Geoffrey Sinclair

618 squadron record of events, most aircraft identified by a letter, no entries for N I can read through the UK Archives watermarks. Spitfire 504 (PM504?) sortie on 5 August Spitfire 918 (PS918?) sortie on 9 August

Agree with Bae on Mosquito mark IX production, however, PR.XVI 435 by De Havilland Hatfield, PR.34 131 by De Havilland Hatfield, 50 by Percival, total 181.

As Giorgio said it looks like 681 Squadron received some PR.XIX in August 1945, they were being flown out from Britain around June onwards. Eyes for the Phoenix says they were in use for a brief period before the end of the war. FR.XIV had begun arriving in early 1945 but none used operationally.

https://aviation.stackexchange.com/questions/54481/what-are-dimensions-of-the-b-17-propellers B-17 propeller, Hamilton Standard 3 blade Hydromatic WEE40-473 or 505, full feathering, hub 23E50-473, Blade 6477A-6, Diameter 11 feet 7 inches. USN Performance notes. USN PB4Y-1 Hamilton Standard 3 blade, 11 foot 7 inch, Blade Design Number 6477A-O USN PB4Y-2 Hamilton Standard 3 blade 11 foot 7 inch, Blade Design Number 6353A-18 According to the CAA Hamilton Standard made 124,082 23-E-50 blade hydromatic propellers January 1940 to August 1945, out of a total of 138,130 3 blade hydromatic propellers.

According to the 112 Squadron history its last 2 Gladiators were flown away on 29 July 1941. The first Tomahawk arrived and crashed on 14 June, the second arrived intact on 25 June, the third on 8 July and crashed on the 9th, with the other Tomahawk on strength requiring an overhaul. K7985 Taken on Charge 8 July 1937, 73 Sqn, 3 Sqn, 605 Sqn, Filton 264 Sqn 8 October 1937, 5 MU, 27 MU A 8? September 1941. No mention of being shipped to the Middle East. K7986 went to the Middle East but Struck Off Charge 1 October 1940. K7984 Issued to Greek Government 14 March 1941, Iraq 5 May? 1941.

Page 216, "Thus Bucker Bu 131 was assigned to JG54 and was photographed in Russia during March 1942 (Bundesarchiv)" Taken from roughly in front of the port wing tip, full fuselage (code SB+?, heart symbol under cockpit) and most of port wings in frame, starboard wings hidden, one man standing near the engine aft of the propeller, one man crouching in front of port wing, inboard of wing struts. Aircraft seems to be parked in longish grass, starboard wing with some sort of cloth over it, the mean appear to be working on hiding the aircraft.

Using Air Arsenal North America construction number 88-13598 = EX779 = 41-33752 which was a Harvard IIA = AT-6C = Dallas built. Taken on charge on 9 July 1943, to South Africa "recaptured" (by the US) https://www.goodall.com.au/warbirds-directory-v6/north-american-texan-yale.pdf To Britain in 1946, Belgium in 1962 Alternatively C-FMGZ Harvard II construction number 66-2290, RAF AJ540, RCAF 2557, brought on strength 30 August 1940, Struck off Strength 10 May 1960, to civil register. So a Harvard II not an AT-6C (First AT-6C in February 1942, production April onwards) in 1940, not 1943 and a 66 series construction number. By August 1940 cash and carry was the US arms sales doctrine, the neutrality act was in place to November 1939. The first 30 Harvards to the RCAF were a 1939 order, taken on strength July to early September 1939 and late November/early December 1939.

USN idea of F6F acceptances for the RN including which batch of Bureau Numbers the RN aircraft came from. Contract 90071, F6F-3 FN320-449, total 130, acceptances March to September 1943, by month 10, 10, 22, 28, 20, 20, 20 BuNos 04775 to 04958 (FN320-329), 08798-09047 (FN340-369), 25721-26195 (FN370-419), 65890-66244 (FN420-449) Contract NOa(s)-846, F6F-3 JV100-221, total 122, acceptances October 1943 to April 1944, by month 30, 20, 20, 20, 6, 13, 13 BuNos 39999-41305 (JV100-169), 41306-41325 (JV170-189) 41326-43137 (JV190-221) Contract NOa(s)-846, F6F-5/5N JV222-324 (103), JW700-784 (85), JW857-899 (43), JX670-967 (298) total 529 526 F6F-5 acceptances May to October 1944, by month 13, 113, 100, 75, 96, 129 3 F6F-5N acceptances, November and December 1944, by month 1, 2. BuNos 58000-58999 (JV222-301), 69992-72991 (JV302-324, JW700-784, JW857-899, JX670-967). So JX serial acceptances would begin in numbers in August 1944. Contract NOa(s)-2676 (BuNos 77259 to 80258) JX968-999 (32), JZ775-827 (53), JZ890-999 (110), KD103-160 (58), KE118-233 (116), total 369 292 F6F-5 acceptances December 1944 to June 1945, by month 85, 35, 35, 35, 45, 45, 14 77 F6F-5N acceptances January to June 1945, by month 22, 15, 20, 5, 10, 5 Contract NOa(s)-2676 (BuNos 93652 to 94521) F6F-5 KE234-265, 32 all accepted July 1945

W3185 Mark Va, "Lord Lloyd", Taken on Charge 30 April 1941, 39 MU 11 May 1941, (unreadable, Stawell down?) dispersal 4 June 1941, 145 Sqn 30 June 1941, A.S.T. "A" S.A.S 17 July 1941, 145 Sqn 22 July 1941, 41 Sqn 25? July 1941, 616 Sqn 24? July 1941, A.S.T. S.A.S 29 July 1941, 145 Sqn 30 July 1941, SOC 17 August 1941. W3187 was "Lord Llyod II".

Hurricanes from Britain and the Middle East to the Far East in late 1941 and early 1942. https://www.academia.edu/36770645/Hurricane_emergency_shipments_for_Singapore_Burma_Ceylon_and_the_NEI_Dec._1941-April_1942_illustrated_version.docx

Blenheim IV V5382, 24 MU 8 Oct 1940, 2 School of Army Co-Op 26 Nov 1940, 6 OTU 14 Jun 1941, 42 OTU 20 Jul 1941, 51 OTU "A" 21 Aug 1941, engine lost power on take off, overshot runway at Cranfield 24 Sep 1942 P/O P. Smith (solo pilot) injured, PSOC 25 Sep 1942. No mention of A&AEE

According to Air Arsenal North America the Lodestars on the Stockholm run were Norwegian, 2 ex civil purchased direct 2086/NX33669 and 2087/NX34901 G-AGDD and E, and 10 lend lease made up of 2 C-56B G-AGEI and J, and 8 C-60A-5, G-AGIH, I, J, K, and G-AGLG,H,I with G-AGIH being reused, for 2491/42-56018 which crashed on 13 December 1943 and 2619/43-16459 which crashed on 29 August 1944. The two civil machines were purchased on 18 April 1941, The C-56B arrived in July 1942, then the C-60A-5 arrived two in July 1943, two in October 1943, the second G-AGIH in February 1944 and the final three in June 1944. Lodestars ordered by the RAF and South Africa were used in the Middle East and Africa. The C-56B is reported by the USAAF to be specification number 723 with 2 Wright GR-1820-G102A engines, Commercial Lockheed Model 18-40, 22 place cabin land monoplane, Hamilton standard hydromatic fully feathering propellers. The C-60 has 2 Wright R1820-87 engines, Lockheed Lodestar Model 18-56. Troop transport version. Provides benches for 18 troops and accommodates crew of 2. Radio Br. Std. Bendix serial radio equipment installed. The C-60A, specification DA-316-5, is similar to the C-60A except for the following. Windshield wiper, windshield alcohol anti icing system and warm air windshield defrosting system. Fuselage belly skin seams double riveted, two battery boxes in lieu of one; provisions for oxygen equipment for crew of 5, minor miscellaneous items. The C-60A-1, specification 2732, is similar to the C-60A except the following government furnished radio was installed at Lockheed's Modification Center under a cost plus fixed fee contract: RC-36 interphone equipment; SCR-274 command set; SCR-287 liaison set; SCR-269 radio compass; RC-43 marker beacon receiving equipment; SCR-535A radio set; SCR-211 frequency meter; SCR-578 radio set; antenna equipment. The C-60A-5, specification 2732, is similar to the C-60A-1 except the radio equipment is installed by the contractor at the time of manufacture, causing a reduction in cost.

The Greeks acquired 12 mark IV bombers from Britain in 1939. After the Italians attacked there were other Blenheims reported transferred from Middle East stocks, but I do not have the details. 30 Squadron RAF operated Blenheim If and 210 Squadron RAF Blenheim IVF in Greece according to Graham Warner but no mention of the Greek Air Force operating the fighter version.

Hitler's Spies by David Kahn notes the following, Colonel Theodor Rowehl, stared as a civilian working for the Abwehr in 1930, the unit eventually called the Experimental Post.. In 1936 it was taken over by the Luftwaffe and became the Squadron for Special Purposes, Staffel z.b.V Beim R.L.M. under the Luftwaffe General Staff 5th Branch (Intelligence) using Do17, Do215, He111, Hs130, Ju86, Ju88 and W.34 during its existence according to Barry Rosch. Code T5 and did borrowing of aircraft at times, which means other codes noted in loss reports, K9, G2 and L2 may have been assigned to the unit or not. By September 1939 the unit was 3 squadrons of 12 aircraft, possibly included types like the Fw200 and was renamed Reconnaissance Group to the CinC Luftwaffe, Fernaufklärungsgruppe des Oberbefehlshabers der Luftwaffe, AufklGrp OB der Lw, often called Kommando Rowehl. Rosch lists 19 different types of aircraft used during its existence. When air insertions were suddenly required the unit was used, with Captain Karl Edmund Gartenfeld playing a major part. Seems air insertions into Britain and Ireland stopped in June 1941. He111 dropping agents through a hole in the floor, some had to be helped out, some forced out, one shoved out after they became stuck. Things like He115 dropping agents off in a remote bay. First air insertion in July 1940? U-boats coming close to shore, small boats "escaping" from Europe, claimed refugees First U-boat insertion into Ireland on 12 June 1940, which resulted in one of the best pre war spies being taken into Irish custody the next day. Kahn does not give a definitive list but concludes the British had control of all German spies in Britain usually from early on and the Irish captured quite a few as well. Essentially Germany neglected Britain pre war and had to rush things in 1940, which further handicapped the effort, over and above faulty briefings, selecting people who turned themselves in as soon as possible etc.

Ministry of Aircraft Production, Monthly Statistical Bulletin which starts in March 1942, Mosquito propeller systems. Note how the data presented changed over time. As far as the Ministry is concerned Mosquito propellers were mostly from America, and when British made propellers are mentioned they usually to not give a type/model number. March 1942 The propeller blade deliveries table starts in January 1941, wooden blades start in November 1941. Metal blade forgings are from De Havilland and Rotol, with De Havilland dominating the output. Propeller for Mosquito is the Hydromatic De Havilland including the constant speed unit. Repaired propellers are categorised as Fixed Pitch Wooden, Fixed Pitch Metal, Two Pitch, Constant Speed Cam, Constant Speed Hydraulic De Havilland, Constant Speed Hydraulic Rotol, Constant Speed Electric (but none until March 1942), American two pitch, American Cam, American Hydraulic, American Electric, first US propeller repairs in July 1941. April 1942, Blade deliveries table now has factory information, De Havilland Lostok producing in January 1941, Stag Lane began production in July 1941, Wooden blades by Rotol. Blade forgings, De Havilland are Dural, Rotol are Dural (starting February 1941) and Magnesium, Fairey fixed pitch Dural from January 1941. Thrust bearing (blade sets), De Havilland and Rotol from January 1942, Wooden blade root adaptor production begins in November 1941. Hub forging and Weldings, De Havilland Cam Spiders and Cam Barrels, Hydromatic Spiders and Hydromatic Barrels from January 1941. Rotol Hydraulic 3 blade forgings from January 1941, Weldings from December 1941, Hydraulic 4 blade, 198 forgings produced to end February 1942, 58 Weldings in March, Electric forgings from April 1941. Repairs now amalgamate the British Two Pitch and Constant Speed Cam figures, plus the American Two Pitch and Cam figures. August 1942, Propeller Hydromatic, De Havilland 3 Blade, for Mosquito B.IV, F.II and T.III, plus constant speed units. Rotol ceases Magnesium blade forging production. Barrel Set delivery figures recalculated, previously they were unmatched "front" and "rear" barrels. USA 3 blade hydraulic forgings have been in figures since January 1942, broken out as a note to the table for the first time in August. September 1942 Propeller Hydromatic, De Havilland for Mosquito B.IV, F.II and T.III, plus constant speed units. Propeller Hydromatic, De Havilland 4 Blade, for Mosquito PR.VIII, B.IX, F.X/FB.XI, plus constant speed units, there is an entry but no production this month. Table for Propeller stocks at Aircraft Contractors or awaiting repairs added. Table for Constant Speed Unit stocks at Aircraft Contractors or awaiting repairs added. Table for New Propeller production by types added, from June 1941, Fixed Pitch Wood, Fixed Pitch Metal, Constant Speed Cam, Constant Speed Hydraulic De Havilland, Constant Speed Hydraulic Rotol 3 Blade, Constant Speed Hydraulic Rotol 4 Blade (from November 1941), Constant Speed Electric.. Table for New Propeller production by firms added, from May 1941, firms are De Havilland Stag Lane, De Havilland Lostock, Rotol No.1 Shadow (production from July 1942), Fairy (production from June 1941), Horders Richmond (production from June 1941), Bath Aircraft (production August 1941 to April 1942, then a pause until October), Airscrew Company (production from June 1941), Table for New CSU production by firms added starting in May 1941, De Havilland Cam, De Havilland Hydromatic, Rotol 3 Blade, Rotol 4 blade (from December 1941), Electric Table for Assembly of USA propellers in UK added, data starting in December 1941, Stag Lane Warwick I, Lostock Lancaster I from July 1942, Stag Lane Stirling II from September 1942. October 1942 Hoover added to firms producing propellers, first production in October. Bath Aircraft resumes propeller production. Fairey fixed pitch Dural blade figures from January 1941 deleted as inaccurate. Rotol ceases Dural Blade forgings, except for a batch October/November 1943. November 1942 Assembly of US propellers is now cumulative totals, with 122 for Mosquito at Lostock, versus 411 Mosquito built to end November. After being dropped in October Propeller Hydromatic, De Havilland 4 Blade, for Mosquito PR.VIII, B.IX, FB.X, PR.IX, NF.XIV plus constant speed units entry reappears but no production this month (2 produced in December) December 1942, New CSU production table is now De Havilland Cam, De Havilland Hydromatic small, De Havilland Hydromatic large, Rotol Hydraulic Feathering, Rotol Hydraulic Non Feathering, Electric. January 1943, Assembly for USA propellers has CSU data added. Table for delivery of Propeller Hub Forgings and Hub Weldings dropped. Production of New Propellers for the Month drops Mosquito 3 blade entry, adds type field, Hydromatic, De Havilland 4 Blade, for Mosquito PR.VIII, B.IX, FB.X, PR.IX, NF.XIV type D1/445/1 Production of Constant Speed Units for Month adds type field, Small Hydromatic De Havilland, Mosquito B.IV, F.II, T.III type AY105, Small Hydromatic De Havilland, Mosquito PR.VIII, NF.XV type AY113 Propeller Stocks include 90 Hamilton for Mosquito F.II, B.IV, NF.XII and FB.VI from 395 US Propellers assembled for Mosquito. February 1943, Constant Speed Cam propellers redesignated Constant Speed Bracket. Vickers Armstrong now making propellers. Propeller Stocks include Hamilton for Mosquito F.II, B.IV, NF.XII, FB.VI, T.III New Table, CSU production by firm, starting in December 1942, De Havilland Stag Lane, Rotol Gloucester, Rotol Worcester, Standard, Gillette, No. 1 Shadow. Constant Speed units now include Double Acting De Havilland for Mosquito B.IX, PR.IX, FB.X, NF.XIV and Welkin, type AY201, but no production, in fact no production until May 1944. March 1943, CSU by firm revised, De Havilland types made by De Havilland and Standard, Rotol types made by Rotol Gloucester, Rotol Worcester, Standard, Gillette, No. 1 Shadow. Constant speed unit type AY105 now for Mosquito IV, F.II, T.III, FB.VI and NF.XII. Hydromatic, De Havilland 4 Blade, now for Mosquito PR.IX, FB.X, NF.XIV type D1/445/1 April 1943, Propeller Hydromatic De Havilland 3 Blade for Mosquito NF.XIII type 45/2. Hydromatic, De Havilland 4 Blade line deleted. Spinner production table added, Hydromatic De Havilland 3 Blade for Mosquito NF.XIII, second line for Mosquito F.II, B.IV, FB.VI, B.IX, PR.IX, third line for Mosquito T.III May 1943 Two new tables, starting from November 1942, Spinner production by type, De Havilland Bracket, De Havilland Hydromatic 3 blade, De Havilland Hydromatic 4 blade, Rotol Hydraulic 3 blade, Rotol Hydraulic 4 blade, Rotol Hydraulic 5 blade, Rotol electric. Also New Spinner production by firm, De Havilland types C.S.A, De Havilland types Sankey, Rotol types Rotol Gloucester, Rotol types C.S.A., Rotol types Sankey. Production of Spinners table entry added for Hydromatic De Havilland 4 blade for Mosquito PR.IX, FB.X and NF.XIV, 2 produced in May. June 1943, Standard added to firms making propellers, first production in June. CSU Stocks include Hamilton HAY154 for Lancaster I, III, Mosquito FB.VI. Rotol produces its first 5 blade propellers and 5 blade spinners, then a pause in production until September. July 1943 New type of propeller being made, the Rack. Constant speed unit type AY105 now for Mosquito B.IV, F.II, T.III, B.IX, PR.IX and NF.XII, type AY111 for Mosquito NF.XIII, Double acting type AY201 for Mosquito B.IX, PR.IX, FB.X, NF.XIV, Welkin I, York I Propeller Stocks include Hamilton for Mosquito F.II, B.IV, FB.VI, T.III, B.IX, PR.IX October 1943, Mosquito B.XVI propeller Hydromatic De Havilland 3 blade type 45/2, Mosquito NF.XIV propeller Rack De Havilland 3 Blade. Constant Speed Unit AY105 for B.IV, F.II, T.III, B.IX, PR.IX, AY118 for Lancaster I, III, Mosquito B.XVI, double acting De Havilland type AY201 for Mosquito NF.XIV plus Welkin (Small contra) November 1943, Propeller Hydromatic De Havilland 4 blade for Mosquito NF.XV type D1/445/1. Propeller Stocks include Hamilton for Mosquito F.II, B.IV, FB.VI, T.III, B.IX, PR.IX, NF.XIII. CSU Stocks include Hamilton HAY 154 for Lancaster I, III, York I, Mosquito FB.VI, T.III, NF.XIII, B.IX, PR.IX January 1944, Propeller Rack De Havilland 3 Blade for Mosquito NF.30, 3 produced, also double acting CSU AY201 for Mosquito NF.30, none produced. Standard ceases propeller production. March 1944 Templetons is added as maker of De Havilland propeller blades, staring in January 1944, in April 1944 the report has Templetons production beginning in May 1942, previously counted under Lostock. April 1944, CSU unit AY118 for Lancaster I, Mosquito B.XVI, PR.XVI, FB.VI, NF.30. USA propellers for Mosquito also being assembled by Standard at Coventry. Rotol Gloucester ceases CSU production. May 1944, Spinner Hydromatic De Havilland 3 Blade mark list has by now become FB.VI PR.XVI, B.XVI, NF.XIX, NF.30. CSU Double acting De Havilland for Mosquito B.XVI, PR.XVI, NF.30 type AY201, first production of 20, another one made in October. Shadow factory No.1 ceases CSU production. June 1944 CSU Small Hydromatic De Havilland for Lancaster I, Mosquito B.XVI, PR.XVI, FB.VI, NF.30, T.III type AY118, AY119. CSU Double acting De Havilland for Mosquito B.XVI, NF.30, PR.32, Hornet type AY201. Propeller stocks add a by type field, stocks include Hamilton A5/147 for Mosquito F.II, B.IV, FB.VI, B.IX, PR.IX, NF.XIII. A5/126 for Mosquito T.III. A5/146 for Mosquito FB.VI, PR.XVI, BF.30, T.III July 1944 CSU Small Hydromatic De Havilland for Mosquito B.XVI, PR.XVI, FB.VI, NF.30, T.III type AY119. Rack propeller production ceases. August 1944 Rotol begins production of 2 blade hydraulic constant speed propellers. Hordern Richmond cease propeller production until December. September 1944, US propellers assembled for Mosquito cumulative total is now 6,860 versus 3,405 Mosquito built. As has been the case for some time there are no reported stocks of or under repair British propellers for Mosquito. Though Hydromatic De Havilland 3 blade propellers type 45/2 for Mosquito are being made, and Hydromatic De Havilland 4 blade (no model number given), along with AY119 CSU. CSU unit AY121 for Mosquito NF.XIX. Bracket propeller production ceases as does CSU units for them. October 1944, Propeller stocks include Hydromatic De Havilland 3 Blade type 45/2 and Hydromatic De Havilland 4 Blade type D.14/445/1 for Mosquito. Number 1 Shadow factory ceases propeller production. Assembly of US propellers now gives model numbers, for Mosquito, at Standard A5/146 or 160, at Lostock A5/146 or 160 and A5/163. November 1944, Hydromatic De Havilland 4 Blade for Mosquito type 445/1. Cumulative totals of US propellers for Mosquito give type as A5/126, A5/146, A5/147, A5/160, A5/163 with CSU HAY154. December 1944, Mosquito F.II. B.IV, FB.VI, B.IX, PR.IX, NF.XIII, B.XVI Hamilton A4/147, Mosquito FB.VI, PR.XVI, NF.30, T.III Hamilton A5/146, other Mosquito Hamilton A5/160. Rotol ceases 3 Blade Hydromatic constant speed propellers. January 1945, Mosquito B.XVI, FB.VI, PR.XVI, NF.30, T.III Propeller Hamilton A5/146 or 160, PR.34 A5/164 or 165, B.IX A5/163. Hoover ceases propeller production. February 1945, Mosquito 33 type AY118 CSU, Mosquito and Lancaster Hamilton 4G8-G22J or G26J CSU March 1945, Propeller stocks include D.1/445/1 for Mosquito PR.34, B.35 and NF.36 Double Acting CSU monthly production begins (20 have been built in May and 1 in October 1944) Gillette CSU production ceases as does electric CSU production since Gillette was the sole UK maker of electric CSU. April 1945, Mosquito FB.VI, B.XVI, PR.XVI, NF.30, PR.34, T.III CSU AY119, AY122. Contra rotating propeller production begins. CSU AY202 stocks for Hornet, Sea Hornet and Sea Mosquito, the latter also using AY118. AY202 production was for Lincoln II, Sea Mosquito 33, Hornet F.I, Sea Hornet F.XX. August 1945 Large Hydromatic De Havilland type AY122 CSU units for Lancaster I, VII, York I, Mosquito FB.VI, B.XVI, PR.34, B.35, NF.36. Double Acting De Havilland type AY202 for Lincoln II, Sea Mosquito 33, Hornet F.1, Mosquito PR.34, B.35, NF.36 Stocks reports discontinued. Vickers Armstrong cease propeller production. To end August 1945 12,211 US propellers assembled for Mosquito, types A5/126, A5/146, A5/147, A5/160, A5/163, A5/164, A5/165 September 1945 Double Acting De Havilland type AY202 or 203 for Lincoln II, Sea Mosquito 33, Hornet F.1, Mosquito PR.34, B.35, NF.36. Fairey and Hordern Richmond cease propeller production. Electric propeller production ends? US propeller table dropped. October 1945 Sea Mosquito TR.33 propeller Hydromatic De Havilland 4 Blade type D14/445. De Havilland 3 blade, hydraulic constant speed propeller production ends? And De Havilland large Hydromatic CSU unit production ends?

Using RAF squadrons by Jefford, 312 squadron switched from Hurricane I to IIB in May 1941, retaining them until December 1941. It had Spitfire IIA October to December 1941 and IIB November 1941 to January 1942, and Spitfire VB from December 1941. An obvious explanation for the gain and loss of Hurricane IIB October to December 1941 are the usual inspection requirements after X flying hours that need to be done outside the squadron, while keeping the squadron operational on Hurricanes before the switch to Spitfires. An idea of how long the Hurricanes had been with the squadron before being replaced and until when the squadron was considered operation on Hurricanes would help.

The last Tomahawk imports into Britain were in February 1941, same month as the first imports into the Middle East. AN413, Tomahawk IIB, Middle East Sep 41, lost 12 Dec 41, SOC 13 or 15 Dec 41 AK413, Tomahawk IIB, Middle East 25 Jun 41, SOC 13 Nov 1941

The first contract card for the first (and only) Tempest V order (ACRFT/1896 for 1,600), covering the first 61 deliveries has the engine as Sabre II, the remaining cards have the engine as Sabre IIa, this is offered as a line of investigation for the Series i/ii change over, though it probably a simple clerical error. The Sabre IIa appeared around June 1943 but I do not have production data by sub type, only Sabre II, not II, IIa, IIb, IIc and IId, so no idea of when II production ended. The reason for the possible use of Sabre II In early Tempest production is to end December 1943 there were in theory 2,030 Sabre II of which 871 were under repair and 176 were not on airframes, leaving 983. From the Typhoon end 1,849 airframes had been built, of which 265 were engineless and 114 were instructional, so 1,470 airframes, 983 engines, leaving 487 airframes unaccounted for, the ones under repair, or reduced to spares/not repaired after minor damage. It is known several hundred Typhoon airframes were reduced to spare parts in 1943. So it is possible early Tempests were fitted with Sabre II given the shortages. Cumulative Tempest official production to end of month. Aircraft were of course not always delivered in serial number order but aggregating the daily figures into monthly ones usually smooths this out. Oct-43 / 3 Nov-43 / 3 Dec-43 / 3 Jan-44 / 11 Feb-44 / 23 Mar-44 / 50 Apr-44 / 73 May-44 / 105 Jun-44 / 154 JN729, the first production Tempest was not taken on RAF charge until 21 March 1945. Delivery dates of other serials mentioned by Chris Thomas. JN862, 23 May 1944 JN875, 2 June 1944 JN767, 26 March 1944 JN801, 17 April 1944 JN797, 10 or 18 April 1944 Tempest wheels are given as A.H.8208, tyres as 30x9.00-15. Typhoon wheels are given as A.H.8093, tyres as 11.25-12 In December 1943 the Tempest wheel is also listed as used by Meteor, Firebrand and F.12/43 In July 1945 the Tempest wheel is also listed as used by Fury, Hornet, Sea Fury, Firebrand, Firefly and Barracuda T.R.V. The Meteor was using A.H. 8385. In December 1943 and January 1945 the Typhoon tyre is also listed as in use by Barracuda and Firefly.

Trying to find which, if any, BT-13 trainers made it to China is difficult. Air Arsenal North America states 30 BT-13 for China was approved by MAC Case 503 in July 1944, but the authors cannot trace any deliveries. The USAAF Statistical digest records 20 trainers, type not stated, delivered for China in August 1944. Trouble with this is BT-13B production finished in June 1944, BT-13A in December 1943 and BT-15 in November 1943. In fact the trainers are probably the 20 AT-6D which were delivered to China in January 1945 as by August 1944 only the AT-6, AT-7, AT-19, AT-21 and PT-13D were still in production.

https://www.history.navy.mil/research/library/online-reading-room/title-list-alphabetically/i/instructions-for-painting-and-cementing-vessels-of-the-united-states-navy.html Found it while wandering, the whole site has quite a lot to offer.

There were officially only 22 P-40D, all stayed with the USAAF, production ended in June 1941, Kittyhawk I began in August 1941, Serials AK571 to 999 and AL100 to 230 made up the 560 Kittyhawk I, with references stating the first 20 had 4 wing guns, the rest 6, not sure if that makes AK571 to 90 the equivalent of the P-40D USAAF P-40 production ends October 1940, P-40B begins February 1941 and effectively ends in March when P-40C begins which ends in May when P-40D begins which ends in June when P-40E begins and effectively ends in January 1942 when P-40F begins. RAF Tomahawk I production ends in October 1940 when IIA begins which ends in November when IIB begins which ends in July 1941, Kittyhawk I begins in August 1941 and ends in December 1941 when Kittyhawk IA/P-40E-1 begins. The P-40N-5 introduced the 27 inch wheels, the P-40N-40 went back to 30 inch wheels. So 400 N-1 and 220 N-40 had the 30 inch wheels as built, the other 4,599 N models had the 27 inch wheels.

RAAF Branch of the Air Member for Engineeering and Maintenance. Directorate of Technical Services. Serial No. 206 week ending 5 January 1944. An inspection of the Catalina Model PBY.5A Amphibian was made at 1 Flying Boat Repair Depot in order that the variations from the normal PBY.5 could be definitely ascertained and plans made to convert the PBY.5A as far as possible to the PBY.5 model. Serial No. 214 week ending 2 March 1944. 1 Flying Boat Repair Depot has been advised to restrict the prototype conversion of PBY-5A aircraft to 5 machines. This prototype modification was for the permanent sealing of nose and main wheel wells. Subsequent aircraft will have the Saunders-Roe modification incorporated. This modification gives adequate blanking off of the wheel wells but allows easy conversion to the amphibious type if required. Serial No. 218 week ending 31 March 1944. An inspection was made at 1 Flying Boat Repair Depot of PBY-5A aircraft on which the wheel wells were being blanked off. Prototypes with both the RAAF and the Saunders-Roe modification were examined and it was decided to adopt the RAAF modification. This decision was made on the grounds that it is practically impossible to make and keep the wheel wells water tight with the Saunders-Roe modifications with the result that water would be shipped during take off.

The company managing the yard in Maine was owned 35% Todd, 35% Kaiser, 30% Bath, in California 65% Kaiser, 35% Todd. Kaiser-Todd-Bath. Now if I have the various name permutations correct. Todd-Bath Portland (East) = New England Shipbuilding Yard East, 3 building basins, 2 holding 2 ships the third 3 ships, so 7 berths built for the British. Todd-Bath Richmond California = Kaiser No.3 Richmond = Permanente Metals yard No.1, 7 slips built for British. Is this the total number of ship building slips/berths financed by the British? As noted the Maritime commission authorised 222 building berths in class I yards (large ocean going ships) Contract estimated cost was 96 million pounds of which 9 million was for new shipyards. 30 ships each yard, completion months Month / Portland / Richmond Oct-41 / / 1 Nov-41 / / 2 Dec-41 / / 2 Jan-42 / / 3 Feb-42 / / 2 Mar-42 / 1 / 3 Apr-42 / 3 / 5 May-42 / 3 / 3 Jun-42 / 3 / 3 Jul-42 / 4 / 6 Aug-42 / 4 / Sep-42 / 4 / Oct-42 / 5 / Nov-42 / 3 / Liberty by Peter Elphick had access to Cyril Thompson's Diary, which makes it clear, he arrived in the US on 3 October 1940 with the plans for Hull 607, Empire Wave, then on 16 November came word to change to Hull 611 Empire Tide. Which became the 60 Ocean class. In the US Gibbs & Cox did the detailed design work. After the US contract was signed 26 North Sands type were ordered from Canada, the "Forts". Then came the Liberty ships "5 year" versus the "29 year" design the Maritime Commission was then involved with. So oil burning, revised accommodation, etc. Where does the last one voyage claim come from? The US proceeded to build 2,580 EC2-S-C1, 24 EC2-S-AW1 colliers, 6 Z-EC2-S-C2 tank transporters and 36 Z-EC2-S-C5 aircraft transports Henshaw's book is becoming less attractive.

Thanks for the update on marine construction monitoring/testing. With the rise of electronics and satellites plus the aviation industry monitoring programs I would assume modern practice would be to collect more (real time) monitoring data. I do not know how much then how much is published, plus if anyone has deliberately moved into bad weather to run tests versus using modern systems to better avoid the bad stuff. The book I was quoting from was published in 2001, so the manuscript would date a year or two before that, my original summary dates from 2008. It would seem for WWII they thought they did not have the brittleness problem with "modern" steel which appears largely correct. To get back my main current interest , the book "Liberty's Provenance", by John Henshaw, What does it say about British financing of the expansion of US commercial shipyards? Also has the blurb writer done the reader a service by letting them know how hopelessly exaggerated the book is or done the author a major disservice?

The seafaring side has gone sailing to another port. This post delayed due to short time frame limits on new posts. 5, 4, 3, 2, 1, 0, -1, -2, -3, -4, ......