PBY-4 Histories, A24-28, A24-29

[Michael Louey]

I just noticed a very interesting thread on Aussie Modeller which includes a post from Peter Malone (Who I am sure many members would know). He answered a query regarding these 2 airframes which included quite a lot of detail about their history. Refer below -
Strictly speaking it is incorrect to say that either of the two PBY-4 aircraft taken into RAAF service was ex NEI. The Dutch never ordered PBY-4 aircraft.

Their first order, Contract N-36, placed in May 1940, was for 36 Consolidated Model 28-5MN aircraft. These were similar to the USN’s PBY-5 and were assigned the serials Y38 to Y-73. They were delivered to the NEI Naval Air Force from September 1941. A further 12 aircraft, Model 28-5AMN, (similar to PBY-5A), were ordered under Contract NI-36 in September 1941. These were to be numbered Y-74 to Y-85. With the fall of the NEI, the survivors were flown to Ceylon where they equipped 321 (NEI) Sqn in the RAF.

In early January 1942, the USN’s VP-22, (of Patrtol Wing 10), departed Pearl Harbour for the NEI, reaching there about ten days later. This unit was equipped with the PBY-4 and PBY-5. Two of its aircraft were BuAer Nos. 1216 and 1219.

During the hectic fighting withdrawal down through Sumatra and Java VP-22 lost most of its aircraft, but BuAer 1216 managed to reach Australia. In March 1942, the USN abandoned BuAer 1219 at Tjilatjap in Java. The Dutch, being somewhat desperate by this time, repaired her and flew her to Broome.

In June 1942, the RAAF, also being somewhat desperate for aircraft, managed to acquire three Catalinas. These became A26-28, -29, -30. The first two were BuAer Nos 1216 and 1219. (The last aircraft is unusual as it was a combination of two airframes, the fuselage was from NEI Model 28-5MN, Y-72, and the wings from USN PBY-5, BuAer 2305. As a PBY-5 it has no further place in this story).

BuAer 1216 was transferred to the RAAF by order of the USN and became A24-29.

BuAer 1219 was a somewhat different kettle of fish. It had been abandoned by the USN in Java. Although the Dutch had repaired it and flown it to Australia, it was never officially claimed by them. It would appear that the USN were quite happy to be rid of it as it wasn’t on their books and, as the Dutch had made no claim on it, it became A24-28.

A24-28 was delivered to Rathmines and A24-29 to QANTAS where they were prepared for service. This took some time with A24-28 being delivered to the Seaplane Training Squadron, (3 OTU from December 1943), at Rathmines in October 1942 and A24-29 followed a month later. Both aircraft were noted as being ‘unsuitable for operations’ at this time. A24-28 was allotted to 11 Sqn at the end of 1943. In mid 1944 both aircraft went to 1 Flying Boat Maintenance Unit to be upgraded to PBY-5 standards. Note that this was not a conversion to PBY-5 as has been stated. Major items changed were the fitting of the later tall fin and rudder and replacement of the early R-1830-39 engines with the later -82 models delivering an extra 150 hp each. After the mods A14-28 went back to 11 Sqn and A24-29 to 3 OTU. By mid to late 1945 they were both rather tired and placed in storage and then sold to Kingsford Smith Aviation Service in late 1946

This seems to be substantially different to the ADF serial history so following review, it may well be worthwhile updating the section on the PBY.

The full thread is here for those interested -

http://forum.aussiemodeller.com.au/viewtopic.php?f=2&t=6920

Regards

Michael

[Warhawk]

Quite interesting. I have to say that the details per PBY-5 A24-30 has to be expanded

The PBY-5

Bu No 2305 USN history is somewhat vacant in the thread during the early part of 1942. So,....I'll try and fill it in.

Accepted USN 09/01/41, Issued to VP52 on that day. Rec VP51 16/06/41, then sent as a reinforcement ex Hawaii to VP101 01/01/42. Stayed with VP101 after the fall of Java. Used as a Admiral's Barge per Commander SWPAC up to 09/07/42, then transferred to VP31 before being transferred to RAAF following attrition replacement plea's. Officially stricken on 31/03/1945!

To the PBY-4's

Per PBY-4 BuNo1219, built under Contract #58101, which was powered by two R1830-72's,..not 39's, it was accepted 04/11/38 by VP26 Pearl Harbour. It shifted to Cavite PI with VP1 on 11/06/40. Suffered some Hull damage (Port side lower) 15/10/40 by ground fired 0.30cal rounds of a unknown source. repaired.

Taken over by VP101 by War's start as coded P-3, it again suffered damage on the 03/02/42 when the starboard wing strut tip and float were damaged sufficiently to be considered not repairable at this forward location. Records have it stricken per losses 08/12/41, as abandoned Java 23/11/42 by Fleet Air Wing 10.

Per BuNo1216, built under Contract #58101, was accepted by VP21 24/10/38 based at Pearl Harbour. Had an Accident 01/03/40 when it received damage to leading edge of port wing and lower port bow damaged. Repaired.Transferred to VP26 11/06/40, then onto VP101 PI 10/08/40 as P15.

Records have it stricken per losses 08/12/41, transferred to RAAF by Fleet Air Wing 10 23/11/42.


Source? US Navy Bu No Cards

So the details of VP22 ex Pearl harbour as quoted for the two PBY-4s has me somewhat curious per quote :blink:

Best
Gordy

Attached Image

[Warhawk]

To the NEI MLD Cats in relation to Y72.

Due to the start of the Pacific War, some PBY-5s were still being ferried to NEI.
Y68 and Y69 were still being ferried when they were damaged at Pearl Harbour on 07/12/41. Thus the delivery bracket mentioned per Y38 to Y73 is a concern.

Y55 to Y57 went to Ceylon to 321Sqn MLD RAF 01/03/42. Y64 went to Ceylon as well to 321Sqn MLD RAF .

Y67 arrived ex Pacific Route to Australia 03/02/42. Y68 was destroyed at Pearl Harbour 07/12/41, and Y69 arrived 26/02/42 after repairs in Hawaii post 07/12/41, then went over to 321Sqn MLD RAF Ceylon thereafter. Y70 arrived ex Pacific in Australia on the 02/03/42, then only to be destroyed at Broome on the 03/03/42.

Y71 arrived in Australia ex Pacific Route 05/03/42, then ferried onto 321Sqn MLD RAF.

Y72 and Y73 I suspect arrived after that, but I can't find any details in any official documentation. Y74 went to 321Sqn MLD RAF late 1942.

Thus I'm somewhat dubious of the fuselage of Y72 being used in repair of PBY-4 considering both parts were PBY-4 and PBY-5 as stated in thread. The issue is whether Y72 was delivered in early to mid February 42 in Java.

I'm on the understanding that parts of Y45 were used in the reconstruction of Bu No 2305/A24-30

Why?
C/n# 298 ex San Diego Line is a Model 28-5MN,....Serial Y-45 NEI MLD in fact,..an actual ex MLD aircraft.

The often quoted Y-72/A24-30 morph, well Y72’s c/n is actually #385 (Y73 was c/n#388)

MLD# PBY-5 C/n

Y-38 232
Y-39 241
Y-40 249
Y-41 260
Y-42 266
Y-43 276
Y-44 293
Y-45 298
Y-46 301
Y-47 303
Y-48 306
Y-49 308
Y-50 311
Y-51 315
Y-52 320
Y-53 326
Y-54 330
Y-55 336
Y-56 340
Y-57 344
Y-58 348
Y-59 351
Y-60 352
Y-61 353
Y-62 355
Y-63 358
Y-64 361
Y-65 363
Y-66 367
Y-67 369
Y-68 372
Y-69 376
Y-70 378
Y-71 381
Y-72 385
Y-73 388

So if the c/n is correct per A24-30, then its Y45, (Even PBY-4 BuNo1219 is c/n 7) not c/n298

NB: PBY-5s for both US Navy, MLD, RCAF, RAAF and RAF are sequential c/n's per San Diego Line 1940-1941

My only interest is to get to the bottom of it and ensure the historical data is correct rather then repeat consistent errors of a written kind of past references and books.

Over to Nelson to clean up for us all:ph34r: Nelson has been studiously correcting and documenting the updates for this site.

Best
Gordy

Attached Image

[Brendan Cowan]

Thanks Michael & Gordy,

Nelson has just published an update last night to our Catalina page covering A24-1 to A24-18 at http://www.adf-serials.com.au/2a24.htm.

This is all good input into the next update for this page.

Cheers

BC

[Warhawk]

Thanks Brendan. While I remember, one issue per MLD Cat Y-45 is that it continued service post 1944 so this c/n quoted (298)is a problem.

Hopefully someone may be able to correct this issue. Given the damage located to a wing float and tip,...it maybe only limited repair work on wing tip and float, rather then a wing change from another MLD Aircraft, was needed to repair the aircraft. So stated the USN Card regarding its damage points to this.

Anyway,..one day we'll all know,....hopefully

Best
Gordy :unsure:

[Blackcat]

The following is a brief history of the origin of RAAF A24-28 (BuNo 1219) which I have compiled from various references listed at the end of this post. Hopefully it will serve to set the record straight as to how this PBY-4 Catalina came to the RAAF. In due course I will provide a follow up post with a similar history for A24-29 and A24-30.

According to the Aircraft History Cards (Naval Historical Centre, BuNos 1213 - 1243) from 17 October 1938 through to 18 January 1939 Patrol Squadron 1 (known as VP-1) of Patrol Wing 2 took delivery of 15 PBY-4 Catalinas at US Naval Air Station (NAS) San Diego, California. These PBY-4's were assigned the following Bureau Numbers (or BuNos) by the US Navy's Bureau of Aeronautics: 1214-18, 1221-28, 1234-35.

From November 1938 Patrol Squadron 18 (VP-18) of Patrol Wing 2 also received 15 PBY-4s at US NAS San Diego, California with BuNos: 1219-20, 1229-1233, 1236-1243. According to the Aircraft History Card BuNo 1219 was received 4th November 1938. The last three PBY-4s delivered (BuNos 1241, 1942 and 1943) were modified by the installation of a prototype version of the waist gun blister (Scarborough 1985, p.20). In addition BuNo 1241 was fitted with a new vertical tail designed for the PBY-5 and with prototype engine nacelles (Scarborough 1985, p.20).

At the time squadrons being equipped with new model aircraft moved to San Diego for transitional training and then flew the aircraft back to their regularly assigned base (Scarborough 1985, p.14). Thus in late Jun 1939 VP-1 flew a trans-Pacific flight back to its home port at US NAS Pearl Harbor, Ford Island, Oahu, Hawaii (Scarborough 1985, p.20). This is not marked in the related Aircraft History Cards probably because throughout this time the home port remained as US NAS Pearl Harbor, Ford Island, Oahu, Hawaii.

1st July 1939 saw the introduction of a standard system of numbering patrol squadrons in reference to wings by which the first digit of a squadron designation number became the same as the wing to which it was attached (Grossnick & Armstrong 1997, pp.94-95). As VP-18 was to be assigned to Patrol Wing 1 it was redesignated VP-13 however it remained on temporary duty with Patrol Wing Two. The Aircraft History Card for BuNo 1219 shows this redesignation with a line through VP-18 and VP-13 typed on the card (as shown in yellow in Figure 1 below).

(IMG:http://home.exetel.com.au/topoftheleague/photos/bu1219ab.jpg)
Figure 1: Aircraft History Card for BuNo 1219 (Naval Historical Centre, BuNo 1219)

Patrol Squadron VP-1 was also redesignated Patrol Squadron VP-21 (War History, Patwing 2, p.3) to signify it was 1st squadron of Patrol Wing Two.

(IMG:http://home.exetel.com.au/topoftheleague/photos/P1-13p13p20PBYCatalinaInAction.jpg)
Figure 2: PBY-4 BuNo 1219 of VP-13 with side number 13-P-13, taken during 1939 (Scarborough 1985, p.20).

During September 1939 VP-13 flew a trans-Pacific flight to relocate to its new home port at US NAS Pearl Harbor, Ford Island, Oahu, Hawaii (Roberts 2000, p.363). As VP-13 was changing home ports from US NAS San Diego, California the Aircraft History Cards for this squadron show the transfer dates. Aircraft History Card for BuNo 1219 shows that it transferred to US NAS Pearl Harbor on the 14 September 1939 (as shown in green in Figure 1 above).

However, it is interesting to note that the Aircraft History Card for BuNo 1241 (with blisters and the straight trailing edge rudder) shows that this aircraft didn't participate in the trans-pacific flight. It was instead left behind at San Diego with VP-12 at the direction of the US Navy's Bureau of Aeronautics (Dorny, 2013). The Navy would later order two hundred PBY-5's to be built just like BuNo 1241.

On the 19th September 1939 VP-21 was assigned to the Asiatic Fleet to provide aerial reconnaissance to safeguard the neutrality of the Philippines (Cressman 1999). It would be the first patrol unit in the Asiatic Fleet since 1932. VP-21 departed Pearl Harbor with 15 PBY-4's for the Philippines via Midway Islands, Wake Island and Guam. However, according to the Aircraft History Card for BuNo 1234 it was forced down at Midway Lagoon with engine trouble and returned to Pearl Harbor. It was later asigned to VP-26.

On the 25 September 1939 VP-21 with now 14 PBY-4's arrived at Cavite Naval Station (NS), Sangley Point, Luzon, Philippines (Cressman 1999), these aircraft bore side numbers of 21-P-1 to 21-P-14 (Messimer 1985, p.xiv).

(IMG:http://home.exetel.com.au/topoftheleague/photos/P2-VP-21PBY-4sonrampSangleyPoint.jpg)
Figure 3: PBY-4's of VP-21 on the ramp at NS Sangley Point, Philippines 1940 (unknown).

On the 11th December 1939 Patrol Squadron VP-13 was redesignated VP-26 (Roberts 2000, p363) and remained under operational control of Patrol Wing Two at Pearl Harbor, Hawaii. The Aircraft History Card for BuNo 1219 shows this redesignation with a line through VP-13 and VP-26 typed on the card (as shown in red in Figure 4 below). It appears that the planes were renumbered from "13-P-X" to "26-P-X" and this is supported by a maintenance report dated in April 1940 at Pearl Harbor which identifies 26-P-13 as BuNo 1219 (previously 13-P-13) (Dorny 2005).

(IMG:http://home.exetel.com.au/topoftheleague/photos/bu1219cd.jpg)
Figure 4: Aircraft History Card for BuNo 1219 (Naval Historical Centre, BuNo 1219)

According to the Aircraft History Card for BuNo 1215 on the 4th January 1940 BuNo 1215 of VP-21 "burned on parking platform at Cavite (Philippines) due (to) combustion solvent", hence VP-21 was now left with 13 PBY-4's.

VP-21's PBY-4's were due for a major overhaul. Since VP-26 has had been recently overhauled at Hawaii it was decided that VP-26 should fly 14 of its PBY-4's to the Philippines to exchange its previously overhauled planes with VP-21's 13 PBY-4's in June of 1940 (Messimer 1985, p 11). Only 14 of VP-26's 15 PBY-4's took part in the exchange and according to the Aircraft History Card for BuNo 1242 it stayed behind at Pearl Harbor. Furthermore, the Aircraft History Card for BuNo 1219 (previously identified as aircraft 26-P-13) shows that it arrived at Cavite Naval Station on the 11th of June 1940 and was assigned to VP-21 (as shown in blue in Figure 4 above). The end result was that both VP-21 and VP-26 ended up with 14 PBY-4's. It is assumed that after VP-26's aircraft were handed to VP-21 they were renumbered from "26-P-X" to "21-P-X", and thus 26-P-13 became 21-P-13.

On the 30th July 1940 VP-21 was redesignated as Patrol Squadron VP-1 (Roberts 2000, p.440) and at some point afterwards planes were renumbered from "21-P-X" to "1-P-X", thus 21-P-13 became 1-P-13. The Aircraft History Card for BuNo 1219 shows this redesignation with a line through VP-21 and VP-1 typed on the card (as shown in yellow in Figure 5 below).

(IMG:http://home.exetel.com.au/topoftheleague/photos/bu1219ef.jpg)
Figure 5: Aircraft History Card for BuNo 1219 (Naval Historical Centre, BuNo 1219)

A maintenance report from November 1940 identifies 1-P-13 as BuNo 1219 (Dorny 2005) and partially confirms the renumbering assumptions previously stated.

(IMG:http://home.exetel.com.au/topoftheleague/photos/P3-1-P-6_v2.jpg)
Figure 6: PBY-4 BuNo 1240 of VP-1, Sangley Point, Philippines September 1940 (Dorny 2007, p.55).

On the 16th December 1940 Patrol Wing 10 of the Asiatic Fleet was commissioned (Cressman 1999). At this time VP-26 returned after a trans-Pacific flight from Pearl Harbor via Midway Islands, Wake Island and Guam with its recently overhauled PBY-4's (Scarborough 1985, p.20 & Messimer 1985, p.11). VP-26's aircraft were at the time numbered 26-P-1 to 26-P-14 (Messimer 1985, p.XIV). VP-1 was then redesignated Patrol Squadron VP-101 (i.e. the first Patrol Squadron of Patrol Wing 10) while VP-26 was redesignated VP-102 (i.e. the second Patrol Squadron of Patrol Wing 10) (Scarborough 1985, p.20 & Messimer 1985, p.11). The Aircraft History Card for BuNo 1219 shows this redesignation with a line through the "1" of VP-1 and 101 hand written on the card (as shown in blue in Figure 5 above).

Generally VP-102 was stationed at Olongapo on Subic Bay, Luzon, Philippines and VP-101 at Stangley Point. However because Olongapo lacked maintenance and recreation facilities on a par with Stangley Point the two squadrons traded places according to a prearranged schedule (Messimer 1985, p.12).

After the formation of Patrol Wing 10 VP-101's aircraft were theoretically renumbered 101-P-1 to 101-P-14 while VP-102's aircraft were theoretically renumbered 102-P-1 to 102-P-14 (Jung 2008, p.126). As such VP-1's aircraft went from "1-P-X" to "101-P-X", and thus 1-P-13 (BuNo 1219) became 101-P-13, while VP-26's went from "26-P-X" to "102-P-X". I use the term theoretically renumbered because while they were referenced in many texts as either 101-P-X or 102-P-X there is no photographic evidence to show they had those side numbers. In fact there is photographic evidence to show that VP-102's aircraft had side numbers of 2-P-X (i.e. aircraft number X of Patrol Wing 10's second squadron) and it would seem logical that VP-101's kept side numbers of 1-P-X (from its previous designation VP-1).

(IMG:http://home.exetel.com.au/topoftheleague/photos/P4-2-P-5_v2.jpg)
Figure 7: PBY-4 BuNo 1224 of VP-102, referred to as 102-P-5 but marked as 2-P-5, Sangley Point, Philippines early 1941 (Dorny 2007, p.56).

At some point before the war the numbering system changed from a squadron system to a wing system. Thus, in the wing's records the planes were numbered 101-P-1 to 101-P-14 and 102-P-16 to 102-P-29, there was no plane numbered 15 (Messimer 1985, p.xiv).

On the 30th December 1940 the Bureau of Aeronautics directed that fleet aircraft be painted in non-specular colours. Ship-based aircraft were to be light grey all over; patrol planes were to be light grey except for surfaces seen from above which were to be blue grey (Grossnick & Armstrong 1997, p.105).

The United States Congress declared war upon the Empire of Japan on the 8th of January 1941 in response to that country's surprise attack on Pearl Harbor the prior day.

On the 26th February 1941 an extensive modification of aircraft markings added National Star Insignia to both sides of the fuselage or hull and eliminated those on the upper right and lower left wings; discontinued the use of the coloured tail markings, fuselage bands and cowl markings; made removal of vertical red, white and blue rudder stripes mandatory; and changed the colour of all markings, except the National Insignia, to those of least contrast to the background (Grossnick & Armstrong 1997, p.105).

Consequently, In early 1941 the Patrol Wing 10's twenty-eight PBY-4's were painted in a local camouflage scheme which was most likely shades of grey and blue (Scarborough 1985, p.21). This new camouflage scheme meant that each aircraft was painted with a side number of "1" through "14" for aircraft 101-P-1 to 101-P-14 and "16" through "29" for aircraft 102-P-16 to 102-P-29 (as mention previously number 15 was not assigned). Hence, 101-P-3 (BuNo 1219) became known as #3 (Number 3) plane of Patrol Wing 10.

(IMG:http://home.exetel.com.au/topoftheleague/photos/P5-Plane8PatrolWing10.jpg)
Figure 8: PBY-4 BuNo 1233 which is #8 (aka 101-P-8) of Patrol Wing 10 in the local camouflage schema May 1941 (Scarborough 1985, p.21).

During the war as Patrol Wing 10 planes were lost some of the surviving planes were renumbered. Sometime during 1941 BuNo 1219 was renumbered from 101-P-13 to 101-P-3 (Dorny 2008).

On the 14th December 1941 Patrol Wing 10 was relocated from Cavite to Balikpapan, Dutch Borneo in an attempt to keep ahead of the advancing Japanese (Roberts 2000, p.443).

Then on 23rd December 1941, on order of the Commander Aircraft, Asiatic Fleet, VP-101 and VP-102 was merged into one squadron (VP-101) under the command of Lieutenant Commander J.V. Peterson in order to combine the squadron's assets (Roberts 2000, p.443 & NACP: War Diary, 12/7-31/41; COMPATWING 10, p.18) - although VP-102 wasn't officially decommissioned until 7 March 1942 (Roberts 2000, p.444).

As part of the merge VP-101's planes would have kept their original numbering while VP-102's planes would have been added to the remaining VP-101's aircraft. Thus VP-102's aircraft would have technically been renumbered from "102-P-X" to "101-P-X" (Jung 2008, p.128). Given that during this period the side numbers were just a number no change would have been required during the squadron merge.

On the 25th December 1941 VP-101 of Patrol Wing 10 was relocated to Ambon Island in the Netherlands (Dutch) East Indies (Roberts 2000, p.443).

Around the 9th of January 1942 the Dutch agreed to hand over 5 PBY-5's to Patrol Wing 10. These planes were model 28-5MNE (Military Netherlands) Catalinas and were ex-MLD (Marine Luchtvaartdienst) with Dutch serials: Y-41, Y-50, Y-43, Y-73 and Y-39.

Soon afterwards on the 11th January 1942 Patrol Squadron 22 (VP-22) joined Patrol Wing 10 at Ambon Island, NEI with 12 PBY-5's (Roberts 2000, p.130).

As a result of the ex-MLD PBY-5's and VP-22 joining Patrol Wing 10 a new simple numbering system was adopted as follows (Jung 2008, p.477):

• 101-P-22 (BuNo 1226) -> #2
• 101-P-3 (BuNo 1219) -> #3
• 101-P-27 (BuNo 1214) -> #4
• 101-P-25 (BuNo 1216) -> #5
• 101-P-26 (BuNo 1227) -> #6
• 101-P-13 (BuNO 1237) -> #7
• 101-P-8 (BuNO 1233) -> #8
• 22-P-2 (BuNO 2292) -> #10
• 22-P-11 (BuNO 2302) -> #11
• 22-P-12 (BuNO 2305) -> #12
• 22-P-9 (BuNO 2304) -> #13
• 22-P-1 (BuNO 2321) -> #14
• 22-P-5 (BuNO 2293) -> #15
• 22-P-6 (BuNO 2309) -> #16
• 22-P-7 (BuNO 2291) -> #17
• 22-P-4 (BuNO 2306) -> #18
• ex-MLD Y-41 -> #41
• ex-MLD Y-50 -> #42
• ex-MLD Y-43 -> #43
• ex-MLD Y-73 -> #44
• ex-MLD Y-39 -> #45

For reasons unknown #1 and #9 were not assigned in this simple numbering system. These remaining aircraft of Patrol Wing 10 would have had this simple numbering system applied as a painted side number as shown in Figure 10 below.

(IMG:http://home.exetel.com.au/topoftheleague/photos/P6-101-P-25_1942_v2.jpg)
Figure 9: PBY-4 BuNo 1216 which is #5 of Patrol Wing 10 (ex 101-P-25), Ambon, February 1942 (Dorny 2007, p.57).

On the 16th January 1942 VP-101 was ordered to evacuate Ambon due to the presence of an approaching Japanese Naval Task Force. It moved to Surabaya on the Island of Java, NEI (Roberts 2000, p.444).

Late February another PBY was added to VP-101 which was a salvaged machine consisting of the wings and engine of ex 22-P-12 (#12) fitted to the Dutch fuselage of Y-72 to become known as #46 of Patrol Wing 10 (Messimer 1985, p.269).

On the 1st Match 1942 orders were received to evacuate Surabaya. Tender USS Child in Exmouth Gulf, West Australia was orderd to send all available planes to Tjilatjap on the Island of Java, NEI. Plane #3 (Lieutenant Hyland), #10 (Lieutenant Lefever), and #12 (Lieutenant (jg) Campbell), departed for Tjilatjap to load up with US Navy evacuees and return to the USS CHILDS (NACP: War Diary, 3/1-31/42; COMPATWING 10, p.2).

The next day (2 March 1942) the three PBY's piloted by Lieutenant (jg) Compbell, Lieutenant (jg) Hyland and Lieutenant Lefever, arrived Tjilatjap (NACP: War Diary, 3/1-31/42; COMPATWING 10, p.3). Hyland and LeFever were taking their last passengers aboard when #46 cleared the harbour. Captain Wagner and his staff were aboard #3 with their baggage, but Hyland could not get the starboard engine to start. After several attempts, Hyland told Wagner that #3 was unable to take-off. "Leave it here. We'll take the other one." Wagner indicated LeFever's #10 as he turned toward the waist hatch (Messimer 1985, p.273). In order to prevent the aircraft from being used by the enemy the crew smashed the instrument panels, slashed the tires and cut the rudder cables (Womack 2006, p.142). Later that night #10 Lieutenant (jg) Lefever, arrived from Tjilatjap, Lieutenant Hyland and crew from Plane #3 arrived in Plane #10 (NACP: War Diary, 3/1-31/42; COMPATWING 10, p.3).

The above description of #3 being abandoned in Java matches the entry in the Aircraft History Card of BuNo 1219 which states it was struck off charge after being abandoned in Java (as shown in Figure 10 below)

(IMG:http://home.exetel.com.au/topoftheleague/photos/bu12192a.jpg)
Figure 10: Aircraft History Card for BuNo 1219 (Naval Historical Centre, BuNo 1219)

Meanwhile the Dutch were also evacuating Java. 1st Lieutenant G.F. Rijnders and his crew, of the MLD, had been ordered to proceed to Naval Air Base or Marine Vliegkamp (MVK) Priok (located near Tandjong Priok, the harbour for Batavia City, now Jakarta) by night train to repossess and fly out MLD PBY Y-53. Rijnders got as far as the town of Poerwokerto in East Java, where destroyed bridges stopped the train. He and his men were then ordered south to Tjilatjap. On arrival they found the crew of MLD PBY Y-65 working frantically to repair their Catalina. Rijnders and his crew took over ex-Patrol Wing 10 #3 PBY-4 which was in extremely poor shape. Nonetheless, Rijnders found a host of willing volunteers to help try and rebuild the PBY, to which he informally assigned the MLD serial number Y-3. The crew and passengers of Y-65, who had given up hope of fixing their own plane, soon joined them. Working non-stop for three days, MLD ground crews recently evacuated from Morokrembangan got Y-3 airworthy (Womack 2006, p.143).

On the 6th Match 1942 carrying eight crewman and some 50-60 passengers Rijnders planned to fly out Y-3 together with Y-62 for Broome early on the morning on the 6th. But as the PBY's warmed their engines prior to take-off, the generator wiring to Y-3's starboard engine short-circuited and it would not start. Unable to lift off on one engine, her crew and passengers could only watch as Y-62 roared off Lake Tjilatjap and disappeared into the night (Womack 2006, p.143).

To make matters worse, Japanese land bombers again heavily bombed the port later that morning. Believing these attacks to be a prelude to the invasion of Tjilatjap, port authorities scuttled every remaining ship in port to prevent their capture and block the harbour. By the end of the fighting on Java, 23 sunken ships littered the harbour, totalling approximately 23,000 tons. This ended Tjilatjap's use a port, leaving a large number of Allied troops trapped on Java with no means of escape (Womack 2006, p.144).

Fully aware that no ships remained to evacuate them, the crew and passengers of Y-3 set about trying to repair the flying boat. Normally, the plane would have had a separate manual handstarter for both engines, but the starter for the dead starboard engine had disappeared. So, unsure if it would even work, mechanics transferred the starter from the port engine to the starboard engine. The pilot then started the port engine using the generator, while a crewmen hand-started the starboard engine (Womack 2006, p.143).

Both engines instantly turned over and the crew made plans to leave immediately. Catalina Y-62 was to have provided navigation on the flight, as Y-3's damaged compass was off by 10 degrees. The American crew had also taken the navigation charts, so the MLD crew had only a foldout poster from the Australian Railways Company for navigation along the Australian coast. And finally, unable to find any fuel, Rijnders took off with only half a tank of gas for the 1,800-mile flight to Broome (Womack 2006, p.143).

In the air, he followed a course given to the navigator by Y-62. However, it was a nervous flight to Broome given the defective compass, the fact that Japanese carriers were operating south of Java and the recent engine troubles (Womack 2006, p.143).

On 7th March 1942 Rijnders found Broome in the morning and made a perfect landing. He had come across from Tjilatjap with no radio and no anchor, but obtained an anchor from one of the wrecks from the Japanese air raid on the 3 March which was exposed by the low tide. The Qantas staff in Broome dug up a map to enable him to proceed onwards to Perth (Bennett-Bremner 1944, p.102). They stopped at Port Headland where they worked on the motors and managed to refuel. They then proceeded to Perth (Freeman 1995, p.106).

On 8th March 1942 Y-3 arrived in Perth. The Dutch retained custody of the aircraft (NACP: War Diary, 3/1-31/42; COMPATWING 10, p.9). The Dutch crew were provided with extra clothes as they had only what they were wearing (Freeman 1995, p.106).

The Dutch crew then departed Perth, successfully staging across southern Australia, anxiously monitoring gauges to the doubtful motors. First alighting at Albany, WA, they then staged through Adelaide, SA and Melbourne, VIC before flying the final leg to the then No. 1 Sea Plane Training Squadron, Rathmines, where they left the USN flying boat soon to be taken-on-charge as a RAAF Catalina (Freeman 1995, p.107).

The RAAF Aircraft Status Card for A24-28 (NAA: A10297, BLOCK 141, p.66) contains some erroneous aircraft identity information. Firstly, "Date Received" shows "NEIAF Y-45 C/N 298". While Dutch Catalina Y-45 did have a construction number of 298 it was never taken on charge by the RAAF. The Dutch, however, did establish a base at Rose Bay NSW with two flying boats, a Dornier marked X-24 and Catalina marked Y-45 (Freeman, p.107). However, according to the Operations Record Book for No 321 (Dutch) Squadron during the last days of May Catalina's Y-45, Y-49, Y-62, Y-69 and Y-71 arrived from Australia at Koggala in Ceylon (TNA: AIR 27/1715/1 p.3). These Dutch Catalinas joined up with Y-55, Y-56, Y-57 and Y-64 to form No 321 (Dutch) Squadron with headquarters at China Bay, Ceylon (TNA: AIR 27/1715/1 p.3).

Secondly, the status card states "Received from" as "PBY-3 DUTCH". This is incorrect as the Dutch didn't operate PBY-3's and USN Patrol Wing 10 only had PBY-4's and PBY-5's. The same error is repeated in the response to a request by RAAF No.5 Maintenance Group for a list of aircraft taken over from both the USA and Netherlands Indies Commission whereby it states "The aircraft received from the Dutch (P.B.Y.3) was originally owned, it is understood, by the U.S. authorities but was abandoned by them in the Far East. The Dutch escaped in this aircraft to Australia" (NAA: A705, 9/1/1377, p.26). Perhaps there was a misunderstanding whereby "PBY4 Y-3" became "PBY-3"? Nevertheless, the background description of the PBY-3 matches that of Patrol Wing 10's #3 aircraft (as previously documented).

Thirdly, the "Order No" of "P.B.Y 5 No. 3." is also erroneous as the aircraft in question has been previously identified as a PBY-4. However, the "No.3" could be a reference the identify of the Catalina before it was taken over by the Dutch as it was USN Patrol Wing 10's #3 (No.3) aircraft. This error is again repeated in the response to a request by RAAF No.5 Maintenance Group for a list of aircraft taken over from both the USA and Netherlands Indies Commission whereby it states "PBY5 No.3 (A24-28)" (NAA: A705, 9/1/1377, p.28).

The RAAF Aircraft Status Card for A24-48 contains other clue to support the claim is was originally Dutch Catalina Y-3. Firstly, it makes reference to the aircraft being "Unsuitable for operations" while allotted to the Seaplane Training Squadron (STS). This ties up well with the RAAF Unit History Sheets for the for Seaplane Training Flight Unit (later to be known as the Seaplane Training Squadron) which on the 30/05/1942 states "approval has been received for the use of Dutch PBY - Y.3, when serviceable, for training purposes." (NAA: A9186, 362, p.58).

While the above brief history, in my opinion, shows that A24-28 was aircraft PBY-4 Y-3 / Patrol Wing 10 #3 BuNo 1219, there are still some unanswered questions. Why does the Aircraft Status Card for A24-28 list the date of the hand over as "05/06/42 Rec(eived) Rath(mines) ex Dutch". The last entry in the USN Patrol Wing 10's war diary for #3 is on 08/03/42 when #3 flew into Perth from Java - so what did the aircraft do from March to June 1942?

References:

1. National Archives of the US at College Park, MD: War History, Patwing 2, 10/1/37 to 11/1/42 and Fleet Air Wing 2, 11/1/42 to 8/31/45; World War II War Diaries, Other Operational Records and Histories, compiled ca. 01/01/1942 - ca. 06/01/1946, documenting the period ca. 09/01/1939 - ca. 05/30/1946; Records of the Office of the Chief of Naval Operations, 1875 - 2006, Record Group 38.
2. National Archives of the US at College Park, MD: War Diary, 12/7-31/41; COMPATWING 10; World War II War Diaries, Other Operational Records and Histories, compiled ca. 01/01/1942 - ca. 06/01/1946, documenting the period ca. 09/01/1939 - ca. 05/30/1946; Records of the Office of the Chief of Naval Operations, 1875 - 2006, Record Group 38.
3. National Archives of the US at College Park, MD: War Diary, 3/1-31/42; COMPATWING 10; World War II War Diaries, Other Operational Records and Histories, compiled ca. 01/01/1942 - ca. 06/01/1946, documenting the period ca. 09/01/1939 - ca. 05/30/1946; Records of the Office of the Chief of Naval Operations, 1875 - 2006, Record Group 38.
4. National Archives of Australia: Department of the Air; A9186, RAAF Unit History Sheets (Form A50) [Operations Record Books - Forms A50 and A51], 1952 -; 362, RAAF Unit History sheets (Form A50) [Operations Record Book - Forms A50 and A51] Seaplane Training Flight Unit, 1940 - 1942.
5. National Archives of Australia: Department of Air; A10297, Aircraft status cards [RAAF form E/E88], 1930 - 1988; BLOCK 141, Aircraft Status cards - Catalina A24-1 to A24-99, 1941 - 1953.
6. National Archives of Australia: Department of Air; A705, Correspondence files, multiple number (Melbourne) series (Primary numbers 1-323), 1922 - 1960; 9/1/1377, Aircraft Status - Aircraft received from USA [United States of america] and NEI [Netherlands East Indies] Authorities - Request by 5 Maintenance Group in Statement Jun-Nov1944, 1943 - 1958.
7. The National Archives of the UK: AIR 27, Air Ministry and successors: Operations Record Books, Squadrons; 1715, No. 321 SQUADRON. Operations Record Books; 1, Squadron Number: 321. Summary of Events: Y.
8. Naval Historical Centre. Aircraft History Cards for Bureau of Aeronautics Numbers 1214 - 1245.
9. Scarborough, WE 1983, PBY Catalina in action, Squadron/Signal Publications, Carrollton, Texas.
10. Messimer, DR 1985, In the hands of fate : the story of Patrol Wing Ten, 8 December 1941-11 May 1942, Naval Institute Press, Annapolis, Md
11. Bennett-Bremner, E 1944, Front-line airline : the war story of Qantas Empire Airways Limited, Angus and Robertson, Sydney.
12. Freeman, BSW 1995, Lake Boga at War, 2nd ed, Catalina Publications, Swan Hill, Vic.
13. Jung, S 2008, Australia's undersea aerial armada : the aviation archaeology of World War II flying boats lying in Roebuck Bay, Broome, Western Australia, PhD thesis, Charles Darwin Univerity, Darwin.
14. Womack, T 2006, The Dutch Naval Air Force against Japan : the defense of the Netherlands East Indies, 1941-1942, McFarland, Jefferson, N.C.
15. Grossnick, RA & Armstrong, WJ 1997, United States naval aviation 1910-1995, Naval Historical Center, Dept. of the Navy, Washington, D.C. <http://www.history.navy.mil/branches/org4-5.htm>.
16. Roberts, MD 2000, Dictionary of American Naval Aviation Squadrons Volume 2 The History of VP, VPB, VP(H) and VP(AM) Squadrons, Naval Historical Center, Dept. of the Navy, Washington, D.C. <http://www.history.navy.mil/branches/dictvol2.htm>.
17. Dorny, LB 2013, 'Re: [PBY] PW10 in the Philippines', viewed 01 October 2013, <https://groups.yahoo.com/neo/groups/PBY/conversations/messages/42176>.
18. Dorny, LB 2007, US Navy PBY Catalina units of the Pacific War, Osprey, Oxford.
19. Dorny, LB 2008, 'PBY-4 13-P-13', viewed 02 January 2014, <https://groups.yahoo.com/neo/groups/PBY/conversations/messages/26736>.
20. Dorny, LB 2005, 'PBY-4 13-P-13 Detail', viewed 01 January 2014, <https://groups.yahoo.com/neo/groups/PBY/conversations/messages/15351>.
21. Cressman, R 1999, The official chronology of the U.S. Navy in World War II, Naval Institute Press, Annapolis, Md. <http://www.ibiblio.org/hyperwar/USN/USN-Chron.html>

Abbreviations:

NAA: National Archives of Australia
TNA: The National Archives (of the UK)
NACP: National Archives (of the US) at College Park

NOTE: You need to be logged into the messageboard in order for the images to appear automatically, otherwise you need to click on the links

Cheers,
Nelson aka Blackcat

This post has been edited by Blackcat on Apr 13 2014, 10:11 AM

[Warhawk]

Per the new numbering system of PatWing 10I have attached the Fleet West summary of the Units actual changes noted and their Fates per late February 1942 report. Not all of the renumbered series were displayed on report,...so verbatim,..but what's on it actual. Plus add in unknown #47,..ex 22-P-12,..not #12

Quote
"As a result of the ex-MLD PBY-5's and VP-22 joining Patrol Wing 10 a new simple numbering system was adopted as follows (Jung 2008, p.477):

•101-P-22 (BuNo 1226) -> #2
•101-P-3 (BuNo 1219) -> #3
•101-P-27 (BuNo 1214) -> #4
•101-P-25 (BuNo 1216) -> #5
•101-P-26 (BuNo 1227) -> #6
•101-P-13 (BuNO 1237) -> #7
•101-P-8 (BuNO 1233) -> #8
•22-P-2 (BuNO 2292) -> #10
•22-P-11 (BuNO 2302) -> #11
•22-P-12 (BuNO 2305) -> #12
•22-P-9 (BuNO 2304) -> #13
•22-P-1 (BuNO 2321) -> #14
•22-P-5 (BuNO 2293) -> #15
•22-P-6 (BuNO 2309) -> #16
•22-P-7 (BuNO 2291) -> #17
•22-P-4 (BuNO 2306) -> #18
•ex-MLD Y-41 -> #41
•ex-MLD Y-50 -> #42
•ex-MLD Y-43 -> #43
•ex-MLD Y-73 -> #44
•ex-MLD Y-39 -> #45

Cheers
Gordy

Attached Image

[Blackcat]

My understanding:

1. 22-P-12 became #12 under the simple numbering system mid Jan 42
2. Patrol Wing 10 War Diaries for 6 Feb 42 show #12 "took off for scatter anchorage." This is the last recorded entry for aircraft #12.
3. Wings and engine of ex 22-P-12 (now #12) fitted to the Dutch fuselage of Y-72 in Java to form #46 -> 28 Feb 42. This is fully supported by first hand evidence presented here: http://www.adf-messageboard.com.au/invboar...?showtopic=2071

So in conclusion the aircraft originally numbered 22-P-12, was then renumbered #12, and then finally rebuilt with Y-72 to become #46.

Now the document you showed is actually "The Log and Status of Aircraft, Commander Aircraft, Asiatic Fleet, 7 December 1941 to 18 March 1942". It highlights two things:

1. Aircraft 22-P-12 was, at the time of the report, #47.
2. 3 aircraft that have a blank for "Status" which indicates they were still operational at the time of the report. Those 3 aircraft are #5, #10 and #47.

I conclude that #47 must be an error, it should read #46. Why? because of the following:

1. PatWing 10 War Diary for March 42 refers to aircraft #46 but never refers to #47.
2. PatWing 10 War Diary, 7 March 42 states "operating as a unit from Pelican Point"..."Total of seven planes: 3 PBY's, #5, #10, and #46."... This ties up with "Log and Status of Aircraft, Commander Aircraft, Asiatic Fleet" report which shows #5, #10 and #47 (read #46) are still operational.

Cheers,
Nelson

This post has been edited by Blackcat on Apr 15 2014, 03:07 PM

[Warhawk]

Hi Nelson,

Fair enough. Its not the first time that cyphers and coms get confused during that period.

Still looking for a list of VP22's Cats and later VP21's transfer in document form.

Seems that they went back to the 101-P/S-***combined numbering system in April 42 for Cats(100-P-**s)/SOC/OS2Us(100-S-**) after amalgamating "officially" VP102/21/22 and Asiatic Utility Sqns etc on 23/04/42.

Mind you, are there pictures of these post April 42?

All of the line maintenance seems to have been done by the Tenders: IE USS Childs

Sister ship, USS Curtiss pictured

Best
Gordy





Attached Image

[Blackcat]

Carrying on from my previous post....

1st March 1942 VP-101 was ordered to evacuate Surabaya and withdraw to Perth, Australia (Roberts 200, p.444)

3rd March Commander Aircraft, Asiatic Fleet arrived at Perth, Western Australia to establish headquarters with Commander Southwest Pacific (COMSOUWESPAC) (NACP: War Diary, 3/1-31/42; COMPATWING 10, p.2).

By this time only 3 Catalinas of Patrol Wing 10 managed to survive, they were #5, #10 and #46. Number 46, as discussed previously, was a salvaged machine consisting of the wings and engine of ex 22-P-12 (#12) fitted to the Dutch fuselage of Y-72 (Messimer 1985, p.269).

7th March 1942 Patrol Wing 10 completed the withdrawal from the Philippines and the Netherlands East Indies (NEI). VP-22 (along with VP-102 and VP-21) was officially disestablished and Patrol Wing 10 relocated to the Swan River near Perth, Western Australia (Roberts 2000, p.444).

The COMSOUWESPAC directed 12 Catalinas (PBY-5's) of Patrol Squadron 21 (VP-21) report to him at Albany, Western Australia. This consisted of four groups of 3 Catalinas leaving from Pearl Harbor for Australia via Palmyra Atoll, Canton Island, Suva, Noumea and Sydney. This group of 12 Catalinas was known as flight number 84 (NACP: War Diary, 3/1-31/42; COMPATWING 10, p.30, NACP: War Diary, 4/1-30/42; COMTASKFOR 9 (CPW 2), p.6). Flight 84-A departed Pearl Harbor on the 28th of March, 84-B the 29th, 84-C the 30th and 84-D on the 31st (NACP: War Diary, 3/1-31/42; CINCPAC, p.418,422,425,428).

Between April 2 and 19 the four sections of flight 84 reported for duty at either Albany or Perth (NACP: War Diary, 4/1-6/30 42; COMPATWING 10, p.3,4,8,10,13,20).

April 18 VP-21, now merged into VP-101 of Patrol Wing 10, was decommissioned (NACP: War Diary, 4/1-6/30 42; COMPATWING 10, p.24, Roberts 2000, p.120).

VP-101 engaged in patrolling the west coast of Australia and in training for combat duty in other areas. They operated from bases at Exmouth Gulf, Pelican Point (on the Swan River near Perth), Geraldton and Albany. Tender support was provided by the USS Childs (AVD 1), USS Heron (AVP 2) and the USS William B Preston (AVD 7) (Roberts 2000, p.440).

After VP-21 was merged with VP-101 all the Catalinas were renumbered as follows (Dorny 2011):

ex-21-P-1 (BuNo 2446) -> #1
ex-21-P-2 (BuNo 2428) -> #2
ex-21-P-3 (BuNo 2409) -> #3
ex-21-P-4 (BuNo 2455) -> #4
ex-21-P-5 (BuNo 2424) -> #5
ex-21-P-6 (BuNo 2407) -> #6
ex-21-P-7 (BuNo 2411) -> #7
ex-21-P-8 (BuNo 2417) -> #8
ex-21-P-9 (BuNo 2418) -> #9
ex-21-P-10 (BuNo 2414) -> #10
ex-21-P-11 (BuNo 2447) -> #11
ex-21-P-12 (BuNo 2449) -> #12
ex-#10 (BuNo 2292) -> #13
ex-#46 -> #14
ex-#5 (BuNo 1216) -> #15


(IMG:http://home.exetel.com.au/topoftheleague/photos/P11-P-5_wa.jpg)
Figure 11: PBY-4 BuNo 2424 which is #5 of VP-101, Patrol Wing 10 parked on its beaching gear at Pelican Point (on the Swan River), Perth during August 1942. (Scarborough 1995, p.35).

(IMG:http://home.exetel.com.au/topoftheleague/photos/P12-P-13_wa.jpg)
Figure 12: PBY-4 BuNo 2292 which is #13 of VP-101, Patrol Wing 10 preparing to launch from Pelican Point (on the Swan River), Perth (Scarborough 1995, p.35).

Note: Both photos above have the red circle removed from the US insignia to avoid confusion with Japanese aircraft markings. This was introduced 15th May (Grossnick & Armstrong 1997, p.115).

On June 12 Catalina #15 (BuNo 1216) from VP-101, Patrol Wing 10, departed Perth for Rathmines, via Ceduna and Melbourne. Plane was to be turned over to RAAF (NACP: War Diary, 4/1-6/30 42; COMPATWING 10, p.77). It arrived at Rathmines on the 15th (NACP: War Diary, 4/1-6/30 42; COMPATWING 10, p.80).

The Aircraft History Card for BuNo 1216 states it was struck off charge after being transfered to the Royal Australian Air Force (as shown in Figure 13 below).

(IMG:http://home.exetel.com.au/topoftheleague/photos/bu1216a.jpg)
Figure 13: Aircraft History Card for BuNo 1216 (Naval Historical Centre, BuNo 1216)

In a response to a request by RAAF No.5 Maintenance Group for a list of aircraft taken over from both the USA and Netherlands Indies Commission it states that "USA A15" became "A24-29" (NAA: A705, 9/1/1377, p.28). The RAAF Aircraft Status Card for A24-29 states that it was a Catalina (Late USA 15) and was delivered to Qantas ex USA Perth on June 20th 1942 (NAA: A9186, 362, p.70). Given the date received and the terms "ex USA Perth" and "15" these two documents support the case for A24-29 being plane #15 from VP-101 of Patrol Wing 10.

On July 2nd Catalina #14 from VP-101, Patrol Wing 10, departed for Rathmines, Australia, via Ceduna, Melbourne, and Sydney (NACP: War Diary, 7/1-31/42; COMPATWING 10, p.3). It arrived in Sydney on the 4th (NACP: War Diary, 7/1-31/42; COMPATWING 10, p.5).

The response to a request by RAAF No.5 Maintenance Group for a list of aircraft taken over from both the USA and Netherlands Indies Commission also states that "PBY5 No.14" became "A24-30" (NAA: A705, 9/1/1377, p.28). The RAAF Aircraft Status Card for A24-30 also states it was received at Rathmines ex USA Navy (PBY5 No.14) on the July 5th 1942 (NAA: A9186, 362, p.70). Given the date received and the terms "ex USA Navy" and "14" and "PBY5" these two documents support the case for A24-30 being plane #14 from VP-101 of Patrol Wing 10.

So there you have it, the origins of A24-28, A24-29 and A24-30. I'll update the A24 page soon to reflect the above findings.

References:

1. National Archives of the US at College Park, MD: War History, September 1939 to June 1945; COM FLEET AIR WING 10; World War II War Diaries, Other Operational Records and Histories, compiled ca. 01/01/1942 - ca. 06/01/1946, documenting the period ca. 09/01/1939 - ca. 05/30/1946; Records of the Office of the Chief of Naval Operations, 1875 - 2006, Record Group 38.
2. National Archives of the US at College Park, MD: War Diary, 3/1-31/42; COMPATWING 10; World War II War Diaries, Other Operational Records and Histories, compiled ca. 01/01/1942 - ca. 06/01/1946, documenting the period ca. 09/01/1939 - ca. 05/30/1946; Records of the Office of the Chief of Naval Operations, 1875 - 2006, Record Group 38.
3. National Archives of the US at College Park, MD: War Diary, 4/1-30/42; COMTASKFOR 9 (CPW 2); World War II War Diaries, Other Operational Records and Histories, compiled ca. 01/01/1942 - ca. 06/01/1946, documenting the period ca. 09/01/1939 - ca. 05/30/1946; Records of the Office of the Chief of Naval Operations, 1875 - 2006, Record Group 38.
4. National Archives of the US at College Park, MD: War Diary, 3/1-31/42; CINCPAC; World War II War Diaries, Other Operational Records and Histories, compiled ca. 01/01/1942 - ca. 06/01/1946, documenting the period ca. 09/01/1939 - ca. 05/30/1946; Records of the Office of the Chief of Naval Operations, 1875 - 2006, Record Group 38.
5. National Archives of the US at College Park, MD: War Diary, 4/1-6/30/42; COMPATWING 10; World War II War Diaries, Other Operational Records and Histories, compiled ca. 01/01/1942 - ca. 06/01/1946, documenting the period ca. 09/01/1939 - ca. 05/30/1946; Records of the Office of the Chief of Naval Operations, 1875 - 2006, Record Group 38.
6. National Archives of the US at College Park, MD: War Diary, 7/1-31/42; COMPATWING 10; World War II War Diaries, Other Operational Records and Histories, compiled ca. 01/01/1942 - ca. 06/01/1946, documenting the period ca. 09/01/1939 - ca. 05/30/1946; Records of the Office of the Chief of Naval Operations, 1875 - 2006, Record Group 38.
7. National Archives of Australia: Department of Air; A10297, Aircraft status cards [RAAF form E/E88], 1930 - 1988; BLOCK 141, Aircraft Status cards - Catalina A24-1 to A24-99, 1941 - 1953.
8. National Archives of Australia: Department of Air; A705, Correspondence files, multiple number (Melbourne) series (Primary numbers 1-323), 1922 - 1960; 9/1/1377, Aircraft Status - Aircraft received from USA [United States of america] and NEI [Netherlands East Indies] Authorities - Request by 5 Maintenance Group in Statement Jun-Nov1944, 1943 - 1958.
9. Roberts, MD 2000, Dictionary of American Naval Aviation Squadrons Volume 2 The History of VP, VPB, VP(H) and VP(AM) Squadrons, Naval Historical Center, Dept. of the Navy, Washington, D.C. <http://www.history.navy.mil/branches/dictvol2.htm>.
10. Messimer, DR 1985, In the hands of fate : the story of Patrol Wing Ten, 8 December 1941-11 May 1942, Naval Institute Press, Annapolis, Md.
11. Naval Historical Centre. Aircraft History Cards for Bureau of Aeronautics Numbers 1214 - 1245.
12. Scarborough, WE 1995, Walk Around PBY Catalina, Squadron/Signal Publications, Carrollton, Texas.
13. Dorny, LB 2011, 'PBY Ford Island wreckage', viewed 02 May 2014, <https://groups.yahoo.com/neo/groups/PBY/conversations/topics/38078>.
14. Grossnick, RA & Armstrong, WJ 1997, United States naval aviation 1910-1995, Naval Historical Center, Dept. of the Navy, Washington, D.C. <http://www.history.navy.mil/branches/org4-5.htm>.

[Warhawk]

So,..a slight diversion,.....RAF 205Sqn Cats 1941-1942

Known original aircraft W8407(FV-V),W8417(FV-Y) W8143(FV-X), AH540 (FV-Z)

But I'm sure there were two more IR

Reinforcements: Two Dutch,.Y52 (FV-W)and Y53 (FV-S),..11/12/41, and three ex 202 Sqn RAF Ceylon (W8409/W8406 and AJ154) W8433(FV-V) and a few more

Best
Gordy

[Warhawk]

I was just checking and found that there were also the following:

W8429 (FV-P) W8406 (FV-P , Was it actually FV-T 205Sqn Singapore (I know it was Ex WQ-Z 209Sqn of Battleship Bismark shadowing fame )

Originals? ( Update: Code for W8409 was FV-Q)

Replacement Z2151 (FV-Y, but was it still coded per 202Sqn? Lost 17/01/42), Z2144 (FV-R, but was it still coded per 202Sqn? Later shot down by Japanese naval fighters in the Bay of Bengal on 5th April 1942.)
W8433 (FV-N)
W8417 (FV-W) Original lost 07/12/41

I'm still wondering if there is anymore. Specifically after the originals of 205Sqn RAF, then the arrival of reinforcements (Serials) ex Ceylon/UK/ or even Pacific Route.

Best
Gordy

[Blackcat]

Gordy,

I'm so glad you asked. There were a 8 Catalinas delivered by RAF Ferry Command using a Pacific Ferry Route - however I'm not 100% sure of the exact ferry route details (I'm waiting on a book that might reveal more information).

I think the route was was San Diego, Elizabeth City(?), Honolulu, Midway,Wake, Guam, Manila and then Singapore (Seletar). I believe that Crews from RAF No. 205 Squadron ferried the Cats from Manila to Singapore.

The Cats that were delivered were (date arrived in Seletar):

W8411 (17/April/41)
W8413 (19/April/41)
W8417 (17/May/41)
W8423 (17/May/41)
W8426 (26/May/41)
W8429 (26/May/41)
W8433 (10/June/41)
Z2144 (4/July/41)

Also AH540 was part of the additional cats assigned to 205 SQN, but this was delivered by Quantas and RAAF crews to Singapore (23/March/41).

Cheers,
Nelson

This post has been edited by Blackcat on Aug 10 2014, 12:17 AM

[Warhawk]

Thanks Nelson,

I too thought there were addition QANTAS ferries, aside from AH540.

Sigh!,..I'm going to have to cull down my research interests,.....1941/42 is big enough.

Best
Gordy

[Blackcat]

Gordy,

A24-1 to A24-18 were delivered by Qantas crews or perhaps it is more correct to say civilian crews arranged by Qantas as some of the crews contained ex-RAAF crew members.

Cheers,
Nelson