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North American P-51 Mustangs's of the RCAF

Home » Archives » Feature Aircraft » North American P-51 Mustangs's of the RCAF

by INGWALD WIKENE

The North American Mustang was the best American fighter plane of World War II. Originally built for the RAF, it was later to be used by the USAAF in large numbers. Ordered by the British Purchasing Commission In early 1940, North American began working on the design of the Mustang in April. In Just over 100 days, the first prototype was built and the maiden flight was made in September 1940. The Mustang's performance was far superior to any other American fighter at that time, due to the builder using a laminar-flow wing (at this time quite an innovation) and providing a smooth nose entry by moving the radiator toward the rear. Using the Allison engine, the early Mustangs suffered a lack of performance at high altitude, similar to other early American fighters. Later, however, mating the Mustang airframe with the Rolls-Royce Merlin produced one of the war's finest fighter planes.

The first production Mustang Mk.I for the RAF (AC545) made its first flight on 1 May 1941 and the first aircraft reached the UK in November 1941. Due to their poor performance at higher altitudes, the Mustangs were operated on armed tactical reconnaissance duties instead of in the fighter role. In this role it replaced the Tomahawks in the Army Co-operation Command squadrons in the United Kingdom. It first went into service with No. 2 Squadron in April 1942, and was operational in July. An oblique camera was fitted behind the pilot on the port side for taking photos when the Mustangs engaged in cross-Channel sweeps. In October 1942, it was the first RAF single-engined fighter to fly over Germany in a raid on the Dortmund-Ems Canal.

Another version of the Mustang was the Mk.IA; this was similar to the Mk.I but mounted four 20 mm cannon instead of eight machine guns. The Mk.II was another version with a different engine but the same armament as the MK.1. Supplied to the RAf were over 600 Mk.Is (commencing A03451, 150 Mk.IAs (commencing F0449) and 50 Mk.IIs (commencing FRS9O). During 1942, experiments were carried out on four Mustang 1's (AI965, AL975, AM205 and AM2OS) at Rolls-Royce where Merlin 61 series engines were installed. This change to the Merlin was an instant success and it became standard for all follow mg Mustangs. To provide Merlins for the Mustang, the Packard Car Company of America manufactured the engine under licence. The first version of this type for the RAF was the Mk.III. which was equivalent to the USAAF's P-51B and P-51C. The later Mk.IIIs (P-5lCs) were fitt ed with the Malcolm cockpit canopy similar to the one used on the Spitfires. The Mk.IV was the same as the P-51D and P-51K. This version had the new Typhoon-type, tear-drop all-around vision canopy, and later a dorsal fin fairing was added.

The Mk.III's went into RAF service during rebruary 1944 and the Mk.IVs later in the year. Deliveries of Mustang IVs to the RAF totalled over 770 (commencing FF100) and 879 Mk.IVs (commencing KH64l). Altogether a total of about 2,450 Mustangs of all marks were supplied to the RAF and Commonwealth units, the Mk.IV remaining in service with the RAF until May 1947. All Mustangs were built by North American Aviation, Incorporated at Inglewood, California and by their other plant at Dallas, Texas.

IN SERVICE WITH THE RCAF DURING WW II

During the spring of 1942, the RCAF Army Co-operation squadrons began flying the new Mustang fighter. These were the earlier Mk.1, IA and II versions and were supplied to the two original squadrons, Nos. 400 and 414; later to the newly formed No. 430 squadron. The three squadrons operated from Dunsfold, Surrey as wing during 1943, carrying out their raids over enemy territory. At first their duties were tactical reconnaissance and photographing enemy installations, but later they began attacking the enemy with machine guns and cannon. The favourite targets were locomotives at which the pilots of Nos. 400 and 414 became specialists. No. 430 did not get in on the train-busting until later in the game. Other targets for strafing were railway sheds, electric towers, tugs, barges, trucks, sub-sta tions, flak posts, troops, gun batteries, radio stations and airfields, plus anything else to make life miserable for the enemy.

On 1 June 1945 the Army Co-operation squadrons were taken into Fighter Command of the RAE. By now No. 430 Squadron was operational and the three squadrons were grouped together into No. 39 Reconnaissance Wing under the command of G/C U.N. Smith, who was later succeeded early in 1944 by 0/C E.H. Moncrieff, AFC. During April 1943, the Mustangs were used on night operations for the first time and were quite successful, so now night raids were routine for the Fighter-Raconnaissance squadrons. During 1944 the squadrons retired their Mustangs for Spitfires. No. 400 was the first in February, followed by No. 414 in July and last by No. 430 during September through December.

Toward the end of the war in Europe, two other RCAF squadrons converted to the later model Mustang IIIs and IVs, for long-range bomber escort duties. These two squadrons were No. 441 and Mo. 442 which began flying these Mustangs during the early part of April 1945.

No. 400 "City of Toronto" Squadron

A former Tomahawk Army Co-operation squadron con verted to the Mustang on 11 June 1942 at Croydon. The squadron under the command of W/C R.C.A. Waddel, DFC, took part in the Dieppe raid en 19 August 1942. During December the squadron moved to Dunsfold, Surrey and during the summer of 1943 was at Ford in Southern Eng land. At first No. 400 Squadron engaged in photograph ic reconnaissance work but later engaged in the intruder role by day and night as well as their regular photo-reconnaissance duties over Northern France. Train-busting was the favourite pastime of the squadron and over 100 locomotives were destroyed or damaged. As their targets were on the ground, the squadron did not score many serial victories, only 11 enemy planes des troyed and four damaged. No. 400 Squadron's first air victory took place on 7 November 1942, when F/O F.E. Hanton probably destroyed a Bf 109 off the French coast However it was not until 13 April 1943 that the squadron's first confirmed kill was made; F/o U.N. "Bitay" Grant shot down a Do 217 near Paris. At the close of 1943, the City of Toronto Squadron was reequipped with Spitfires and Mosquitoes and became a high-altitude phetographic-reconnaissance unit only. It was not until late in February 1944 that the last Mustang was disposed of. During the period that the "Torontos" used the Mustang, only six aircraft were lost, all to anti-aircraft fire. Code letters for No. 400 Squadrons were SR.

No. 414 "City of Sarnia" or "Imperials" Squadron

Another former Tomahawk squadron based at Odiham, began converting to the Mustang I during July 1942 and was fully operational on this aircraft by September. Under the command of W/C R.F. Begg, units of this squadron also took part in the raid en Dieppe on August 19th. It was during this action that F/0 H.H. Hills, an American in the RCAF, shot down the first enemy air craft for No. 414 Squadron, as well as the first one for the Wing. This aircraft, a Fw 190, was probably the first enemy aircraft shot down by a Mustang any where. Like No. 400 Squadron, this unit also started operations en photographic-reconnaissance duties but soon went en the offensive, taking part in ground strafes, train-busting, shipping reconnaissance and defensive patrols along the south coast. During Decem ber 1942, the squadron joined No. 400 Squadron at Duns fold and here the squadron engaged in air-firing pract ice. In February a detachment was sent to southwest England for operations over the Bay of Biscay. On the night of 13 April 1943, both squadrons began making night raids deep into enemy occupied territory. In June No. 414 Squadron was based in southwest England again and, by the first of July, was back at Dunsfeld, and new was under the command of S/L J.M. Godfrey, who in turn was succeeded by S/L H.P. Peters, DEC, later in July. During November, S/L C.H. "Smoky" Stever, DFC, succeeded Peters in command after Peters had been shot down in action.

The Normandy area received all the attention of the Mustangs during early 1944. Their duties now were mostly photographic-recennaissance of all enemy posi tions and installations, roads, freight yards, harbours and buzz-bomb sites in France. During the invasion, No. 414's Mustangs were in the thick of it, photograph ing, observing and reporting on changes in the battle area. In this action the C.0. was wounded and command of the squadron passed on to S/L R.T. Hutchison, DFC. Also during this action about five Mustangs were lost to enemy anti-aircraft fire. On 14 June, the squadron began using a landing strip in Normandy near Bayeux as an advanced base. But new during July the squadron began converting to the Spitfire and by the end of August was fully operational en their new aircraft. Although not as successful as No. 400 Squadron in the train-busting role, No. 414 Squadron pilots accounted for over 45 trains destroyed or damaged. However in the air fighting No. 414 was the top Mustang scorer, shooting down 15 enemy aircraft, while losing six Mustangs to enemy fighters. Another nine aircraft were lost in action, being brought down by the intense flak encountered in the target areas.

No. 430 "City of Sudbury" Squadron

Formed at Hartford Bridge on 1 January 1943 with Tomahawks and Mustangs, but later moved to Dunafeld to join the other two Mustang squadrons. By the end of the month the squadron had five Tomahawks, six Mustangs, one Tiger Moth and one Miles Muster. The last of the Tomahawks were disposed of some time in July and No. 430 was flying only the Mustang. Under the command of W/C E.H. Mencrieff, ABC, the squadron was operational on 31 May and immediately began offensive raids over occupied France, taking part in ground strafes, train- busting, escort patrols and the usual photographic mis sions. During July, S/L R.A. Ellis, DEC, took over command of the squadron and for the rest of the year No. 430 Squadron continued in these activities. During the first five months of 1944, the squadron was busy over Normandy preparing for 0-Day and on that day was the first ROAF squadron over the beaches. On 0-Day one Mustang was lost over the battle area, on 17 June another one was shot down and on the 28th another one was lost to enemy fighters. On 14 June a lAnding strip near Bayeux was used as an advanced base and at the end of the month the squadron moved to an airfield at Sommervieu, east of Bayeux. During the middle of August they mdved forward to another field at St. Honorine de Ducy, north of Caument. Later, at the end of the month, moved again to an airfield in the Evreux area, 60 miles west of Paris. During this time the squadron was led by S.L F.H. "Chesty" Cheaters. On 21 September, No. 430 was at Diest, near Louvain in Belgium, and on 3 and 4 October moved to Eindhoven in the Netherlands. It was from September on to December that the "Sudburys" began converting to the Spitfire, and at the first of the year was fully equipped with this new aircraft.

While in service with the City of Sudbury Squadron, ten Mustangs were lost; five to flak, four to fighters and one due to an accident. In train-busting, the "Sudburys" did net do as well as the other squadrons, only about 23 trains destroyed or damaged, and in air fighting, only one enemy aircraft was shot down.

No. 441 "Silver Fox" Squadron

This squadron converted to Mustang F.IVs during April 1945 at Hawkinge. Under the command of S/L R.H. Walker, it began the job of long-range bomber escort. Targets visited by the "Silver Foxes" were Ijmuiden, Heligeland, Hamburg, Bayreuth, Swinemunde and Wangerooge Island but saw no action. After VE Day they gave air cover to the forces evacuating German prisoners from the Channel Islands. During the early part of May, the squadron was at Hunsden in Hertfordshire, but on the 17th moved to Digby in Lincolnshire. The squadron remained here until the middle of July when it moved to Melesworth in Huntingdonshire for disbandment later in the month.

No. 442 "Caribou" Squadron

No. 442 Squadron converted to Mustang Ills and IVa during the end of March 1945 at Hunaden. Under the command of S/L N. Johnston it began doing long-range bomber escort work en daylight raids. On these duties they went along with the bombers to Hamburg, Leipzig, Nuremburg and Swinemunde. It was while returning from one of these raids that No. 442 Squadron met up with fighters of the Russian Air Force, the first meeting of Fighter Command with any Russian aircraft. Later the squadron was escorting bombers on raids on Heligoland, Munich, Regensburg, Duxhaven, Flensburg and, on 25 Ap ril, Hitler's chalet at Berchtesgarten.

After VE-Day, Ne. 442 Squadron took part in the liberation of the Channel Islands and a week later moved to Digby. During the last part of July, the Caribous moved to Moleswerth where they remained until the squadron was disbanded in the early part of August. The Caribous saw very little air fighting during these last days of the war; on 10 April an Me 163 was encountered but no results. On the 16th, F/L W.V. Shenk probably destroyed a Fw 190, and F/Os L.H. Wilson and R.J. Rebillard shared in shooting down another Fw 190. These were the last victories to be scored by the squadron. During its short service with No. 442 Squadron, six Mustangs were lost, one was lost in action, one had engine trouble over enemy territory and the pilot bailed out, and the other four were wrecked in training accidents.

POST WAR

Altogether a total of 15,367 P-51s were built by the two North American plants plus another 200 built under licence in Australia. the P-51D was the version built in the largest numbers, 6,502 at the Inglewood plant and 1,454 at the Dallas plant. Later versions were the P-51K and P-51H but not nearly in as large numbers as the P-51D. During the war the USAAF was by far the largest user of the Mustang, flying it in all theatres of the war, its main use being a long-range bomber escort on the USAAF's daylight bombing raids. After the war, surplus Mustangs were supplied to the air forces of Australia, Bolivia, Canada, China, Cuba, Dominice, Guatemala, Haiti, Honduras, Indonesia, Israel, Italy, Netherlands, New Zealand, Nicaragua, Philippines, South Africa, South Korea, Sweden, Switzerland and Uruguay.

THE MUSTANG IN CANADA

Shortly after the war ended in 1945, the RCAF received 100 P-51D Mustangs from the USA. These were placed in service with the regular squadrons (until being replaced by Vampires and Sabres during 1949 and 1950) and also with auxiliary squadrons. The Mustangs served with the auxiliary units until 1956, when they had all been replaced by Vampires, and then by T-33s and Sabres. Some were also flown by the Central Experimental and Proving Establishment at Rockcliffe and some as fighter-bombers at the Canadian Joint Air Training Centre at Rivers, Manitoba.

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