Better prepared Australia in WW 2

[NOMISYRRUC]

Alternative Royal Australian Air Force 1919-39 - Part 5 - RAAF Units 1925-39 OTL

1925-36

On 1st July 1925 the RAAF was re-organised into HQ RAAF, 2 squadrons, one flight, one flying training school, the Experimental Station (closed in 1930), one aircraft depot and the Air Liaison Office in London.

Nos. 1 and 3 Squadrons were initially composite squadrons consisting of 3 flights. Each had one fighter flight, one light bomber flight and one army co-operation flight. The fighter flights were equipped with the S.E.5a and the other flights had the D.H.9 or D.H.9A. However, when they received the Westland Wapiti in 1928 which combined the light bomber and army co-operation roles they became general purpose squadrons. Throughout this period they were composed of a third PAF and two third CAF personnel.

No. 101 (Fleet Co-operation) Flight was equipped with Fairey III seaplanes and then Supermarine Seagull Mk III single-engine amphibians.

However, No. 1 Flying Training School formed a seaplane squadron in 1928, called "Seaplane Squadron" equipped with amphibians and the 2 Southampton flying boats. In 1930 it formed a fighter squadron equipped with Bristol Bulldogs called "Fighter Squadron". However, Fighter Squadron and Seaplane Squadron were really flights. No. 1 FTS also had a training squadron called "Training Squadron".

The 1934 Expansion Scheme

A 3-year expansion scheme was announced in 1934. However, there was no change until April 1936 when the existing force of 2 squadrons and 3 flights was re-organised into 5 squadrons and one flight as follows:

• Nos. 21 and 22 (General Purpose) Squadrons were formed by re-naming Nos. 1 and 3 Squadrons. Their personnel continued to be a third PAF (manning "A" Flight) and two thirds CAF (manning "B" and "C" Flights). However, their role was now co-operation with the coast defences manned by the Australian Army;
• No. 1 (Fighter-Bomber) Squadron, a PAF unit was formed. It absorbed the Fighter Squadron of No. 1 FTS;
• No. 3 (Army Co-Operation) Squadron, a PAF unit was formed;
• No. 5 (Fleet Co-operation) Squadron, a PAF unit was formed by expanding and re-naming No. 101 (F.C.) Flight;
• Seaplane Squadron continued to exist within No. 1 FTS.

The other 3 squadrons were formed in May 1937. There Nos. 2 (G.R.), 4 (G.R.) and 23 (G.P.) Squadrons. The first 2 squadrons were PAF units and No. 23 was a CAF squadron. No. 1 Squadron became a bomber squadron in November 1937.

This brought the RAAF up to a total strength of 8 squadrons (5 PAF and 3 CAF) with 96 aircraft, consisting of one bomber, one army co-operation, one fleet co-operation, 2 G.R. landplane and 3 G.P. squadrons. Seaplane Squadron still existed within No. 1 FTS and No. 2 Aircraft Depot was formed in 1936.

The 1938 Expansion Scheme

In March 1938 a 3-year expansion plan was announced. There would be 9 new squadrons, one additional FTS, an equipment depot, 2 armament training camps, 2 group HQ, 4 station HQ and an extension of existing establishments. When completed at the end of June 1941 there would be a total of 17 squadrons with 198 aircraft.

The existing PAF personnel establishment of 260 officers and 2,250 airmen would be nearly doubled to 500 officers and 4,500 airmen including approximately 490 pilots. In December 1938 it was announced that the plan had been amended to 212 aircraft in 18 squadrons. The extra unit was a CAF squadron at Townsville.

The 18 squadrons would consist of:

• 3 fighter-bomber squadrons;
• 3 army co-operation squadrons;
• 1 naval co-operation squadron;
• 5 general reconnaissance squadrons (4 with landplanes and one with flying boats);
• 6 general purpose squadrons for co-operation with the Army's coast defences including 5 manned by the CAF;

Although most sources quote 212 aircraft in 18 squadrons I think that 210 was more likely because that is the total I reached if the flying boat squadron had 6 aircraft and all the other squadrons had 12 aircraft.

At the outbreak of World War II the RAAF actually had, 12 squadrons, No. 1 FTS, No. 1 Armament Training Station (formed 24th July 1939), Nos. 1 and 2 Aircraft Depots and the Training Depot.

The Training Depot first appears in the RAAF's Establishment in the 1939 Commonwealth Yearbook. However, I think it actually refers to the Recruit Training Squadron first formed on 1st March 1935 as the Recruit and Technical Training Section at No. 1 Aircraft Depot at Laverton. It was renamed the Recruit Training Section in April 1936 and then the Recruit Training Squadron in September 1936. It would go on to be renamed No. 1 Recruit Depot on 2nd March 1940.

The Z Plan

This is a passage from Page 55 of the official history of the ROYAL AUSTRALIAN AIR FORCE 1939-1942

In June the Council of Defence called for reviews by the Chiefs of Staff with "medium" and "invasion " scales of attack as their basis; this to supplement the earlier policy of basing Australia's defence on the probability of "minor"-scale attacks on territory or trade. The Chief of the Air Staff recommended expansion of the air force to meet "medium" -scale attacks, a plan which anticipated sustained attacks on shipping by enemy vessels and heavy raids on territory by combined operations .A program for a force of 32 squadrons with a first-line strength of 360 aircraft with the necessary ancillary units was recommended. This force was to be composed of:

• 14 general reconnaissance (bomber or torpedo-bomber);
• 3 general reconnaissance (flying-boat),
• 9 general purpose,
• 2 fighter,
• 1 fleet co-operation and;
• 3 army co-operation squadrons.

But the Government decided that the "minor"-scale basis should be retained and the proposal, to become known subsequently as the "Z Scheme", was deferred.

It did not say how many aircraft each squadron would have, but if the flying-boat and fleet co-operation squadrons had 6 each and the others had 12 each that would add to 360 aircraft.

The Situation in September 1939

In September 1939 there were 12 squadrons (8 PAF and 4 CAF). These were No. 1 (Bomber) Squadron, No. 3 (Army Co-operation) Squadron, No. 9 (Fleet Co-operation) Squadron, Nos. 2, 6, 10 and 14 (General Reconnaissance) Squadrons, and Nos. 12, 21, 22, 23 and 25 (General Purpose) Squadrons. No. 9 Squadron was the re-numbered No. 5 Squadron. No. 6 Squadron was the re-numbered No. 4 Squadron. No. 10 Squadron was the sole flying boat unit as it had absorbed Seaplane Squadron when it was formed in July 1939.

The rest of the RAAF consisted of Air Force Headquarters, No. 1 Flying Training School, No. 1 Armament Training Station, Nos. 1 and 2 Aircraft Depots, Training Depot and the Air Liaison Office in London.

There were 246 aircraft. Of these 164 were classed as operational types and the other 82 as trainers. The operational types were 82 Ansons, 54 Demons, 21 Seagulls and 7 Wirraways.

The personnel strength of the Service including reservists was 3,683.

Another passage from the official history of the RAAF 1939-42

Despite Curtin's pointers to possible political differences, the Government, on 15th September—the day on which the formation of the War Cabinet was announced—decided to enlist a volunteer army force of 20,000 men for service at home or overseas. Five days later the Prime Minister, Mr Menzies, announced the Government's further decision to offer the British Government a force of six squadrons—four of bombers and two of fighters, with ancillary units.

The detailed composition of the force was: HQ Field Force—1 Fighter Wing HQ with Nos. 7 and 15 Sqns; 2 Bomber Wing HQ with Nos. 1 and 8 Sqns; 3 Bomber Wing HQ with Nos. 16 and 17 Sqns (nominal strength 550 officers and airmen); 1 Air Stores Park, 1 Medical Receiving Station, HQ Base Area, Base Depot. Strength, with ground staff (if provided) 2,975; reinforcement pool 225—total 3,200 officers and airmen.

Of those squadrons only No. 1 (Bomber) Squadron actually existed.

 

[NOMISYRRUC]

Alternative Royal Australian Air Force 1919-39
Part 6 - Aircraft Procurement and the Australian Aircraft Industry ITTL
Introduction

ITTL the plans made by the Australian Government to establish a domestic aircraft industry 1918-21 still came to nought, but an industry capable of producing airframes, aero engines and aircraft equipment did emerge in the second half of the 1920s.

This was possible because the Australian Government bought aircraft in six times the quantities for the RAAF and Australian civil aviation ITTL. Sextupling the number of aircraft ordered meant that their airframes, engines and equipment could be built in Australia using large scale production methods and therefore at prices that were competitive with American and Australian manufacturers. This in turn created considerable public and in turn political support for the Australian aircraft industry because buying Australian built aircraft created jobs for Australian workers. By 1930 it would have been political suicide for the Australian Government to order aircraft from abroad unless they could prove that it was considerably cheaper than buying them domestically.

In this section I'm concentrating on military aircraft production because I haven't done any research on Australian civil aviation yet.

The Australian Aircraft & Engineering Co. Ltd

36 aircraft were ordered from this firm, but the venture was still a failure because the Australian Government would not place any follow up orders.

De Havilland Australia Pty Ltd.
Formation of the Company

IOTL De Havilland Australia was founded in March 1927. ITTL the company was founded in 1921 as a joint venture between the parent company and Herbert Larkin who as a consequence did not form his own Larking Aircraft Supply Company. Therefore there were no Lasco Lascowl, Lascoter and Lascondor IOTL. Instead Larkin's airline, Australian Air Services (AAS) bought then nearest equivalent De Havilland machines.

ITTL the firm mostly built Dragons, Hounds and Moths, but it also built the D.H.34, 50, 54 Highclere, D.H.61 and D.H.66 Hercules airliners. This was in part due to the Australian Government paying bigger subsidies to the airlines so there was more domestic demand for airliners.

According to its Wikipaedia entry 16 D.H.50 were built in Australia IOTL, but then it contradicts itself by saying that Quantas built 7, Western Australian Airlines 3 and the Larkin Aircraft Supply Company one, which is a total of 11. ITTL these aircraft were built by D.H. Australia. IOTL the sole D.H.50 bought by the RAAF was built in the UK, but ITTL the 6 aircraft purchased were built in Australia. Furthermore the total number of civil D.H.50s was probably because the Australian Government was spending more on civil aviation.

Moths, Moths and More Moths

ITTL D.H. Australia built 216 D.H.60 Cirrus Moths, 588 D.H.60 Gipsy Moths and 324 D.H.82 Tiger Moths for the RAAF between 1926 and 1939, a grand total of 1,128 aircraft and their engines. As already explained Larkin went into partnership with De Havilland rather than forming his own firm so there was no Lasco to build 198 Gipsy Moths under licence ITTL. No Moths were built by Cockatoo Dockyard and the Ordnance Factory at Maribyrnong ITTL because they were busy with other projects. The first 204 Tiger Moths were built instead of the 204 Avro Cadets that would have been purchased if the orders of OTL had been increased six-fold. Avro did offer to build a factory in Australia to build the Cadet ITTL, but the time and money required to build the factory meant it could not compete with D.H.A. on the price and delivery dates.

The D.H.65 Hound

ITTL the Air Board didn't change its mind and bought 252 D.H.65 Hound general purpose aircraft instead of the Westland Wapiti to replace the D.H.9 and 9A. It also bought 48 two-seat fighter versions instead of the Bristol Bulldog to replace the S.E.5a. The 300 aircraft were built by De Havilland Australia and the Munitions Supply Board built their Napier Lion engines. The large military order enabled D.H.A. to sell some of the proposed four-passenger airliner version, the D.H.74 as a successor to the D.H.50.

De Havilland Australia's drawing office designed the Hound Mk II powered by a MSB built Bristol Pegasus engine. The RAAF bought 420 instead of the 384 Hawker Demons and 36 second hand Wapitis that it would have built in a straight sextupling of the OTL orders. ITTL it faced competition from the Hawker Demon and an aircraft that Wackett designed when he was at Cockatoo Dockyard. D.H.A won because it would take too long for Hawker to build a factory in Australia and the MSB which would have built the Wackett aircraft had other work to do.

The D.H.89M Dominie

This aircraft, originally built to the British Air Ministry Specification 18/35 was based on the D.H.89 Dragon Rapide airliner. One prototype was built, but all the production orders went to its competitor, the Avro 652A Anson, which was based on its Type 652 airliner. However, the Dominie was ordered by the RAF a few years later as a radio and navigation trainer. Then during the war the RAAF ordered 87 trainer versions of the Rapide's predecessor, the D.H.84, because its engine was being built in Australia for the Tiger Moth and the Rapide's engine wasn't.

It's not surprising that the G.R. version of the Dominie wasn't ordered by the RAF because its performance was even worse than the Anson's. The weight of the Dominie radio and navigation trainer was 3,230lb empty and 5,500lb loaded. However, the Anson's weight was 5,375lb empty and 8,000lb loaded. The Dominie which was a biplane with a fixed undercarriage had 2 D.H. Gipsy Six engines that produced 200hp each. Meanwhile the Anson Mk I was a monoplane with a retractable undercarriage powered by 2 AS Cheetah on the Anson Mk I produced 350hp each. This meant that the Dominie's maximum speed, cruising speed, endurance and payload were all inferior to the Anson.

However, the Dominie had the advantage that the D.H.89 airliner and its engines were already being built by De Havilland Australia and it was cheaper. Therefore the RAAF ordered 12 Dragon Rapides and 288 Dominies in 1935. In common with the Cadet, Hawker Siddeley offered to build a factory in Australia to build the Anson and its Cheetah engines, but it could not match De Havilland on price and delivery dates due to the cost of building the factory and the time it would have taken to build it.

All other things being equal 528 Dominies were delivered to the RAAF by the end of 1939 ITTL instead of the 88 Ansons received IOTL. This helped the RAF because no RAAF orders allowed Avro to concentrate on its RAF contract and 88 extra Ansons were delivered to the RAF by the end of 1939 due to it receiving all the production that went to the RAAF IOTL.

The Munitions Supply Board
The Supermarine Seagull and Southampton

In a straight sextupling of the real world the RAAF would have purchased 36 new Seagull III, 18 second hand Seagulls and 12 Southamptons in the 1920s. IOTL

Supermarine only built 34 Seagull I-III and 83 Southamptons so 30 extra Seagulls and 10 extra Southamptons would have improved the fortunes of the Company in that period considerably.

But that is not the way it happened ITTL.

Instead 27 Seagulls and 54 Southamptons were acquired in the 1920s. The 27 Seagulls provided a front-line of 18 aircraft (3 flights of 6 aircraft) and a 50% reserve. The 54 Southamptons provided a front-line of 36 aircraft (9 flights of 4 aircraft) and a 50% reserve. 18 of the Seagulls and all the Southamptons were built by the Munitions Supply Board. The other 9 Seagulls were second hand machines bought from the RAF.

The 126 Napier Lion engines required for the 18 Seagulls and 54 Southamptons that were built in Australia were also made by the MSB. This brought the total of Australian built Lion engines up to at least 426 because the MSB also build the Lion engines fitted to the 300 Hound fighter-bombers built by De Havilland in Australia.

The Supermarine Stranraer and Walrus

IOTL 24 Seagull Mk V (Walrus) were ordered in 1933 and delivered between 1935 and July 1937. The first Air Ministry contract was not placed until May 1935 and was only for 12 aircraft. IOTL production of the Walrus was transferred to Saunder Roe which from May 1940 built 461 of the 740 Seagull Mk V and Walrus aircraft built IOTL. This was to allow Supermarine to concentrate on building Spitfires.

All other things being equal 144 Seagull Mk V would have been ordered by the Australian Government in 1933. They would have been built by the Munitions Supply Board, which also built their Bristol Pegasus engines. They would have been delivered between 1935 and July 1937. However, that did not happen because the 6 cruisers operated by the RAN ITTL had a capacity of 3 amphibians each, but under normal conditions never embarked more than 2, which produced a requirement for 12 aircraft plus 12 reserve machines.

Therefore ITTL 24 Seagull Mk V amphibians and 60 Supermarine Stranaer flying boats were ordered in 1933. They were built under licence by the MSB which also built their Bristol Pegasus engines. The 84 aircraft were delivered between 1935 and the end of 1937.

IOTL the Stranraer (originally known as the Southampton V) was built to an RAF specification (R.24/31). The prototype flew in July 1934, the production contract for 17 aircraft was placed on 29th August 1935 and the type entered service with the RAF in April 1937.

However, ITTL the Stranraer, like the OTL Walrus was built to an RAAF specification and it flew in July 1932. Trials were successful enough for the RAF to cancel the Supermarine Scapa (which also flew in July 1932 and was originally known as the Southampton IV) and amend the production contract from 14 Scapas to 14 Stranraers. The Stranraers built for the RAF instead of the Scapa entered service with the RAF in 1935.

The Short Sunderland

In spite of the earlier replacement of the Southampton the RAAF still bought Sunderland flying boats. The quantity was sextupled from 9 aircraft IOTL to 54 aircraft ITTL. They and their Bristol Pegasus engines were built by the Munitions Supply Board.

In common with the Dominie purchase this was a win-win for the RAF and RAAF because it allowed Short Brothers to concentrate on its RAF contracts, which meant that the 9 aircraft built for the RAAF went to the RAF ITTL.

Blenheims, Bolingbrokes, Beauforts and Hudsons or Hampdens and Wellingtons

In a straight sextupling of the real world 300 Bristol Bolingbroke G.R. aircraft would have been ordered from Bristol in 1936. This would have been changed to 300 Beauforts in 1937. However, the British firm was unable to deliver them on time and the Australian Government ordered 300 Lockheed Hudsons in November 1938. The contract for British built Beauforts was cancelled in July 1939 and replaced by one for 1,080 aircraft to be built in Australia for the RAF and RAAF. The first aircraft would not fly until August 1941.

However, domestic politics would prevent such large orders being placed abroad in peacetime, especially because Australia had built up a much bigger aviation industry by 1936 ITTL.

At first I was going to have 300 Bolingbrokes ordered from the Munitions Supply board in 1936, which would also build their Bristol Mercury engines. They would play safe and stick with the Bolingbroke in 1937 instead of converting to the order to 300 Beauforts with Taurus engines. The Bolingbroke was an adaptation of an existing type (the Blenheim) with a proven engine; whereas the Beaufort hadn't flown yet (and wouldn't until October 1938) and its engine was still under development. Then the RAF would buy 200 Bolingbrokes from the MSB in June 1938 instead of 200 Lockheed Hudsons to save Dollars. The RAAF would order another 300 Bolingbrokes from the MSB in November 1938, instead of its first Hudson contract. These orders would have brought the total number of Bolingbrokes on order in Australia up to 800. Finally in July 1939 the RAF and RAAF would place a joint contract for 780 Bristol Beaufighters with Bristol Hercules engines built by the MSB in place of the P&W Twin Wasp engines fitted to the Australian built Beauforts of OTL. The first MSB built Bolingbroke would be completed before the end of 1937.

However, I think that the RAAF would have wanted an aircraft with a greater range and/or payload than the Bolingbroke. That limited the choice to an Australian design offered by Wackett or the aircraft being built by Handley Page and Vickers to Specification B.9/32. All 3 alternatives had the advantage that they used Bristol Pegasus engines were already being built by the MSB for several other types.

My personal preference is the Hampden because it wasn't developed to its potential IOTL because the Air Ministry wanted Handley Page to build as many Halifaxes as possible. IOTL Handley Page proposed a modified Hampden with a widened fuselage to the specification that produced the Beaufort and Botha. Then it produced a scheme for a Hampen powered by Merlin XX or Hercules engines in November 1938. Lord Tedder's reply was that the Air Staff would have leapt at such an aircraft had it been available immediately, but they could not wait the 15-18 months it would take until delivery, so the RAF declined the offer. In my opinion Tedder and the Air Staff made a mistake because 18 months after November 1938 was May 1940 and about the time that Handley Page began production of the Halifax and handed over production of the Hampden to English Electric. An aircraft of the Hercules-Hampdens estimated performance of 315 mph carrying a payload of 2,000lb of bombs on an all up weight 21,000lbs.

An initial order for 300 Hampden bombes was placed in 1936. Delays with the Beaufighter and Botha led to the British Air Ministry ordering 200 for the RAF in June 1938 in preference to the Lockheed Hudson. The Australian Air Board ordered another 300 for the RAAF in November 1938. Then in July 1939 with war appearing to be imminent a joint Australian Air Board-Air Ministry order was placed for 780 Hampdens and the total number of Hampdens on order from the MSB was 1,580. The first 800 would have Pegasus engines and the next 780 would have Hercules engines.

IOTL the Hampden prototype flew on 21st June 1936 and the first production aircraft flew on 24th June 1938, just over 2 years later. The first MSB built Hampden flew in August 1938, which is 3 years before the first Australian-built Beaufort. The initial contract for 300 aircraft for the RAAF was completed in January 1940 and the first aircraft from the second contract (placed instead of the first Hudson order) was delivered immediately afterwards. IOTL the RAAF did not receive its first Hudson until January 1940. The 200 aircraft ordered for the RAF in June 1938 were delivered between April 1939 and January 1940.

The first aircraft built to the July 1939 contract did not fly until August 1941 and was built with the wider fuselage and Bristol Hercules engines proposed to the British Air Staff in November 1938. The first Australian built Hercules engines appeared in November 1941, which is when the first Australian Twin Wasps were completed.

The alternative was to order 1,580 Wellingtons between 1936 and July 1939. In that case the first 800 would have been fitted with Perseus engines and the 780 ordered in July 1939 would have had Hercules engines. If the RAAF had selected the Wellington it is very likely that Vickers would have subcontracted production of the aircraft ordered for the RNZAF to the Munitions Supply Board.

The RAAF Experimental Section, Randwick, 1924-30

Wackett was still its first Officer Commanding. However, he initially had 126 staff which increased to 480 in 1926 and the running cost of the Section in 1927-28 was £150,000.

The Station produced 24 aircraft during its existence. In addition to the Widgeon amphibian and Warrigal general purpose aircraft, it produced a fighter to replace the SE.5a and a twin-engine flying boat, while the Engine Section designed the first Australian aero engines, but in common with OTL all the Station's TTL products were technical and financial failures.

Randwick was still closed down in 1930. However, the extra money spent ITTL was not wasted.

For example the Engine Section wasn't disbanded and instead moved to the MSB's aero engine factory. I wanted it to develop a 1,200hp version of the Bristol Pegasus to fill the horsepower gap between the OTL Pegasus and Hercules. However, the advice I received from the Board was that 1,000hp was the limit for the Pegasus. Therefore the Engine Section develops Australia's first successful indigenous aero engine. It started out at 1,000hp in 1937 and by 1942 was producing 1,500hp.

The 1,200hp version was fitted to the Hampdens built by the MSB for the RAF and RAAF instead of the Hudson. The 1,200hp version was also ready in time to be fitted to the Sunderlands that the MSB built ITTL. That gave them performance to the OTL Sunderland Mk V, which had 1,200hp P&W Twin Wasp engines.

Wackett at Cockatoo, Tugan Aircraft and the Commonwealth Aircraft Corporation

Wackett still moved to the Cockatoo Island Naval Dockyard, but ITTL he took six times the number of people and six times the quantity of equipment with him. The extra experience he and his staff had gained at Randwick allowed them to produce better aircraft designs in the 1930s.

Instead of building 6 Gipsy Moths at Cockatoo he designed and built 6 trainers of his own design and all other things being equal a pre-production batch of 18 aircraft would have been built by the MSB. However, the production contract went to De Havilland Australia, which built 324 Tiger Moths instead of the 34 Avro Cadets and 20 British built Tiger Moths of OTL.

ITTL 54 Gannet airliners were built by Cockatoo, Turgan and Commonwealth instead of one Codock and 8 Gannets. The 6 built at Cockatoo were the Mk I version, equivalent to the D.H.84 Dragon, the other 48 including 30 bought by the RAAF were the Mk II version equivalent to the D.H.89 Dragon Rapide.

ITTL he designed a 4-engine version of the Gannet, which was equivalent to the D.H.86 Express. He proposed military versions of the Twin and Quad Gannet to meet the General Reconnaissance Landplane specification. The Australian Government considered splitting its requirement for 288 aircraft 50:50 between the Twin Gannet and the Dominie, but instead ordered an all Dominie force.

Wackett also designed aircraft to the requirements that were met by the Supermarine Stranraer, Supermarine Walrus and D.H.A. Hound Mk II, but none reached the prototype stage.

Wackett's next project was an advanced trainer built to his own design, which was built instead of the OTL Wirraway. A batch of 2 prototypes and 10 pre-production aircraft was built for service trials instead of the 2 Harvards that were purchased from North American IOTL. The first RAAF order for 240 aircraft was placed in January 1937 and another 360 were ordered in November 1938. The Wackett Advanced Trainer attracted the interest of the British Air Ministry, which ordered 400 for the RAF in June 1938 in place of its first order for Harvards because the British Government wanted to save Dollars. The first delivery to the RAAF was about a year ahead of the TTL Wirraway and the 400 RAF aircraft were delivered between December 1938 and June 1940.

The Wackett basic trainer of OTL doesn't reach the prototype stage ITTL because the RAAF decided to buy more Tiger Moths to meet its requirement for an ab initio trainer.

IOTL Wackett developed the Boomerang single-engine fighter from the Wirraway/Harvard and ITTL he developed a single-engine fighter from the advanced trainer he designed himself. It was powered by the engine the MSB developed to fill the gap between the Pegasus and Hercules. The prototype flew in 1939. He also developed a twin-engine aircraft powered by the MSB Engine. The prototype of this aircraft, which was effectively the CAC Woomera brought forward 2 years, also flew in 1939.

 

[Some Bloke]

The fighter could be an answer to either spec F.5/34 or F.19/40

 

[Some Bloke]

It seems there is closer cooperation between Britain and Australia and less dependence on US aircraft for either prior to the war.

 

[NOMISYRRUC]

It seems there is closer co-operation between Britain and Australia and less dependence on US aircraft for either prior to the war.

IOTL there was absolutely no co-operation whatsoever until the agreement to build the Beaufort in Australia. According to the book I got most of my information from, the Australian purchase of the Hudson and Wirraway was frowned upon by the RAF and the British Government, which was rich coming from them because they bought Hudsons and Harvards from America themselves.

Strictly speaking there's no dependence on US military aircraft for either Australia or Britain because the Harvard and Hudson were the only pre-war purchases IOTL.

 

[merlin]

The Wirraway came about because in early 1936 Wackett and a couple of others were sent on a evaluation mission, to tour European and US aircraft companies to look for an aircraft they could build. The aircraft was to replace the Hawker Demon (a two-seater fighter) they were currently using. The requirement was for a single radial engine aircraft, the snag was that they wanted an aircraft that was already flying. The Harvard trainer, was an aircraft that was flying yes, radial yes, and they thought readily adaptable to something combat worthy - in a sense they were right - it was used for just about everything, from maritime patrol to fighter!

 

[NOMISYRRUC]

Alternative Royal Australian Air Force 1919-39 - Part 7A - RAAF Units 1921-34 TTL
The Formation of the RAAF IOTL

The RAAF came into existence on 31st March 1921 when the plan was that the air force would comprise:

• a headquarters;
• an aircraft depot;
• a flying training school;
• a recruit and non-technical training depot;
• 6 aircraft squadrons and;
• a liaison office at the Air Ministry in London.

The 6 service squadrons planned were initially to be split between 2 States, Victoria and New South Wales: 2 landplane squadrons and a flying boat squadron in the former; and 2 landplane units, with a squadron of seaplanes to operate on ships of the RAN, in the latter. One of the landplane squadrons in each State was to comprise primarily Citizen Air Force personnel. The scheme of development also provided for early acquisition of a site in Western Australia, however, to enable the establishment of a unit there in the second year of the program.

The Third Brother by C.D. Coulthard-Clark, from which the above information came continued...

As the Minister went on to state, this plan envisaged a force with a total strength of almost 1,500 officers and men. The permanent component was to comprise 150 officers and 1,000 other ranks, while there would be 36 officers and 300 other ranks in the CAF. However, he predicted that: 'This proportion of Permanent Forces to Citizen Forces will not be continued in later years, new units in the future being composed mostly of Citizen Forces'.

Speaking again during the resumed Second Reading debate on the Air Defence Bill on 22 April, Senator Pearce made clear that it was anticipated that full use would be made of the gift aircraft which Australia had received from Britain. Of the 151 aircraft the Air Force held, 72 would be brought into commission—24 at No. 1 Flying Training School (6 DH9s, 3 SE5As, 12 Avro 504Ks and 3 Sopwith Pups) and 48 in the 4 landplane squadrons (16 DH9s, 8 DH9As and 24 SE5As). This would leave 79 machines (6 DH9s, 21 DH9As, eight SE5As, 36 Avro 504s and eight Pups) as spares to replace losses and in reserve. To complete the projections, 9 flying boats and 12 ships' seaplanes had yet to be purchased, but Pearce assured the Senate that orders would be placed for these 'without delay'.

Personnel 1921-34 ITTL

According to the ITTL Commonwealth Yearbooks the personnel establishment of the Permanent Air Force during this period was as follows:

• 6,900 in 1921 (actual strength 894 on 31st March 1921)
• 2,100 in 1922 (actual strength 1,806 on 1st April 1922)
• 2,118 in 1923 (actual strength 2,076 on 1st April 1923)
• 2,226 in 1924 (actual strength 2,154 on 1st April 1924)
• 3,144 in 1925 (actual strength 2,712 on 1st April 1925)
• 4,296 in 1926 (actual strength 4,176 on 1st April 1926) plus 1,620 CAF ― This is the first time the CAF appears;
• 5,820 in 1927 (actual strength 4,884 on 1st April 1927) plus 2,034 CAF;
• 5,820 in 1928 (actual strength 4,956 on 1st April 1928) plus 2,034 CAF;
• 5,352 in 1929 (actual strength 5,568 on 1st April 1929) plus 2,034 CAF;
• 5,352 in 1930 (actual strength 5,220 on 1st April 1930) plus 2,100 CAF;
• 5,340 in 1931 (actual strength 4,962 on 1st April 1931) plus 2,100 CAF;
• 5,340 in 1932 (actual strength 4,956 on 1st April 1932) plus 1,848 CAF;
• 5,340 in 1933 (actual strength 4,884 on 1st April 1933) plus 1,854 CAF;
• 5,340 in 1934 (actual strength 4,902 on 1st April 1934) plus 1,860 CAF.

In each case that is 6 times more than OTL. All the actual strengths of the PAF include cadets.

Operational Units 1921-34 IOTL

During the course of the 1921-22 financial year the following units were actually formed: RAAF Headquarters; No. 1 Aircraft Depot; No. 1 Flying Training School (by renaming the Central Flying School of the Australian Flying Corps with 8 Avro 504K and 4 Sopwith Pups); and the liaison office in London; and the nuclei of 5 squadrons. The squadrons were No. 1 and 3 (Corps Reconnaissance) with 4 D.H.9 each; Nos. 2 and 4 (Fighter) with 4 S.E.5a each; and No. 5 (Naval Co-operation) with 3 Fairey IIID. Not yet formed (due to the lack of suitable planes) was the flying-boat unit which would become No.6 Squadron.

Although Coulthard-Clark wrote that 2 of the 4 landplane squadrons were to comprise primarily Citizen Force Personnel, he then contradicted himself by saying that before July 1921 all 6 squadrons to be formed would wholly comprise permanent personnel. After July 1921 the plan was that permanent personnel would only comprise a proportion of the headquarters and one of their three flights―the remainder to be formed later from CAF personnel.

However, the defence cuts that followed the signing of the Washington Treaty resulted in the 5 nucleus squadrons being disbanded in July 1922 and being reformed as flights of a composite squadron formed within No. 1 Flying Training School. In November the establishment of No. 1 Squadron was reduced to 3 flights with 39 officers and 155 other ranks. This was over half the personnel establishment of the PAF, which from 1st July 1922 to mid-1924 was in round figures set as 50 officers and 300 other ranks. The source did not say so, but my guess is that No. 1 Squadron's 3 flights consisted of one with flight with D.H.9s, one fighter flight with S.E.5a fighters and one fleet co-operation flight with Fairey IIID seaplanes.

On 1st July 1925 the operational units were reorganised into 2 squadrons and one flight. Nos. 1 and 3 Squadrons were initially composite squadrons consisting of 3 flights. Each had a fighter flight, a light bomber flight and an army co-operation flight. The fighter flights were equipped with the S.E.5a and the other flights had the D.H.9 or D.H.9A. However, when they received the Westland Wapiti in 1928 which combined the light bomber and army co-operation roles they became general purpose squadrons. Throughout this period they were composed of a third PAF and two thirds CAF personnel. No. 101 (Fleet Co-operation) Flight was equipped with Fairey IIID seaplanes and then Supermarine Seagull Mk III single-engine amphibians.

However, No. 1 Flying Training School formed a seaplane squadron in 1928, called "Seaplane Squadron" equipped with amphibians and the 2 Southampton flying boats. In 1930 it formed a fighter squadron equipped with Bristol Bulldogs called "Fighter Squadron". However, Fighter Squadron and Seaplane Squadron were really flights. No. 1 FTS also had a training squadron called "Training Squadron".

Thus from 1930 to 1934 the operational units of the RAAF consisted of 36 aircraft in 2 squadrons and 3 flights, which is about half the force that was planned in 1921.

Operational Units 1921-34 ITTL

ITTL a larger Australian Flying Corps was maintained after the First World War ended so that the RAAF inherited 894 officers and men on 31st March 1921 instead of 149. In a straight sextupling of OTL the following would have happened:

• The initial plan would have been for a force of 36 squadrons with a personnel establishment of 8,916 (6,900 PAF and 2,016 CAF);
• The nuclei of 30 squadrons (12 corps reconnaissance, 12 fighter and 6 naval co-operation) would have been formed in the 1921-22 financial year only for them to have been disbanded in July 1922 and reformed as 30 flights in 6 squadrons;
• In November 1922 the number of flights was reduced to 18 still formed into 6 squadrons (2 corps reconnaissance, 2 fighter and 2 fleet co-operation);
• 12 CAF squadrons (4 light bomber, 4 army co-operation and 4 fighter) and 6 PAF fleet co-operation fights would have been formed in the reorganisation of 1st July 1925;
• 6 PAF flying boat flights would have been formed in 1928 and 6 PAF fighter flights would have been formed in 1930.
• The front-line of the RAAF from 1930 to 1934 would have been 216 aircraft (144 general purpose, 24 fighter, 12 flying boat and 36 amphibian) organised into 12 squadrons and 18 flights;
• The personnel establishment in 1934 would have been 7,200 (5,340 PAF and 1,860 CAF) with an actual PAF strength on 1st April 1934 of 4,902 including cadets.

However, it happened more smoothly than that because the RAAF of this TL did not set its sights so high in 1921. The initial plan was for 15 landplane squadrons (3 PAF and 12 CAF) with 12 aircraft each (180 total) and 12 naval co-operation flights with 4 or 6 aircraft each (54 total). Each naval co-operation flight was counted as the equivalent of half a squadron so the total strength planned was the equivalent of 21 squadrons with 234 aircraft.

The equivalent of 30 flights was formed in 1921-22. That is the 3 PAF squadrons (9 flights), the PAF element of the 12 CAF squadrons (the squadron HQ and "A" Flight) and 9 of the 12 planned naval co-operation flights. The CAF squadrons were brought up to strength between July 1922 and July 1925. The last 3 naval co-operation flights were not formed until 1924.

The 15 landplane squadrons consisted of 5 fighter units flying the S.E.5a, 5 light bomber units flying the D.H.9A and 5 were army co-operation units flying the D.H.9. When the De Havilland Hound arrived in 1928 the squadrons were re-named General Purpose squadrons, but the former fighter squadrons continued to specialise in fighting, the former bomber squadrons continued to specialise in bombing and the former army co-operation squadrons continued to specialise in army co-operation work.

The naval co-operation force was to have consisted of 18 Fairey IIID seaplanes in 3 fights of 6 and 36 Felixstowe F.5 flying boats in 9 flights of 4. However, the 9 flights formed in 1922-23 were all on an establishment of 3 Fairey IIIDs. The planned purchase of Felixstowe flying boats was cancelled, but 18 Supermarine Seagull amphibians and 54 Supermarine Southamtpton flying boats were acquired in the second half of the 1920s. This allowed the front-line of the naval co-operation force to be built up to 18 amphibians and 36 flying boats by the end of 1928.

Therefore between 1929 and 1934 the RAAF had a front line of 234 aircraft (180 general purpose, 36 flying boats and 18 amphibians) in the equivalent of 21 squadrons. These were organised into 15 general purpose squadrons (3 PAF and 12 CAF) and 12 naval co-operation flights (9 flying boat and 3 amphibian). So the RAAF reached the strength projected in 1921 by 1928.

Headquarters and Second-Line Units 1921-34

The RAAF reached a strength of 4,956 PAF personnel with 234 front-line aircraft in the equivalent of 21 squadrons in 1928 ITTL. This is about the same as the 1938 Expansion Scheme of OTL, which was for 5,000 PAF personnel with 198 front-line aircraft in 17 squadrons with 2 group headquarters, 2 flying training schools, 2 aircraft depots and 2 armament training camps in June 1941. Therefore I have modelled the second-line units of the RAAF in this period on the 1938 Scheme.

Therefore between 1921 and 1928 the RAAF formed 2 group headquarters, 2 flying training schools, 2 aircraft depots and 2 armament training camps plus the recruit and non-technical training depot proposed in the 1921 Plan of OTL. There would also be more men on the strength of the HQ RAAF and the Liaison Office in London. The Experimental Station at Randwick was 6 times larger than OTL during the 6 years of its existence ITTL.

Randwick was closed on the recommendations of the Salmond Report, but IOTL he also proposed that an RAAF Training Wing be incorporated into the Royal Military, College Duntroon. AFAIK that was never done IOTL. ITTL forming the Duntroon Training Wing was one of the first things the RAAF did.

Co-operation with the Royal Air Force 1921-34

IOTL the RAF and RAF had a personnel exchange scheme. RAAF officers served with RAF units and had higher education at RAF schools like the Staff College. In return RAF officers learned to fly at the RAAF flying training school. The RAAF was six times larger than OTL in this period so six times as many RAAF officers served with the RAF and six times as many RAF officers had their flying training in Australia. A side effect of a larger RAAF might be that fewer Australians joined the RAF.

No RAAF squadrons were permanently based outside Australia during this period. However, some of them were earmarked as reinforcements for the RAF's Far East Command. There were no formal reinforcement exercises, but the RAAF's Southampton flying boats made regular "cruises" as far as South Africa, Aden and Hong Kong flight strength.

ITTL the RAN built 2 Albatross seaplane carriers or a larger ship capable of carrying twice as many amphibians. I did think of the RAN buying one of the 9,000 ton aircraft carriers designed by the Royal Navy instead, but decided against it. However, ITTL the RAAF might form a thirteenth fleet co-operation flight ITTL. This would be an aircraft carrier flight and would operate from the RN aircraft carrier deployed on the China Station.

 

[NOMISYRRUC]

Alternative Royal Australian Air Force 1919-39 - Part 7B - RAAF Units 1934-39 TTL
Personnel 1934-39

According to the TTL Commonwealth Yearbooks the personnel establishments of the RAAF during this period were:

• 1934 - 5,340 PAF and 1,860 CAF - Total 7,200 - The actual strength of the PAF on 1st April 1934 was 4,902
• 1935 - 6,432 PAF and 2,268 CAF - Total 8,700 - The actual strength of the PAF on 1st April 1935 was 5,736
• 1936 - 10,596 PAF and 1,428 CAF - Total 12,024 - The actual strength of the PAF on 1st April 1936 was 7,572
• 1937 - 12,480 PAF and 2,388 CAF - Total 14,868 - The actual strength of the PAF on 1st April 1937 was 11,730
• 1938 - 14,868 PAF and 2,394 CAF - Total 17,262 - The actual strength of the PAF on 1st April 1938 was 13,770
• 1939 - 18,624 PAF and 3,312 CAF - Total 21,936 - The actual strength of the PAF on 1st April 1939 was 19,032

All the actual strengths include cadets.

The PAF actually had 20,934 all ranks (1,860 officers and 19,074 men) on 3rd September 1939, which was set to increase to 30,000 on 30th June 1941 under the 1938 Expansion Scheme. The source did not give the total strength of the CAF at that date, but it did say that there were 216 general duties officers in the CAF and 948 (many of them former regulars) in the Reserve.

If the RAAF continued to be expanded at 6 times the rate of OTL then its personnel strength would have reached 54,108 on 1st April 1940 and 237,792 on 1st April 1941. However, the latter is more than the RAAF's peak World War II strength IOTL.

Expansion Schemes

The OTL expansion scheme begun in 1934 and completed at the end of March 1938 increased the personnel establishment of the PAF to 2,510. The number of front-line aircraft was increased to 96 in 8 squadrons (5 PAF and 3 CAF). Seaplane Squadron continued to exist within No. 1 FTS, but Fighter Squadron was absorbed by the new No. 1 Squadron and No. 101 Flight was expanded into No. 5 Squadron.

The OTL expansion scheme begun in 1938 for completion at the end of June 1941 increased the personnel establishment of the PAF to 5,000. The number of front-line aircraft was increased to 198 in 17 squadrons (later increased to 212 aircraft in 19 squadrons) plus an expansion of the second-line units. As part of this scheme the seaplane squadron of No. 1 FTS became No. 9 (G.R.) Squadron equipped with flying boats.

The OTL Z Plan proposed in June 1939 called for a further increase to 360 aircraft in 32 squadrons, but it was not approved.

The TTL expansion scheme begun in 1934 and completed at the end of March 1938 increased the personnel establishment of the PAF to 15,060 and the 1938 scheme nearly doubled it to 30,000. The 1934 scheme increased the number of front-line aircraft from 234 to 612. That is 576 aircraft in the equivalent of 48 squadrons of 12 aircraft and 36 flying boats in 6 squadrons of 6 aircraft. The 1938 scheme increased the number of first line aircraft to 1,188 and after it was revised to 1,272. If there was a Z Plan ITTL it would have been a mobilisation plan for 2,160 aircraft in 192 squadrons only to be implemented in the event of a war with Germany and Japan.

The RAAF on 3rd September 1939

The 246 aircraft (164 classed as operational and 82 as trainers) that existed IOTL were sextupled to 1,476 (984 operational and 492 trainers). The composition of the force was slightly different. There were MSB built De Havilland Dominies and Hound Mk IIs instead of the Avro Ansons and Hawker Demons of OTL. There were more De Havilland Tiger Moths instead of the Avro Cadets of OTL and all the RAAF's Moths and their engines had been built in Australia. Instead of 42 N.A. Harvards built by Commonwealth there were 42 advanced trainers built to CAC's own design and powered by Bristol Mercury or Pegasus engines built by the MSB instead of licence built P&W Wasp engines. There would not have been six times as many Supermarine Walrus amphibians either. There would have been the same number as OTL plus the survivors of 54 Supermarine Stranraer flying boats built by the MSB to replace the Southampton.

However, the actual total would be more than 1,476 ITTL because some of the 300 Handley Page Hampdens ordered from the MSB in 1936 had been delivered.

IOTL there were 12 squadrons (8 PAF and 4 CAF), but only 2 of them existed in embryo form. ITTL there would have been the equivalent of 72 squadrons (48 PAF and 24 CAF), 12 of which existed in embryo form. However, there would probably have been a smaller number of squadrons with more aircraft per squadron. IOTL the second-line consisted of one flying training school, one armament training depot, 2 aircraft depots and one training depot. ITTL there would have been 6 flying training schools, 6 armament training stations, 12 aircraft depots and 6 training depots OR a smaller number of establishments, but with six times the capacity of OTL.

In a simple sextupling of OTL there would have been 6 bomber, 6 army co-operation, 6 fleet co-operation, 24 general reconnaissance and 30 general purpose squadrons. However, ITTL there would have been some fighter squadrons, more bomber squadrons, more army co-operation squadrons and fewer general purpose squadrons.

The 15 general purpose squadrons that existed in 1934 ITTL were so called because their De Havilland Hounds were multi-purpose aircraft capable of light bombing, army co-operation and fighting. Furthermore 5 of them specialised in fighting, 5 specialised in bombing and the other 5 specialised in army co-operation.

However, the 5 general purpose squadrons that existed in September 1939 IOTL were to co-operate with the Australian Army's coast defences. I don't know what the ideal requirement for general purpose aircraft was IOTL, but the Z Plan only included 9 general purpose squadrons so therefore I don't see the point of having more than 9 squadrons of them ITTL.

In both timelines the Citizen Military Force (CMF) the Australian equivalent of the British Territorial Army had 7 divisions (2 cavalry and 5 infantry) and there was a requirement for one army co-operation squadron per division plus 2 for an army headquarters making a total of 9 squadrons.

Therefore ITTL there would have been 9 coastal artillery co-operation squadrons, 9 army co-operation squadrons and 24 fighter-bomber squadrons (18 PAF and 24 CAF). However, the change in role was not reflected in a change of equipment. IOTL the 7 squadrons were equipped with a mix of Avro Ansons and Hawker Demons. ITTL the 42 were equipped with a mix of De Havilland Dominies (instead of the Anson) and De Havilland Hound Mk II (instead of the Demon).

IOTL there was No. 10 (G.R.) Squadron formed from the seaplane squadron of No. 1 Flying Training School, which was in the UK to collect the Short Sunderland flying boats ordered for it. ITTL there were 6 G.R. squadrons each with 6 Supermarine Stranraer flying boats. None of them were in the UK because the 54 Sunderlands ordered to replace the Stranraer were being built in Australia.

IOTL there were Nos. 2, 6 and 14 (G.R.) Squadrons equipped with Avro Ansons. ITTL there were 18 squadrons of G.R. landplanes with De Havilland Dominies built by the MSB. Except that deliveries of the 300 Hampdens ordered from the MSB in 1936 had began before the end of 1938 and would be completed in January 1940. I guesstimate that enough would have been delivered by September 1939 to allow the re-equipment of 6 of the 18 G.R. landplane squadrons.

Finally we come to No. 9 (Fleet Co-operation) Squadron, formed on 1st January 1939 by re-numbering No. 5 Squadron, which in turn was formed on 20th April 1936 by expanding No. 101 Flight. This squadron operated Supermarine Walrus amphibians from the Royal Australian Navy's cruisers.

ITTL the RAN didn't need 6 times as many amphibians because one of its 6 cruisers was usually refitting and although each was capable of operating 3 aircraft no more than 2 were usually embarked so that a maximum of 12 aircraft were required for the brief periods when all 6 ships were available. ITTL the RAN had built 2 Albatross class seaplane carriers or a larger ship of double the capacity, but in common with OTL they were sold to the Royal Navy. However, ITTL the Australian Government did buy an Ark Royal class aircraft carrier as part of its 1934 rearmament programme.

Aviation Ships

This leaves us with the seaplane carrier, Albatross. The increased budgets of the 1920s ITTL are probably large enough for 2 Albatross class ships. However, a single larger ship that could carry 18 seaplanes (instead of the 9 Albatross could carry) or support a smaller number of flying boats might better suit Australia's requirements.

Australia might even be able to afford a proper aircraft carrier in the 1920s. However, if they did that it would have to fit in with the Royal Navy's plans.

In any case I prefer building an aircraft carrier in the first half of the 1930s, between the completion of the fifth County class and ordering the first group of 4 destroyers. That is there might be enough time and money to order an Ark Royal class aircraft carrier in 1931, which would be completed in 1935. According to Lenton and Colledge the 6 existing aircraft carriers (Courageous, Glorious, Furious, Eagle, Hermes and Argus) come to 114,900 tons, which with the 1931 Carrier of 22,000 tons make a total of 136,900 tons, breaking the Washington Naval Treaty tonnage quota by 1,900 tons.

An Ark Royal class aircraft carrier cost £4,050,000 and the average cost of a County class cruiser cost was about £2 million. Although I think both of these are the Vote 8 costs, which don't include the guns I think one 22,000 ton aircraft carrier is within the financial reach of Australia. In terms of the personnel cost Ark Royal had a crew of 1,575 and the County class had crews of 700 each according to Lenton and Colledge. Therefore I think Australia could operate the fleet described at the beginning of the post and an Ark Royal class aircraft carrier and 2 Albatross seaplane carriers with the 15,000 personnel I have given it in March 1939.

Without Ark Royal and 2 Albatross class, the 32 warships, 2 depot ships and 2 auxiliaries have a combined crew of 8,150. With Ark Royal and 2 Albatross class added the total increases to 10,625.

ITTL I'm modifying the above so that Australia orders its Ark Royal class ship in 1934 alongside the British ship and both were completed in 1938. When ordered the intention was that they would replace Argus and Eagle, but the abolition of the tonnage quotas at the end of 1936 meant that was not necessary and the British Empire had 8 aircraft carriers in September 1939 instead of 7.

Therefore ITTL the RAAF did have 6 fleet co-operation squadrons in September 1939. That is one with Walrus amphibians operating from the RAN's 6 cruisers and 5 of carrier aircraft operating from HMAS Queensland the RAN's Ark Royal class aircraft carrier. Officially called, "The Fleet Air Arm of the Royal Australian Air Force," the 6 squadrons had numbers in the 850-859 block which was reserved for Australian naval air squadrons. 2 of the squadrons were fleet fighter units equipped with the Hawker Nimrod and Osprey pending re-equipment with the Roc and Skua. The other 3 squadrons were torpedo-spotter-reconnaissance units equipped with the Fairey Swordfish.

 

[mack8]

First, thanks to NOMISYRRUC for his fantastic efforts here. I have mentioned i believe with another occassion that i was always bewildered with the lack of preparedness of Australia in early 1942, especially lack of noteworthy combat aircraft. Why that happened others know more than i do, but one of the things i recall is the british, for whatever reasons, were rejecting various combat aircraft from the US, or relegating them to second line, and so on. I believe also the americans were relegating otherwise competent combat types to ancillary duties.

So i was thinking surely any number of machines like P-66, Lightning MK1 (P-322), SB2U Chesapeakes, Battles, P-43 and other such second-rate types from both US and UK would have been light years away instead of the poor Wirraways that the RAAF used in early 1942!

Also should have been possible to built a semblance of a fighter earlier, something like the Boomerang and/or that P-64/NA-50 thing, so at least some would be available in early 1942. They would at least been merely outclassed by the IJNAF as opposed to utterly hopeless as the Wirraways were. Hell even the Miles M.24 (apparently, despite what you can find on the www, the thing could actually do almost 300mph) would be something if they'd somehow build that in Australia, and even more so the M.20 (don't know with what engine though, but some US 1200HP radial would have still made it useful). Lots of possibilities really.

Btw i think there's another ATL thread about british forces in Far East also being better equipped in the air and on the ground, mostly with various rejected/second like machines, same applies, things like P-322 surely would have been useful despite whatever faults they had. I have read though that the P-322 fiasco might also have been Lockheed's fault, they wanted more money or something (quelle surprise).

PS: Here's that topic
https://www.alternatehistory.com/fo...d-raf-aircraft-to-send-to-malaya-1941.388540/

 

[DG_Alpha]

A lot of numbers and very detailed breakdowns. The OCD in me is loving this, consider me subscribed and looking forward to more.

 

[tomo pauk]

...
So i was thinking surely any number of machines like P-66, Lightning MK1 (P-322), SB2U Chesapeakes, Battles, P-43 and other such second-rate types from both US and UK would have been light years away instead of the poor Wirraways that the RAAF used in early 1942!

P-66 - what a cutie A real Western counterpart to Zero, and a bit better than Oscar and rest in 1942. Better shove some armor in it, though.
Lightning Mk.I - probably as good as Westland Whirlwind (ie. still competitive in Pacific in 1942). Self-sealing fuel tanks. Bad rate of roll, though.
P-43 - tricky bird, leaky fuel tanks, good range, good performance above 20000 ft, questionable protection.
Battle - will need escort
But yes, all in all an useful host of aircraft when we recall what Australia have had in late 1941/early 1942.

Btw i think there's another ATL thread about british forces in Far East also being better equipped in the air and on the ground, mostly with various rejected/second like machines, same applies, things like P-322 surely would have been useful despite whatever faults they had. I have read though that the P-322 fiasco might also have been Lockheed's fault, they wanted more money or something (quelle surprise).
...

The P-322 was contracted since it meant the commonality with the contracted P-40s - same engines were contracted for both. French and British were buying both of the fighter types. The 'turbo P-322' was also contracted in same time, 500+ copies vs. 50+ copies of non-turbo P-322. In the time of those contracts (early 1940) there was no single turboed P-38/322 anywhere.

 

[mack8]

Thanks for the comments Tomo.

Yeah the Battle is terribly slow, but still it's light years away from the Wirraway as a bomber. In the other topic, things like Henleys were also mentioned. I think i'll add the SBC Clevelands as well.

So apart from the types i touched, any more ideas of other second line obsolete types from US and UK, fighters, bombers and so on could have reasonably end in RAAF service by late 1941/early 1942? Ah, how about the aicraft left to rot on Martinique from CV Bearn in 1940, 27 H-75, 6 Buffalos and 44 SBC, could they somehow be retrieved, maybe the americans demand them back or something before they get wrecked? Though granted, even if that happens, they might not end up in Australia at all.

PS: To my surprise, i find that indeed RAAF used loads of Battles in training roles, they have received 366 in total 1940-1943, though i don't know how many would have been available in late 1941, but certainly a noteworthy one.
PPS: Ok, i found everything i wanted to know from here:
http://www.airpages.ru/eng/ot/raaf_01.shtml

 

[Zheng He]

In my TL the RAAF ended up standing up an operational Battle squadron beginning with the need to have aircraft to defend the new base at the Cocos Islands. The Battle would be a decent aircraft for the RAAF due to its ability to haul a 1000 pound warload a decent distance. Not a world beater but a heck of a lot better than Wirraways and Vildebeests. Same thing with the Cheesecakes the FAA relegated to training duties because they weren't suitable for escort carriers.

 

[NOMISYRRUC]

In my TL the RAAF ended up standing up an operational Battle squadron beginning with the need to have aircraft to defend the new base at the Cocos Islands. The Battle would be a decent aircraft for the RAAF due to its ability to haul a 1000 pound warload a decent distance. Not a world beater but a heck of a lot better than Wirraways and Vildebeests. Same thing with the Cheesecakes the FAA relegated to training duties because they weren't suitable for escort carriers.

I don't have the figures to hand but several hundred Battles were sent to Australia for the Empire Air Training Scheme. IIRC they were used to tow targets. Edit I wrote that before I read Mack8's Post 112 properly.

I haven't done the research yet, but I suspect that the armed forces maintained by Canada, New Zealand and South Africa were also much smaller per capita than Australia IOTL.

I've discovered that there is a series of RAAF squadron history books on the AWM website that can be downloaded for free. According to them it seems as if the establishment of the RAAF's G.R. and bombers squadrons at the start of World War II was 12 Ansons each; the army co-operation squadron was 12 Demons; and the general purpose squadrons was 4 Ansons and 8 Demons. During the course of 1940 the Hudson replaced the Anson and the Wirraway the Demon.