Geoffrey Sinclair

According to the USN air combat statistics, F4U and FG operating from CVE May to August 1945 fired 1,562 rockets, the F4U and FG operating from the fleet carriers fired 22,107 rockets February to August 1945. The port side vent says it was a CVE, the Rudyerd Bay CVE-81 commissioned 25 February 1944, decommissioned 11 June 1946. Dictionary of American Naval Fighting Ships. Following shakedown off southern California, Rudyerd Bay ferried planes to Espiritu Santo in April and May 1944; conducted qualification exercises off California into July; then made another ferry run, this time to Majuro. On her return, she embarked Composite Squadron 77 (VC-77) and, on 8 August, she again headed west. At Eniwetok, she joined TG 30.8, the fast carrier forces' replenishment group, with which she arrived at Manus on the 31st. During early September, she covered the replenishment group as the 3d Fleet supported the Palau campaign. In October, she continued that cover as strikes against the Philippines began. On the 18th, she took on survivors of Houston and transported them to Ulithi, whence, in November, she resumed covering operations which continued into the new year. On 29 December, Rudyerd Bay, with Nehenta Bay (CVE-74), tankers, and other ships, departed Ulithi. In the Philippine Sea until 10 January 1945, the replenishment group shifted to the South China Sea as the fast carriers continued support of the Lingayen assault and conducted strikes against enemy installations and shipping from Indochina to Formosa. On the 22d, they retired via the Sulu and Mindanao Seas and Leyte Gulf, to Ulithi. Bay remained at Ulithi until 10 February. She then proceeded to Saipan to prepare for the assault on Iwo Jima. Departing the Marianas in TG 51.17, she provided air cover for the troop transports en route to the Volcano Islands, 16 to 18 February. On the 18th, she joined TG 52.2 and, from then until 8 March, operated to the east of Iwo Jima as VC-77 flew support missions over the contested island and antisubmarine patrols over the surrounding waters. Anchored at Ulithi from 11 to 20 March, Rudyerd Bay, with VC-96 now embarked, got underway for the Ryukyus in TU 52.1.2 on the 21st. On the 25th, she arrived at her position 60 miles to the south of Okinawa and began launching strikes against enemy positions on Kerama Retto and on Okinawa. With the exceptions of 1 April and 8 April, VC-96 flew daily support missions until 17 April. On 13, 14, and 15 April, the squadron target was shifted from Okinawa Gunto to Sakishima Gunto. On 17 April, Rudyerd Bay rotated to TG 50.8. For the next 10 days, she provided air cover for that group, then returned to TG 52.1 and resumed support missions for the troops fighting ashore. On 8 May, she again joined TG 50.8, which she covered until retiring from the Ryukyus on the 20th. By that time, VC-96 had flown 1,257 missions in support of the Okinawa offensive. Rudyerd Bay arrived at Guam on the 23d, detached VC-96, and embarked VC-85 as passengers for transport back to the United States. By the end of July, the escort carrier had completed a ship yard overhaul and had been reassigned to plane ferry duty. On 1 August, she departed Alameda for the Marshalls. On the 14th, hostilities ceased. Rudyerd Bay continued on, discharged cargo and passengers at Eniwetok, then proceeded to Ulithi and the Philippines, whence she moved VC-33 to Okinawa. There she embarked another squadron for the voyage back to California. On 8 October, she arrived at San Francisco, underwent repairs and alterations to enable her to carry troops, then joined the “Magic Carpet” fleet. Into the new year, she brought veterans of the Pacific war back to the United States. On 23 January 1946, she completed her last transpacific run and, on 18 February, she departed California for the east coast. Transiting the Panama Canal on the 28th, she off loaded aircraft at Jacksonville in early March, and proceeded to Boston to begin inactivation.

FR208, FR209 ex 42-64822 and 23, both taken on charge 17 July 1943. FR209 reported to have flown the Atlantic on 9 July, FR208 on 12 July 1943. No record of disposal for FR208, FR209 ultimately became 6819M initially SOC 31 October 1946, but Brought Back On Charge. Air Arsenal North America has a photograph of FR209 at the Central Flying School stated to be in 1947, no camouflage and a new glazed nose

The USN Bureau Numbers have no relationship to year of ordering. F4U-1C BuNo 57567 to 69, 57777 to 91, 57966 to 90, 57980 to 83, 82178 to 89, 82260 to 69, 82270 to 89, 82370 to 94, 82435 to 59, 82540 to 69, 82570 to 82, 82633 to 39, 82740 to 61, built in BuNo order, Total 200. From USN Airplane Serial Number Records, Production by month Aug-44 18 Sep-44 30 Oct-44 56 Nov-44 66 Dec-44 28 Jan-45 2

Let me try again. AVIA 46/112 Halifax Biography. If you count all allocated the Handley page mark II serials the HR serials were numbers 317 to 566 in the list, then came the HX block. If you count all the Handley Page mark II built to end February 1943 the total is 384, conclusion assuming build in serial order, if the change over to series 1a was in February 1943 it was somewhere in the earlier part of the HR serial block, no earlier. If you count all the allocated London Aircraft Production mark II serials, the BB serial block were numbers 1 to 200, followed by JN/JP block. If you count the number of mark II built to end February 1943 the total is 115, conclusion assuming build in serial order, if the change over to series 1a was in February 1943 it was somewhere in the mid part of the BB serials, no earlier. Similar for the other 3 factories. Following the logic says only a few serials built before end February 1943 were series 1a, then it changed until all production was series 1a. This does not imply anything about any Halifax being built as mark II series 1 (special) I have no documentation to determine the proportion of built as versus modified to. None of the entries in either the RAF Contract Cards or Delivery Logs note series number, only mark II, nor it seems from a quick sample, do the individual aircraft cards at https://lancasterbombersinfo.ipage.com/Data/Form-78s/Halifax/DT612-DT670/mobile/index.html DX148 was a Bristol Beaufort. HR654 was taken on RAF charge on 21 December 1942. JN882 was taken on charge 7 July 1943. As currently trying to log in to this site using Firefox causes my computer to freeze and require a reboot more often than not, replies will be slower than normal.

If the official biography is correct the production line change over to the series Ia began in February 1943, at the time there were 5 Halifax lines and it is unlikely the changes happened on all of them at the same time. To end February 1943, assuming production in serial number order, Handley page mark II, 384 built, HR serials were numbers 317 to 566 in the list, then came the HX block. London Aircraft Production mark II, 115 built out of the initial 200 BB serial block, followed by JN/JP block. English Electric mark II, 483 built, JB serials were numbers 451 to 577 in the list, then JD and LW blocks. Rootes mark V, 107 built out of the initial 138 DG serials block, followed by EB and LL/LK blocks. Fairey mark V, 42 built from the initial 150 DJ/DK serial block, followed by LK block. Then comes any retrofits.

https://lancasterbombersinfo.ipage.com/Data/Form-78s/Halifax/DT612-DT670/mobile/index.html DT635 12 MU 21 Nov 42, 153 Sqn 31 Dec 42, SOC 6 Apr 43. No information if it received some of the modifications introduced into production in February 1943, it was built by English Electric. Edited addition 1 hour later, 158 squadron lost 3 aircraft on 3 April 1943, all had 7 man crews, only 3 survived, all injured. AVIA 46/112 Halifax Biography. Mark I, 4 Merlin X, 2x0.303 inch front turret, a pair of hand held 0.303 inch beam guns, 4x0.303 inch tail turret, maximum bomb load 13,000 pounds, maximum weight 55,000 pounds, Merlin X engines. Modifications, fuel tankage from 1,552 to 1,636 gallons, special but "very heavy" carrier to take 2x4,000 pound or (text says and) 1x8,000 pound bomb, but bomb bay doors could not be closed with these bombs on board, maximum weight to 60,000 pounds. mark II, 4 Merlin XX, minor changes to defensive armament and fuel, after about the first 20 aircraft the Hudson type mid upper turret introduced, to replace beam guns (whose mountings were retained for a while), permanent fuel tankage increased from 1,636 to 1,882 gallons by an extra fuel tank in each wing. September 1941 trials of a 4 gun mid upper turret ordered. In January 1942 trials for H2S installation begun. April 1942 complaints about poor performance carrying 4,000 and 8,000 pound bombs, new bomb bay doors designed but their thickness reduced bomb bay space for smaller bombs, another set that would not completely close around the 8,000 pound bomb interfered with the H2S set. Project dropped. Mark II series IA, result of complaints made about performance in August 1942, front turret removed and retrospectively replaced by a fairing and in production by a new perspex nose, with single hand held gun, the 4 gun mid upper turret under development set lower in the fuselage, astrodome lowered, low drag flame dampeners fitted and "a number of drag producing excrescence were removed or modified." Some fitted with H2S. Production to this standard from February 1943. The use of series Ia was because the series II designation had already been allocated and while the 1a designation is associated with these changes "in point of fact this really applied to a change of radiator which took place at about the same time." Perhaps with Merlin 22 fitting? Mark II series II, engine nacelles lowered, 1 prototype tested April/May 1943, later Merlin 61 fitted but the decision to go with Hercules had been made in February 1943, the original Hercules trials were ordered in July 1941. Mark V as mark II but with Dowty undercarriage and associated hydraulics, production from August 1942. No mention on the change from triangular to rectangular tails. From Halifax at War by Brian J Rapier The rectangular tail was introduced in mid 1943 and included modification of existing aircraft. Many of the earlier types had ended up operating at around the mark III weights, as a result squadrons started to take weight out of the aircraft, including turrets. Mark I series 1 (no mid upper turret, empty 34,000, max 55,000 pounds, 12,000 pound maximum bomb load, Merlin X, service ceiling 22,000 feet) Mark I series 2 (series 2 and 3 empty 35,000, max 60,000 pounds) Mark I series 3 (series 3 had 1,220 HP engines versus 1,130 HP) Mark II series 1 (mid upper turret, empty 35,800, max 60,000 pounds, Merlin XX, 1,220 HP) Mark II series 1 special (empty 35,000 pounds, no nose turret, 13,000 pound bomb load) Mark II series 1a, most with rectangular vertical tail, glazed nose, Merlin 22, introduced the 4 gun mid upper turret. Mark V series 1, mark Vs were effectively mark II with Dowty undercarriage. Mark V series 1 special (no nose and often mid upper turret, 36,000 and 61,500 pounds, service ceiling 22,000 feet) Mark V series 1a, rectangular vertical tail, glazed nose, service ceiling 21,000 feet. Halifax version (sp = special, H = hand held, M = Merlin, all guns 0.303) / front guns / mid guns / rear guns / engines / fin type (Triangular or rectangular). Mark 1 series 1 / 2 / 2H / 4 / M X / Tri Mark 1 series 2 / 2 / 2H / 4 / M X / Tri Mark 1 series 3 / 2 / 2H / 4 / M 20 / Tri Mark 2 series 1 / 2 / 2 / 4 / M 20 / Tri Mark 5 series 1 / 2 / 2 / 4 / M 20 / Tri Mark 2 series 1 (sp) / 0 / 0 / 4 / M 20 / Tri Mark 5 series 1 (sp) / 0 / 0 / 4 / M 20 / Tri Mark 2 series 1a / 1H / 4 / 4 / M 22 / Tri later Rec Mark 5 series 1a / 1H / 4 / 4 / M 22 / Tri later Rec

The P-47D-25-RA came with the cut down rear fuselage and extra internal fuel. 42-26389 was the first production example, accepted on 12 February 1944, while another 4 were produced in mid/late March, the typical advanced production of a new block to enable testing. Production switched to the -25 in the first week of April. At Evansville the equivalent of the D-25-RA, the P-47D-26-RE, came into production in the final third of May 1944. So you would expect by August 1945 every P-47 unit to have at least some of them, unless they had transitioned to the M or N, you would need to check the histories for specific examples. Farmingdale produced 2,546 D-25 or later, Evansville 3,743 D-26 or later, almost exactly half of the total 12,602 production P-47D. What the USAAF calls the Pacific Ocean Areas reports its first P-51 on strength in November 1944, the Far Eastern Air Forces in October, the 20th Air Force did not have any officially on strength until July 1945.

Given a number of Lancastrians were used on things like the Kangaroo route to Australia you would usually expect them to be fitted with tropical radiators but I do not have any documents stating some were built as tropical versions or how many were later so fitted.

The standard story. In late 1941/early 1942 the RCAF received 30 mark I incomplete airframes from storage, built for the RAF but retained in Canada as part of a plan for expanding the training system. To make them flyable they needed to take Merlin III engines and (cut down) propellers from Fairey Battles. The original RAF AG serials became RCAF 1351 to 1380. In addition the RCAF operated 50 Canadian built Sea Hurricane I, BW835 to BW884, with Merlin III, no information about propellers. On 27 August 1941 Canada ordered 400 Hurricanes, 100 for the Netherlands East Indies, 300 for China, this changed to 72 for the Netherlands East Indies, 328 for the USSR, to use Merlin 28 and US built propellers and shipped across the Pacific. By the time production started it was 400 mark XII for the RCAF, serials 5376 to 5775 but in 1943 150 were set to the RAF, these giving rise to the spurious mark XI designation (Merlin 28 RCAF equipment), they were given RAF PJ serials and stripped so as to be the same standard as mark II production, becoming incomplete airframes before being shipped. The US built 240 Merlin 29 February to April 1942 and another 240 July to December 1942, along with 480 Hamilton Standard 23E50 propellers March to August 1942, for the Canadian order. As already noted Merlin 29 were fitted for US propellers, the Merlin 28 British propellers. With the surplus engines and propellers the survivors from 1351 to 1380 and BW835 to BW884 were later upgraded to mark XII.

I doubt the RAE had a full Lancaster servicing ability. The trips to Avro could be routine inspection, say a 240 hour one, or other maintenance or repairs or modification, one of the published RAE histories may help.

Key Date is 6 May 1946. Both types were doing overseas/tropical service and until well after May 1946. Yorks were in production from October 1943 to April 1948. Lancastrians were in production from February 1945 to April 1947. You would expect later production to have metal elevators as built and many of the early ones to be retrofitted.

Lancaster VII serials, Unfortunately the cards at https://www.lancasterbombers.net/form-78-aircraft-movement-cards/ only note engine, not tropical. NX611 to NX648, NX661 to NX703, NX715 to NX758, NX770 to NX794, RT670 to RT699 I have no evidence of Lancaster I and III being produced with tropical fittings. Lancaster VII, 10 built in April, 12 in May and 34 in June 1945 with the first tropical sets fitted June, production that month was 28 with Merlin 24 temperate, 6 with Merlin 24 tropical, the plan was all future mark VII to have Merlin 24 tropical. Also the Avro York, 3 BOAC York delivered to AST Hamble had Merlin 24 tropical and as of July 1945 the planned engine fits were military York temperate Merlin 24, BOAC York tropical Merlin 24 In terms of new engine production Rolls Royce Derby produced 8 Merlin 24 Tropical in April 1945, next production was 37 in October.

The first Anson production was contract 421119/35 for 174 aircraft, serials K6152 to K6325, making K6184 the 33rd Anson built. So it easily qualifies for an early mark I Anson. Taken on Charge 12 July 1936, sent to 206 squadron on 24 July 1936 where it apparently stayed apart from a repair/maintenance period at 4 MU/Avro until 25 May 1940 when it went to H.O.T.U, Struck off Charge 26 January? 1947

Good find. According to the reports Lancaster production ceased in January 1946 except for 1 mark I from Armstrong Whitworth, in June 1946 so the switch to metal elevators can be said to be after production ended. It still covered a large number of aircraft. On 25 April 1946 Bomber Command authorised strength was 42 mark I (FE) and 208 mark I and III, plus 14 mark I and III in a squadron converting to Lincolns. A year later there were still 48 mark I (FE) authorised. Also around in mid 1946 were 3 or 4 Lancaster III GR squadrons.

https://www.lancasterbombers.net/form-78-aircraft-movement-cards/ R5868, on RAF charge 20 June 1942, 83 squadron 29 June, 467 squadron 3 December 1944, 15 MU 22 August 1945, struck off as an exhibition aircraft 22 February 1956, Historical Aircraft Collection 16 March 1956. (Loss of R5686 initially assumed to be R5868 and the card is marked accordingly) KB889 on RAF charge 18 December 1944, was sent to Britain, 428 squadron 8 April 1945, To RCAF 6 July 1945 (RCAF says) 11 January 1946 (RAF says), struck off 21 May 1965. NX611 on RAF charge 16 April 1945, no RAF squadron service, in storage, to Avro in May 1951 for conversion/modification, to France PA474 on RAF charge 18 August 1945, identified for PR conversion, AWA for modification May 1947, 82 squadron September 1948, CS(A) (Controller of Supplies (Air)) 2 May? 1954. Memorial Flight November 1973.

The differences between the PV-1 and Ventura V are probably small, things like the package guns and whether the 0.30 inch were swapped for 0.303 inch machine guns. Background, Britain ordered 300+375+200+550 model 37 from Lockheed, the first 675 did not have USAAF serials, the first 875 officially built as 188 mark I September 1941 to April 1942, 487 mark II April to September 1942 and 200 B-34 September to November 1942. All the RB-34 initially to the USAAF but 20 to the RAAF and 22 to the RNZAF starting in mid 1943. All the Ventura I and II came from these orders. In addition another 18 were built as RB-37 January to April 1943 with Wright instead of P&W engines, the remainder of this order for 550 mark III cancelled. All RB-37 retained in the US. On 1 December 1942 the USN took over responsibility for model 37 production, calling it the PV-1. Producing 1,600 December 1942 to May 1944. Unlike most other types the USN does not split production figures between for itself and for others. All Ventura V were from PV-1 production. It would seem an initial B-34 to PV-1 change was from 0.30 inch to 0.50 inch machine guns in the nose and dorsal turret. According to Air Arsenal North America the first PV-1 transferred was BuNo 33072, probably built in February 1943 and again using the BuNo the final transfers were for aircraft built in May 1944. USN contract NOa(s)-195 9 February 1943 (contract AC-31397 24 July 1942) for 600 aircraft, BuNos 29723 to 922 (200), 33067 to 466 (400) Contract NOa(s)-284/NXsa-16081 18 May 1943 for 288+412+300 aircraft, BuNos. 48652 to 939 (288), 34586 to 997 (412), 49360 to 659 (300), note the BuNo order. Not sure about the decal sheet, the national markings with a bar was RNZAF (and FAA) not RAAF as far as I am aware. A59-75 is reported as arriving 26 March 1944 ex USAAF 42-49383, rather than ex USN 49383. To 7 squadron on 31 May, but allotted for repairs the next day, then to be held in reserve, to 13 squadron 26 September but landed with wheels up on 2 October, temporary repairs by squadron then 4 Repair and Salvage Unit on 5 December, to 13 squadron 24 February 1945, sent for 240 hour inspection on 4 June, into category C store 2 October, to category E storage 1 October 1946, disposed of 6 September 1949. 7 Squadron code letters were KT, 13 squadron SF

On 15 February 1942 Ofw. Otto Schulz of 4./JG 27 claimed 5 P-40, time and location 17.45 S.E. Martūba 17.46 S.E. Martūba 17.47 S.E. Martūba 17.50 westl. Ain-el-Gazala 17.55 30-35 km. S.E. Martûba: no height the final claim was not accepted. Given the P-40 were moving at 4 miles a minute or more the aircraft must have been circling or the tank commander was up high. Shores et. al. say the 5th P-40 was from 112 squadron, the pilot was wounded, the take off time for the 94 squadron aircraft was 16.45 by British clocks, sunset on 15 February 1942 was around 17.17 local time. Not sure what time zone the Luftwaffe clocks were in. Britain was on summer time, +1 hours versus GMT, not sure what they were using in Libya but the times call into question the amount of light.

A discussion at "avro lancaster elevator fabric metal" as a search string brings up a few more. No one seems to have exact details on the change over from fabric to metal elevators. W4783 G-George preserved in the Australian War Memorial has fabric elevators, it left Britain in October and arrived in Australia in November 1944. FM159 is another preserved Lancaster that also has fabric elevators, Canadian built it arrived in Britain in May 1945, returned, it served in the RCAF until October 1960.

260 squadron records do not list code letters or serials. They do list personnel casualties. Serial registers say AK767 SOC 15 June 1942, consistent with an end May loss. 94 Squadron records do have Sergeant M D Rochfort (RCAF): killed in AK807 on 15 March 1942. According to squadron records and Shores et. al. the following four 94 squadron Kittyhawks were lost on 15 February 1942, while the fates according to the Serial Registers are AK807 SOC 23 March 1942 (compatible with a loss on 15 March). AK858 Cat E 1 July 1943 AK601 216 Squadron 1 March 1942, Q138 Brought back on charge. AK733 94 Squadron, SOC 1 March 1942, Q138 Reconciliation of the above requires 3 of the 4 aircraft reported lost on 15 February to have been recovered relatively intact, even though all the pilots were killed, or a number of aircraft are misidentified. Shores et. al. states the 4 were trying to strafe Martuba airfield, then close to the front line, and all were shot down by the same Luftwaffe pilot. Regarding the code letters the squadron records indicate it still had some Kittyhawks in early June 1942, presumably the photograph dates from then.

Looking at the RAF serial registers, for KH641 to 670 only KH667 is marked as Med/ME, while KH660 is marked crashed in US, KH664 marked UK, the rest do not mention where they were sent. According to the UK aircraft import report, to end September 1945 there were 619 imports into the UK September 1944 to May 1945, 72 into North Africa, November 1944 to February 1945 and 177 into India (4 in March 1945, then from June to September 1945), from the US. In addition Britain exported 103 Mustangs to the Mediterranean March to May 1945, and 67 to India July and August 1945 (note the lack of mark numbers in the exports). Remainder of mark IV serials, quick survey, Marked Med/ME/MAAF KH671, 673, 676, 682, 684, 688, 690, 702, 706, 710, 714, 716, 718, 720, 723 (Casablanca), 726, 727, 731, 734, 738, 741, 745, 748 (via UK?), 749, 750, 751, 753, 755 (Casablanca), 757, 759, 760, 762, 763, 768, 772, 773, 774, 776, 779, 780, 782, 786, 791 (Casablanca), 792 to 799, KH800 to 806, 807 (via UK?), 808 to 811, 813 to 817, 819, 820, 821, 823, 824, 826 (via UK?), 827, 828, 830 to 832, 833 (via UK?), 834 (via UK?), 835, 837, 840, 842, 845, 848, 850, 852 to 854, 856, 859, 861, 865, 870. KM100, 101 (casualty), 104, 105, 107, 109 to 111, 117, 119, 120, 124, 127, 131, 135, 138, 139, 143, 144, 171, 182, 211, 214, 222, 227, 230, 231, 247, 249, 250, 258, 259, 262, 264, 268, 269, 271, 293, 296, 302, 340 (in February 1946), 348, 390, 420 The Via UK is for those taken on charge months before the date of their arrival in the Mediterranean. Apart from the earlier serials sent to India almost all from KM582 onwards are marked as going there, that is almost all of the final 162 serials. Crashed in US/Lost Transit KH689, 839, KM415, 419, 425, 486

If I understand things correctly the code letters were changed from FZ to GO in June 1942, after the removal of the Kittyhawks and arrival of Hurricanes. On 11 May the squadron began handing over its Kittyhawks to 2 SAAF squadron, on the 12th 8 pilots were posted to 260 squadron, on the 14th the squadron began its withdrawal. It ended up at El Gamil on 1st June, a new draft of pilots arrived on the 15th, Hurricane operations began on the 25th. The squadron records use serial numbers, not code letters. Flight Sergeant Phillips is recorded as flying AK759 in the February to April 1942 period, he was the only survivor of the first mission. According to Christopher Shores et. al. 94 squadron AK739 with letter R was shot down by a Bf109 on 26 March 1942, Sgt. V.A. Laurence killed. https://discovery.nationalarchives.gov.uk/advanced-search 94 Squadron Records of Events give serial numbers.

Latest idea on the 30 Tomahawks sent to Africa late 1942/early 1943 for 349 squadron in Lagos. 7 sent in November, 16 in December 1942, 2 in February and 5 in March 1943, it seems 10 of each mark. Mark I, AH752, AH759, AH774, AH792, AH793, AH796, AH828, AH840, AH849, AH859 Mark IIA, AH897, AH901, AH906, AH923, AH928, AH938, AH940, AH944, AH948, AH972 Mark IIB, AK103, AK119, AK121, AK123, AK150, AK151, AK153, AK168, AK169, AK194 AH774, 793, 840 and 938 damaged in transit and sent to Canada. Takoradi reports flying out the following Tomahawks during 1943, usually marked "for Lagos" remembering 349 squadron disbanded in Africa in May. January, AH796, AH849, AH923, AH928, AK103, AK151 February, AH759, AH948, AH972 March, AH859 April, AH897 June, AH752, AH906, AH944, AK121, AK168, AK194 July, AK123 August, AH792 September, AH940 No data for AH828*, AH901*, AK119*, AK150, AK153, AK169*, where * = shipped in November 1942, no shipping dates for AK150 and 153. Number 177 Maintenance Unit at Lagos also did some aircraft assembly.

I do not know what P-51D block numbers had louvres or for that matter where the louvres were or what they did. According to the USAAF the K model was the D model with the only change being Aeroproducts A-542A1 propeller, in block number terms P-51K-1 = P-51D-5 P-51K-5 = P-51D-10 P-51K-10 = P-51D-15 P-51K-15 = P-51D-20 The following is ignoring the various test machines, pattern aircraft etc. Mustang production for export came from Dallas which meant as the factory shifted from D to K and then back to D so did the export models. If I have done this correctly RAF KH641 to 670 P-51D-5, KH671 to 750 P-51K-1, KH751 to 870 P-51K-5, KM100 to KM311 P-51K-10, KM312 to KM492 P-51K-15, KM493 to KM695 P-51D-20, KM696 to KM743 P-51D-25. Likewise Australia received P-51K-10, K-15 (A68-500 to 583), D-20, D-25 (A68-600 to 813), New Zealand received D-25 http://www.adf-serials.com.au/raaf2.htm http://www.nzdf-serials.co.nz/nz-serials/nzaircraft.htm

USAAF P-40 designations. Some notes on https://www.uswarplanes.net/p40.pdf The production total of 13,739 is correct but the USAAF counts the XP-40, has 199 P-40 and 1 P-40G, has 22 P-40D and 1 XP-40F, also 5,219 P-40N and 1 XP-40Q. The PDF counts the P-40F static test airframe 41-13696. As far as the US is concerned production types were the XP-40, P-40, Tomahawk I, IIA and IIB (or Hawk 81A etc.), P-40B, P-40C, P-40D, Kittyhawk I (Hawk 87A etc.), P-40E, XP-40F, P-40F, P-40G, P-40K, P-40L, P-40M, P-40N and XP-40Q, foreign air forces received P-40E, F, K, L M and N, not Kittyhawk II etc. Everything else is considered a conversion. The RAF allocated P-40 serials in the US meaning those lost at sea had RAF serials, the RAAF allocated serials on arrival, omitting those lost en route. No information on lost at sea for non British Empire/Commonwealth shipments. The PDF notes P-40G conversions under the P-40 entry but not in the conversions and transfers list. The PDF presentation of the P-40F and later, if you count the USAAF serials they are more than the number given as the total, as the aircraft listed as sent to the RAF are deducted from the total, but only those to the RAF. The list of non USAAF and RAF users is counting serials allocated by the users, not deliveries in the US and/or shipments. P-40 that ended up in South Africa were diversions from RAF orders, done by the British. Similarly the P-40 transferred to France, Turkey and Egypt, they were ex RAF machines. P-40F and earlier shorter fuselage. P-40F-5 and later lengthened fuselage. P-40K, K-1, K-5 shorter fuselage, K-10 onwards lengthened fuselage. P-40L and later lengthened fuselage. The designations P-40E-1 and K-1 predate block numbers, they are the US designation for the export version. When it comes to shipments to Russia there were those sent on British (Britain for Russia) account and those on Russian account. XP-40, 1 built, accepted December 1938, serial 38-10. P-40, 199 built May to October 1940. Tomahawk I, 140 built June to October 1940, I have not seen any RAF documents stating modified Tomahawk I became Tomahawk II. 12 lost at sea Tomahawk IIA, 110 built October and November 1940, 1 lost at sea, 24 to Russia from Britain. Tomahawk IIB, 930 built November 1940 to July 1941, none to South Africa or Australia, South African and Australian units flew them in the Middle East. 41 lost at sea, 147 to Russia from Britain, 49 to Russia from US, 100 to China. P-40B, 131 built February to May 1941, but only 1 per month in April and May. P-40C, 193 built March to May 1942, deliveries, 167 USAAF, 26 Russia (10 on British account) P-40D, 22 built May and June 1941. P-40E 819 built June 1941 to January 1942 plus 1 in April 1942, total 820, deliveries, 689 USAAF, 131 Russia Kittyhawk I 560 built August to December 1941, 2 lost at sea, 72 to Canada. P-40E-1/Kittyhawk IA, 1,500 built December 1941 to June 1942. The US considered all Commonwealth/Empire E-1 for Britain, and so lists deliveries as 315 USAAF, 444 Britain (34 lost at sea including those for Australia), 708 Russia (not all exported), 6 Brazil, 27 China. From the “Britain” total there were 143 shipped for Australia, with 14 lost at sea, the 129 that arrived plus some meant for the Netherlands East Indies plus USAAF P-40E shipments were mixed, matched, swapped between the RAAF and USAAF, plus some P-40E loaned to the RAAF to replace those lost at sea. So both ended up with a mix of E and D-1. 44 E-1 arrived in New Zealand, plus theatre transfers. 12 E-1 to Canada. XP-40F, 1 built, accepted June 1942, serial 40-360. P-40F, 1,311 built January 1942 to January 1943, deliveries 150 Britain (Kittyhawk IIA FL219 to 368, 21 lost at sea), 1,161 to USAAF. P-40G, 1 built, accepted July 1940, serial 39-221, to Russia P-40K-1, 600 built May to September 1942, deliveries, 336 USAAF, 191 Britain (Kittyhawk III, FL710 to 713, FL875 to 882, FL884 to 905, FR111 to 115, FR210 to 361), 73 Russia. P-40K-5, -10, -15, 700 built August to December 1942, deliveries, 44 Australia (4 lost at sea), 30 Brazil, 148 Britain (Kittyhawk III FL714 to 730, FR116 to 140, FR385 to 392, FR412 to 459, FR472 to 521, FR779 to 872, 5 lost at sea), 14 China, 22 New Zealand, 241 Russia, 537 USAAF. P-40L, 700 built January to April 1943, deliveries 100 Britain (Kittyhawk II FS400 to 499), 600 USAAF P-40M 600 built November 1942 to February 1943, deliveries, 96 Australia, 2 lost at sea, another 4 arrived so badly damaged they were scrapped, with 2 of them given serials first. Deliveries, 10 Brazil, 94 Britain (Kittyhawk III FR779 to FR872), 170 Britain for Russia (FS100 to 269), 15 Canada, 15 China, 35 New Zealand, 50 Russia, 115 USAAF. P-40N, 5,219 built March 1943 to November 1944, deliveries 546 Australia (serials A29-812 to 818 were renumbered 698 to 704, as they were N-20, the change meant 600 to 704 were N-20, 800 to 828 were N-25 (less 812 to 818)). 456 Britain (Kittyhawk IV, FT849 to 954, FX498 to 847, 19 lost at sea), 130 Britain for Russia (FS270 to 399), 35 Canada, 321 China, 77 Netherlands East Indies, 175 New Zealand, 850 Russia, 2,588 USAAF. XP-40Q, 1 built, accepted April 1944, serial 43-24571.

The change overs at Gloster TR9D to TR1133, was aircraft 100 of the order, P2681 To Rotol propeller, was aircraft 101 of the order, P2682 After that there are always exceptions, "tropical standard" used the De Havilland 2 pitch propeller. The 15 ex Iran order from Hawkers P3720 to P3724 were ordered to the completed to tropical standard, no Rotol propeller.