World War 2 In Review: 01/23/25

“White Feller’s Boomerang” in flight. An Australian-built CAC Boomerang fighter aircraft coded BF-S (serial no. A46-126) nicknamed “Sinbad II” of No. 5 (Tactical Reconnaissance) Squadron RAAF, piloted by 402769 Flight Lieutenant A. W. B. Clare of Newcastle, NSW. March 15, 1944.

The CAC Boomerang is a fighter aircraft designed and manufactured in Australia by the Commonwealth Aircraft Corporation between 1942 and 1945. Approved for production shortly following the Empire of Japan's entry into the Second World War, the Boomerang was rapidly designed as to meet the urgent demands for fighter aircraft to equip the Royal Australian Air Force (RAAF). It was the first combat aircraft designed and constructed in Australia.

Different variants of the Boomerang were manufactured under a series of corresponding production contract numbers CA-12, CA-13, CA-14 and CA-19, the aircraft supplied under each subsequent contract would incorporate various modifications, typically aimed at improving the aircraft's performance. The Boomerang was handicapped by the available engine variant, which gave low power at altitude and resulted in the aircraft proving to be slower than contemporary fighter aircraft. The Boomerang rarely engaged in aerial combat. During early wartime operations, the Boomerang was mainly dispatched to equip home-based squadrons, freeing up other fighters for use overseas. In later service, the Boomerang would commonly be used for ground support duties, cooperating with Allied army units, in addition to secondary roles such as aerial reconnaissance and air sea rescue.

Development

Background

During the mid 1930s, some political leaders observed that both the Empire of Japan and Nazi Germany appeared to be preparing for war, which in turn led to several other countries commencing their own preparations.

In Australia, the nation's small domestic aircraft industry required substantial expansion and reorganization to produce modern combat aircraft in sufficient numbers. While Tugan Aircraft had built eight examples of a small twin engine transport to their own design, as an organization they were too small to be reasonably expected to expand into the role of producing large numbers of modern combat aircraft in a timely manner. An additional hurdle was the lack of experience in Australia outside of light private and small commercial aircraft, as all military aircraft had been procured from overseas manufacturers, mainly in the United Kingdom. On 17 October 1936, with the encouragement of the Government of Australia, three companies formed a joint venture, registered as the Commonwealth Aircraft Corporation (CAC), which had the goal of developing a self-sufficient aircraft industry. Other companies would in turn join them, and Tugan Aircraft would be taken over by CAC.

CAC planned both engine and aircraft manufacturing and testing facilities at Fishermans Bend, Melbourne, purchasing tooling and equipment from manufacturers in both Britain and the United States. While the company initially pursued the development and production of the CAC Wirraway, a single-engine armed advanced trainer aircraft which was a license-built version of the North American NA-16, the firm later received substantial orders for large numbers of military aircraft, in particular fighters, to equip the Royal Australian Air Force (RAAF). In July 1940, when the United Kingdom was the sole European nation still fighting against Germany, the Australian Government issued a statement advising that "from this date onward Australia can rely on England for no further supplies of any aircraft materials or equipment of any kind.

On 7 December 1941, the Pacific War began with a series of unanticipated near-simultaneous attacks by Japanese forces against Pearl Harbor, Thailand, Malaya and the Philippines. With Japan gaining control over vast areas of the Pacific and South East Asia within just a few months, Australia was in a precarious position. Two Australian squadrons were stationed in Europe, along with a further four squadrons in Malaya. Two of the Malayan squadrons were equipped with Lockheed Hudson medium bombers, one with Wirraways as general purpose aircraft, and another with the lackluster Brewster Buffalo fighter. There was a distinct need of a strong Australian fighter force at that time.

While most RAAF aircraft came from the UK, by 1942, the British aircraft industry was hard-pressed to even meet the needs of its own country. Meanwhile, companies in the United States possessed enormous aircraft manufacturing capacity, but their output was at this point being monopolized by the United States Army Air Forces (USAAF) and United States Navy (USN), which were also at war with Japan. Even where capacity could be found for new aircraft to be built overseas, their delivery would require them to be shipped considerable distances in wartime conditions, with consequent delays and at the risk of considerable losses, in particular due to German U-boats and Japanese submarines. While USAAF fighters such as the Curtiss P-40 Kittyhawk and Bell P-39 Airacobra that were being used in the region that were damaged during service could be rebuilt by Australian workshops and even loaned to RAAF units, they were not available in sufficient numbers.

Origins

In late 1941, Lawrence Wackett, Manager and Chief Designer of CAC, began examining the possibility of designing and building a new domestically-designed fighter aircraft. The main challenge to this ambition was the fact that fighter aircraft had never been manufactured before in Australia; according to aviation author Rene J. Francillon, many experts considered that the licensed manufacture of a complete fighter aircraft would be beyond the capabilities of Australia's industry at that time. Wackett quickly decided to use elements of aircraft which were already being produced in Australia. Only two military aircraft were in production at the time: the CAC Wirraway, based on the North American NA-16, and the Bristol Beaufort bomber.

Overseas, the NA-16 had already become the basis of the North American NA-50 fighter (also known as the P-64), which had been used by the Peruvian Air Force in the 1941 Ecuadorian–Peruvian War. Crucially, CAC's license to manufacture the Wirraway already contained a clause allowing the design to be modified. Accordingly, Wackett decided to use the airframe of the Wirraway as a starting point for the design of the new domestic fighter; this choice had the advantages of requiring little additional tooling, and of speeding up design and establishing manufacturing.

Although British designers had reworked the twin-engined Beaufort into a successful attack aircraft, the Beaufighter, this was not a suitable basis for the sought-after single-engine interceptor aircraft. However, Australian-made Beauforts used 1,200 horsepower (890 kW) Pratt & Whitney R-1830 Twin Wasp engines, which were made under license at the CAC plant in Lidcombe, Sydney. Another factor in favor of the engine was that it was already in use to power the Grumman F4F Wildcat fighters of the United States Navy, which helped make the Twin Wasp a logical choice to power the domestic fighter design.

Wackett promptly recruited designer Fred David, an Austrian Jew who had recently arrived in Australia as a refugee. As David was technically an enemy alien, he had been interned by Australian immigration officials. He was well-suited to the CAC project, since he had previously worked for Heinkel in pre-Nazi Germany, and for Mitsubishi and Aichi in Japan. As a result of this past, David possessed an excellent understanding of advanced fighter designs, including the Mitsubishi A6M ("Zero") (used by the Imperial Japanese Naval Air Service) and the Heinkel He 112 (a contemporary of the Messerschmitt Bf 109 used in small numbers by Axis air forces in Europe).

In December 1941, the management of CAC issued its authorization to proceed with the detailed design of the new fighter aircraft. The aircraft, which had received the internal designation of CA-12, used the wing, tail assembly, undercarriage, and center section of the Wirraway in combination with a new forward fuselage, which housed the larger Twin Wasp engine. It had a new single-seat cockpit with a sliding hood, and carried an armament of two 20 mm Hispano-Suiza HS.404 cannons along with four .303 machine guns. The proposal was presented to the Australian Government, which promptly gave its approval, viewing the CA-12 as appropriate insurance against the delay or cancellation of its order for US-built P-40 fighters, as well as a desire to maintain work at CAC; the ready availability of usable Wirraway components for the CA-12, which would greatly speed up any manufacturing program, was also viewed favorably.

Accordingly, on 18 February 1942, the Australian War Cabinet authorized an order for 105 CA-12 aircraft; shortly thereafter, the name Boomerang was selected for the aircraft. The ordering of production aircraft had been made in advance of any prototype being produced or maiden flight performed: the Boomerang had been effectively ordered 'off the drawing board'.

Prototypes and Early Production

On 29 May 1942, the prototype Boomerang, A46-1, conducted its maiden flight from Fishermans Bend, flown by CAC pilot Ken Frewin. This initial prototype had been completed within only three months of having received the order to proceed, which was a considerably rare accomplishment for the era. A46-1 was quickly put to use for a series of test flights, being flown either by Frewin or by RAAF pilot John Harper; these tests reportedly went smoothly, with the prototype proving to be easy to handle and quite maneuverable. An issue with engine cooling was encountered, which led to a revision of the oil cooler intake and the addition of a spinner to the propeller upon A46-3 onwards. On 15 July, No. 1 Aircraft Depot (1 AD) of the RAAF formally received A46-1 (bu. no. 824) from CAC.

Comparison flight tests were undertaken by 1 AD, pitting the CA-12 against a Brewster Buffalo (A51-6) that had been lightened and re-weighted to approximate the flight characteristics of a Zero, as well as a Curtiss P-40E/Kittyhawk Mk I (A29-129) and a Bell P-400/Airacobra Mk Ia (BW127). It was found that the Boomerang was faster in level flight than the Buffalo, although the Buffalo out-maneuvered it. The Boomerang was superior in armament, with two 20 mm cannon and four .303 caliber (7.7 mm) machine guns, all mounted in the short, thick wings. Its pilots were better protected, with generous armor plating, than Japanese fighter pilots. While the CA-12 was lively at low level, its performance fell away rapidly above altitudes of 15,000 ft (4,600 m), and its maximum speed of 265 knots (490 km/h) was not sufficient to make it an effective counter to Japanese fighters like the Zero and the Japanese Army's Nakajima Ki 43 ("Oscar"). Similarly, the best European fighters were reaching almost 350 knots (650 km/h), and even relatively sluggish contemporary fighters – like the Grumman F4F Wildcat and the Curtiss Kittyhawk Mk I – were substantially faster than the Boomerang.

From March 1942, there was less pressure to place the CA-12 into production as multiple USAAF units, operating a mixture of P-40 and P-39 fighters, were being deployed in strength to northern Australia; the RAAF had also begun to receive new Kittyhawk fighters as well. In June 1943, manufacturing work upon the original order for 105 CA-12s was completed. During production of this batch, several modifications and improvements were incorporated onto the CA-12, these included the strengthening of the spinner back plates and belly tank locating pins, the installation of underwing night flying identification lights, and a revised electrical starter system; many of these modifications would be retrofitted onto early production models at operational bases as well.

In the face of difficulties experienced by CAC on the development of the CAC Woomera, a twin-engine bomber aircraft which was ultimately cancelled in September 1944, the Australian government elected to extend the production arrangement for the Boomerang, extending its orders from 105 to 250 aircraft. These additional 145 aircraft were manufactured in four distinct versions, the CA-13, the CA-14, CA-14A and CA-19. 95 CA-13s and 49 CA-19s, were completed, while only one prototype of the supercharged Boomerang CA-14 and its modified CA-14A form would be produced. In February 1945, the final Boomerang to be manufactured, A46-249, a CA-19 model, was completed.

Further Development

During the flight testing phase of development work upon the initial CA-12 model, CAC commenced work upon a new variant which featured performance improvements in terms of speed, climb and ceiling. Designated CA-14, this aircraft was designed around an order for 145 U.S.-built, 1,700 hp (1,268 kW) Wright Cyclone R-2600 engines. The Wright engines ordered were not delivered as scheduled, and in mid-1942 Wackett authorized use of the 1,850 hp (1,380 kW) Pratt & Whitney R-2800, which was available from the CAC factory in Lidcombe. Due to the layout of the Boomerang's compact fuselage, the supercharger for the engine was installed in the rear fuselage, while a new three-bladed variable pitch Curtiss-built propeller was also initially adopted.

Unfortunately, the significantly greater weight of this powerplant made undercarriage failure a significant risk. (The R-2800 engine was later intended to be used on the Boomerang's successor, the CAC CA-15 "Kangaroo".) CAC eventually returned to the Twin Wasp, to which it added a General Electric B-2 turbo-supercharger mounted inside the rear part of the fuselage, new propeller gear, a geared cooling fan (influenced by intelligence reports from Europe regarding captured German BMW 801 twin-row radial engines, which were used by the Focke-Wulf Fw 190A) and a larger, squared-off tailfin and rudder.

By July 1943, the significantly re-worked CA-14 prototype, now known as the CA-14A, had a top speed 25–30% faster than the CA-12, and an operational ceiling 4,000 ft (1,200 m) higher. Testing of the later Boomerang variants found that they compared favorably, under some conditions, with the Spitfire Mk V, as well as early variants of the Republic Thunderbolt (P-47) and North American Mustang (P-51). By that time, however, the Spitfire had filled the interceptor role, and CAC was on the verge of commencing the manufacture of Mustangs under license to fill the bomber escort, air superiority and close air support roles; the CA-14 never entered production.

Design

The Boomerang was a small single-engine monoplane fighter aircraft, designed with an emphasis on high maneuverability. It had a stubby appearance, due to the smaller Wirraway airframe being paired with the considerably larger 1,200 horsepower (890 kW) Pratt & Whitney R-1830 Twin Wasp radial engine, which drove a three-bladed Hamilton Standard Hydromatic propeller, license-built by de Havilland. The engine was closely cowled, with an air scoop fixed to the upper side for the carburetor, and another fitted to the lower side for the oil cooler. Fuel was divided between one fuselage-housed 70-imperial-gallon (320-liter) self-sealing fuel tank and a pair of 45 imp gal (200 L) tanks within the center section of the wing.

Although the original intention during development had been to use as many Wirraway components as possible, the final design of the Boomerang differed substantially, with shorter wings, a shorter, wood-sheathed, aluminum-framed fuselage, strengthened to withstand combat stresses, and an original centre section. The low-mounted cantilever wing consisted of five sections: a central section, a pair of outer sections, and two detachable wing tips; the outer sections had a swept-back leading edge along with a straight trailing edge. The wing used a single spar and a stressed skin construction, along with fabric-covered ailerons, aluminum trim tabs and split trailing edge flaps. The main undercarriage hydraulically retracted into wheelwells forward of the main spar.

The Boomerang had a new single-seat cockpit directly over the centre of the wing, which was furnished with a sliding canopy with 1.5-inch (38 mm) bulletproof glass and armor protection. Common to many of the latest fighters at the time, the Boomerang was equipped with automatic cannons; as no such weapons had previously been manufactured in Australia, a pair of British-made Hispano-Suiza 20 mm were used. Allegedly, an example which an Australian airman had collected as a souvenir in the Middle East was reverse-engineered. Other armament fitted included four Browning .303 machine guns, with provision for up to four 20 lb smoke bombs; all of these were mounted within the wings.

Operational History

On 19 October 1942, CA-12 A46-6 (bu. no. 829) became the first Boomerang to reach a training/conversion unit, it was immediately put to use training pilots when it was transferred to No. 2 OTU, from 1 AD. In the training role, while generally being considered to be a success according to Rene, pilots without previous operational experience had difficulty transitioning from the Wirraway to the Boomerang due to its poor forward visibility; the reflector gun sight was subsequently relocated to improve pilot vision.

No. 83 Squadron became the first fighter unit to receive Boomerangs, when several were delivered to replace Airacobras at Strathpine Airfield in Strathpine, Queensland on 10 April 1943. A few weeks later, CA-12s were also received by a frontline air defense unit, No. 84 Squadron which was stationed on Horn Island Airfield, in Torres Strait. The third Boomerang fighter unit, No. 85 Squadron, like No. 83 Squadron, was performing home defense duties, at RAAF Guildford (later Perth Airport); the Boomerangs replaced the squadron's Buffaloes.

On 16 May 1943, the first encounter between the Boomerang and Japanese aircraft occurred; while on aerial patrol duties a pair of Boomerangs, flown by Flying Officer Johnstone and Sergeant Stammer, spotted three Mitsubishi G4M 'Betty' bombers and opened fire upon them at 250 yards, resulting in little apparent damage and the enemy's withdrawal. On the evening of 20 May 1943, Flight Lieutenant Roy Goon became the first Boomerang pilot to scramble on the Australian mainland against Japanese bombers. Goon, part of a No. 85 Squadron detachment at RAAF Learmonth, near Exmouth, Western Australia, undertaking air defence of the Allied naval base at Exmouth Gulf (codenamed "Potshot"), took off to intercept Japanese bombers. After Goon had sighted them, the bombers dropped their payloads wide of their target and left the area. The majority of standing patrols were uneventful.

No. 84 Squadron had been deployed to a US Army Air Forces bomber base on Horn Island off the coast of Northern Australia in a measure to address Japanese air raids and the continuing shortage of fighters in this area, which were required for an intended small scale offensive in New Guinea. The squadron was only modestly successful in this role, however. The Boomerang's low top speed and poor high altitude performance meant that No. 84 could drive off enemy attacks, but could rarely get close enough to Japanese aircraft to attack bring their guns to bear. There were not many air raids in this area, and after using Boomerangs for eight months, No. 84 Squadron upgraded to the Kittyhawk. In addition to its air defense operations, No. 84 also provided cover for all shipping in the area during this time, including within 20 miles of Merauke, Papua Province.

While the Boomerang was never recorded by the RAAF as having destroyed any enemy aircraft, the type proved to be more useful as a light ground attack aircraft used by Army co-operation squadrons, often replacing the lightly armed Wirraway in this role. In this vital mission, the Boomerang directly contributed to the extensive ground war in the jungles of the South West Pacific theatre, which was often characterized by widely dispersed, small unit actions, which typically fought at close quarters and with uncertain front lines. In addition to strafing Japanese ground forces with cannon and machine gun fire, Boomerangs often dropped smoke bombs to mark targets for other units to attack. The aircraft was also used for artillery spotting, aerial supply drops, tactical reconnaissance, and anti-malarial spraying.

The aircraft proved to be ideal in the ground attack role: it had the range to go wherever it was needed when it was based close to ground operations, had heavy armament, was agile and easy to fly so that pilots could get close to ground targets and avoid ground fire and rough terrain, and had extensive armor-plating and a wood and aluminum airframe that could withstand significant battle damage. Some of the aircraft were shot down, including two from friendly fire by US forces, and many were damaged during accidents while landing, often because the Boomerang was prone to ground looping.

No. 4 Squadron and No. 5 Squadron flew Boomerangs in New Guinea, the Solomon Islands Campaign and Borneo Campaign, also in the close support role, with marked success. Flying in pairs (one to observe the ground, the other to observe the air around them), their tasks included bombing, strafing, close infantry support and artillery spotting. When attacking larger enemy formations, Boomerangs often operated in conjunction with larger aircraft. In this role, the Boomerang would get in close to confirm the identity of the target and mark it with a 20 lb (9 kg) smoke bomb, with the bomber then delivering the major ordnance from a safer distance. A partnership between No. 5 Squadron Boomerangs and Royal New Zealand Air Force Corsair fighter-bombers during the Bougainville Campaign was said to be particularly effective.

On 15 August 1945 Japan surrendered; on 14 August the wartime role of the Boomerang had ended when the suspension of all offensive operations against land targets, except for direct support of Allied ground forces in contact with the enemy, was issued.

No. 8 Communications Unit operated a number of Boomerangs to assist with air-sea rescue operations in New Guinea.

The sole CA-14A was used for research by No. 1 Aircraft Performance Unit RAAF, and was also seconded to the Bureau of Meteorology for a period after the war ended.

Type: Fighter aircraft

National origin: Australia/United States

Manufacturer: Commonwealth Aircraft Corporation

Designer: Fred David

Status: Retired

Primary user: Royal Australian Air Force

Number built: 250

Manufactured: 1942–1945

Introduction date: 1943

First flight: 29 May 1942

Developed from: CAC Wirraway

Variants

CA-12 (Mark I): The first single-seat fighter version, 105 built.

Crew: 1

Length: 25 ft 6 in (7.77 m)

Wingspan: 36 ft 0 in (10.97 m)

Height: 9 ft 7 in (2.92 m)

Wing area: 225 sq ft (20.9 m2)

Empty weight: 5,373 lb (2,437 kg)

Gross weight: 7,699 lb (3,492 kg)

Powerplant: 1 × Pratt & Whitney R-1830 Twin Wasp 14-cylinder air-cooled radial piston engine, 1,200 hp (890 kW)

Propellers: 3-bladed constant-speed propeller

Maximum speed: 305 mph (491 km/h, 265 kn) at 15,500 ft (4,724 m)

Range: 930 mi (1,500 km, 810 nmi)

Service ceiling: 29,000 ft (8,800 m)

Rate of climb: 2,940 ft/min (14.9 m/s)

Wing loading: 34.2 lb/sq ft (167 kg/m2)

Power/mass: 0.16 hp/lb (0.26 kW/kg)

Guns:

2 × 20 mm (0.787 in) Hispano or CAC autocannons

4 × 0.303 in (7.7 mm) Browning machine guns

Bombs: provision for a bomb, when the large ventral drop tank was not carried

CA-13 (Mark II): Improved version of the CA-12, 95 built.

CA-14: One aircraft fitted with a turbo-supercharged engine; did not enter production. Serial number A46-1001.

CA-14A: The CA-14 prototype was later modified to have a square tail and rudder.

CA-19: Tactical reconnaissance variant with a single vertical camera in the fuselage; 49 built. Serial numbers: A46-201 to A46-249.

Operators

Australia

Royal Australian Air Force

No. 2 Operational Training Unit (October 1942 – 1945)

No. 4 Squadron (August 1943 – August 1945). Code letters: QE

No. 5 Squadron (November 1943 – August 1946). Code letters: BF

No. 83 Squadron (September 1943 – August 1945). Code letters: MH

No. 84 Squadron (April 1943 – October 1943). Code letters: LB

No. 85 Squadron (May 1943 – January 1945). Code letters: SH

No. 8 Communications Unit (February 1944 – August 1944). Code letters: ZA

Surviving Aircraft

A46-30 – CA-12 on static display at the RAAF Museum in Point Cook, Victoria.

A46-63 – CA-12 airworthy with Boomerang Aviation Pty of Mile End South, South Australia. It first flew again on 26 June 2009. The restoration includes the provision of a passenger seat.

A46-77 – CA-12 under restoration to airworthy with Rotorworks Pty Ltd in Mareeba, Queensland.

A46-89 – CA-12 under restoration to airworthy with Ian Baker in Sydney.

A46-90 – CA-12 under restoration to airworthy with Ian Baker in Sydney, New South Wales.

A46-122 "Suzy Q" – CA-13 airworthy at the Temora Aviation Museum in Temora, New South Wales. Ownership was transferred to the RAAF in July 2019 and it is operated by the Temora Historic Flight of the Air Force Heritage Squadron.

A46-140 – CA-13 under restoration to airworthy with Ian Baker in Sydney, New South Wales.

A46-147 "Zoot" – CA-13 under restoration to static with Nick Knight in Hoppers Crossing, Victoria.

A46-206 "Milingimbi Ghost" – CA-19 on static display at the Museum of Australian Army Flying in Oakey, Queensland. It was previously owned by Lynette Zuccoli in Toowoomba, Queensland.

Replica – Airworthy replica of an unknown variant, private owner based in the Netherlands. It was built using parts from the original A46-139. Previously registered in the United States as N32CS.

Bibliography

Caterson, Simon. "Magnificent men who built a vital flying machine". The Weekend Australian, 24 April 2010.

Dennis, Peter et al. The Oxford Companion to Australian Military History. . South Melbourne, Australia: Oxford University Press, Second Edition 2008.

Francillon, René J. The Commonwealth Boomerang, Aircraft in Profile number 178. Leatherhead, UK: Profile Publications, 1967.

Green, William. War Planes of the Second World War, Fighters, Volume One. London: Macdonald, 1960 (10th impression 1972).

Kightly, James. "Database: CAC Boomerang". Aeroplane, August 2016, Vol. 44, No. 8. pp. 99–111.

Luranc, Zbigniew. Commonwealth Boomerang, Skrzydła W Miniaturze 24 (in Polish). Gdańsk: Wydawnicto Avia-Press, 2000. Pentland, Geoffrey. Commonwealth Boomerang Described. Dandenong, Victoria, Australia: Kookaburra Technical Publications, 1964.

Pentland, Geoffrey. RAAF Camouflage & Markings, 1939–1945, Vol. 1. Dandenong, Victoria, Australia: Kookaburra Technical Publications Pty Ltd., 1980.

Pentland, Geoffrey. Wirraway and Boomerang Markings. Dandenong, Victoria, Australia: Kookaburra Technical Publications, 1970.

RAAF Historical Section (1995). Units of the Royal Australian Air Force: A Concise History. Volume 4: Maritime and Transport Units. Canberra: Australian Government Publishing Service.

Ross, A.T. Armed and Ready: The Industrial Development and Defence of Australia 1900–1945. Wahroonga, New South Wales, Australia: Turton & Armstrong, 1995.

Wilson, Stewart. Wirraway, Boomerang & CA-15 in Australian Service. Sydney, Australia: Aerospace Publications, 1991.

Zbiegniewski, Andre R. and Jacek Nowicki. CAC Boomerang & CAC Wirraway, Wydawnicto Militaria 43 (in Polish). Warszawa: Wydawnicto Militaria, 1997.

The designer of the Boomerang, Wg. Cdr. L. J. Wackett, congratulating test pilot Ken Frewin.

A46-2, like the first prototype, was originally fitted with an external lower cowling air intake. It is seen here warming up for a test flight at the factory

Another view of A46-2 preparing for a test flight.

CA-12 Boomerang A46-2.

This view of A46-3 clearly shows the straight-through exhaust characteristic of the CA-12.

Boomerang.

Four CA-13 Boomerangs, No. 5 Squadron, Bougainville, April 1944, A46-176 (BF-T), A46-177 (BF-W), A46-128 (BF-N), and A46-175 (BF-C).

Four CA-13 Boomerangs, No. 5 Squadron, Bougainville, April 1944. A46-128 (BF-N), A46-175 (BF-C), A46-177 (BF-W), and A46-176 (BF-T).

Four CA-13 Boomerangs, No. 5 Squadron, Bougainville, April 1944. A46-128 (BF-N), A46-177 (BF-W), A46-175 (BF-C), and A46-176 (BF-T).

Boomerang CA-14.

The CA-14’s large scoop can be seen in this view. The scoop created turbulence that interfered with the aircraft’s tail. Pilot visibility was improved over the standard Boomerang by removing the engine intake scoop on the upper cowling.

Port-side view of CA-14 A46-1001 showing the turbo-supercharger air intake.

Starboard view of A46-1001, the only CA-14 built, showing installation of General Electric turbo-supercharger.

Another starboard view of A46-1001 with its revised tail and cowling as the CA-14A. The exit flap for the intercooler can be seen in the upper fuselage, just behind the cockpit. The installation of the supercharger and its required accessories in the Boomerang’s small airframe was an impressive feat of engineering.

This view of the CA-14A displays its 10-blade engine cooling fan as well as its lack of armament. Undoubtedly, the aircraft’s performance was much improved, but its usefulness was in question since superior British and American aircraft were available in Australia.

The CA-14A configuration; A46-1001 with new vertical tail and intake position.

Boomerangs under construction at CAC’s factory at Fisherman’s Bend, Victoria, 1943.

“High production rate of Australian interceptor aircraft is maintained by the steady inflow of lend-lease Whitney twin row engines. This fast climbing, hard hitting addition to the Allied air strength being made in an Australian factory and includes in its structure Australian steel, Canadian aluminum and American engines.” 1943.

CAC factory Fishermen’s Bend, Port Melbourne.

Boomerang A46-249.

CAC Drawing Office, Fishermen’s Bend, Port Melbourne.

Rear view of Boomerang A46-3 showing the dark earth and foliage green upper surface pattern with 36-inch blue and white roundels in initial style. Note 15-inch white centers.

Boomerang of 83 Squadron, MH-O, serial unknown, freshly repainted, appears to have light earth, foliage green and sky blue camouflage.

83 Squadron’s MH-T, A46-100 with codes in gray, after a wheels-up landing at Millingimbi on 20 November 1943. The air-craft had at that time been in service just over five months.

Boomerang, MH-X, A46-144, in sad postwar shape at Amberley, Queensland, in 1945.

Boomerangs, 4 Squadron, RAAF. A46-152, QE-Q, in foreground.

Boomerang, 4 Squadron, RAAF.

Two CA-12 Boomerangs of 84 Squadron, RAAF, at Horn Island in 1943. Left, LB-E, A46-57 and LB-X, A46-38. These aircraft all appear to be in a waxed and polished earth brown, foliage green and sky blue finish.

Boomerang LB-P, A46-65, 84 Squadron, RAAF, with the squadron’s usual white codes and showing much-faded roundels and flashes.

Two pilots in front of waxed and polished 84 Squadron Boomerang LB-V, A46-50. This was one of the early CA-12 versions with no flame shroud over the exhaust exit. The blue of the insignia had faded considerably on this aircraft.

Earth brown, foliage green and sky blue CA-12 Boomerangs of 2 OTU, Mildura, during pilot conversion in mid-1943. Fuselage numerals were yellow.

Elegant lines of the Boomerang are shown in this 5 Squadron shot taken in April 1944. Near machine ‘‘U Beaut 2’’, BF-N, A46-128, flown by Sqn.-Ldr. Cook, had been in service since August 1943 and shows faded dark earth and foliage green upper surfaces with a bright green spinner. The other three, BF-W, A46-177; BF-C, A46-175; and BF-T, A46-178; all with white spinners, show upper surfaces in earth brown and foliage green. The faded gray codes of the near aircraft offer interesting comparison with those of the other three machines which had all arrived at the squadron only a month previously.

Undersurface detail of ‘‘U Beaut 2’’. Unlike this aircraft, the majority of Boomerangs had sky blue fuselage sides immediately under the tailplane. Note the dirty marks under the ejection apertures for the machine guns and cannon.

Unusual wavy pattern was seen on factory-finished Boomerang BF-R, A46-179. Flown by Pilot Officer Rasmussen of 5 Squadron, red ‘‘Recce Robin’’ with gray binoculars and brown wings on a white cloud on port side of cowling only.

One of the last Boomerangs, foliage green and white A46-231.

Squadron-Leader C. Daly’s No. 85 Squadron Boomerang A46-135 on the beach near Fremantle after electrical wiring caught fire in the air on 10 January 1944.

No. 5 Squadron’s last BF-R, Boomerang A46-228 in foliage green and white finish warming up prior to a lead-in strike with RNZAF Corsairs on Bougainville in February 1945.

Scourge of the Japanese in New Guinea, low-flying white-tailed Boomerangs such as QE-F, A46-117 shown here, seldom operated above treetop level. With their game pilots, they became familiar protectors of the Australian infantryman slogging through the jungle. This machine does not appear to have the customary white leading edge.

Boomerangs of No. 83 Squadron, RAAF, apparently waxed and polished to conform with an operational order applicable to interceptor fighters, these three machines, MH-M, A46-15; MH-B, A46-54; and MH-F, A46-52, from Strahpine, Queensland, show a battered but nevertheless glossy finish.

Impressive line-up of No. 5 Squadron Boomerangs and a single Wirraway at the end in May 1944.

Boomerang A46-69 of No. 85 Squadron after a crash landing at Guilford on 6 October 1944.

Boomerang A46-11 of Central Flying School, Point Cook in 1944. Tail markings and roundel size are unusual.

Boomerang, QE-B.

Boomerang A46-180 with temporary fin flash over white tail and showing molded plywood belly tank.

This front view of CA-14 A46-1001 shows the constant-sweep wing leading edge and enlarged tail area.

Interesting No. 5 Squadron scene in 1945. Left to right: Boomerang, 5 Squadron, Kittyhawk, Wirraway, BF-B, A20-588, and Boomerang A46-238, probably BF-M.

Flight Lt. Alf Clare shows off the graceful lines of Boomerang “Sinbad II” A46-126. Fading of the earth brown was normal under tropical conditions.

Flight Lieutenant Alf Calre’s ‘‘Sinbad II’’ Boomerang taken on 25 May 1945 near Mareeba, Queensland, dramatically show the normal degree of deterioration to a lacquer finish when exposed to tropical operating conditions. The foliage green, a relatively stable color, is almost unchanged but the lighter fuselage color, originally dark earth, has faded to a washed-out light earth shade.

Another shot of Flight Lieutenant Alf Clare’s ‘‘Sinbad II’’ Boomerang, No. 5 Squadron, RAAF, taken on 25 May 1945. Note the vastly different shades of blue of the roundels, the many marks due to servicing, the almost vanished camouflage pattern and the bright green flight spinner. The machine at the time had been in service exactly eight months to the day.

Boomerang, QE-Z, A46-137, one of a detachment of No. 4 Squadron at Tsili Tsili seen through the tail of a USAAF Mitchell.

Boomerangs, QE-D, A46-226, and QE-F, A46-187, No. 4 Squadron, on a flight from Sarawak to Labitan on 30 August 1945 photographed from accompanying Douglas DC-3 transport.

Boomerang “Home James” was one of the few No. 4 Squadron machines to carry an individual marking.

Boomerang “Recce Robin” nose art.

Boomerang “U-Beaut-2” nose art.

Boomerang “Glamour Girl” nose art.

Informal portrait of 373 Wing Commander A. E. Cook, Commanding Officer of No. 5 (Tactical Reconnaissance) Squadron RAAF in the cockpit of a CAC Boomerang fighter aircraft, Mareeba, Queensland, March 14, 1944.

Pilots and ground crew of No. 4 (Tactical Reconnaissance) Squadron RAAF beside a Boomerang aircraft, serial no. A46-???, code name QE-H, named `On the Job’. Identified from left to right: Leading Aircraftman (LAC) Black; LAC Brough; Flying Officer (FO) David Murrie; FO Philip Simpson; Corporal Chambers; LAC Rayson. Note the nose art, the cartoon character Goofy painted on the side of the aircraft by Corporal Chambers. Nadzab, New Guinea, October 5, 1943.

Pilots of No. 83 Squadron, RAAF, photographed in front of one of the squadron’s Boomerang fighter aircraft: They are: Flight Sergeant Bell; Warrant Officer D. S. Oliver; Flight Sergeant W. S. Rappeneker; Flying Officer J. H. Wright; Flight Lieutenant R. T. Holt: Flying Officer R. Moody; Flight Sergeant G. W. Crossing; Flying Officer R. Mutch; Sergeant L. E. Johnson; Flight Sergeant A. M. Walker; Flight Sergeant H. S. Massey; Flying Officer P. C. Bash. Millingimbi Island, North Territory, November 21, 1943.

A CAC Boomerang fighter aircraft of No. 5 (Tactical Reconnaissance) Squadron RAAF, inside a camouflaged hangar, undergoing a 240-hourly inspection by fitters, Mareeba, Queensland, March 14, 1944.

Close portside view of a CA-13 Boomerang fighter aircraft, A46-128, of No. 5 (Tactical Reconnaissance) Squadron RAAF, piloted by Flight Lieutenant D. H. Goode. The aircraft is coded BF-N and nicknamed “U-Beaut 2”. March 18, 1944.

Boomerang A46-128 BF-N.

CAC Boomerang aircraft of No.84 Squadron, RAAF, 1943.

Flying Officer L.G. Ellers with Leading Aircraftman A. Grey and Leading Aircraftman K. Greenup, armorers of “A” Flight No. 4 (Tactical Reconnaissance) Squadron inspecting the magazines of a Boomerang aircraft, Ramu Valley, New Guinea, January 2, 1944.

An armorer of No. 5 Squadron, Royal Australian Air Force, loading a belt of .5-inch ammunition into the bin of a Boomerang aircraft. The aircraft was being prepared for an Army/Air exercise with the 2/4th Australian Infantry Battalion, 19th Infantry Brigade. Mareeba, Queensland, July 21, 1944.

Armorers load .303 ammunition belts into the wing feed boxes of a CAC Boomerang fighter aircraft of No. 5 (Tactical Reconnaissance) Squadron RAAF. Left, Corporal E. L. Powell, fitter armorer, and Leading Aircraftman A. B. O’Sullivan, armament assistant (and prominent jockey). Mareeba, Queensland, March 15, 1944.

Armorers of No. 83 Squadron, Royal Australian Air Force, cleaning cannons and loading ammunition into a Boomerang fighter aircraft. They are: Corporal G. A. Hughs; Leading Aircraftman Gough; Corporal Bradbury; Leading Aircraftman Knight; Corporal Kennett. Millingimbi Island, Northern Territory, November 21, 1943.

Corporal J. A. Warren of Wellington, Fitter IIA, using a brush to repaint the cockade (RAAF roundel) on the port upper wing surface of a CAC Boomerang fighter aircraft of No. 5 (Tactical Reconnaissance) Squadron RAAF, Mareeba, Queensland, March 14, 1944.

Informal portrait of Flight Lieutenant A. W. B. Clare of No. 5 (Tactical Reconnaissance) Squadron RAAF in front of a CAC Boomerang fighter aircraft. Mareeba, Queensland, March 14, 1944.

Informal portrait of Flight Lieutenant D. H. Goode of No. 5 (Tactical Reconnaissance) Squadron RAAF. The aircraft in the background appears to be CAC Boomerang BF-T. Mareeba, Queensland, March 14, 1944.

Leading Aircraftman C. Lloyd spray-painting a lower-wing cockade (RAAF roundel) on a CAC Boomerang fighter aircraft of No. 5 (Tactical Reconnaissance) Squadron RAAF. Mareeba, Queensland, March 16, 1944.

Taxiing out before taking off from a Bougainville jungle strip on a tactical reconnaissance sortie, Flying Officer Doug Hilliger, with (right) Leading Aircraftman (LAC) Fred James, and (left) LAC Phil Dickson, on the wing tips of his Boomerang aircraft of No. 5 Squadron RAAF, serial no. 228. Torokina, Bougainville Island, Solomon Islands, August 1945.

Flight Lieutenant Ian Russell (Pip) Olorenshaw of “A” Flight No. 4 (Tactical Reconnaissance) Squadron RAAF, entering the cockpit of a Boomerang aircraft. Ramu Valley, New Guinea, January 2, 1944.

Refueling a No. 5 (Tactical Reconnaissance) Squadron Boomerang fighter aircraft nicknamed “Recce Robin”, is Leading Aircraftman A. W. Coxon, Flight Rigger. Mareeba, Queensland, March 14, 1944.

Pilot Officer C. Rasmussen of No. 5 (Tactical Reconnaissance) Squadron RAAF prepares to take off in his CAC Boomerang fighter aircraft nicknamed “Recce Robin”. Mareeba, Queensland, March 16, 1944.

An Australian built CAC Boomerang aircraft of No. 5 (Army Co-Operation) squadron RAAF on Piva airfield taxies past Royal New Zealand Air Force Vought F4U-1 Corsair aircraft prior to acting as pathfinder for a strike against Japanese on Bougainville Island, Cape Torokina, Bougainville island, Solomon islands, 15 January 1945.

Boomerangs sit on the tarmac at Bougainville. No. 5 Squadron RAAF, 1944. In the foreground is A46-214, a CA-19. Delivered in August 1944. Served with 5 Squadron, coded BF-T. Approved in January 1945 for conversion to components. Middle aircraft is A46-220. Delivered in September 1944. Served with 5 Squadron. Ground looped while taking off at Mareeba (Queensland) on October 19, 1944. Converted to components in January 1946.

Boomerang A46-214 BF-T.

Boomerang A46-217 “Hep Cat.” Delivered in August 1944. Served around April with 4 Squadron at Morotai, Halmahera (Indonesia), coded QE-G and nicknamed “Hep Cat”. Swung off Cape Hoskins strip (New Britain) on February 12, 1945 while with 5 Sqn. Converted to components in August 1945.

Boomerang A46-222 BF-K (next to P-40). Delivered in October 1944. Served with 5 Squadron, coded BF-K and nicknamed “Glamour Girl”. Ran off the strip at Piva Bougainville on March 15, 1945. Scrapped in December 1945 at Bougainville.

Boomerang A46-222 “Glamour Girl.”

Informal portrait of Pilot Officer Alan Capell of No. 5 (Tactical Reconnaissance) Squadron RAAF in the cockpit of a CAC Boomerang fighter aircraft. Mareeba, Queensland, March 17, 1944.

Informal portrait of Flying Officer A. M. Hough of No. 5 (Tactical Reconnaissance) Squadron RAAF. Mareeba, Queensland, March 17, 1944.

Entering his CAC Boomerang fighter aircraft “Recce Robin” of No. 5 (Tactical Reconnaissance) Squadron RAAF is Pilot Officer C. Rasmussen. Mareeba, Queensland, March 16, 1944.

Boomerang aircraft landing, date unknown.

A46-200 was actually the last of the CA-13s to be built. The other machine is A46-212, making it a CAC CA-19 tactical reconnaissance variant with a single vertical camera in the fuselage.

Another in flight shot of A46-200 and A46-212.

Boomerang BF-A, Piva airfield, Torokina, Bougainville Island, Solomon Islands, January 28, 1945

CA-13 Boomerang A46-157, 1 APU, Laverton, 1944.

Boomerang A46-163. Flight by test pilot Greg Board.

Boomerang A46-205.

Boomerang A46-212 BF-U.

Boomerang A46-199 QE-Y. Delivered in May 1944. Served with 4 Squadron, coded QE-Y and nicknamed “Home James”. Pilot known : F/L Jack Archer. North Borneo mid 1945.

Boomerang A46-199 QE-Y “Home James.”

Boomerang A46-199 QE-Y “Home James.” Damaged while landing (swung off the strip) on August 2, 1945 on Labuan strip (North Borneo). Conversion to components in January 1946.

Boomerang A46-174 QE-Y, Cape Gloucester, New Britain, May 18, 1944. Delivered in January 1944. Served with 4 Squadron with code QE-Y. Flying Officer S. J. Bromhead crashed while landing at Cape Gloucester (New Britain) on May 18, 1944. New crash in 1945 (date unknown) at Nadzab, damaging the leading edge of both wings and twisting the fuselage. Parts were recovered. Aircraft today with Kermit Weeks.

Boomerang A46-174 QE-Y, Cape Gloucester, New Britain, May 18, 1944. Following a tactical reconnaissance of Japanese positions over New Britain, this Boomerang, 4 Squadron, RAAF, flown by Pilot Officer Stan Broadhead crash-landed in spectacular style at the end of the Cape Gloucester strip. The pilot had cause to be thankful for the sturdiness of the Boomerang as he managed to walk away almost without a scratch. The serial was shown in tiny 4-inch numerals. The aircraft is especially interesting in that it provides the only known example of a Boomerang with a completely reversed camouflage pattern.

CA-13 Boomerang A46-187/QE-F ‘Ginger’ Megs, 4 Squadron, Gusap, 1944.

Boomerang A46-195 QE-A “Phooey,” 4 Sqn, Labuan mid-1945.

Boomerang A46-195 QE-A “Phooey,” 4 Sqn, Labuan mid-1945. Delivered in April 1944. Served with 4 Squadron, coded QE-A and nicknamed “Phooey”. North Borneo mid 1945. Crashed on July 29, 1945 on Labuan strip.

CA-19 Boomerang A46-243, 1 AD, Laverton, 1945.

Factory fresh Boomerangs await their propeller spinners.

A Boomerang sits on the CAC tarmac at Fishermen’s Bend in 1942.

Flying from Mareeba, Queensland, in March 1944, four CAC Boomerang fighter aircraft of RAAF No. 5 (Tactical Reconnaissance) Squadron in ‘four finger’ formation which was the standard formation used on operational missions.

CAC Boomerangs of RAAF No. 4 Squadron at Sepinggang Airfield, Borneo in 1945.

Boomerang A46-193 QE-H.

Nose art on Boomerang A46-193 QE-H.

CA-13 Boomerang QE-N, No. 4 Squadron, RAAF.

CA-13 Boomerang A46-121 QE-N “Olga,” No. 4 Squadron, Lubuan, 1945.

Boomerang.

Boomerang, No. 5 Squadron, Bougainville, December 23, 1943, Piva Airstrip, Torokina, Bougainville Island. F/O R.H. Glassop shows the aircraft’s machine guns to the troops of 1st Indian Anti-Aircraft Regiment.

Overall foliage green Boomerang A46-230 after allotment to No. 1 APU for flight stability tests. Note F-24 camera installation.

Boomerang A46-230, Fishermen’s Bend.

Boomerangs A46-237 and A46-200.

Boomerang CA-12s, No. 2 OTU, Mildura, Victoria.

Boomerangs.

CA-12 Boomerang A46-96 MH-B, No. 83 Squadron, Strathpine, Queensland, 1943.

Boomerang LB-G, No. 84 Squadron, Horn Island, 1943.

Boomerangs, CAC airfield, Fishermen’s Bend.

Boomerang A46-8 (center), 2 OTU, Mildura, Victoria.

Boomerang A46-32.

Boomerang A46-54.

Boomerang A46-54 MH-B.

Boomerang A46-54 MH-B (second aircraft from left in back row).

Boomerang A46-4.

CA-12 Boomerang A46-60/BF-T, after a landing accident, 5 Squadron, Mareeba, Queensland, January 15, 1944.

Boomerang A46-62 R.

Boomerang A46-100 MH-T.

Boomerang A46-105 MH-E.

Boomerang A46-100 MH-T.

Boomerang A46-155 MH-B.

Boomerang A46-175. Delivered in February 1944. Served with 5 Squadron and coded BF-C. Landing accident at Bougainville (Piva strip) on May 9, 1945.

Boomerang A46-178 BF-L. At the DAP complex on December 1, 1944 and delivered in February 1944. Served with 5 Squadron and coded BF-T and later BF-L at Bougainville (May 1945). Approved in January 1946 for conversion to components.

Boomerang A46-178 BF-T, P/O J. F. McDavitt, March 18, 1944.

Boomerang A46-192 BF-H. Delivered in April 1944. Sent from 1 AD to 5 Squadron, coded BF-H. On May 11, 1944, F/O Robert John Granger crashed and died while flying low in the gorge of Spear Creek during a reconnaissance mission. The aircraft was burnt out.