Mosquito Bomber Fighter-Bomber Units 1942-1945
No.45 Squadron spent the entire Second World War operating in the east, at first as a Blenheim bomber squadron operating from Egypt, from where it took part in the campaigns in the Western Desert, Italian East Africa and Syria, before moving to Burma early in 1942, where it eventually operated as a ground attack squadron, first with the Vultee Vengeance dive bomber and later with fighter-bomber Mosquitoes.
Mosquito Bomber Fighter-Bomber Units 1942-1945
The de Havilland DH.98 Mosquito was a British multi-role combat aircraft with a two-man crew that served during the Second World War and the postwar era. The Mosquito was one of the few operational front-line aircraft of the World War II era to be constructed almost entirely of wood and, as such, was nicknamed "The Wooden Wonder".[3] [nb 1] The Mosquito was also known affectionately as the "Mossie" to its crews.[4] Originally conceived as an unarmed fast bomber, the Mosquito was adapted to many other roles during the air war, including low- to medium-altitude daytime tactical bomber, high-altitude night bomber, pathfinder, day or night fighter, fighter-bomber, intruder, maritime strike aircraft, and fast photo-reconnaissance aircraft. It was also used by the British Overseas Airways Corporation (BOAC) as a transport.[5]
When the Mosquito entered production in 1941, it was one of the fastest operational aircraft in the world.[6] Entering widespread service in 1942, the Mosquito first operated as a high-speed, high-altitude photo-reconnaissance aircraft, and continued to operate in this role throughout the war. From mid-1942 to mid-1943 Mosquito bombers were used in high-speed, medium- or low-altitude missions, attacking factories, railways and other pinpoint targets within Germany and German-occupied Europe. From late 1943, Mosquito bomber units were formed into the Light Night Strike Force and used as pathfinders for RAF Bomber Command's heavy-bomber raids. They were also used as "nuisance" bombers, often dropping 4,000 lb (1,812 kg) "cookies", in high-altitude, high-speed raids that German night fighters were almost powerless to intercept.
As a night fighter, from mid-1942, the Mosquito was used to intercept Luftwaffe raids on the United Kingdom, most notably defeating the German aerial offensive, Operation Steinbock, in 1944. Offensively, starting in July 1942, some Mosquito night-fighter units conducted intruder raids over Luftwaffe airfields and, as part of 100 Group, the Mosquito was used as a night fighter and intruder in support of RAF Bomber Command's heavy bombers, and played an important role in reducing bomber losses during 1944 and 1945.[7][nb 2] As a fighter-bomber in the Second Tactical Air Force, the Mosquito took part in "special raids", such as the attack on Amiens Prison in early 1944, and in other precision attacks against Gestapo or German intelligence and security forces. Second Tactical Air Force Mosquitos also played an important role operating in tactical support of the British Army during the 1944 Normandy Campaign. From 1943 Mosquitos were used by RAF Coastal Command strike squadrons, attacking Kriegsmarine U-boats (particularly in the 1943 Bay of Biscay offensive, where significant numbers of U-boats were sunk or damaged) and intercepting transport ship concentrations.
Another fighter-bomber variant was the Mosquito FB Mk XVIII (sometimes known as the Tsetse) of which 18 were purpose-built and 27 converted from Mk VIs. The Mk XVIII was armed with a Molins "6-pounder Class M" cannon: this was a modified QF 6-pounder (57 mm) anti-tank gun fitted with an auto-loader to allow both semi- or fully automatic fire.[nb 14] 25 rounds were carried, with the entire installation weighing 1,580 lb (720 kg).[97] In addition, 900 lb (410 kg) of armour was added within the engine cowlings, around the nose and under the cockpit floor to protect the engines and crew from the heavily armed U-boats which were intended to be the primary target of the Mk XVIII.[134] Two or four .303 (7.7 mm) Browning machine guns were retained in the nose and were used to "sight" the main weapon onto the target.[97]
Total Mosquito production was 7,781 of which 6,710 were built during the war. The ferry operation of the Mosquito from Canada to the war front was problematic, as a small fraction of the aircraft mysteriously disappeared over mid-Atlantic. The theory of "auto-explosion" was offered, and, although a concentrated effort at de Havilland Canada to address production problems with engine and oil systems reduced the number of aircraft lost, the actual cause of the losses was not known. The company introduced an additional five hours flight testing to "clear" production aircraft before the ferry flight. By the end of the war, nearly 500 Mosquito bombers and fighter-bombers had been delivered successfully by the Canadian operation.[149]
The Allied counter-offensive saw RAAF units operate over an immense geographical area: New Guinea, including the islands of New Britain and Bougainville; Dutch New Guinea; the Netherlands East Indies; the Philippines; and Borneo. By war's end in August 1945, the RAAF was the fourth-largest Allied air force. In addition to 'workhorse' aircraft such as the Catalinas, Beauforts and Kittyhawks used from early in the war in the Pacific, it also operated more modern and capable types, including Spitfire fighters, Mosquito fighter-bombers and Liberator heavy bombers. Ground units were well equipped and experienced, with many serving in forward areas. The contribution of the RAAF to victory in the Pacific was indisputable.
Air superiority enabled the Allies to make greater use of transport and tactical reconnaissance aircraft to support ground troops. In Borneo and New Guinea, including the islands of Bougainville and New Britain, the Australian-built Wirraways and Boomerangs of 4 and 5 Squadrons flew low over the jungle and beaches reconnoitring and photographing enemy positions, artillery spotting and directing fighter-bombers attacking ground targets. An American pilot, Ted Park, recalled of the Boomerangs:
More dangerous were rescues requiring flying boats to venture into enemy territory. Catalina crews often shadowed Allied bombers and fighter-bombers in case any were brought down. Aircrews were instructed that if their aircraft was critically damaged, they should try and get as far out to sea as possible. Sometimes, they barely made it past the shoreline. In June 1944, Pilot Officer Bob Merrotsy, 8 Squadron, who had earlier ditched during training, was in a Beaufort struck by anti-aircraft fire over Wewak, New Guinea:
Pilot Officer HT Kidman (left) and Flight Lieutenant Ian Curtis (right), pilots of 5 Squadron, discuss targets with Captain John Excell, an Army Air Liaison Officer (ALO) at Torokina, Bougainville Island. The map rests on the wing of a Boomerang tactical reconnaissance aircraft. The squadron's pilots often led in air strikes by Corsair fighter-bombers of the Royal New Zealand Air Force. (AWM 078318)
Constituted as 479th Fighter Group on 12 Oct 1943 and activated on 15 Oct. Equipped with P-38's. Trained for combat and served as an air defense organization. Moved to England, Apr-May 1944, and assigned to Eighth AF. From May 1944 to Apr 1945, escorted heavy bombers during operations against targets on the Continent, strafed targets of opportunity, and flew fighter-bomber, counter-air, and area-patrol missions. Engaged primarily in escort activities and fighter sweeps until the Normandy invasion in June 1944. Patrolled the beachhead during the invasion. Strafed and dive-bombed troops, bridges, locomotives, railway cars, barges, vehicles, airfields, gun emplacements, flak towers, ammunition dumps, power stations, and radar sites while on escort or fighter-bomber missions as the Allies drove across France during the summer and fall of 1944; flew area patrols to support the breakthrough at St Lo in Jul and the airborne attack on Holland in Sep. Received a DUC for the destruction of numerous aircraft on airfields in France on 18 Aug and 5 Sep and during aerial battle near Munster on 26 Sep. Continued escort and fighter-bomber activities from Oct to mid-Dec 1944, converting to P-51's during this period. Participated in the Battle of the Bulge (Dec 1944-Jan 1945) by escorting bombers to and from targets in the battle area and by strafing transportation targets while on escort duty. Flew escort missions from Feb to Apr 1945, but also provided area patrols to support the airborne attack across the Rhine in Mar. Returned to the US in Nov 1945. Inactivated on Dec 1945.
Robert Forsyth, born in Berkshire, England, has studied the history and operations of the Luftwaffe since his school days. Based in East Sussex with his wife, he runs an aviation and military publishing business full-time. He has written articles for the magazines Aeroplane , Aviation News, FlyPast, and The Aviation Historian, and is a member of the Editorial Board of the latter publication. He is the author of several hard bound books, including: JV 44 - The Galland Circus (1996), Battle over Bavaria - The B-26 versus the German Jets (Classic, 1998), Mistel - German Composite Aircraft and Operations 1942-1945 (Classic, 2001), Messerschmitt Me 264 Amerikabomber (Classic, 2006, with Eddie Creek); He 162 Volksjager (Classic, 2009, with Eddie Creek); Heinkel He 111 (Crecy, 2014); Junkers Ju 52 (Specialty Press. 2015, with Eddie Creek). He has had a substantial relationship with Osprey Publishing, and has written Jagdverband 44 (2008, Aviation Elite Units 27); Jagdgeschwader 7 (2008, Aviation Elite Units 29); Fw 190 Sturmbocke vs B-17 Flying Fortress (2009, Duel 24); Aces of the Legion Condor (2011, Aircraft of the Aces 99); Luftwaffe Viermot Aces (2011, Aircraft of the Aces); Me 262 Bomber and Reconnaissance Units (2012, Combat Aircraft 83); Luftwaffe Mistel Composite Bomber Units (2015, Combat Aircraft 112); He 162 Volksjager Units (2016, Combat Aircraft 118); and Ju 52/3m Bomber and Transport Units 1936-41 (2017, Combat Aircraft 120). 041b061a72