisers, three destroyers, and eight sloops. Other warships passed through on their way to and from the Mediterranean. In September, as traffic volume swelled, the Mediterranean Fleet lent the newly arrived antiaircraft cruiser Coventry, which alternated with Carlisle along the Aden–Suez route to provide extra protection against air attacks.

By October the Italian ships faced mechanical breakdowns, the increasing exhaustion of crews by the extreme climate, and a growing shortage of fuel. Nonetheless, they continued to sail. On the evening of 20 October, four destroyers weighed anchor to search for BN7, which aerial reconnaissance had spotted sailing north. The plan called for the slower and more heavily armed Pantera and Leone to distract the escort while Sauro and Nullo slipped in to send a spread of torpedoes toward the merchant ships.

Australian sloop HMAS Yarra

Italian destroyer Pantera

Attack on Convoy BN7 and Battle of Harmil Island, 20–21 October 1940, 2320–0640

Conditions: Bright moon, calm sea

Allied ships—

BN7 Escort (Captain H. E. Horan): CL: Leander (NZ) (F); DD: KimberleyD2; DS: Auckland (NZ), Indus (IN), Yarra (AU); MS: Derby, Huntley

BN7: thirty-two merchant ships and tankers

Italian ships—

Section I (Commander Moretti degli Adimari): DD: Sauro (F), Nullo Sunk

Section II (Commander Paolo Aloisi): DD: Pantera (F), Leone

The convoy timed its progress to pass Massawa around midnight. The moon was bright, but haze reduced visibility toward the African coast. At 2115 the Italian sections separated, and at 2321 Pantera detected smoke off her starboard bow. She reported the contact to Sauro and began maneuvering at twenty-two knots to position the low-hanging moon behind the contact.

BN7 was thirty-five miles north-northwest of Jabal-al-Tair Island (itself 110 miles east-northeast of Massawa) when Yarra, zigzagging in company with Auckland, sighted Captain Aloisi’s ships ahead. Yarra challenged and Pantera replied with a pair of torpedoes at 2331 and then another pair at 2334, at ranges fifty-five and sixty-five hundred yards, respectively. Shooting over Yarra, she “lobbed a few shells” into the convoy. According to a wartime British account, “a lifeboat in the commodore’s ship was damaged by splinters, but otherwise no harm was done.” Leone, which trailed Pantera by 875 yards, never fixed a target and thus did not fire torpedoes.

Yarra saw the torpedo flashes from broad on her port bow and turned toward the enemy. Both sloops opened fire as torpedoes boiled past, narrowly missing. The Italian ships altered away, shooting with their aft mounts. Aloisi reported explosions and claimed two torpedo hits, but in fact, his weapons missed. Kimberley was trailing the convoy. She rang up thirty knots and steered northwest to close the action. Leander, sailing on the convoy’s port beam, headed southwest, while the sloops and minesweepers stayed with the merchantmen. Pantera and Leone, considering their mission successfully accomplished, continued west-southwest and broke contact. They eventually returned to Massawa via the south channel.

After the gunfire died away, Captain Horan steered Leander northwest to cover Harmil Channel believing the enemy ships had retired in that direction.

Upon receiving Pantera’s report, Sauro and Nullo had turned to clear the area while the first group attacked and to put themselves in a favorable position relative to the moon. This involved a ninety-degree port turn at 0016 on 21 October and another at 0050. The section then headed southeast, but for nearly an hour it encountered nothing. Finally, at 0148, Leander and another ship hove into view. Sauro snapped off a single torpedo at the cruiser (another misfired). In response Leander lofted star shell, and then ten broadsides flashed from her main batteries in two minutes before she lost sight of the target. Italian accounts say this engagement occurred at sixteen hundred yards, while Leander’s report stated the enemy was more than eight thousand yards away.

Sauro turned south by southwest and at 0207 attempted another torpedo attack against the convoy. One weapon misfired, and although Sauro claimed a hit with the other, it missed. At the same time Nullo detected flashes that she believed came from an enemy torpedo launch, and within minutes a lookout shouted that wakes were streaking toward the Italian destroyer’s bow. At 0212 Sauro turned north and disengaged, eventually circling behind the British and taking the south channel to Massawa. Nullo’s captain, however, put his helm over even harder, “because it was [his] intention to attack, being still in an opportune position to launch against the convoy, before taking station in formation.” However, the rudder jammed for several minutes, causing Nullo to circle and lose contact with Sauro.

At 0220 Leander’s spotlights fastened onto “a vessel painted light grey proceeding from left to right”—in fact, Nullo steaming north. The cruiser engaged from forty-six hundred yards off the Italian’s starboard bow. Nullo returned fire, first against “destroyers” spotted astern (probably Auckland) and then at Leander. The ships dueled for about ten minutes. The Italian enjoyed one advantage: she employed flashless powder (the British noted only two enemy salvos), whereas British muzzles flared brightly with each discharge. Leander fired eight blind salvos (“little could be seen of their effect”), but several rounds nonetheless hit home, damaging Nullo’s gyrocompass and gunnery director. With this the Italian destroyer abandoned her attack attempt and turned west-northwest running for Harmil Channel at thirty knots. In the two actions Leander fired 129 6-inch rounds.

Guessing Nullo’s intention, the cruiser pursued in the correct direction. At 0300 Kimberley joined, and at 0305 Leander turned back, “appreciating that the enemy was drawing away from her at the rate of seven knots and that the convoy might be attacked.” Kimberley continued, hoping to intercept.

The British destroyer arrived off Harmil Island before dawn. At 0540 her lookouts reported a shape to the south-southeast, and she closed to investigate. Nullo’s lookouts likewise reported a contact. The sharp angle of approach made it impossible to be certain, but the Italian captain assumed it was Sauro, especially when it seemed to signal the Harmil Island station. He was more “worried about the shallows scattered around the mouth of the northeast passage and above all of the 3.7 meter sandbank immediately north of his estimated 0500 position.”

At 0553 the British destroyer opened fire from 12,400 yards. Surprised, Nullo took four minutes to reply and at 0605 swung sharply from a northwest heading to a south-by-southwest course. By 0611 the range was down to 10,300 yards. Due to her prior damage, Nullo’s gunners fired over open sights, while human chains passed shells up from the magazine. Harmil Island’s battery of four 4.7-inch guns joined the action at 0615 from eighteen thousand yards. At the same time, with the range now eighty-five hundred yards, Kimberley turned south, emitting black funnel smoke, causing Nullo’s gunners to think they had scored a hit.

At 0620 Nullo scraped a reef, opening her hull to flooding and damaging a screw. Then, while the ship was setting course to round Harmil Island, a shell exploded in the forward engine room and a second slammed into the aft engine room. Nullo skewed sharply to the left and lost all power; splinters swept the upper works. The captain ordered his men to prepare to abandon ship while he angled the ship toward Harmil in an attempt to run it aground. The aft mount continued in action until the heel became excessive.

Having expended 115 salvoes, Kimberley launched a torpedo to dispatch her adversary; it missed, so she closed range and uncorked another. The second torpedo slammed into Nullo at 0635 and blasted her in two. Meanwhile, the Harmil battery finally found the range, and a shell struck Kimberley’s engine room, wounding three men. Splinters cut the steam pipes; the British destroyer lost power and came to a halt.

Kimberley’s men frantically patched the damage while the drifting ship’s guns remained in action, shooting forty-five rounds of HE from no. 3 mount, and achieving some hits that wounded four of the shore battery’s crew. After a few long minutes, the destroyer restored partial power and pulled away at fifteen knots. The shore battery fired its final shots at 0645, when the range had opened to nineteen thousand yards. During the battle Kimberley expended 596 SAP and 97 HE rounds.

After she was clear the destroyer lost steam pressure again. Finally Leander arrived and towed Kimberley to Port Sudan. Nullo remained above water; her guns ended up equipping a shore battery. On 21 October three Blenheims reported destroying a wreck east of Harmil Island. This led the British to conclude two enemy ships had been involved in the action.

The Aden command faulted the escort (except for Kimberley) for demonstrating a lack of aggressiveness, although deserting the convoy to chase unknown numbers of enemy destroyers through a murky night does not in retrospect seem the best course of action either. The Italian ships, although outnumbered, delivered two hit-and-run torpedo attacks, according to their plan. However, while using widely separated divisions increased the probability of finding the enemy, a natural consideration given the history of failed interception attempts, it also guaranteed that the Italian forces would lack the punch to take on the escort and deliver a meaningful attack. In fact, the first Italian attack seemed more formulaic than a serious attempt to cause damage.

The Italian East African squadron conducted another (fruitless) sortie on 3 December 1940. It aborted a mission planned for early January after British aircraft damaged Manin, one of the participants, and on 24 January it sortied again, without results. On the night of 2 February 1941, however, three destroyers departed Massawa and deployed in a rake formation to search for a large convoy known to be at sea.

Attack on Convoy BN14, 3 February 1941

Conditions: n/a

Allied ships—

Convoy Escort: CL: Caledon; DD: Kingston; DS: Indus (IN), Shoreham

Convoy BN14: thirty-nine freighters

Italian ships—

DD: Pantera, Tigre, Sauro

Sauro spotted the enemy, made a sighting report, and immediately maneuvered to attack. She launched three torpedoes at a group of steamships and then, a minute later, at another dimly seen target marked by a large cloud of smoke. She then turned away at speed. Her two sisters did not receive the report, but ten minutes later Pantera stumbled across the enemy and also fired torpedoes. The Italians heard explosions and later claimed “probable” hits on two freighters. Tigre never made contact.

On her way to Massawa’s south channel, Sauro encountered Kingston. Out of torpedoes, the Italian retreated at full speed. Concerned that the British were attempting another ambush, the squadron concentrated on Sauro and radioed for air support at dawn. In the event, the three destroyers safely made port. The Italian East African press reported two freighters as probably hit, but despite this claim, all torpedoes missed.

By April 1941 Imperial spearheads were probing Massawa’s defensive perimeter. With Supermarina’s approval, Rear Admiral Mario Bonetti, Balsamo’s replacement from December 1940, ordered a last grand gesture—an attack by the three largest destroyers (Leone, Pantera, and Tigre) against Port Suez, five hundred miles north, and a concurrent raid by the smaller destroyers Battisti, Manin, and Sauro against Port Sudan. The British Middle Eastern command had considered such an attack possible and had reinforced Port Suez with two J-class destroyers and sent Eagle’s experienced air group south to Port Sudan, while the carrier waited for mines to be swept from the Suez Canal so she could proceed south.

The Italian venture ran into problems early when Leone struck an uncharted rock forty-five miles out of Massawa. Flooding and fires in her engine room forced her crew to abandon ship. Her two companions returned to port, as the rescue operation left insufficient time for them to continue the mission.

On the afternoon of 2 April the remaining Italian destroyers sailed once again, this time against Port Sudan, 265 miles north. British aircraft attacked them about two hours out of port but caused no damage. Then Battisti suffered engine problems and scuttled herself on the Arabian coast. The other four continued at top speed through the night and by dawn were thirty miles short of their objective. However, Eagle’s Swordfish squadrons intervened, sinking Sauro at 0715. The other ships headed for the opposite shore, under attack as they went. Bombs crippled Manin at 0845. She eventually capsized and sank about a hundred miles northeast of Port Sudan. Pantera and Tigre made it to the Arabian coast and were scuttled there.

Caught off guard by the Italian sortie, British warships rushed north. At 1700 Kingston found Pantera’s and Tigre’s wrecks. The two ships had already been worked over by Wellesley bombers, but Kingston shelled Pantera’s hulk and then torpedoed it, just to be sure.

The biggest Italian naval success in the Red Sea was a Parthian shot that occurred on 8 April, with Massawa’s defenses breached and ships scuttling themselves on all sides. MAS213, a World War I relic no longer capable of even fifteen knots, ambushed the old light cruiser Capetown, which was escorting minesweepers north of the port, and scored a torpedo hit from just over three hundred yards. After spending a year in repair, the cruiser sat out the rest of the war as an accommodation ship.

This was the Italian navy’s final blow in East Africa. The capture of Massawa relieved Great Britain of the need to convoy the entire length of the Red Sea and released valuable escorts for other duties. On 10 June an Indian battalion captured Assab, Italy’s last Red Sea outpost, eliminating a pair of improvised torpedo boats. After that President Franklin D. Roosevelt declared the narrow sea a nonwar zone, permitting the entry of American shipping.

However, German aircraft continued to exert a distant influence over the Red Sea, by mining the Suez Canal and attacking shipping that accumulated to the south of the canal. As late at 18 September Admiral Cunningham complained to Admiral Pound that “the Red Sea position is unsatisfactory . . . about 5 of 6 ships attacked, one sunk [Steel Seafarer (6,000 GRT)] and two damaged. . . . The imminent arrival at Suez of the monster liners is giving me much anxiety. They are crammed with men and we can’t afford to have them hit up.” In October 1941 the Suez Escort Force still tied up four light cruisers, two fleet destroyers, two Hunt-class destroyers, and two sloops. The British maintained a blockade off French Somaliland until December 1942.

Australia to join US military effort to protect shipping in the Strait of Hormuz

Troops, planes and warships to help guard strait in Middle East where tensions are flaring with Iran, but critics warn involvement could breach international law.

Australian forces will make a “modest, meaningful and time-limited” contribution to a United States-led mission in the Strait of Hormuz aimed at protecting freedom of navigation in the Gulf region.

Labor has supported the new mission as “appropriate”, but critics are warning the involvement of Australia’s military in the region could be seen as an “act of aggression” in breach of international law.

The prime minister, Scott Morrison, announced on Wednesday that Australia would send forces to the Middle East because “destabilising behaviour” in the Gulf was a threat to Australian interests.

“The government has been concerned over incidents involving shipping in the Strait of Hormuz over the past few months,” Morrison said.

US defence strategy in Indo-Pacific region faces ‘unprecedented crisis’

“This destabilising behaviour is a threat to our interests in the region, particularly our enduring interest in the security of global sea lanes.

“The government has decided it’s in Australia’s national interests to work with our international partners to contribute to an international maritime security mission … in the Middle East.”

Morrison said about 15% of crude oil and 30% of refined oil destined for Australia came through the Strait of Hormuz, meaning instability in the region was also an economic threat that needed to be confronted.

“Freedom of navigation through international waters is a fundamental right of all states under international law,” he said.

“All states have a right to expect safe passage of their maritime trade consistent with international law.”

Australia has committed a frigate, surveillance and patrol aircraft and personnel to the Middle East as part of the US-led mission, known as the international maritime security construct (IMSC).

The United Kingdom and Bahrain are the only other countries to join the US in the Strait of Hormuz, but the UK has appealed to European allies to join the mission to safeguard shipping lanes.

Australian defence force members will join the IMSC taskforce based in Bahrain, which hosts the US navy’s central command and fifth fleet.

The defence minister, Linda Reynolds, said the Royal Australian Air Force would send a P-8A poseidon maritime surveillance aircraft to the region for one month before the end of 2019, while an Australian frigate would be present for six months from January.

“Australia’s core interest in this mission is de-escalation,” Reynolds said.

“The announcement today is clearly in Australia’s national interest and we’re very proud to be working with our allies and our friends to promote the global rules-based order and also the rule of law.”

Labor’s shadow minister for defence Richard Marles said the opposition supported the commitment on the basis that it was “tightly framed” around freedom of navigation for commercial shipping in the Gulf.

“This is an appropriate measure for Australia to take,” Marles said.

The commitment to join the US comes after tensions simmered in the region over the seizure of an Iranian ship by Gibraltar, with the backing of the UK, that was believed to be heading to Syria in breach of UN sanctions.

In July, Iran seized two oil tankers in the Strait of Hormuz, which marked a dramatic escalation in the worsening standoff in the Gulf.

The US and Iran have been engaged in brinkmanship in the Gulf since the US withdrew from the Iran nuclear deal in May 2018, after which the US announced a “maximum-pressure” strategy on Tehran.

Former secretary of the defence department, Paul Barratt, told the Guardian Australian involvement in potential military action in the Gulf could be illegal, and argued it was “very foolish for us to get involved in this provocative behaviour”.

“This is an application of military force. There ought to be a debate in the parliament, and we ought not to engage in any activity that would foreseeably involve the use of military force without that debate.”

In correspondence with the prime minister, Barratt, now president of Australians for War Powers Reform, argued that in the absence of any credible threat to Australia or an authorising resolution of the UN security council, any Australian involvement in attacks on Iran would be an act of aggression and therefore illegal.

“We appeal to you for a debate in our parliament on the growing tensions between the US and Iran, and steps which Australia could take to reduce them. Such a debate and a vote by all our elected representatives, and authorisation by the governor general, as the only person with the constitutional power to authorise the deployment of the ADF into international armed conflict, must be absolute prerequisites before any military action is undertaken.”

In response to Barratt, assistant minister to the prime minister, Ben Morton, said the Australian government was deeply concerned by current tensions in the Middle East. “A deterioration in the situation would be counter to regional security, global trade and the best interests of Australia and the world. We have urged Iran to refrain from escalatory action.”

Morton said the Australian government supported the Joint Comprehensive Plan of Action, “which serves the international community’s interests in non-proliferation”.

Defence White Paper Expert Panel report, Guarding against uncertainty: Australian attitudes to defence [PDF 1.7 MB]

Arafura Class OPV

Australia’s current Armidale class and Cape class patrol boats are planned to be replaced with a single class of Offshore Patrol Vessel (OPV), under Project SEA 1180 Phase 1, to be built in Australia by German shipbuilder, Lürssen’s subsidiary, Luerssen Australia partnering with Australian shipbuilder, Civmec in the joint venture, Australian Maritime Shipbuilding & Export Group (AMSEG).

The twelve Australian vessels are based on the PV80 design with the first two vessels to be built at ASC’s Osborne shipyard in South Australia before production moves to Civmec’s Henderson shipyard in Western Australia.

On 15 November 2018, the Chief of Navy, VADM Mike Noonan, announced that the OPV will be known as the Arafura Class with construction commencing at the Osborne shipyard.

The primary role of the OPV will be to undertake constabulary missions, maritime patrol and response duties. State of the art sensors as well as command and communication systems will allow the OPVs to operate alongside Australian Border Force vessels, other Australian Defence Force units and other regional partners.

The OPV design will support specialist mission packages, such as a maritime tactical unmanned aerial system, and into the future, rapid environmental assessment and deployable mine counter measure capabilities.

Design and features of Arafura class OPVs

The design of the Arafura class OPVs is based on the Lürssen OPV80 platform. The compact design of the OPV offers enhanced seakeeping characteristics and superior performance.

The spacious aft deck will have enough room to house three rigid-hulled inflatable boats (RHIB). Two 8.5m-long boats can be launched from the side of the vessel while a 10.5m sea boat can be launched from the stern of the ship.

The OPVs will have a length of 80m, beam of 13m, and draught of 4m. The displacement of the vessels will be 1,640t. The ships will be manned by a crew of 40 members and will offer accommodation for more than 60 passengers.

Armament and navigation features of the OPV

The Arafura class OPV will be primarily armed with a 40mm large cannon mounted on the forward bow deck to protect the ship from onshore attacks. It will also feature dedicated mounts, which can be armed with .50 calibre machine guns.

The firepower of the vessel can be further improved by the advanced 9LV combat management system designed by SAAB Australia. The control system will be complemented by the on-board electronic warfare system.

The navigation bridge integrates all the communication, navigation, and sensor systems. The navigation requirements of the vessel will be addressed by next-generation 2D radar and electro-optical sensors.

The vessel will feature an aft flight deck to enable unmanned aerial system (UAS) operations.

Propulsion and performance of Inspector 120

The Arafura class vessels will be equipped with two diesel engines with a maximum-rated power production capacity of 8,500kW each.

The power plant will enable the vessels to sail at a maximum speed of 20kt and attain a maximum range of 4,000nm.

The lead vessel, HMAS Arafura is planned to planned to enter service in 2021.

Type      Offshore Patrol Vessel (OPV) RAN Arafura-class

Roles    

    Maritime border patrol

    Maritime constabulary roles including interdiction

    Fisheries patrol

    Humanitarian and disaster relief

    Minehunting

    Hydrographic Survey

Builder Luerssen Australia and Civmec

Displacement 1,640 tonnes

Length 80 metres

Beam 13 metres

Draught 4 metres

Propulsion 2 x 4,250KW diesel engines

Speed 20 knots (maximum)

Range 4,000 nautical miles

Boats    

    2 x 8.5 metre sea boats (side launched)

    1 x 10.5 metre sea boat (stern launched)

Weapons           

    40mm gun

    2 x 50 calibre machine guns

Company 40 crew with accommodation for up to 60 personnel

The Battle for Sari Bair

30 May

Birdwood first unveiled plans to capture the initial objectives, including the Sari Bair Range

6 August

Birdwood’s plans for a final assault are launched with diversion at the Vineyard and Lone Pine

2.30pm

Artillery bombardment commences for 2½ hours in area known as the Vineyard to create a diversion from main assault

5pm

Allied troops move to attack at the Vineyard sector; the attack achieved nothing and dragged on to 13 August

5.30pm

Attack at Lone Pine launched by Australian 1st Division, following lifting artillery bombardment; battle raged for three days, Ottoman trenches captured but ultimately failed to distract Ottomans from main assault

Night

Main assault commences: Monash’s troops get into difficulties and 4th Brigade halts for the night

6pm

1/6th Gurkha Rifles halt within 200ft of their objective, Hill Q

7 August

Dawn: New Zealanders reach Rhododendron Ridge on the path to Chunuk Bair, other units are lost; Johnston waits for reinforcements

4.30am

The Light Horse move to attack the Nek, despite not having the support of the waiting New Zealanders; the Ottomans inflict severe casualties

5am

Gurkhas assault Hill Q, but falter due to lack of support

8 August

3am

New Zealanders are reinforced; Wellington and the Glosters take peak of Chunuk Bair

5am

Ottomans counterattack at Chunuk Bair, inflicting heavy losses on the New Zealanders and New Army units

9 August

Allied troops under Baldwin assault Hill Q, but are driven off by their own naval bombardment

10 August, 4.30am

Kemal leads a fresh Ottoman counterattack on Chunuk Bair, overwhelming the Allied forces; the Ottomans regain Hill Q and Chunuk Bair, symbolising the end of the campaign

There was little hope that the plans to capture Achi Baba could be re-ignited, and with the loss of both Generals Hunter-Weston and Gourard, there was no stomach for limited objective offensives. Instead, attention turned back to the Anzac sector, held on the defensive since the Ottoman counteroffensives had been repelled, with great loss of life.

Priorities changed when General Birdwood, commanding the Australian and New Zealand Army Corps came up with a plan that he hoped would break the deadlock at Anzac. The plan went through several iterations – each time revising its objectives in the light of a more realistic assessment of success. On 30 May Birdwood came up with a new plan that presented the view that he could achieve the objectives that had been set on the very first day of the landings, just over a month before: the capture of the heights of the Sair Bair Range, namely, Chunuk Bair, Hill Q and Hill 971 (Koçacmintepe). Using the Anzac Corps and the Indian 29th Brigade, Birdwood planned an assault from the eastwards facing slopes of the range, with two columns advancing in darkness to assault the hilltops. These troops would be commanded by Major General Godley and would initially comprise the 4th Australian Brigade, the New Zealand Brigade and the 29th Indian Brigade.

In addition to the columns attacking up the lower slopes of Sari Bair, an attack at the apex of the current line (at the top of Walker’s Ridge on the saddleback feature known as the Nek) would, if it succeeded, allow the Anzacs to trap the Ottoman defenders in a pincer movement. All was to be expended in this great push, and Birdwood was confident that the attack could work; from here the Allies would command the heights. He hoped that this would offer the chance of siting heavy artillery pieces at this prime location, artillery that would be in a position to shell the Narrows and once more open the possibility of letting the fleet through. A vision that had literally faded from view in all the recent failed Allied offensives, as the objectives contracted.

There were also to be feints that were intended to draw Ottoman attention away from the main assault on the peaks at dawn the next day. The first of these was in the south at Helles, once more the focus of the 88th Brigade of the unfortunate 29th Division, committed to battle at Fir Tree Spur, across the patch of ground known as ‘The Vineyard’. As was customary at Helles, the attack was in broad daylight in the late afternoon of 6 August, the assault at 5pm following a 2½ hour bombardment. Like others before it, it was a failure; trenches were taken and lost to the seasoned Ottoman troops. Inexplicably, the battle was rejoined with another bombardment the following day, the 42nd Division taking the brunt. It too was to achieve nothing. The diversion would drag on until 13 August; the Ottomans were aware of both the feint and the likely British intent, and, unconcerned, committed two divisions from Helles to the battlegrounds of Anzac.

Closer to the point of conflict was another diversion at Lone Pine, the distinctive single-pine ridge across from 400 Plateau, along Second Ridge. The intention here was an all-out assault to distract the Ottomans, while the British were similarly engaged in the south. Yet, at Lone Pine, trench warfare had been developed to a high science. The Ottomans had created a formidable fortification, their trenches reinforced and roofed with timber baulks to prevent losses by shell and grenade. Like the battles at the Vineyard, Lone Pine has become a microcosm of the whole Gallipoli campaign at Anzac; hard-fought, but ultimately futile. So, on 6 August, at 5.30pm the attack was launched by the Australian 1st Division, following an artillery bombardment in ‘lifts’, the line of exploding shells moving progressively inland. Attacking over open ground, they found their route blocked by barbed wire, the roofed trenches with loopholes almost impossible to assault from the front. Not to be outdone, the Australians found their way into the underground maze from the rear, along communication trenches; the resulting hand-to-hand fighting below ground bitter and bloody, its aftermath, a charnel house.

Our casualties in this fighting amounted to 2,000 men, but the Turks themselves acknowledge losses totalling 6,930 in their 16th Division, and of some 5,000 were sustained in a small sector of the Lone Pine trenches. God forbid that I should ever see again such a sight as that which met my eyes when I went up there: Turks and Australians piled four and five deep on one another.

Lieutenant General W. Birdwood, ANZAC

Like the diversion at Helles, this battle was to rage for three days, and though capturing the Ottoman trenches, it failed in its prime purpose. Rather than diverting the attention of the Ottomans at Anzac away from the main assault, it was to attract reinforcement of two regiments from the 9th Division in Helles, and this at a cost of 2,200 Australian casualties, and goodness knows how many Ottomans.

The assault against the peaks of Sari Bair was to be commanded by Major General Godley of the Australian and New Zealand Division. On the night of 6 August, as the two feints were being fought out, the two assaulting columns were to leave the Anzac perimeter, striking out to the west to circle around the westwards facing foothills of the Sari Bair Range. The left-hand column was composed of the Australian 4th Brigade and the 29th Indian Brigade; closer to its target the two brigades would separate to form three assaulting columns, the Australians targeting Hill 971 (Koçacmintepe), the Indians Hill Q. The right-hand column was composed of the men of the New Zealand Infantry Brigade, its main focus was to be Chunuk Bair. However, both columns were understrength and included men weakened by dysentery, an inevitable by-product of the summer months’ campaigning in Gallipoli.

The two columns moved to the margins of the Anzac perimeter, in the hands of guides who had knowledge of the intricate mass of gullies and ridges caused by the action of wind and water over centuries. Any Ottoman defences soon evaporated, but the left-hand column, commanded by Brigadier General Monash, got into difficulties. Fighting its way through the scrub to a watercourse, the Aghyl Dere, Ottoman resistance stiffened. Exhausted, the 4th Brigade would go no further that night: Hill 971 would have to wait. In fact, the left-hand column would never get close to Hill 971; though resuming the attack approach on the morning of 8 August, there was still confusion about which direction to take. Hill 971 would remain unassaulted. Behind them was the Indian Brigade; slowed up by the tortuous terrain, they too would be dispersed, a long way off their objective.

Only the 1/6th Gurkha Rifles got anywhere near Hill Q, within 200ft of their objective by 6pm. They would make their assault the next morning at 5am, following a naval bombardment. With no other battalions in support – all the others were lost in the gullies – they made a heroic assault on the hill that drove off the Ottomans. Tragically, they would become victims of their own naval support, and with no reserves, they lost their tenuous grip on Hill Q.

The right-hand column of New Zealanders, operating within the more familiar Anzac perimeter, fared a little better – but were still held up by Ottoman resistance. By dawn on 7 August some had reached Rhododendron Ridge, a spur that leads right up to Chunuk Bair; while others were lost in the complex terrain of ridges and gullies. Brigadier General Johnston, commanding the column, waited until he had sufficient men to continue the assault against what was still an unknown level of resistance. This was to prove a costly decision; it was to deeply influence the outcome of the attack by the Light Horse Brigade at the Nek, which was to take place at 4.30am on the 7th.

As the Light Horse were pushing to Baby 700 – the hill that had been the focus of so much attention during the landings – it had been intended that the New Zealanders would be pressing on from their newly captured positions at Chunuk Bair, thereby crushing the Ottoman defenders between them. It was not to be. In the absence of the New Zealanders, the attack at the Nek went ahead on the orders of Godley. Rising out of their trenches, the attackers were armed only with unloaded rifles and bayonets. The Ottomans wrought havoc with their withering fire, and the three successive waves of light horsemen were mown down – 378 casualties out of 600, 230 of them killed. Their bodies would remain on the battlefield, only to be gathered in after the war was finally ended.

For the New Zealanders on Rhododendron Spur, things were difficult. The Ottoman defenders were stiffening, the commander of the 9th Division, Colonel Kannengiesser was in position on the hilltop.

Godley issued the terse order: ‘Attack at once’. The Auckland Battalion took heavy casualties; while Johnston ordered the Wellington Battalion into position, its commander refused to attack in daylight. Dug in as best they could, the New Zealanders were reinforced by two newly arrived battalions of the 13th (Western) Division, the 7th Gloucestershires and the 8th Welsh. At 3am, the peak of Chunuk Bair was to be taken by the Wellington men, and the Glosters. The navy had played its supporting role – the Ottomans had no way of digging down into what was hard and rocky soil, and were hopelessly exposed. However, this factor would come to count against the Allies.

The new defenders of the peak now found themselves in Ottoman crossfire, from Battleship Hill to the south and from Hill Q to the north – both of which would have been taken by now if things had gone to plan. By 5am, the Ottomans launched a desperate counterattack, reinforced by the 8th Division recently arrived from the Helles front. As the scale of the assault unfolded, von Sanders appointed Mustafa Kemal as commander in charge of the defence of Sari Bair. By that evening, the New Zealanders and New Army men held on grimly, their casualties mounting – the Wellington Battalion would lose 711 out of 760, the New Army battalions suffering similarly.

With Chunuk Bair holding, Hill Q would be assaulted on 9 August by a mixed force, led by Brigadier Baldwin, of four battalions from the 38th, 39th and 40th brigades of the 13th Division, and two battalions from the 29th Brigade of the 10th (Irish) Division. Climbing to a flat area called ‘The Farm’, they moved up a feature known as Chailak Dere in order to take the assault to Hill Q, while New Zealanders from Chunuk Bair and the Indian Brigade would also attack the hill. Baldwin’s men met with stiff opposition. The only force to reach Hill Q was a battalion of Gurkhas, but they would be driven off by their own naval artillery fire, delivered from the newly arrived ‘monitors’ (gunships sent out to replace the capital ships) and the ageing battleship HMS Bacchante.

On the morning of 10 August Mustafa Kemal led an overwhelming Ottoman counterattack on Chunuk Bair at 4.30am, narrowly avoiding being wounded. Turkish historian Kenan Çelik has described the action:

When Mustafa Kemal gave the signal, 5,000 men in 22 lines charged on the New Zealanders and the British at Chunuk Bair. One second later there was only one sound – ‘Allah … Allah … Allah.’ The British did not have time to fire and all the men in the front-line trenches were bayoneted. The British troops were wildly scattered. In four hours’ time, the 23rd and 24th Regiments regained the lines at Chunuk Bair. The 28th Regiment regained Pinnacle (the highest point on Rhododendron Ridge). Just after the Turks regained Chunuk Bair, the Navy and artillery began firing. Hell let loose. Iron rained from the skies over the Turks. Everybody accepted their fate. All around people were killed and wounded. While Mustafa Kemal watched the fighting, a piece of shrapnel hit his pocket watch. The watch was broken but protected his life. He had a bruise on his chest, but nothing else. He was destined to save the country.

Kenan Çelik

The exhausted New Zealanders had been relieved by the 6th Loyal North Lancashires, who had arrived at 10pm (a second battalion, the 10th Wiltshires, had not yet arrived). The force of the Ottoman attack was to prove too much; breaking over the British battalions and sweeping them down the slope into the confusion of gullies below. Baldwin’s men at the Farm would suffer the impact of the Ottoman charge. Hill Q was no longer occupied and Chunuk Bair, so fleetingly held by the Allies, was now firmly back in Ottoman hands. The struggle for the heights was over; the campaign effectively finished, dead in the dark waters of the Dardanelles Straits.

GALLIPOLI IN FILM

Peter Weir’s 1981 film Gallipoli famously covered the charge of the Australian Light Horse at the Nek. Controversially, the film linked the order for the second and third waves to continue with the charge in the face of Ottoman machine guns (the artillery barrage having been lifted due to an error in timing) as a ‘support’ for the British at Suvla Bay – who were famously described as ‘drinking tea on the beach’. Yet the Suvla Bay landings had nothing to do with the attack at the Nek.

RAAF FIGHTERS: THE DESERT CAMPAIGNS, 1939–43

Tomahawk Mk.IIb Unit: 3 Sqn, RAAF Serial: X (AN343) Pilot – F/O Bruce Evans. North Africa. He was shot down and KIA on November 15th, 1941.

Kittyhawk Mk.I Unit: 3 Sqn, RAAF Serial: CV-J North Africa, 1943.

P-40L (Kittyhawk Mk.II) Unit: 3 Sqn, RAAF Serial: CV-V Pilot – CO of 3 Sqn, RAAF (in future Air Vice Marshall) Brian A. Eaton

BY DAVID WILSON

On 20 September 1939, the Australian Government approved the plan to raise a six-squadron air expeditionary force for service overseas. Although this plan was later negated by the decision in November that RAAF resources should be employed to ensure the success of the Empire Air Training Scheme, a RAAF flying unit was deployed to the Middle East to assist the 6th Division of the Second Australian Imperial Force as an element of General Wavell’s army that was protecting the Suez Canal and Egypt. This unit was 3 Squadron, which had been flying Hawker Demon two-seat biplane fighters from Richmond. Under the command of Squadron Leader I.D. McLachlan, the squadron personnel departed from Sydney aboard the Orontes on 5 July 1940. The personnel arrived at Port Tewfik on 20 August. They commenced training with Westland Lysander army cooperation aircraft at Ismailia, before moving to Helwan, south of Cairo, on 16 September. At Helwan 3 squadron was finally equipped with two flights of Gloster Gladiator biplane fighters, four Gloster Gauntlet biplane fighters, and a flight of army cooperation Lysander aircraft from RAF sources. The Gladiator pilots trained in air fighting tactics, the Gauntlets were used as improvised dive- bombers and the Lysander crews practised for their tactical reconnaissance role, before the Gladiators and the Gauntlets were flown to Gerawla, east of Mersa Matruh, early in November.

The squadron fought the Italian Air Force (Regia Aeronautica) for the first time on 19 November 1940. Flight Lieutenant B.R. Pelly, escorted by Squadron Leader P.R. Heath, and Flying Officers A.C. Alan Rawlinson and H.H. Alan Boyd, was reconnoitring east of Rabia, when the formation was intercepted by eighteen Fiat CR-42 fighters. The Australian Gladiators, for the loss of the popular Heath, claimed to have shot down or damaged six Italian fighters. From this time until the commencement, on 9 December, of Wavell’s offensive to force the Italians from Sidi Barrani, the squadron maintained three fighters on stand-by to counter any enemy aerial incursions. The fighters were not required, but the unit did undertake practice dive-bombing exercises with the Western Desert Force.

In a brilliant campaign, General Richard O’Connor forced the more numerous Italian forces from the fortress of Bardia and captured Tobruk. After cutting off the retreating Italian Army at Beda Fomm on 7 February, the Western Desert force was poised to attack Tripoli. However, the situation that developed in Greece during January 1941 resulted in the weakening of the desert force to bolster the Greek Army against German invasion. The Regia Aeronautica proved ineffectual in combating the superiority of the three RAF fighter squadrons, one of which was the Gladiator-equipped 3 Squadron, which, for the loss of five Gladiators and two pilots (Flight Lieutenant C.B. Gaden and Flying Officer J.C. Campbell), was credited with the destruction of twelve enemy aircraft. During February the Australian squadron was equipped with Hawker Hurricane monoplane fighters and, from its base at Benina, was assigned the task of defending Benghazi from attacks by Luftwaffe aircraft based in Sicily and Tripolitania. Due to the lack of early warning facilities and the Luftwaffe tactics of attacking just before dawn or after dusk, 3 Squadron could claim only one success—on 15 February, Flying Officer J.H.W. Saunders succeeded in destroying a Junkers JU-88.

Luftwaffe operations indicated that General Erwin Rommel, who had arrived in Tripoli during the later days of February with the Afrika Korps to assist the Italians, would not be prepared to accept a passive role. On 24 March, he initiated an offensive which resulted in the capture of Benghazi on 3 April, and the subsequent retreat of the British forces to the vicinity of Bardia by the 11th, leaving the 9th Australian Division surrounded in Tobruk. The RAF fighter squadrons had limited success in covering the retreat and protecting the British forces from the Luftwaffe. During the ten-day, 800-kilometre retreat, 3 Squadron operated from nine separate bases. After evacuating from Benini on 3 April, it undertook a fighting withdrawal. Although it was impossible to supply adequate cover for the retreating troops, the squadron did claim some victories against the Luftwaffe. Eight Hurricanes destroyed five Junkers JU-87s during the afternoon of 5 April while they were covering the withdrawal of the 2nd Armoured Division near Charruba. An hour later Flight Lieutenant J.R. ‘Jock’ Perrin led a formation of nine Hurricanes that surprised twelve JU-87s and claimed the destruction of nine of the enemy. On 14 April, the squadron was operating from Sidi Barrani when Flying Officer W.S. ‘Wulf’ Arthur and Lieutenant A.A. Tennant (South African Air Force) combined to shoot down two twin-engined BF-110s near Tobruk. The following day Squadron Leader Peter Jeffrey shot down a Junkers JU-52 transport and successfully strafed three more that had just landed near the Bardia–Capuzzo road. The Australian squadron was withdrawn to Aboukir, for rest, on 20 April.

The reverses in the Western Desert, the fall of Greece and the invasion of Crete marked the nadir of British fortunes in the Middle East and Mediterranean. There was no respite for the hard-pressed Wavell and his forces. As 3 Squadron was being withdrawn for rest, the situation in Vichy French-controlled Syria compelled military action to prevent the potential that German aircraft could refuel at Syrian bases and threaten the oilfields of Persia and Iraq. Wavell, who was preparing for Operation Battleaxe, an offensive to be mounted in June with the aim of relieving Tobruk, was ordered, in combination with Free French Forces, to invade Syria to prevent any such incursions. The force assigned for the Syrian campaign comprised the 7th Australian Division, the 5th Indian Brigade, some composite mechanised units and the Free French Division. A light-bomber squadron, one army cooperation and one fleet air arm squadron, as well as two and a half fighter squadrons supplied air support. Having converted to the American Curtis P-40 Tomahawk fighter at Lyddia in Palestine, 3 squadron was to play a prominent role in the campaign. Their first operation was a strike by five Tomahawks that left six French Morane fighters destroyed on the ground at the Rayak airfield on 8 June. That afternoon four Tomahawks escorted Bristol Blenheims that attacked oil tanks at Beirut. The squadron flew various roles over the next two weeks: interceptions, naval patrols, tactical reconnaissance, close air support of the ground troops and bomber escort duties, all of which gave the opportunity to engage the enemy in combat. On 14 June, Peter Jeffery led eight Tomahawks into combat against a like number of JU-88s (with Italian markings) during which three of the German bombers were shot down.

The Anglo-French advance proceeded quickly until 12 June, when the Australians were halted by Vichy French counterattacks near Merdjayoun. The Free French had advanced to within sixteen kilometres of Damascus, and the British fighter units supported both forces by offensive patrolling. On the 15th, 3 Squadron reconnaissance flight sighted twelve Vichy tanks and 30 motor vehicles near Sheikh Meskine, and Jeffrey and Flying Officer Peter Turnbull each destroyed a Vichy Glenn Martin bomber. Attacks on enemy targets in the Kuneitra area failed to prevent the Vichy French ground forces from threatening the British line of communications. The Vichy Air Force was active, and the demand for protective patrols by the limited British fighter force could not be met.

The hardening of Vichy French resistance led to a reorganisation and reinforcement of the attacking forces. Lieutenant General Lavarack assumed command of I Australian Corps, which had been augmented by a brigade from the 6th British Division and an independent force (Habforce) moved from Iraq to threaten Palmyra. Air reinforcements consisted of the combined 260 Hurricane squadron (comprising RAF pilots and RAAF ground crew) and a Blenheim bomber squadron, thus enabling 3 Squadron to be allocated to support the Australian Corps. The Australian Tomahawks attacked tactical targets and the aggressive strafing of enemy airfields destroyed many enemy aircraft on the ground. Tomahawks also escorted the Blenheims on raids to assist Habforce. On the 28th, nine 3 Squadron Tomahawks escorted Blenheims on a raid before intercepting and shooting down all six enemy Glen Martin bombers that were attacking Habforce units. Flight Lieutenant Alan Rawlinson was credited with three victories; Peter Turnbull was credited with the destruction of two bombers and Sergeant R.K. Wilson claimed the remaining bomber. However, action was not always in the Australians’ favour. On 10 July, they were escorting Blenheims on a raid near Hammara when five Dewoitine fighters, attacking from below the formation, shot down three of the Blenheims before the Tomahawks could intervene. But retribution was swift. Peter Turnbull shot down two Dewoitines and Flying Officer John Jackson, Pilot Officer E.H. Lane and Sergeant G.E. Hiller claimed one each.

When Syrian operations were suspended on 12 July, 3 Squadron moved to protect Beirut from possible German air reaction from bases in the Dodecanese Islands and Crete, before returning to the Western Desert, where it resumed operations from Sidi Haneish on 3 September. Many of the original pilots, like Rawlinson, Perrin and Turnbull, returned to Australia toward the end of 1941. In May, Squadron Leader Gordon Steege had been posted from 3 Squadron to assume the command of 450 Squadron, which finally became operational with Australian ground and aircrews in January 1942. The dilution of experience within 3 Squadron continued with the appointment, on 13 June 1941, of Flight Lieutenant B.R. Pelly to command the newly arrived 451 Squadron. When Pelly returned to Australia he passed the command to Squadron Leader V.A. Pope, RAF on 25 June 1941. Despite its lack of experience, the unit built its proficiency during a series of artillery shoots, photographic and tactical reconnaissance sorties.

Operation Battleaxe proved a failure and the lull in ground operations resulted in 451 Squadron flying only 372 sorties in the period 1 July–14 October. On 9 August, Pope inaugurated photographic sorties to photograph the German positions surrounding Tobruk, and plans were made for a detachment of two Hurricanes from the squadron to operate from within the perimeter. These aircraft operated for some months, where, despite almost daily aerial reconnaissance missions and air raids, the Axis forces were never aware of the underground shelters in which they were housed. Despite increasing Luftwaffe activity in September—the squadron lost six aircraft—the unit was able to report the presence of enemy tanks near Acroma on 11 September and to closely monitor the movements of this column as it advanced to Rabia and then its withdrawal to its start line.

Operation Crusader, the offensive planned by General Auchinleck, the new Commander-in-Chief of the Allied Forces in the Middle East, to destroy the German Army’s armoured forces, relieve Tobruk and clear Tripolitania, commenced on 18 November. Both the Australia fighter squadrons were involved in the preparatory and subsequent operations. The RAF fighter squadrons were reorganised into three groups: one party would move to a forward airfield to prepare for the arrival of the aircraft; a second party would maintain the aircraft and then follow and relieve the first party that would then be available to move further forward. These two groups preceded the third group— the headquarters, workshops, stores and transport—thus ensuring the mobility of the squadron. Given the fluidity of the subsequent actions in North Africa, this proved a sensible arrangement. Although the BF-109F flown by the Luftwaffe was superior to the desert-modified British Tomahawk and Hurricane fighters, the Luftwaffe did not seriously impair the tactical reconnaissance operations of 451 Squadron or engage 3 Squadron fighter sweeps. On 22 November, two aerial battles were fought that established the superiority of the British fighter units. During the morning 3 Squadron escorted a formation of Blenheim bombers when they were intercepted by fifteen BF-109s. In the ensuing melee, three Tomahawks and two BF-109s were shot down. That afternoon 3 Squadron joined with 112 Squadron, RAF, in a battle with twenty BF-109s. Although the Germans had the height and speed advantage, the two formations assumed defensive circling manoeuvres, with individual pilots seeking to exploit any momentary vulnerability of their opponents. Being further from their home bases that the British, the German fighters, due to lack of fuel, were forced to break the stalemate by disengaging and flying west.

Although the ebb and flow of the ground battle between the Eighth Army and the Afrika Korps fluctuated between the combatants, the Axis aerial situation, despite the balance of aircraft losses being in favour of the Luftwaffe, did not, in general terms, threaten RAF freedom of action during the campaign. The 451 Squadron Hurricanes, allotted to undertake tactical reconnaissance for XIII Corps, did so with little interference from enemy aircraft. The squadron did, however, lose personnel as a result of the fluid ground battle. On 27 November, Flight Lieutenant Carmichael, Sergeant ‘Nil’ Fisher, Corporal Keith Taylor and Aircraftman Don Bailey, Arthur Baines, ‘Tubby’ Ward and five other airmen were captured by an enemy column that attacked the landing site at Sidi Azeies.

The fighters however, were able to give substantial cover to the ground forces. For example, on the afternoon of 25 November Peter Jeffery led 3 and 112 Squadrons over Sidi Rezegh, where they encountered an enemy formation of 70 BF-110s and JU-87s that were attacking New Zealand troops. The RAF Squadron engaged the top cover of German and Italian fighters, while 3 Squadron attacked the BF-110s and JU-87s. Much to the delight of the ground troops, the Tomahawk pilots dispatched seven of the enemy, probably destroyed one and damaged another eight, for the loss of one Tomahawk. The British force destroyed a total of ten enemy aircraft.

Early in December, 3 Squadron re-equipped with the Curtis P-40E Kittyhawk. This aircraft was a development of the basic P-40, but was more heavily armed than its predecessors. In the meantime 450 Squadron had deployed to Gambut Main, where it joined the Desert Air Force on 16 February 1942. Six days later Sergeant R. Shaw claimed its first aerial victory: a JU-88 shot down in flames.

Rommel, with his usual resilience, mounted a counterattack in January 1942. The Eighth Army withdrew to Gazala, where Auchinleck planned to hold the Germans prior to initiating a British offensive. The defence was based on a series of strong points such as Bir Hacheim and Knightsbridge, which, together with the armoured killing ground that became known as ‘The Cauldron’, was synonymous with the heavy fighting. The two Australian fighter squadrons, 3 and 450, were active from the opening of the battle on 27 May. During that day 3 Squadron Kittyhawks dropped 22 250-pound bombs, damaging several tanks. Consequent actions were a mix of ground attack sorties in support of the British Army or protecting the same from the incursions of the Luftwaffe: the Free French defensive position at Bir Hacheim was the target for 350 enemy sorties per day. The statistics for operations flown on 16 June indicate the intensity of the Australian squadrons’ effort. From only thirteen aircraft available, 3 Squadron flew 62 operational sorties while 450 Squadron flew 25 bomber escort missions and then another fifteen fighter-bomber missions later in the day.

After the bloody battles of June, the Eighth Army was forced to withdraw under the wings of the Desert Air Force to a defensive position with its right flank resting on the Mediterranean Sea and its left protected by the impassable Qattara Depression. On 1 July Rommel opened the first Battle of El Alamein, advancing toward El Alamein and the approaches to El Ruweisat. The Desert Air Force opposed this advance with vigour. The two Australian squadrons flew with Boston light bombers to attack Deir el Shein, fighting a running battle with BF-109s during the outward journey that resulted in the loss of a Kittyhawk. With the priority given to close support of the troops on the ground and the interdiction of German transport, aerial victories were few. One was claimed on 4 July—a relatively typical operational day during the battle. The two Australian units reconnoitred the coastal road to Daba and strafed a supply column near Ras Gibeisa. That afternoon they bombed landing grounds west of Daba before 450 Squadron machine-gunned a long column of enemy transport on the road. Flight Sergeant D.H. McBurnie shot down a BF-110 reconnaissance aircraft. To finalise the operations for the day, 3 Squadron bombed trucks at Sidi Abd el Rahman and 450 Squadron spied on enemy movements as far west as Fuka.

Although 3 and 450 Squadrons were active in covering the British retreat, 451 was withdrawn to Haifa in Palestine during February 1942. During March the squadron deployed to Cyprus to protect the island from high-flying German reconnaissance aircraft. The squadron removed the armour and half the guns to lighten the Hurricanes to improve their performance. One pilot, Flight Lieutenant R.T. Hudson, claimed to have flown his Hurricane to an altitude of 12 000 metres (2000 metres above the fighter’s normal service ceiling), but only one success was claimed. Flying Officers Lin Terry and Jack Cox combined to shoot down an Italian Cant 107-C reconnaissance aircraft. On 8 January 1943, the unit moved to Mersa Matruh, from where they were involved in mundane patrols over the Nile Delta. Even the attachment of three Supermarine Spitfires did not improve morale. In the first six months of 1943, the unit had a single action. On 22 February, a JU-88 had the better of a brief fight. On 23 July 1943, 451 Squadron lost three of six Hurricanes that had joined a strike force of Martin Baltimore light bombers, Beaufighters and Spitfires on an ineffective strike on targets on Crete.

The squadron was re-equipped with Spitfires and commenced a new phase of operations from Poretta, Corsica on 23 April 1944, when it escorted a formation of 24 North American B-25 Mitchell bombers to attack a railway bridge at Orvieto, Italy. During the return flight the formation was intercepted, and Flying Officer Wallis claimed a share in the destruction of a FW-190 fighter. Even though the majority of the bomber escort and armed reconnaissance flights from Poretta were unopposed, the Luftwaffe was still capable of making its presence felt. On the night of 11 May, a JU-88 dropped anti-personnel bombs on Poretta, killing two pilots and six of the squadron ground staff. In the air the Luftwaffe was less deadly. On 25 May, Flight Lieutenants House, Thomas and Bray each claimed the destruction of a FW-190 after a sharp encounter over Roccalbegna, north of Rome, accounting for three of the seven enemy aircraft shot down by 451 Squadron during the month. Another highlight was the covering of the landing by French commandos on the island of Elba.

Squadron Leader W.W.B. Gale assumed the command of 451 Squadron early in July, but was shot down a week later while engaged in a reconnaissance flight over the bridges spanning the Arno River between Florence and Empoli. Squadron Leader G.W. Small assumed command on 7 July. Next day the squadron moved to St Catherine, from where it flew fighter sweeps over Marseilles and Toulon prior to flying cover for the Allied landing on the coast of southern France on 15 August. The unit moved to St Cuer, from where, as has been already noted, it deployed to Hawkinge.

While 451 Squadron was stalled in Palestine, the two other Australian fighter squadrons were withdrawn for rest before participating in the second Battle of El Alamein. During this period Flying Officer A.W. ‘Nicky’ Barr enhanced his reputation. On 11 January 1942, he claimed victories over a single Italian Fiat G-50, and two BF-109s. During the combat Barr was wounded in the legs, and his Kittyhawk was badly damaged, forcing Barr to crash land behind enemy lines. Assisted by the local tribesmen, Barr was able to gain information on enemy dispositions that proved valuable after his return to the unit. Barr was promoted to the rank of squadron leader and assumed temporary command of 3 Squadron. On 30 May, Nicky made a spectacular high-speed crash landing, but was able to return to the Allied lines on foot, having passed though a tank battle en route. However, on 25 June Barr, badly wounded, bailed out of his severely battle-damaged Kittyhawk. He was captured, but managed to escape from captivity. In an eight-month period evading recapture in Austria and Italy, he eluded the enemy again and again, finally becoming involved with an Allied Airborne Special Services unit, for which he was awarded the Military Cross. He had previously been awarded a DFC and bar, and remains, with a score of twelve enemy aircraft to his credit, the highest scoring 3 Squadron pilot of the Second World War.

At the end of September the Kittyhawks reverted to the fighter-bomber role, when they attacked Axis positions near Sidi Abd el Rahman and Ghazal. Sorties during October were a mixture of interceptions, fighter-bomber and bomber-escort missions. These missions enabled the respective commanders of 3 and 450 Squadrons, Squadron Leaders R.H. ‘Bobby’ Gibbes and J.E.A. Williams, to blood new pilots, thus ensuring that the units were at peak efficiency for duties during the forthcoming battle at El Alamein.

General Montgomery began the battle on 23 October 1942, but it was not until 4 November that the Axis forces were in full retreat. The British fighter units escorted light bomber formations, undertook tactical reconnaissance flights and strikes against Luftwaffe bases. Throughout the battle, the Luftwaffe resisted stoutly, despite the long-range efforts of the Kittyhawks to disturb their airfields. Although profitable, these operations were not without cost; 450 Squadron lost its commander when he was forced down near Buq Buq on 31 October. Williams was captured and, like Catanach, was imprisoned in Stalag Luft III, one of the Gestapo victims to be executed as a result of his efforts in the ‘Great Escape’.

Once the Eighth Army broke through the Axis lines, the Desert Air Force was utilised to hinder the enemy retreat. Between 6 and 19 November, the fighter units were based at seven separate airfields. One task was escorting light bomber formations. On 9 November, Sergeant Dave Borthwick, of 450 Squadron, was part of the high cover for a formation of Bostons when he was shot down. Although wounded, he managed to parachute to the relative safety of the desert. On landing, he used his parachute material to bind his wounds. Despite his bindings, he could not walk, and crawled on hands and one leg for four days, eating beetles and licking the early morning dew from desert plants to sustain him. He finally found an Arab tomb, and was discovered by a King’s Royal Rifle Regiment patrol. He had lost 25 kilos in weight during his ordeal. Borthwick was awarded an MID for his fortitude.

So keen was the fighter force that on 9 November the advance parties of the 3 and 450 Squadron’s ‘B’ echelons appear to have been leading the whole Allied Forces pursuit. For example, a 3 Squadron party was located to the west of Sidi Barrani when they were strafed by BF-109s while watching the forward element of the Eighth Army’s armoured spearhead advancing behind them. Similarly, a 450 Squadron ‘B’ echelon was advised by the surprised armoured column commander who found them that it may be wiser for them to wait on the fall of Sidi Barrani before proceeding to the airfield. The advance from Amiriya, near Alexandria, was so rapid that 3 Squadron had advanced 800 kilometres in ten days and operated from five separate airfields. On 18 December the Australians had reached the airfield at Marble Arch in Libya. The effort was marred by the loss of five 3 Squadron ground crew members, the victim of an enemy landmine that had been laid near the landing field.

Despite the Allied landing in Morocco during November 1942, ensuring that the Axis forces in North Africa could not recover the initiative in the theatre, hard fighting ensued before the final African victory. The Australians had a reputation of making every effort to rescue downed pilots during the campaign—successful rescues had been previously completed by, among others, Peter Jeffery and Flying Officer Lou Spence—and the effort of Bobby Gibbes to rescue Sergeant Rex Bayley on 21 December 1942 is an excellent example of the hazards involved. Six 3 Squadron aircraft successfully strafed the German airfield at Hun, leaving six enemy fighters destroyed in their wake. Defending anti-aircraft fire shot down two of the attackers. One of the victims was Rex Bayley, who, after successfully crash landing his Kittyhawk, radioed that he was unhurt. Gibbes, despite Bayley’s protestations, landed his aircraft. After releasing the half-full drop tank from the Kittyhawk’s fuselage, Gibbes unstrapped himself from the cockpit and moved the ejected tank from under the aircraft. When Bayley arrived, Gibbes removed his own parachute and sat on his lap. The take-off was hazardous. There was only 300 metres available before the ground dropped off into a wadi. Under full power, the Kittyhawk became airborne, but not before the port wheel of the undercarriage was demolished when it hit the earth on the opposite side of the wadi. On landing at Marble Arch, Gibbes skilfully balanced the aircraft on its remaining starboard wheel on landing. The aircraft ground looped, but suffered only minor damage. Incidentally, Gibbes was himself shot down on 14 January 1943, but evaded capture for five days before returning to Allied lines.

The Allies accepted the final surrender of Axis forces in Tunisia on 13 May 1943. During the March 1943 breakthrough of Rommel’s defensive line at Mareth, the squadrons flew similar roles to those at El Alamein, and contributed to the inability of the Luftwaffe to resupply and protect the Axis troops in Tunisia. For 3 Squadron to have been— with the exception of Operation Battleaxe—involved in every major operation during the North African campaign was a proud achievement. With over 200 victories, it was the highest scoring Desert Air Force squadron. 450 Squadron had, with less opportunity, also made its mark. In sixteen months of operations this squadron destroyed 47 enemy aircraft in air-to-air combat, and, to give some credence to the varied role of fighter-bombers with the Desert Air Force, destroyed 584 enemy motor vehicles.

Australian fighter pilots also served with the RAF. The most outstanding was Clive Robertson Caldwell, who, with 28 confirmed victories, was the highest scoring Australian ‘ace’ of the Second World War. By the time he arrived back in Australia during September 1942, he had scored at least twenty victories and commanded 112 Squadron, RAF. He was acknowledged as a superb shot, and his ‘shadow shooting’ technique—a pilot would fire live rounds at the ground shadow of an accompanying aircraft, thus honing his skills in deflection shooting as well as allowing for the time taken for the projectiles and targets to meet at the same spot (leading the target). He was awarded a DSO, DFC and bar and the Polish Cross of Valour while in the Middle East. A contemporary was John Lloyd Waddy, who served in 250 Squadron, RAF, and 4 Squadron, South African Air Force (SAAF), before returning to Australia in February 1943. During his service in the Middle East he was awarded a DFC and scored twelve aerial victories.

RAAF IN SOUTH-WEST PACIFIC 1942–44 PART I

By David Wilson

The attack on Darwin on 19 February marked the first attack made on continental Australia by an enemy force. It was not the first attack on Australian territory. On 4 January 1942, 22 Nells bombed the airfield at Lakunai, near Rabaul, New Britain, part of the Australian Mandate of Papua New Guinea. The defence of the strategically important Rabaul, with its deep-water port and facilities, was the responsibility of 24 Squadron, commanded by Wing Commander John Lerew, which had deployed with four Hudson and thirteen Wirraway aircraft early in December 1941. Flight Lieutenant R.A. Yeowart and his 6 Squadron crew made a long-range photographic reconnaissance flight in a specially modified long-range Hudson over Truk, the Japanese fleet base in the Caroline Islands on 6 January 1942. When Yeowart returned, after evading defending aircraft and anti-aircraft fire, his report of the presence of twelve warships, a hospital ship, transports and many aircraft at all adjacent airfields made Lerew aware of the vulnerability of his base to invasion. On the same day, Japanese flying boats bombed Vunakanua airfield, destroying a Wirraway and damaging a Hudson. The aircraft flown by Flight Lieutenant B.H. Anderson was the only one of the four Wirraway aircraft that attempted to intercept the flying boats to make contact. He made a climbing attack from the rear of one flying boat and expended all his ammunition, without visible effect, from 275 metres.

The attrition of the defending aircraft continued on the 7th, when a Hudson and three Wirraways were destroyed by a formation of Nells, despite the valiant effort of three Wirraways to attempt to intercept. Clearly the Wirraway was totally outclassed by the attacking aircraft, and Lerew requested modern fighters as reinforcements for his meagre force. None were available. The climax to the gallant defence of Lae came on 20 January. A formation of 50 enemy high-level bombers, dive bombers and fighter escorts were sighted over Duke of York Island. Seven Wirraways attempted the interception, but Anderson and Pilot Officer C.A. Butterworth crashed on take-off due to engine failure. Three aircraft were lost in the ensuing combat, one destroyed on takeoff and two seriously damaged in crash landings. Six crewmen had been killed and five wounded in the ten-minute combat. It was as a result of this action that Lerew sent his famous signal to the Air Board: Nos morituri te salutamus (we who are about to die salute you).

With an invasion imminent, Lerew evacuated wounded men on 22 January, when Squadron Leader J. Sharp flew the remaining serviceable Hudson to Port Moresby. Lerew withdrew his men to the Wide Bay area, where flying boats from Port Moresby could evacuate the survivors. Next day a total of 96 men were evacuated by 33 Squadron Short Empire flying boats flown by Squadron Leaders J.L. Grey and M.V. Mather. Grey flew to Tol next day, where he successfully embarked 49 airmen and soldiers. A trio led by the radio officer at Sum Sum, Sergeant F.G. Higgs, who had remained behind to secure the communications link with Port Moresby until the 27th, were ordered to withdraw. Higgs and the two other airmen appropriated a five-metre sailing boat and, after an epic 21-day voyage, reached Cairns.

While 24 Squadron was fighting for its existence at Rabaul, the Catalina flying boats of 11 and 20 Squadrons were also attempting to curb the Japanese advance. When it moved to Port Moresby in September 1939, 11 Squadron was equipped with two Short ‘C’ class Empire flying boats that had been pressed into service from Qantas, and two Supermarine Seagull amphibians. The famous Empire flying boats may have been successful on the commercial route to England, but when armed with a single Lewis machine-gun and bomb racks, it was of limited usefulness as an offensive maritime reconnaissance aircraft. Consequently, 11 Squadron welcomed the delivery of the first of its new Consolidated Catalina flying boats in March 1941. This aircraft, with power supplied by two 1200 hp Pratt and Whitney Twin Wasp engines, had a maximum speed of 315 kph and a range of 4989 kilometres. It was to equip four active RAAF squadrons and prove to be a versatile, reliable aircraft. The advent of this aircraft, and the raising of 20 Squadron at Port Moresby on 1 August 1941, gave the Australian defences a robust maritime reconnaissance force.

The Catalina squadrons were the only units capable of taking advantage of the information provided from Yeowart’s successful reconnaissance of Truk and other long-range reconnaissance missions. A force of six flying boats from the combined squadrons attempted to attack Truk on 11 January, but foul weather en route forced the aircraft to return to Port Moresby. Another attempt was made on the 16th, but Squadron Leader T.H. Davis and his crew were lost when their aircraft crashed on take-off after refuelling at Kavieng. Three of the four aircraft that proceeded with the attack were unable to find the target due to poor visibility. Flight Lieutenant Ern Beaumont, who arrived an hour later, made two bombing runs to drop sixteen 250-pound bombs, but to no apparent effect.

Squadron Leader J.A. ‘Dick’ Cohen flew a long-range reconnaissance mission that showed the extraordinary endurance of the Catalina. On 13 January he departed from Tulagi, a small island adjacent to Guadalcanal where an advanced operational base had been established, to undertake a 19 hour 37 minute reconnaissance of the northern Gilbert Islands. Reconnaissance missions could be lethal. On 21 January, Corporal T.H. Keen was the sole survivor of a Catalina, captained by Lieutenant G.H. Hutchinson, US Navy, that had been shot down in flames over Salamaua by five enemy fighters. Flight Lieutenant Robert Thompson had departed from Gizo on the same date to search for the Japanese task force that had attacked Rabaul on the previous day. Thompson found the task group and was ordered to shadow the warships. His aircraft had come under accurate antiaircraft fire and, worst of all, he could see fighters taking off from the aircraft carriers below. The inevitable damage to the Catalina in the subsequent action forced the burning flying boat to force land in the open sea. The survivors, fearing that the burning aircraft would explode, abandoned the aircraft. They were later picked up by a Japanese cruiser and became prisoners of war.

After the fall of Rabaul the Port Moresby-based Catalinas and the ten Hudsons of the newly formed 32 Squadron, under Wing Commander Deryck Kingwell, were the only RAAF strike force in Papua New Guinea. The Catalinas striking at Rabaul met considerable resistance. For example, on the night of 3 February, Pilot Officer B.G. ‘Tubby’ Higgins was flying one of five Catalinas bombing Simpson Harbour, when, at 10.00 pm, the flying boat was attacked by a Zeke. The enemy fighter hit the Catalina, wounding the wireless operator in both ankles. Higgins evaded the Zeke by diving to sea level through the cloud billowing up from one of the active volcanoes that perpetually threaten the town of Matupi. Flight Lieutenant G.E. Hemsworth was also attacked. His aircraft was hit in the port engine, forcing him to jettison the bomb load and take evasive action. Sergeant Douglas Dick, on his first operational flight, returned fire from the port blister. As a result of his fire an enemy fighter was seen to spin and crash into the sea. Hemsworth made a five-hour, single engine flight to Salamaua, where he made a perfect landing just before dawn. After making temporary repairs, he was able to take off using both engines, but once the aircraft had climbed to 600 metres, the port engine had to be shut down. After the Catalina landed at Port Moresby, 157 bullet holes were counted.

Attrition of the flying boats and crews resulted in an operational combination of the two squadrons. Aircraft, crews and tasks were shared, but men and machines could not be replaced. Lieutenant Ern Beaumont was lost on the night of 24 February. On the same day, five Zekes escorted eleven enemy bombers and raided Port Moresby, with a disastrous result for the flying boat squadrons. Three Catalinas were destroyed, and another damaged, at their moorings. It was obvious that the increasing number of Japanese raids would make the position of the three squadrons at Port Moresby untenable. Although Squadron Leader Deryck Kingwell, the commander of 32 Squadron, recorded a direct hit on a 6 000-tonne transport, part of the Japanese invasion force of eleven ships in Salamaua Harbour on 7 March, enemy pressure resulted in 32 Squadron being completely withdrawn to Horn Island on 26 April.

The two Catalina squadrons withdrew further south to Bowen, Queensland, from where they made long-range strikes on targets such as Tulagi and along the northern coast of New Guinea and the island of New Britain.

Unfortunately, in January 1942, there were no RAAF fighter squadrons in Australia to contest for aerial superiority with the Japanese over the important airfields at Port Moresby. It was not until 4 March that the first Kittyhawk fighter squadron, 75, was raised at Townsville. The raising of 76 Squadron at Archerfield, Queensland on the 14th and 77 at Pearce, Western Australia two days later, followed this unit. On the 21st, Wing Commander Peter Jeffery, although having handed the command of 75 Squadron to a fellow 3 Squadron veteran, Squadron Leader J.F. ‘Old John’ Jackson, survived being shot at by defending anti-aircraft gunners while landing with the first four Kittyhawks to arrive at the Seven Mile airfield. Within hours the squadron made its presence felt. Flying Officer Wilbur Wackett, the son of Lawrence Wackett, and Flying Officer Barry Cox scrambled at 3.53 pm to intercept the daily Japanese reconnaissance aircraft. The two Kittyhawks closed with their prey, and after several well-directed bursts of machine-gun fire, the bomber exploded and dived into the sea west of Baslik Point. The combat, an emphatic victory in full view of the defending ground troops, was a great tonic to morale. But Jackson was not satisfied with this initial victory.

Next day, 22 March, Jackson led nine aircraft from the Seven Mile to take the battle to the Japanese. Photographic evidence had been produced that indicated that a force of Mitsubishi G-4M ‘Betty’ bombers and Zeke fighters was based on the airfield at Lae. To attack this attractive target, Jackson led five strafing Kittyhawks. Flight Lieutenant Peter Turnbull (another 3 Squadron veteran) led the top cover of four fighters. The ground strafers made two runs over the airfield, so low that the aircraft flown by Flight Lieutenant John Piper collided with the propeller of one of the parked enemy fighters, tearing one of the Kittyhawk’s wing guns from its mount and severely damaging the wing main spar. It was reported that nine Zekes and three Bettys were left burning as a result. Anderson, of 24 Squadron Rabaul fame, fell foul of the defending fighters. Turnbull and Sergeant J.H.S. Pettett, members of the top cover, succeeded in destroying a Zeke each. Wilbur Wackett had a combat that resulted in his being forced to ditch his engine-damaged fighter in the sea halfway between Lae and Salamaua. He swam ashore. After an epic adventure that entailed crossing the Owen Stanley Ranges on foot, Wackett returned to Port Moresby on 22 April.

On an almost daily basis, the pilots of 75 Squadron fought against overwhelming odds and tactical limitations. But the presence of the fighters enabled United States Army Air Corps Douglas A-24 bombers to attack targets at Lae, and also enabled American medium bombers to stage through the Port Moresby airfields with a degree of safety. It was John Jackson’s leadership that was inspirational, and his failure to return from a lone reconnaissance of Lae on 9 April was met with great sadness, and also a spirit of vengeance. On the 18th, the news that he was safe and well at Navos was greeted with relief. But this was to be short-lived. John Jackson’s final mission highlights the heroic defence mounted by 75 Squadron.

At 11.15 am, 28 April 1942, Jackson led five Kittyhawks to intercept a superior force of Japanese bombers and fighters north of Port Moresby. Jackson and Barry Cox died fighting the Zeke escort that had the advantage of height over the slow climbing Kittyhawks. Flying Officer Peter Masters spun out of the combat, and Flying Officer Le Gay ‘Cocky’ Brereton was slightly wounded when his Kittyhawk was hit in the wings and fuselage. Jackson’s aircraft was seen to crash on Mount Lawes. When the crash site was located, the engine was found embedded two metres into the ground from the force of the impact.

In its epic 44-day defence of Port Moresby 75 Squadron destroyed eighteen and damaged 29 enemy aircraft in aerial combat for the loss of 21 aircraft and twelve pilots. When the unit was withdrawn on 7 May, the Japanese tide had reached its height; the US Navy was in the process of fighting, and ultimately winning, the Battle of the Coral Sea. The engagement was the result of strategic intelligence and the efforts of Australian long-range reconnaissance missions that warned of the Japanese approach. Enemy fighters attacked Hemsworth and his crew after they reported the presence of two enemy destroyers south-east of Misima Island on 6 May. Later in the afternoon, Flight Lieutenant P.J.E. Pennycuick, flying a 32 Squadron Hudson, reported an aircraft carrier, six destroyers and four enemy merchantmen in the same area. The build-up of Japanese naval force was noted through daily reconnaissance flights and the situation built to a climax on 7 March, when the American Admiral Frank J. Fletcher launched the air groups of the aircraft carriers USS Yorktown and USS Lexington to sink the Japanese aircraft carrier Shoho and badly damage the larger Shokaku. Lexington was lost, but a strategic victory had been won; most importantly, the Japanese invasion force that had planned to attack Port Moresby was forced to withdraw. The turning point of the Pacific War, the carrier battle centred on the island of Midway, was fought on 4 June.

RAAF IN SOUTH-WEST PACIFIC 1942–44 PART II

The outcome of the battles fought in the last six months of 1942 in Papua New Guinea and Guadalcanal were pivotal to the defeat, or victory, of either of the protagonists. On 21 July, the Japanese landed at Gona, and commenced to advance toward Kokoda, thence across the Owen Stanley Ranges toward Port Moresby. However, the focus for the Australian fighter squadrons was further east, at Milne Bay. Peter Turnbull had assumed command of 76 Squadron in May, and led the squadron there at the end of July. En route they flew the first Kittyhawk fighter-bomber mission in the South Western Pacfic Area, an aborted strike on Napapo on 22 July. The presence of enemy fighters above the seven Kittyhawks forced the Australians to drop their bombs before closing with the enemy. In the subsequent inconclusive action, Turnbull’s aircraft was slightly damaged, but this did not prevent him from landing at Milne Bay. The only aircraft loss was that flown by Flight Lieutenant V. Sullivan, who was forced to land eight kilometres from Port Moresby due to engine failure.

From 25 July, 76 Squadron was based at the newly constructed airfield at Milne Bay, Gurney strip. The first action was an unsuccessful attempt to intercept a Kawanishi H8K ‘Emily’ flying boat that had bombed Townsville that night. A rejuvenated 75 Squadron deployed to Milne Bay at the end of July. There was an expectation that the Japanese would attempt to capture it as a base for a pincer movement to take Port Moresby, and Hudson aircraft arrived on 6 August to give some long-range warning of any approaching enemy. Two days before, the Japanese showed interest in the Allied developments, when Zekes strafed Gurney and destroyed a Kittyhawk. Flying Officer P.H. Ash evened the score when he destroyed an enemy Zeke. The second Japanese air raid occurred on the 11th. The two Australian squadrons lost four pilots, but claimed the destruction of two Zekes, the possible destruction of two, and to have damaged a further six. Another brisk combat took place on the 24th. Next day, John Piper led nine 75 Squadron Kittyhawks to strafe Japanese landing barges and enemy troops that had been sighted at Cape Watts, Goodenough Island. This force was intended to land at Taupota, and the successful destruction of the barges eliminated a northern threat to the defenders of Milne Bay. Also on the 25th, an American Boeing B-17 crew reported the presence of a Japanese naval force en route for Milne Bay.

As inclement weather prevented any long-range B-17 attacks on this force, it was left to a combination of the Australian Kittyhawk and Hudson aircraft to defend Milne Bay. At mid-afternoon of the 25th, Peter Turnbull and ‘Cocky’ Brereton led a force of twelve Kittyhawks and a single Hudson to contest the Japanese approach. Armed with a single 300-pound bomb, the fighters were restricted to making low-level strafing and bombing attacks, instead of the preferred high-level dive-bombing approach, because of the overcast conditions. The strike force returned to Gurney strip and rearmed. Unfortunately the low cloud and failing light prevented any further contact. It was left to Pilot Officer Martin Law from 6 Squadron to make two bombing passes out of the cloud later in the evening. Despite having inflicted minor casualties on the enemy, the air assault did not prevent the landing of Japanese troops at Ahioma, from where the Japanese troops advanced along the northern shore of Milne Bay toward the airfields.

Squadron Leader Les Jackson, who had assumed command of 75 Squadron on the death of his elder brother, ‘Old John’, led six Kittyhawks on a strike on the Japanese landing barges that had been sighted on the beach near the KB Mission. This sortie was the first of a pattern of operational flights made by the two fighter squadrons to supply close support to the hard-pressed Australians. When not so involved, the fighters defended the bay from any enemy aerial encroachments. On 27 August, Les Jackson and Sergeant Roy Riddell each shot down a Zeke, but not before an American B-24 Liberator bomber burned as a result of the enemy strafing the Gurney strip. Flight Sergeant Stewart Munro was reported missing after the fight. Later, 76 Squadron lost its commander. Late in the afternoon Peter Turnbull was killed when his aircraft crashed as he attempted to strafe a Japanese light tank. Squadron Leader Keith ’Bluey’ Truscott, of 452 Squadron fame, assumed command of the squadron. He remained in this appointment until his death on 28 March 1943, when he crashed into the sea while undertaking fighter training with a flying boat off Exmouth Gulf in Western Australia.

The expectation of an enemy assault on the airfield complex on the night of 28 August resulted in the overnight withdrawal of the fighters to Port Moresby. The expected attack did not eventuate, and the aircraft returned to Milne Bay on the 29th. Group Captain W.H. Garing also arrived to assume the overall command of the RAAF units involved in the battle, which reached its climax during the early morning of the 31st. Desperate, but unsuccessful, attempts by the Japanese to overwhelm the Australian defences at Turnbull airfield (No. 2 airfield had been renamed to commemorate Peter Turnbull) proved the apogee of the Japanese advance. Steady pressure by the Australians forced the withdrawal of the invaders on the night of 5 September.

The Japanese Navy had made its presence felt during the campaign. On the night of 7 September a salvo of shells hit the supply ship Anshun, which capsized at the Gili Gili wharf. Garing was particularly perturbed at the enemy navy’s freedom of action. He was aware of the raising of 100 Squadron and its new Beaufort torpedo bombers. As a result of his pleadings Wing Commander J.R. ‘Sam’ Balmer led six Beauforts north from Laverton on 4 September. En route the Beauforts were loaded with American Mk XIII torpedoes at the RAAF base at Nowra. During the morning of 7 September, two 6 Squadron Hudsons attacked a Japanese cruiser and a destroyer and reported the incident to Milne Bay. An attack force of six Beauforts, three 30 Squadron Beaufighters and ten Kittyhawks took off to strike at the force off Normanby Island. The strike force did not discover the enemy vessels and returned to Milne Bay. However, they were not to be denied. At 4.55 pm three Beaufighters, and the eight 76 Squadron Kittyhawks led by Truscott, closed to within 800 metres of the enemy before commencing to strafe the bridge and upper works of a cruiser. The enemy formed a defensive circle as the Beauforts commenced their low-level run. Under fire from the cruiser’s heavy guns, the Beauforts dropped their torpedoes from a range of 1500 metres. Results were disappointing. No hits were made, but lessons were learnt that were to be applied in future anti-shipping operations. Unfortunately, from the perspective of the torpedo bomber force, this strike was indicative of the problems that were faced. The torpedo used proved unreliable, and the subsequent eighteen torpedo bomber operations were to prove disappointing. Squadron Leader Noel Quinn was shot down and captured after flying the RAAF’s final torpedo bomber sortie against Rabaul on 4 December 1943.

The Kittyhawk squadrons returned to Australia for rest and reequipment. 76 Squadron flew to Batchelor in the Northern Territory, and Truscott was able to add the last entry to his list of claims: a Betty destroyed on 21 January. After serving at Horn Island and Cairns, 75 Squadron returned to Milne Bay in January 1943. In the meantime, the Allied airfields had been developed in the Port Moresby area. The efforts of 1 Mobile Works Squadron (later 5 Airfield Construction Squadron) from July 1942 resulted in the development of Ward’s airfield to enable the Beaufighters of 30 Squadron and Boston light bombers of 22 Squadron to operate against the Japanese forces along the Kokoda Track and at Buna, Gona and Sanananda. It is also a period where the influence of air power in the theatre was becoming apparent. For example, the difficultly of supplying the forward troops on the Kokoda Track resulted in the deployment of the Special Transport Flight of Hudson aircraft from 1 Operational Training Unit to Ward’s airfield to augment the sparse aerial transport resources in the theatre. The flight made its first supply drop at Soputa on 14 December 1942. Next day the hazards of these operations became evident. Three Hudsons departed from Ward’s, penetrated the overcast conditions over the notorious ‘Gap’ in the Owen Stanley Range and dropped much needed ammunition at Soputa. Squadron Leader W.A. Pedrina made two circuits before dropping his stores on the third. The aircraft then went into a steep turn and crashed, with Flight Sergeant L. Callaghan the only survivor.

The short operational career of Flight Lieutenant W.E. Newton is typical of the tasks that were being undertaken by the Australian squadrons at Port Moresby during this period. After joining 22 Squadron, Newton flew his first operational sortie on 1 January 1943, strafing Japanese positions near Sanananda Point, landing at Dobodura due to a mechanical problem with his Boston light bomber. On 22 January 1943, the Australian and American forces finally secured the area from Gona to Buna. The Australian Bostons had played an effective role in supporting the land battle, and Newton was to participate in an action in March that sealed the fate of the Japanese defenders at Lae. Prior to this climactic event, Newton flew missions to prevent the Japanese from capturing the airfields at Wau. During February, Newton flew five of eight sorties supporting the hard-pressed infantry in the Wau–Mubo–Salamaua area. Using photographs exposed by the Wirraways of 4 Tactical Reconnaissance Squadron, the Bostons flew at 400 kph through anti-aircraft fire, between ridges and mountains, often battling through monsoonal rain and clouds to bomb and strafe enemy positions. These operations, which required courage and flying skill, contributed to the heavy Japanese casualties.

On 2 March, Bill Newton flew one of six Boston bombers, which in the face of heavy anti-aircraft fire, swept across the airfield at Lae, leaving a trail of destruction. This action was aimed at destroying enemy fighters that had been deployed to Lae to give protection to a Japanese convoy. The ships had departed from Rabaul on 28 February to reinforce the garrison at Lae. The convoy was attacked by American B-17 bombers during the 2nd, but it persevered. Next day it came within range of the specially trained Australian 30 Squadron Beaufighter and American B-25 Mitchell bomber crews, who vindicated the many hours of low-level ‘skip bombing’ training that they had undertaken on the wreckage of the SS Pruth. To prevent interception of the attacking force, Newton and two other Boston captains attacked the Lae airfield early in the morning. The three Bostons, armed with four nose-mounted 0.303 machine-guns and a 2000-pound bomb load caught the enemy fighters as they prepared for take-off, leaving many burning on the cratered runway.

Out in the Bismarck Sea the Japanese convoy was bombed by a force of B-17 Flying Fortress bombers, thirteen 30 Squadron Beaufighters and a number of Mitchells, leaving a swathe of burning and sinking vessels in their wake. Ammunition expended, the Allied aircraft returned to Port Moresby to rearm and refuel. The Allied aircraft returned during the afternoon. Wing Commander C.C. Learmonth led five 22 Squadron Bostons to join in the fray, claiming two direct hits on enemy vessels. The Australians were under pressure from defending Zekes. Flying Officer H.B. Craig attracted four of them. By boldly turning into his attackers with all guns blazing, Craig forced the enemy to break away.

Newton did not participate in the later attacks.

On 16 March, Newton was flying one of a formation of six Bostons that attacked newly constructed fuel tanks on the Salamaua isthmus. From a height of 1500 metres, Newton dived on the tanks, while his wingman, Dick Fethers, strafed the adjacent gun sites. The tanks exploded, and the resultant fireball and column of smoke could be seen for 80 kilometres. As the other Bostons dropped their bombs, Newton returned to strafe the area. His aircraft received four direct hits and, with instruments, hydraulics and control surfaces badly damaged, Newton turned south-east for safety. To further compound the situation, one engine had to be shut down. Newton, with superb airmanship and luck, coaxed the Boston back to Ward’s. For his action on this day, Newton was awarded the Victoria Cross. But it was a posthumous award. On 18 March, Newton and his crew, along with Sergeant Basil Eastwood and John Lyons, ditched after attacking Salamaua. Eastwood was killed in the crash, and Newton and Lyons were captured. Lyons was bayoneted to death soon after, and on 29 March 1943 the 23-year-old Flight Lieutenant W.E. Newton was executed by his Japanese captors.

Admiral Yamamoto had established an advanced headquarters at Lae to attempt to counter the reverses at Guadalcanal and along the northern New Guinea coast. He identified the growing Allied air strength as the major threat, and instigated a series of air attacks on Guadalcanal, Oro Bay, Port Moresby and Milne Bay to redress the balance. In this he was unsuccessful. At Milne Bay the enemy efforts were intercepted by the Lockheed P-38 Lightning fighters of the USAAF 9th Fighter Squadron and the Kittyhawks of 75 and 77 Squadrons. The latter had arrived in November 1942, and 75 Squadron returned on 13 February 1943. The action, the last major aerial combat to which the RAAF fighter force contributed in the South West Pacific Area, took place on 14 April 1943. The two Australian units’ contribution was the destruction of six Betty bombers, a Aichi D3A ‘Val’ and three Zekes. Squadron Leader W.A. ‘Wulf’ Arthur, the 75 Squadron commander, epitomised the courage of the Australian pilots. Finding that his guns would not fire, he requested permission to land. While diving across Milne Bay, he sighted six Vals and made dummy attacks on the formation, before unsuccessfully attempting, by aggressive flying, to force another Val to land.

To facilitate the westward advance from Milne Bay, 6 ACS deployed to Goodenough Island and to Kiriwina to prepare airfields to be used by Kittyhawks and Beauforts to strike at targets at Gasmata and Rabaul. During this period, 75 Squadron operated two Lockheed F-4, the photographic reconnaissance version of the P-38 Lightning fighter, on missions over Cape Gloucester, Gasmata and the Trobriand Islands for the US Sixth Army and RAAF 9 Operational Group. Squadron Leader Geoff Atherton and Flight Lieutenant ‘Monty’ Mountseer flew the majority of the flights. The squadron operated from the new airfields at Vivigani on Goodenough Island and Kiriwina that had been developed by 6 ACS. In the meantime, 7 ACS contributed to the construction of the airfield complex at Nadzab, the communication road from the complex to Lae and the construction of a fuel pipeline from that port to the airfield. This area became a major base for American heavy and medium bombers preparing for the subsequent landings at Cape Gloucester in New Britain and at Aitape and Hollandia. From 19 January 1944, 75 squadron operated from Newton Field, one of the Australian contributions to the Nadzab complex. Then they commenced operations with the newly arrived 78 Squadron.

The operation of the two units included escorting formations of USAAF B-24 Liberators and B-25 Mitchells. In addition, the two Kittyhawk units flew close escort for the Vultee Vengeance dive bombers of 21, 23 and 24 Squadrons that were flying precision strikes against enemy facilities at Alexishafen, Sair Island, Hansa Bay and Madang. The three dive-bomber units had deployed to New Guinea between 30 August and 15 February 1944. Although the aircraft supported the Australian 9th Division at Sattelberg and gained a reputation for close air support to ground troops, they did not remain operational in the theatre for long. On 8 March, 23 Squadron flew its last sortie; 21 Squadron was only based in New Guinea for fifteen days before all the dive-bomber units were returned south. Ultimately, they were to form the nucleus of the RAAF Liberator heavy bomber force.

When not involved in escort duties, the Kittyhawks struck at enemy targets and flew close support missions. These were risky. On 27 January 1944, 75 Squadron lost Flight Sergeant J.N. Stirling and Pilot Officer Hunt when they collided while strafing Jombo Island, south of Madang. Flying Officer E.H. Weber was shot down over Malala on 2 March 1944, to become 78 Squadron’s first operational casualty. Squadron Leader Col Lindeman gained some revenge when he damaged two Oscars that had attempted to intercept the Liberator formation that he was escorting. Japanese sources state that two Oscars were lost on this day, but they do not state whether this was the result of air-to-air combat or to another cause. This was to prove the last combat of this type that involved 75 Squadron.

On 12 March, 75 Squadron commenced operations from Cape Gloucester in New Britain in support of the 1st Marine Division that had landed as part of the operations to isolate the Japanese Rabaul garrison and to prepare bases for the next step forward: the landings at Aitape during March. The personnel of 7 ACS were in the second wave of troops that landed at Aitape, and the members of 5 ACS on the 23rd reinforced them. These highly professional units had a fighter strip operational on the 24 April, and a bomber strip two weeks later. The Kittyhawks of 78 Squadron landed at Aitape on 25 April, and 75 Squadron aircraft joined them next day. The two squadrons directed operations against the Japanese defences between Hyaparake and Cape Boram, as well as covering the progress of the naval bombardment force that included HMAS Australia and HMAS Shropshire. Both were to be involved in the landing at the island of Biak in May.

The two RAAF fighter squadrons moved westwards to Hollandia on 25 May. On 27 May, they covered the landing of the US 41st Division at Biak. These operations were undertaken at the extreme range of the Kittyhawks, and the flights gave little opportunity for the fighters to close with the enemy. However, when the opportunity was presented, the Australians took full advantage. In one of the last major air-to-air combats in Papua New Guinea, 78 Squadron shot down eight Japanese aircraft on 3 June. Fifteen Kittyhawks intercepted a Japanese formation of twelve Oscars and three Nakajima B5N ‘Kate’ attack bombers. Flight Lieutenant R.S. Osment, the formation leader, shot down a Kate in flames. Pilot Officer R.R. Cowley closed to within 50 metres of an Oscar before shooting it down, also in flames. Blue section joined the furious dog fight. The leader, Flight Lieutenant G.H. White, shot the wing off an Oscar before disposing of a Kate, which was seen to invert just before it hit the water. Other victorious pilots were Flight Lieutenant D.R. Baker, Flight Sergeant C.I. Smith, Flight Lieutenant J.C. Smith, Flight Lieutenant J.C. Griffiths, and Flying Officer R.E. Barker, who were credited with the destruction of one Oscar apiece. In addition, Griffiths and Flying Officer N.F. Blessing shared in the destruction of another enemy fighter.

On 10 June, Flight Lieutenants D.R. Baker and G. Giles scored the final air-to-air victory credited to RAAF fighters over New Guinea when they destroyed an enemy aircraft while covering an Allied convoy near Japen Island.

The next phase of MacArthur’s advance was the capture of the island of Noemfoor, from where air power could be projected over the Vogelkop peninsula and the Ambon–Ceram area. To ensure the rapid utilisation of the Noemfoor airfields, Group Captain W.C. Dale, the commander of 62 Works Wing, was appointed as the chief engineer to oversee the rehabilitation and construction of the airfields at Kamiri and Kornsoren. The airfield construction troops landed within thirty minutes of the initial assault, and Kamiri was suitable for 78 Squadron to fly to Noemfoor on 20 July, where 75 and 80 Squadrons joined it on the 22nd. The three squadrons harassed enemy forces in the Geelvink Bay and Vogelkop peninsula as indirect support to the Allied landing at Sansapor, and were joined in this task by 22 Squadron Bostons and the 30 Squadron Beaufighters early in August.

When Morotai was taken after an unopposed assault on 14 September 1944, the men of 3 and 14 ACSs were among the first to land. By 20 September, they had completed preparatory work and commenced the upgrading of the Wama airfield. Morotai was to become a main concentration point for RAAF front-line units assigned to the RAAF’s 1st Tactical Air Force. These included 1 (Mosquito), 13 (Ventura), 21, 23 and 24 (Liberator), 30 and 93 (Beaufighter), and 452 and 457 (Spitfire) Squadrons. To this must be added the assets of 22 Squadron that had deployed to Morotai on 17 November 1944 with sixteen Bostons. Nine Bostons were either destroyed or extensively damaged during Japanese air raids on the night of 22–23 November, forcing the unit to be withdrawn to Noemfoor for rearming with Beaufighters. The fighters, Bostons and Beaufighters operated extensively over the Halmaheras to ensure that the Japanese forces could not be deployed to reinforce the defences of the Philippines. These operations were to act as a catalyst for the so-called ‘Morotai Mutiny’ of April 1945, when a group of senior commanders took action to bring the futility of these operations to the attention of higher authority.