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During WW2, the RAF, RAAF and the RCAF used numerous American built fighters. Some were used with success, but other not and this, for various reasons. This book is listing the types which were either rejected, either used in small numbers and the reasons why. This book gives the details of the career of the Airacobra in the RAF and the RAAF, the Airacomet, the Kingcobra, the Grumman Goblin in the RCAF, the Lockheed Lightning in the RAF and the RAAF, the Republic Lancer in the RAAF and the Vultee Vanguard. With 44 photos, including four in colour, and three colour profiles in 40 pages.

The North American P-51 is among the most famous fighters of WW2, and the P-51D probably the model the most known. The RAF became a late user of this model as Mustang IV, and they participated to the last weeks of the war over the continent in escorting the British bombers or over the sea escorting off the Norwegian or Danish coasts the Beaufighters or Morquitos of Coastal Command. With close to 40 pages, over 30 photos and five colour profiles.

The Spitfire XVI is one of the Spitfire mark to have been so far little covered in depth. It was actually a Mk. IX engined with an American built Packard engine but otherwise it was very familar to a IX. Used in the fighter-bomber role, from the UK with the Fighter Command or from the Continent with the 2 TAF, one of the main task given to the XVI would be the destruction of the V-2 sites located in Holland. This book gives the details of the operations carried out by the British squadrons, Nos. 66, 74, 127, 229, 602 and 603. This study doesn't continue beyond the summer 1945. Thirty photos and 5 colour profiles.

The North American Mustang is certainly one of the legendary fighters of the Second World War. The aircraft can be split into two 'families', the Allison-powered and Merlin-powered. The RAF Marks I and II belong to the first category, while all subsequent marks belong to the second. The change of engine made the aircraft perform far better at higher altitudes. The Merlin 61 (with the two-stage supercharger) provided significantly improved results above 15,000 feet and was without compare above 20,000 feet. All this without sacrificing range. This was a key point as, in 1942, the RAF was looking for a long-range escort fighter, a role the Spitfire, whatever the mark, could not fulfill with complete satisfaction from the British Isles. The British conducted an experimental programme with the new engine on various test-beds (known within the RAF as the Mustang X) while the Americans were doing the same thing on their side. The Americans first discovered the best way to pair the Merlin and the airframe and, after the first flight of the XP-51B on 30 November 1942, the future of the P-51B was guaranteed. The British ordered hundred of Mustang IIIs (denomination given to both P-51B and P-51C) and they served in Western Europe and in Italy. In Italy up to May 1945, six squadrons were totally equipped with the type, No. 3 RAAF, No. 5 SAAF, and RAF 112, 213, and 249 Squadrons, while, just after the war, other units (RAF 250, 260, and the Australian 450) received a mix of Mustang IIIs and IVs. This first part will develop the operational usage of the dominion units (3 RAAF, 5 SAAF, 450) and the 'gift' units, 249 (Gold Coast) and 250 (Sudan) Squadrons. Close to 40 photos and 6 colour profiles illustrate this part. (Part 2 is developed in SQUADRONS! 67)Revised May 2024.

The Douglas Boston or Havoc is one major aircraft of WW2. Designed as a light bomber, it proved to be very versatile and was used with success in various roles over all theaters of operations. In the RAF it served as a night fighter for defensive role (see SQUADRONS! 24), but in the same time the RAF found the type perfectly suited for offensive operations by night to harrass the Germans airfields when the Fighter Command went to the offensive in the spring of 1941. This book tells how the Boston/Havoc was used between 1941 and 1943 in the intruder role from the UK by three squadrons, Nos. 23, 418 RCAF and 605. 52 pages, over 40 photos, 6 color profiles.

Once production of the Spitfire Mk.I was underway, an improved version was looked at based around the 1175hp Merlin XII. The Spitfire Mk.II, or Supermarine 329 as its constructor named it, was born. Great hopes were placed in this new version as an order for 1000 aircraft was placed on 12 April 1939, before the mark's first flight, for serials P7280 - P8799. This production run was launched at Castle Bromwich in Birmingham, the new Supermarine production line. The first aircraft were delivered in June 1940 and the Spitfire Mk.II included all improvements and refine¬ments added to the Spitfire Mk.I. Deliveries continued up to July 1941. The Mk.II entered service, in the midst of the Battle of Britain, first with 66 Squadron and progressively, the Spitfire Mk.II became standard equipment across Fighter Command with no less than 56 squadrons known to have been equipped, fully or partially, with the mark. Peak usage was reached during the summer of 1941, but, from the autumn of that year, it began to be withdrawn from first line units in favour of the Mk.V. Among the squadrons equipped with the Spitfire Mk II, there were the squadrons manned by men coming from Southern Rhodesia (266 Squadron), Australia (452 and 457 Squadrons), Canada (401, 403, 411, 412, 416 and 417 Squadrons) New Zealand (485 Squadron) and from the USA with the famous Eagle Squadrons (71, 121 and 133). Illustrated with 30 photographs and seven colour profiles. Revised September 2022.

The Spitfire XIV was the logical development of the Spitfire Mk XII (see SQUADRONS! 5). The Mk.XIV differed from the Mk.XII in that the longer, two-stage supercharged Griffon 65 was mounted further forward. A new five-bladed Rotol propeller was used and was the most obvious visual difference compared to earlier marks. The first batch of aircraft to fly with the Griffon 60 series engines were six converted Mk.VIIIs . The first one of these was flown on 20 January 1943, with production ordered following a series of trials. The first aircraft left the production line in October 1943 following the amendment of existing Spitfire contracts. The XIV was initially seen as an interim design pending the Spitfire Mk.XVIII’s availability. Delays with the XVIII meant the XIV became one of the major Spitfire fighter variants and a valuable asset for the RAF during the final year of the war. The XIV was built as a fighter, but was also developed for fighter-reconnaissance (FR) to replace the effective, but ageing, Mustang in the Tac/R role. The mark remained in service with the RAF and various foreign air forces, including Belgium, well after the war. During the war only a limited number of squadrons were re-equipped with the type and among them, one Belgian squadron (350) and one Dutch squadron (322). This book covers the operational usage of the Spitfire XIV by those two units which were engaged against the V-1 and with the 2 TAF. This book is illustrated with about 35 photos and five colour profiles.

Paradoxically, the Mk.V, which ended up being the most numerous variant of the famous fighter built, was not even an intended development of the design. Indeed, it was only considered because of the abandonment of the Spitfire Mk.III. As the Luftwaffe was continually improving its formidable Messerschmitt Bf 109, the latest version of which, the Bf 109F, clearly outclassed the Spitfire Mk.II, the British had no other option but to rapidly find a successor to the latter. At this time, at the end of 1940, the British did not know what the Germans' were planning and expected them to carry on undertaking daylight raids upon the return of nicer weather. The RAF, therefore, wanted to be ready to counter the new German fighter developments. A solution was soon found by mounting a Merlin 45 (former Merlin III), a simplified version of the Merlin XX, on a slightly strengthened Spitfire Mk.I or Mk.II airframe. Several Spitfires were thus modified, with either a Merlin 45 or Merlin 46, during the first weeks of 1941. The resulting feedback was good and the Air Ministry requested that Supermarine modify, as early as possible, Spitfires already on the assembly lines so they could be put into service as rapidly as possible. This is how the Spitfire Mk.V came to be. In 1941, the Spitfire Mk V progressively became the backbone of the Fighter Command while new squadrons were formed or coverted that year. Two pre-war squadrons, initially formed as Special Reserve squadrons, Nos. 501 and 504, converted to the type in 1941 and the book, made of 36 pages with about 25 photographs and five colour profiles, narrates their operational usage of the Spitfire Mk V.

In March 1941 the Lend-Lease agreement was approved by Congress and this breathed new life into the Commonwealth war effort. The RAF was able to study new types and the Martin Marauder was chosen to serve in the Middle East. After a first batch of Marauder Mk Is (see SQUADRONS! 13), a batch of Marauder Mk IIs (B-26C) followed. If the Marauder Mk I was used for anti-shipping ops, the Marauder Mk II would be mainly used as a conventional medium bomber in 1944. Two South African squadrons, 12 and 24, became the major Marauder Mk II operators generating a close link between the SAAF and the type but also with Belgium as some Belgian aircrew served with 12 and 24 Squadrons SAAF in 1944. The operational usage of the Marauder Mk II is here fully described in about 30 pages. Six colour profiles are also included.

The conduct of a successful air campaign requires a combination of strategy, tactics, capable aircraft, well trained pilots - and good leadership. During WW2, the RAF, Commonwealth (RCAF, RAAF, RNZAF and SAAF) and 'Free European' forces employed almost 250 fighter squadrons throughout the World, from the Aleutians to the South Pacific, throughout Europe, the Middle East and North Africa, India, Burma and the East Indies and East Africa. The RAF's basic tactical formation was the squadron, and this was the first step of independent commanders usually held by a Squadron Leader. The period in command could vary from a matter of days to over a year and so many hundreds of men were appointed as Officers Commanding (OC) of a squadron. As tactics developed and larger formations were used in action, several squadrons would operate in concert and were grouped together as a Wing, led by a Wing Leader. usually of Wing Commander rank. By the mid war years as these Wings became independent mobile formations, the command was given to a Group Captain with leadership in the air held by the Wing Leader, more formally titled as Wing Commander Flying (WingCo). Most were highly decorated, and some were very successful aces but all were highly experienced with a proven record of leadership and ability. The aim of this series is to introduce these men so far as available information allows by giving short biography and describing the operational units that they led during the war. This Volume 6 contains 50 names:J.H. Arkwright (NZ), G.D. Atherton (Aus), D.R.S. Bader (UK), T. Balmforth (UK), K.M. Barclay (Aus), J.R. Beirnes (Can), H.A.C. Bird-Wilson (UK), G.D.M. Blackwood (UK), H.P. Blatchford (Can), B.J.L. Boyle (SA), B.O. Budd (UK), P.M. Brothers (UK), J.M. Bryan (UK), K.L. Charney (UK), W.C. Connell (UK), P.P. Devendish (SA), B.A. Dupérier (Fr), M. Gran (Nor), C.A. Golding (SA), R.H. Harries (UK), W.J. Hibbert (UK), J. Himr (Cz), P.H. Hugo (SA), P.G. Jameson (NZ), H.C. Kennard (UK), R.H.C. Kershaw (SA),J.N. Mackenzie (NZ), I.D. McLachlan (Aus), G.A.L. Manton (UK), C.A. Masterman (UK), S.T. Meares (UK), R. Miller (UK), G.W. Northcott (Can), P.L. Parrott (UK), M. Pisarek (Pol), G.D. Robertson (Can), W.E. Schrader (NZ), F.D.S. Scott-Malden (UK),J.D. Sommerville (Can), A.C. Stewart (UK), P.D. Thompson (UK), A.A. van de Velde (Bel), J.W. Villa (UK), L.C. Wade (USA), J.E. Walker (Can), P.R. Walker (UK), H.E. Walmsley (UK), R.S. Woodward (UK), E.W. Wooten (UK), J. Zumbach (Pol). More than 100 photos, seven colour profiles. (STANDARD EDITION)

Once production of the Spitfire Mk.I was underway, an improved version was looked at based around the 1175hp Merlin XII. The Spitfire Mk.II, or Supermarine 329 as its constructor named it, was born. Great hopes were placed in this new version as an order for 1000 aircraft was placed on 12 April 1939, before the mark's first flight, for serials P7280 - P8799. This production run was launched at Castle Bromwich in Birmingham, the new Supermarine production line. The first aircraft were delivered in June 1940 and the Spitfire Mk.II included all improvements and refine¬ments added to the Spitfire Mk.I. Deliveries continued up to July 1941. The Mk.II entered service, in the midst of the Battle of Britain, first with 66 Squadron and progressively, the Spitfire Mk.II became standard equipment across Fighter Command with no less than 56 squadrons known to have been equipped, fully or partially, with the mark. Peak usage was reached during the summer of 1941, but, from the autumn of that year, it began to be withdrawn from first line units in favour of the Mk.V. Among the squadrons equipped with the Spitfire Mk II, there were the squadrons manned by men coming from the occupied Europe, the Poles, Czechoslovaks, French, Belgians and Norwegians. The Poles made an intensive usage of their Spitfire Mk IIs and encountered considerable success during the summer of 1941. Illustrated with over 40 photographs and seven colour profiles.

The Brewster Buffalo was born as the Brewster F2A for the United States Navy. It was the first monoplane fighter to be introduced into USN service. At the end of the thirties, with war approaching, many European countries were seeking new equipment, particularly modern fighters, and the Brewster looked promising and when war was declared in September 1939, requirements were drastically accelerated and the UK was among the first to place an order. For the British, the Buffalo was not an obvious option as they were already producing two excellent fighters, the Hawker Hurricane and the Supermarine Spitfire, that were far superior to the American design. The Brewster fighter was initially rejected by the British Purchase Commission for this reason. However, the Air Ministry soon realised that production of both Hurricanes and Spitfires would not be enough to meet the RAF’s increasing demands and the acquisition of foreign fighters was therefore seriously considered. By the end of 1939, all American manufacturers were overloaded and delivery delays repeatedly extended. Large orders could only be placed with the manufacturers not yet overloaded. The Brewster Corporation was one such manufacturer. Therefore, the Brewster 339 was the only suitable option and appeared to be a good alternative that left Hurricanes or Spitfires to theatres where the RAF was already engaged, like the Far East. When Japan invaded Malaya and Burma in December 1941, the Buffalo was the backbone of the RAF fighter force in the Far East. They faced to very experienced Japanese fighter pilots who gave no chance to the young pilots freshly graduated from advanced training schools. The sacrifice of those young Commonwealth pilots, most coming from Australia and NZ would be in vain Burma and Singapore would be lost. About seventy photos and six colour profiles.

Paradoxically, the Mk.V, which ended up being the most numerous variant of the famous fighter built, was not even an intended development of the design. Indeed, it was only considered because of the abandonment of the Spitfire Mk.III. As the Luftwaffe was continually improving its formidable Messerschmitt Bf 109, the latest version of which, the Bf 109F, clearly outclassed the Spitfire Mk.II, the British had no other option but to rapidly find a successor to the latter. At this time, at the end of 1940, the British did not know what the Germans' were planning and expected them to carry on undertaking daylight raids upon the return of nicer weather. The RAF, therefore, wanted to be ready to counter the new German fighter developments. A solution was soon found by mounting a Merlin 45 (former Merlin III), a simplified version of the Merlin XX, on a slightly strengthened Spitfire Mk.I or Mk.II airframe. Several Spitfires were thus modified, with either a Merlin 45 or Merlin 46, during the first weeks of 1941. The resulting feedback was good and the Air Ministry requested that Supermarine modify, as early as possible, Spitfires already on the assembly lines so they could be put into service as rapidly as possible. This is how the Spitfire Mk.V came to be. In 1941, the Spitfire Mk V progressively became the backbone of the Fighter Command and among the squadrons that switched onto the Spitfire Mk V, there were the two Norwegian fighter squadrons, Nos. 331 and 332. The operational usage of the Spitfire Mk V by those two squadrons is here described in 40 pages, 35 photos and illustrated with seven colour profiles. (updated December 2023)

Paradoxically, the Mk.V, which ended up being the most numerous variant of the famous fighter built, was not even an intended development of the design. Indeed, it was only considered because of the abandonment of the Spitfire Mk.III. As the Luftwaffe was continually improving its formidable Messerschmitt Bf 109, the latest version of which, the Bf 109F, clearly outclassed the Spitfire Mk.II, the British had no other option but to rapidly find a successor to the latter. At this time, at the end of 1940, the British did not know what the Germans' were planning and expected them to carry on undertaking daylight raids upon the return of nicer weather. The RAF, therefore, wanted to be ready to counter the new German fighter developments. A solution was soon found by mounting a Merlin 45 (former Merlin III), a simplified version of the Merlin XX, on a slightly strengthened Spitfire Mk.I or Mk.II airframe. Several Spitfires were thus modified, with either a Merlin 45 or Merlin 46, during the first weeks of 1941. The resulting feedback was good and the Air Ministry requested that Supermarine modify, as early as possible, Spitfires already on the assembly lines so they could be put into service as rapidly as possible. This is how the Spitfire Mk.V came to be. In 1941, the Spitfire Mk V progressively became the backbone of the Fighter Command and among the squadrons that switched onto the Spitfire Mk V, there is only one New Zelander squadron, 485. The operational usage of the Spitfire Mk V by the New Zealanders is here described in 36 pages, 32 photos and illustrated with six colour profiles. Revised October 2020.

Paradoxically, the Mk.V, which ended up being the most numerous variant of the famous fighter built, was not even an intended development of the design. Indeed, it was only considered because of the abandonment of the Spitfire Mk.III. As the Luftwaffe was continually improving its formidable Messerschmitt Bf 109, the latest version of which, the Bf 109F, clearly outclassed the Spitfire Mk.II, the British had no other option but to rapidly find a successor to the latter. At this time, at the end of 1940, the British did not know what the Germans' were planning and expected them to carry on undertaking daylight raids upon the return of nicer weather. The RAF, therefore, wanted to be ready to counter the new German fighter developments. A solution was soon found by mounting a Merlin 45 (former Merlin III), a simplified version of the Merlin XX, on a slightly strengthened Spitfire Mk.I or Mk.II airframe. Several Spitfires were thus modified, with either a Merlin 45 or Merlin 46, during the first weeks of 1941. The resulting feedback was good and the Air Ministry requested that Supermarine modify, as early as possible, Spitfires already on the assembly lines so they could be put into service as rapidly as possible. This is how the Spitfire Mk.V came to be. In 1941, the Spitfire Mk V progressively became the backbone of the Fighter Command and among the squadrons that switched onto the Spitfire Mk V, there are the two Belgian and the single Dutch fighter squadrons, 349 and 350 for the Belgians and 322 for the Dutch. This is their story while flying the Spitfire V made of 48 pages, around 40 photos and eleven colour profiles.

The Spitfire XVI is one of the Spitfire mark to have been so far little covered in depth. It was actually a Mk. IX engined with an American built Packard engine but otherwise it was very familar to a IX. It was used in the fighter-bomber role, from the UK with the Fighter Command or from the Continent with the 2 TAF. Of the twenty or so fighter units that flew the Mk.XVI before the end of production, roughly half were from the Dominions and six became operational on the type: four Canadian squadrons of No. 127 (RCAF) Wing of 2 TAF (Nos. 403, 416, 421 and 443), while two Australian squadrons (Nos. 451 and 453) flew their operations from the British Isles under the authority of Fighter Command. The others had been re-equipped by the end of the war in Europe, but only flew this variant for a short time. The Canadian wing achieved considerable success between November 1944 and May 1945, making this unit one of the most active of 2 TAF in the last months of the war in Europe. A previous title in connection with the British has been already published (SQUADRONS! 12). Updated October 2020.

The Consolidated B-24 Liberator was the most produced heavy bomber of WW2 with close to 19,000 units built. The design was progressively improved during the war and Consolidated developed variants up to the XB-24N. It was widely used by the Commonwealth nations during WW2. The RAF alone flew about 2,300 B-24s over nine marks (Liberator Mk.I to Mk.IX) during the war. They were used as bombers in the Middle East, southern Europe and Far East, in the maritime reconnaissance role, as electronic warfare platforms, and as transports. Australia was another large user during the war, but without any connection to the UK orders and they were used in the Southwest Pacific. Their Australian operational usage is here described in over 50 pages, 40 photographs and five colour profiles.

Paradoxically, the Mk.V, which ended up being the most numerous variant of the famous fighter built, was not even an intended development of the design. Indeed, it was only considered because of the abandonment of the Spitfire Mk.III. As the Luftwaffe was continually improving its formidable Messerschmitt Bf 109, the latest version of which, the Bf 109F, clearly outclassed the Spitfire Mk.II, the British had no other option but to rapidly find a successor to the latter. At this time, at the end of 1940, the British did not know what the Germans' were planning and expected them to carry on undertaking daylight raids upon the return of nicer weather. The RAF, therefore, wanted to be ready to counter the new German fighter developments. A solution was soon found by mounting a Merlin 45 (former Merlin III), a simplified version of the Merlin XX, on a slightly strengthened Spitfire Mk.I or Mk.II airframe. Several Spitfires were thus modified, with either a Merlin 45 or Merlin 46, during the first weeks of 1941. The resulting feedback was good and the Air Ministry requested that Supermarine modify, as early as possible, Spitfires already on the assembly lines so they could be put into service as rapidly as possible. This is how the Spitfire Mk.V came to be. In 1941, the Spitfire Mk V progressively became the backbone of the Fighter Command while new squadrons were formed that year. Some were called 'Gift' squadrons and named after a country, region or organisation that had donated sufficient funds to equip one or more units. Of these, two were connected to the City of Bombay: No. 122 and No. 132 and the book is made of 34 pages with about 30 photographs and five colour profiles.

Paradoxically, the Mk.V, which ended up being the most numerous variant of the famous fighter built, was not even an intended development of the design. Indeed, it was only considered because of the abandonment of the Spitfire Mk.III. As the Luftwaffe was continually improving its formidable Messerschmitt Bf 109, the latest version of which, the Bf 109F, clearly outclassed the Spitfire Mk.II, the British had no other option but to rapidly find a successor to the latter. At this time, at the end of 1940, the British did not know what the Germans' were planning and expected them to carry on undertaking daylight raids upon the return of nicer weather. The RAF, therefore, wanted to be ready to counter the new German fighter developments. A solution was soon found by mounting a Merlin 45 (former Merlin III), a simplified version of the Merlin XX, on a slightly strengthened Spitfire Mk.I or Mk.II airframe. Several Spitfires were thus modified, with either a Merlin 45 or Merlin 46, during the first weeks of 1941. The resulting feedback was good and the Air Ministry requested that Supermarine modify, as early as possible, Spitfires already on the assembly lines so they could be put into service as rapidly as possible. This is how the Spitfire Mk.V came to be. In 1941, the Spitfire Mk V progressively became the backbone of the Fighter Command and among the squadrons that switched onto the Spitfire Mk V, there are the three Eagle Squadrons manned by American pilots, Nos. 71, 121 and 133 Squadrons. This is their story on the Spitfire V made of 44 pages, 30 photos and eight colour profiles. Revised April 2022.

The Douglas Boston or Havoc is one major aircraft of WW2. Designed as a light bomber, it proved to be very versatile and was used with success in various roles over all theatres of operations. In the RAF it served as a night fighter for defensive role since the beginning, first with conventional equipment, later using various devices like the land mines or a huge searchlight installed in the nose. This book tells how the Havoc was used between 1941 and 1943 in this role. 48 pages, over 30 photos and 4 colour profiles. Updated November 2019.

The Republic Thunderbolt came into RAF inventory when it became clear the RAF would be unable to obtain enough North American Mustangs from the Americans. By 1943, the RAF was looking a fighter-bomber able to succeed the Hurricane and the Kittyhawk. The idea was to succeed both type in the Mediterranean and the Hurricane in the Far East. Eventually the Thunderbolt would serve in the Far East only (India and Burma) with considerable success even if the Thunderbolt was seen by the RAF as an interim fighter-bomber pending the availabilty of the promised Mustangs. This book comes to complete the study started with the Thunderbolt Mk. I published in SQUADRONS! No. 2. This present book covers the RAF usage of the Thunderbolt Mk II in 68 pages (covering Nos. 5, 30, 34, 42, 60, 79, 81, 113, 123, 131, 134, 135, 146, 258, 261 and 615 Squadrons), illustrated with over 50 photos and seven elevn profiles. Revised October 2022, February 2024.

The Douglas Boston or Havoc is one major aircraft of WW2. Designed as a light bomber, it proved to be very versatile and was used with success in various roles over all theatre of operations. The introduction of the Boston into the RAAF's inventory was a pure accident, being former Dutch aircraft. The usage was planned to be short but at the end, it lasted over two years and a half. Only one RAAF squadron, No 22, was equipped with the Boston, later completed with A-20s supplied directly by the US. The losses sustained by the 22 were high, but the Boston has the distinction of giving the he RAAF's only Victoria Cross recipient of the Pacific war, Flight Lieutenant W.E. Newton. Thirty pages, close to twenty-five photographs and three colour profiles illustrate this book. Updated January 2018.

Designed before the Mk. IX, but following it into service because its radical design changes would have meant production delays when time was of the essence, the Spitfire Mk. Vlll was in fact a non-pressurised version of the Mk. VII designed for low altitude combat (see SQUADRONS! No. 6). At the outset it was the designated successor to the Mk. V, the replacement of which was planned from 1943 onwards but when it became available the Mk. IX had recently entered service with Fighter Command and appeared to have a bright future. Therefore, the RAF decided to retain the Mk. VIII for overseas theatres - the Mediterranean, Far East and the Pacific - where the replacement of the Spitfire Mk. V had become a necessity. One fourth of the production will reach the Southwest Pacific, and this volume focuses on the usage made by the three RAAF squadrons, Nos. 79, 452 and 457. Close to seventy photographs (including three in colour) and eight colour profiles. The story of the British squadrons in the SWPac is told in SQUADRONS! No. 14.