Brewster F2A Buffalo

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F2A Buffalo
Brewster F2A-3 g16055.jpg
Brewster F2A-3 in flight.
Role Fighter aircraft
National originUnited States
Manufacturer Brewster Aeronautical Corporation
First flight2 December 1937
IntroductionApril 1939
Retired1948 (Finland)
StatusRetired
Primary users United States Navy
Finnish Air Force
Royal Air Force
Royal Australian Air Force
Produced1938–1941
Number built509
Developed into VL Humu

The Brewster F2A Buffalo [1] is an American fighter aircraft which saw service early in World War II. Designed and built by the Brewster Aeronautical Corporation, it was one of the first U.S. monoplanes with an arrestor hook and other modifications for aircraft carriers. The Buffalo won a competition against the Grumman F4F Wildcat in 1939 to become the U.S. Navy's first monoplane fighter aircraft. Although superior to the Grumman F3F biplane it replaced, and the early F4Fs, [2] the Buffalo was largely obsolete when the United States entered the war, being unstable and overweight, especially when compared to the Japanese Mitsubishi A6M Zero. [3]

Fighter aircraft Military aircraft designed particularly for air-to-air combat against other aircraft

A fighter aircraft is a military aircraft designed primarily for air-to-air combat against other aircraft, as opposed to bombers and attack aircraft, whose main mission is to attack ground targets. The hallmarks of a fighter are its speed, maneuverability, and small size relative to other combat aircraft.

World War II 1939–1945 global war

World War II, also known as the Second World War, was a global war that lasted from 1939 to 1945. The vast majority of the world's countries—including all the great powers—eventually formed two opposing military alliances: the Allies and the Axis. A state of total war emerged, directly involving more than 100 million people from over 30 countries. The major participants threw their entire economic, industrial, and scientific capabilities behind the war effort, blurring the distinction between civilian and military resources. World War II was the deadliest conflict in human history, marked by 70 to 85 million fatalities, most of whom were civilians in the Soviet Union and China. It included massacres, the genocide of the Holocaust, strategic bombing, premeditated death from starvation and disease, and the only use of nuclear weapons in war.

The Brewster Aeronautical Corporation was a North American defense contractor that operated from the 1930s until the end of World War II.

Contents

Several nations, including Finland, Belgium, Britain and the Netherlands, ordered the Buffalo. The Finns were the most successful with their Buffalos, flying them in combat against early Soviet fighters with excellent results. [4] During the Continuation War of 1941–1944, the B-239s (de-navalized F2A-1) operated by the Finnish Air Force proved capable of engaging and destroying most types of Soviet fighter aircraft operating against Finland at that time and achieving in the first phase of that conflict 32 Soviet aircraft shot down for every B-239 lost, [5] and producing 36 Buffalo "aces". [6]

Continuation War 1941–1944 war by Finland and Germany against the Soviet Union

The Continuation War was a conflict fought by Finland and Nazi Germany, as co-belligerents, against the Soviet Union (USSR) from 1941 to 1944, during World War II. In Russian historiography, the war is called the Soviet–Finnish Front of the Great Patriotic War. Germany regarded its operations in the region as part of its overall war efforts on the Eastern Front and provided Finland with critical material support and military assistance.

Finnish Air Force Aerial warfare branch of Finlands armed forces

The Finnish Air Force is one of the branches of the Finnish Defence Forces. Its peacetime tasks are airspace surveillance, identification flights, and production of readiness formations for wartime conditions. The Finnish Air Force was founded on 6 March 1918.

Flying ace Distinction given to fighter pilots

A flying ace, fighter ace or air ace is a military aviator credited with shooting down several enemy aircraft during aerial combat. The actual number of aerial victories required to officially qualify as an ace has varied, but is usually considered to be five or more.

In December 1941, Buffalos operated by both British Commonwealth (B-339E) and Dutch (B-339C/D) air forces in South East Asia suffered severe losses in combat against the Japanese Navy's Mitsubishi A6M Zero and the Japanese Army's Nakajima Ki-43 "Oscar". The British attempted to lighten their Buffalos by removing ammunition and fuel and installing lighter guns to improve performance, but it made little difference. [7] After the first few engagements, the Dutch halved the fuel and ammunition load in the wing, which allowed their Buffalos (and their Hurricanes) to stay with the Oscars in turns. [8]

Commonwealth of Nations Intergovernmental organisation

The Commonwealth of Nations, normally known as the Commonwealth, is a political association of 53 member states, nearly all of them former territories of the British Empire. The chief institutions of the organisation are the Commonwealth Secretariat, which focuses on intergovernmental aspects, and the Commonwealth Foundation, which focuses on non-governmental relations between member states.

Royal Netherlands East Indies Army Air Force

The Royal Netherlands East Indies Army Air Force was the air arm of the Royal Netherlands East Indies Army in the Dutch East Indies from 1939 until 1950. It was an entirely separate organisation from the Royal Netherlands Air Force.

Mitsubishi A6M Zero Japanese carrier-based fighter aircraft

The Mitsubishi A6M "Zero" is a long-range fighter aircraft formerly manufactured by Mitsubishi Aircraft Company, a part of Mitsubishi Heavy Industries, and operated by the Imperial Japanese Navy from 1940 to 1945. The A6M was designated as the Mitsubishi Navy Type 0 carrier fighter, or the Mitsubishi A6M Rei-sen. The A6M was usually referred to by its pilots as the Reisen, "0" being the last digit of the imperial year 2600 (1940) when it entered service with the Imperial Navy. The official Allied reporting name was "Zeke", although the use of the name "Zero" was used colloquially by the Allies as well.

The Buffalo was built in three variants for the U.S. Navy: the F2A-1, F2A-2 and F2A-3. (In foreign service, with lower horsepower engines, these types were designated B-239, B-339, and B-339-23 respectively.) The F2A-3 variant saw action with United States Marine Corps (USMC) squadrons at the Battle of Midway. Shown by the experience of Midway to be no match for the Zero, [2] the F2A-3 was derided by USMC pilots as a "flying coffin." [9] Indeed, the F2A-3s performance was substantially inferior [10] to the F2A-2 variant used by the Navy before the outbreak of the war despite detail improvements.

United States Marine Corps Amphibious warfare branch of the United States Armed Forces

The United States Marine Corps (USMC), also referred to as the United States Marines, is a branch of the United States Armed Forces responsible for conducting expeditionary and amphibious operations with the United States Navy as well as the Army and Air Force. The U.S. Marine Corps is one of the four armed service branches in the U.S. Department of Defense (DoD) and one of the seven uniformed services of the United States.

Battle of Midway World War II naval battle in the Pacific Theater

The Battle of Midway was a decisive naval battle in the Pacific Theater of World War II that took place between 4 and 7 June 1942, only six months after Japan's attack on Pearl Harbor and one month after the Battle of the Coral Sea. The United States Navy under Admirals Chester W. Nimitz, Frank Jack Fletcher, and Raymond A. Spruance defeated an attacking fleet of the Imperial Japanese Navy under Admirals Isoroku Yamamoto, Chūichi Nagumo, and Nobutake Kondō near Midway Atoll, inflicting devastating damage on the Japanese fleet that proved irreparable. Military historian John Keegan called it "the most stunning and decisive blow in the history of naval warfare", while another naval historian, Craig L. Symonds, called it "one of the most consequential naval engagements in world history, ranking alongside Salamis, Trafalgar, and Tsushima, as both tactically decisive and strategically influential."

Design and development

United States Navy

In 1935, the U.S. Navy issued a requirement for a carrier-based fighter intended to replace the Grumman F3F biplane. The Brewster XF2A-1 monoplane, designed by a team led by Dayton T. Brown, was one of two aircraft designs that were initially considered. [11] The XF4F-1 with a double-row radial engine was a "classic" biplane. The U.S. Navy competition was re-opened to allow another competitor, the XFNF-1, a navalized Seversky P-35 eliminated early on when the prototype could not reach more than 267 mph (430 km/h). [12] The XF2A-1 first flew on 2 December 1937 and early test results showed it was far in advance of the Grumman biplane entry. While the XF4F-1 would not enter production, it would later re-emerge as a monoplane, the Wildcat.

Aircraft carrier Warship that serves as a seagoing airbase

An aircraft carrier is a warship that serves as a seagoing airbase, equipped with a full-length flight deck and facilities for carrying, arming, deploying, and recovering aircraft. Typically, it is the capital ship of a fleet, as it allows a naval force to project air power worldwide without depending on local bases for staging aircraft operations. Carriers have evolved since their inception in the early twentieth century from wooden vessels used to deploy balloons to nuclear-powered warships that carry numerous fighters, strike aircraft, helicopters, and other types of aircraft. While heavier aircraft such as fixed-wing gunships and bombers have been launched from aircraft carriers, it is currently not possible to land them. By its diplomatic and tactical power, its mobility, its autonomy and the variety of its means, the aircraft carrier is often the centerpiece of modern combat fleets. Tactically or even strategically, it replaced the battleship in the role of flagship of a fleet. One of its great advantages is that, by sailing in international waters, it does not interfere with any territorial sovereignty and thus obviates the need for overflight authorizations from third party countries, reduce the times and transit distances of aircraft and therefore significantly increase the time of availability on the combat zone.

Grumman F3F aircraft

The Grumman F3F was the last American biplane fighter aircraft delivered to the United States Navy, and served between the wars. Designed as an improvement on the single-seat F2F, it entered service in 1936. It was retired from front line squadrons at the end of 1941 before it could serve in World War II, and was first replaced by the Brewster F2A Buffalo. The F3F which inherited the Leroy Grumman-designed retractable main landing gear configuration first used on the Grumman FF served as the basis for a biplane design ultimately developed into the much more successful F4F Wildcat.

Grumman F4F Wildcat aircraft

The Grumman F4F Wildcat is an American carrier-based fighter aircraft that began service in 1940 with both the United States Navy, and the British Royal Navy where it was initially known as the Martlet. First used in combat by the British in the North Atlantic, the Wildcat was the only effective fighter available to the United States Navy and Marine Corps in the Pacific Theater during the early part of World War II in 1941 and 1942; the disappointing Brewster Buffalo was withdrawn in favor of the Wildcat and replaced as units became available. With a top speed of 318 mph (512 km/h), the Wildcat was outperformed by the faster 331 mph (533 km/h), more maneuverable, and longer-ranged Mitsubishi A6M Zero. However, the F4F's ruggedness, coupled with tactics such as the Thach Weave, resulted in a claimed air combat kill-to-loss ratio of 5.9:1 in 1942 and 6.9:1 for the entire war.

The Buffalo was manufactured at the Brewster Building in Long Island City, New York.

Brewster XF2A-1 prototype Brewster XF2A-1 fighter g03807.jpg
Brewster XF2A-1 prototype

The new Brewster fighter had a modern look with a stubby fuselage, mid-set monoplane wings and a host of advanced features. It was all-metal, with flush-riveted, stressed aluminum construction, although control surfaces were still fabric-covered. The XF2A-1 also featured split flaps, a hydraulically operated retractable main undercarriage (and partially retractable tailwheel), and a streamlined framed canopy. However (as was still common at this time), the aircraft lacked self-sealing fuel tanks and pilot armor. Fuel was only 160 U.S. gal (606 l), stored in the fuselage. Powered by a 950 hp (708 kW) single-row Wright R-1820-22 Cyclone radial engine, it had an impressive initial climb rate of 2,750 ft/min and a top speed of 277.5 mph (447 km/h). The aircraft was then tested in 1938 in the Langley Research Center full-scale wind tunnel, where it was determined that certain factors were contributing to parasitic drag. Based on the tests, improvements were made to the cowling streamlining and carburetor/oil cooler intakes, and the Buffalo's speed rose to 304 mph (489 km/h) at 16,000 ft (4,879 m) without any increase in power. [13] [14] [15] Other manufacturers took notice of this 10% increase in speed and efficiency, and wind tunnel tests grew to be standard procedure in the US. [16] With only a single-stage supercharger, high-altitude performance fell off rapidly. [10] Fuselage armament was one fixed .50 in (12.7 mm) M2 Browning machine gun with 200 rounds and one fixed .30 in (7.62 mm) AN Browning machine gun with 600 rounds, both in the nose. [N 1] The Navy awarded Brewster Aeronautical Corporation a production contract for 54 aircraft as the F2A-1.

Service testing of the XF2A-1 prototype began in January 1938 and in June, production started on the F2A-1. They were powered by the 940 hp (701 kW) Wright R-1820-34 engine and had a larger fin. The added weight of two additional .50 in (12.7 mm) Browning wing guns and other equipment specified by the Navy for combat operations reduced the initial rate of climb to 2,600 ft/min. Plagued by production difficulties, Brewster delivered only 11 F2A-1 aircraft to the Navy; the remainder of the order was later diverted to the Finnish Air Force in modified form under the export designation Model 239.

LT John S. Thach tipped this F2A-1 onto its nose on Saratoga, March 1940. F2A Thach accident USS Saratoga (CV-3) 1940.jpg
LT John S. Thach tipped this F2A-1 onto its nose on Saratoga, March 1940.
F2A-3s serving as U.S. Navy training aircraft at NAS Miami, 1942-1943. Brewster F2A-3 Buffalos USN training unit NAN11-90.jpg
F2A-3s serving as U.S. Navy training aircraft at NAS Miami, 1942–1943.

A later variant, the F2A-2, of which 43 were ordered by the U.S. Navy, included a more powerful R-1820-40 engine, a better propeller, and integral flotation gear, but still lacked pilot armor and self-sealing tanks. The increase in engine power was welcomed, but to some extent offset by the increased loaded weight (5,942 lb/2,701 kg) of the aircraft; while top speed was increased to a respectable 323 mph (520 km/h) at 16,500 ft (5,029 m), initial climb rate dropped to 2,500 ft/min. Both the F2A-1 and the F2A-2 variants of the Brewster were liked by early Navy and Marine pilots, including Pappy Boyington, who praised the good turning and maneuvering abilities of the aircraft. [17] Boyington is alleged to have opined "...the early models, before they weighed it all down with armor plate, radios, and other [equipment], they were pretty sweet little ships. Not real fast, but the little [aircraft] could turn and roll in a phone booth."[ citation needed ] This might be expected from the low wing loading, in earlier versions comparable with the Mitsubishi A6M Zero's 22 pounds per square foot. [18]

The F2A-3 was the last version of the Buffalo to enter service with the U.S. Navy and Marine Corps. A total of 108 examples were ordered in January 1941. By this time, the Navy had become disenchanted with the Buffalo, and had become especially annoyed at Brewster Aeronautical Corporation's frequent production delays and its seemingly never-ending management difficulties. This order was seen more as a way of keeping Brewster's production lines running; they would eventually build Corsair fighters for the Navy as well as Buccaneer/Bermuda dive bombers.

The F2A-3s were conceived as a long range reconnaissance fighter with a new wet wing with self-sealing features and a larger fuselage tank which provided increased fuel capacity and protection, but this also increased the aircraft's weight by more than 500 lb (227 kg). [10] The wing and enlarged fuselage tank carried an additional 80 U.S. gal (300 L) of fuel; at 6 lb/U.S. gal (0.72 kg/L), the fuel alone weighed nearly 500 lb (227 kg). The addition of armor plating for the pilot and increased ammunition capacity further increased the aircraft's weight, resulting in a reduced top speed and rate of climb, while substantially degrading the Brewster's turning and maneuvering capability. [10] The Navy found that the added weight of the F2A-3 also aggravated the problem of landing gear failure during carrier landings. However, the -40 two speed [19] supercharged Cyclone engine in the F2A-3 was an excellent "cruising" engine and as such the F2A-3 had some value and saw initial service on the carriers Saratoga and Lexington.

Even in late 1940 it was apparent that the Buffalo was rapidly becoming obsolete. [N 2] It badly needed a more powerful engine, but the limits of the airframe had been reached, making installation of a larger engine impossible. Soon after deliveries of the F2A-3 began, the Navy decided to eliminate the type altogether. By then, considered a second line aircraft, some were transferred to the U.S. Marine Corps, which deployed two F2A-3 squadrons to the Pacific, one at Palmyra Atoll, and another at Midway Island. Those which still remained on board aircraft carriers narrowly missed a combat opportunity when a relief mission was dispatched to Wake Island, but the relief force was withdrawn before completing the mission. Shortly thereafter, F2A-3s still in naval service were transferred to training squadrons for use as advanced trainers.

Operational history

The first unit to be equipped with the F2A-1 was Lt. Cdr. Warren Harvey's VF-3, assigned to USS Saratoga air group. On 8 December 1939, VF-3 received 10 of the 11 Buffalos delivered to the U.S. Navy. [20] The remaining 43 F2A-1s were declared surplus and sold to Finland. [21] Although it was becoming clear the F2A was inferior to the latest German and British fighters—Ralph Ingersoll wrote in late 1940 after visiting Britain that "The best American fighter planes already delivered to the British are used by them either as advanced trainers --or for fighting equally obsolete Italian planes in the Middle East. That is all they are good for" [22] —in the early years of World War II all modern monoplane fighter types were in high demand. Consequently, the United Kingdom, Belgium, and the Netherlands East Indies purchased several hundred export models of the Buffalo. [23]

Finland

Finnish company Nokia donated sufficient funds for the FAF to purchase a B-239. In return, NOKA was inscribed on BW-355. Operated by No. 24 Squadron, it was destroyed on 24 October 1944. Future ace Paavo Mellin shot down an I-16 and shared in the destruction of a MiG-3 whilst flying this aircraft. Brewster BW-355.jpg
Finnish company Nokia donated sufficient funds for the FAF to purchase a B-239. In return, NOKA was inscribed on BW-355. Operated by No. 24 Squadron, it was destroyed on 24 October 1944. Future ace Paavo Mellin shot down an I-16 and shared in the destruction of a MiG-3 whilst flying this aircraft.

In April 1939, the Finnish government contacted the Roosevelt administration, requesting the supply of modern combat aircraft as quickly as possible. On 17 October, the Finnish Embassy in Washington, DC, received a telegram clearing the purchase of fighter aircraft. The only strict requirements laid down by Finnish authorities were that the aircraft be already operational and able to use 87-octane fuel. [26] Part of an F2A-1 shipment – 44 aircraft originally intended for the US Navy – was diverted to Finland, [N 3] by the US State Department, after the USN agreed to instead accept a later shipment of F2A-2 variants.

On 16 December, the Finnish government signed a contract to purchase 44 aircraft: a F2A-1 variant designated Model B-239E by Brewster. [26] Unlike other fighters already in service, the F2A-1 and B-239E lacked self-sealing fuel tanks and cockpit armor. However, the B-239E was built with a more powerful engine than the F2A-1, in the form of the Wright R-1820-G5, producing 950 hp (708 kW), [27] and the capacity to carry four machine guns (rather than the two carried by the F2A-1). The B-239E was also "de-navalized" before shipment: equipment such as tailhooks and life raft containers were removed. [27] The upgraded engine and slightly reduced net weight (i.e. from the omitted armor and de-navalization) resulted in an improved power-to-weight ratio and better general performance.

In four batches the B-239E was shipped initially to Bergen, in Norway, in January and February 1940 from New York City. The crated fighters were then sent by railway to Sweden and assembled by SAAB at Trollhättan, northeast of Gothenburg. [28]

After delivery of the B-239E, the Finnish Air Force added armored backrests, metric flight instruments, the Väisälä T.h.m.40 gunsight, and four .50 in (12.7 mm) machine guns. The top speed of the Finnish B-239s, as modified, was 297 mph (478 km/h) at 15,675 ft (4,750 m), and their loaded weight was 5,820 lb (2,640 kg). [11] [29]

In February 1940, pilot Lieutenant Jorma "Joppe" Karhunen flight-tested the first B-239 to become operational in Finland. [11] [30] Unfamiliar with the aircraft, he burned out the engine while flying very low at high speed; crashing on a snow-covered field, damaging the propeller and some belly panels. [11] [30] Initially unimpressed, the Finns later witnessed a demonstration by a Brewster test pilot, who was able to stay on the tail of a Finnish Fiat G.50 Freccia [N 4] fighter from Italy; although the Fiat fighter was faster in level flight, [N 5] the Brewster could out-turn it. [31]

None of the B-239E fighters saw combat in the Winter War (1939–1940). However, five of the six delivered during the war became combat-ready before it ended.

The B-239E was never referred to as the name Buffalo in Finland; it was known simply as the Brewster, or by the nicknames Taivaan helmi ("Sky Pearl") or Pohjoisten taivaiden helmi ("Pearl of the Northern Skies"). Other nicknames were Pylly-Valtteri (lit. "Butt-Walter"), Amerikanrauta ("American hardware" or "American car") and Lentävä kaljapullo ("flying beer-bottle").[ citation needed ] The total of 44 examples of the B-239E fighters used by the FAF received serial numbers BW-351 to BW-394.

A Finnish Air Force Brewster B-239 formation during the Continuation War Brewster 239 formation.png
A Finnish Air Force Brewster B-239 formation during the Continuation War

Finnish pilots regarded the B-239E as being easy to fly, or in the words of ace Ilmari Juutilainen, a "gentlemen's travelling [or touring] plane". [32] The Buffalo was also popular within the FAF because of its relatively long range and also because of a good maintenance record. This was in part due to the efforts of the Finnish mechanics, who solved a problem that plagued the Wright Cyclone engine by inverting one of the piston rings in each cylinder, which had a positive effect on reliability.[ citation needed ] The cooler weather of Finland also helped, because the engine was prone to overheating as noted in tropical Pacific use. The Brewster Buffalo earned a reputation in Finnish Air Force service as one of their more successful fighter aircraft, with the Fiat G.50, that scored an unprecedented kill/loss ratio of 33/1. [33]

In service from 1941 to 1945, Buffalos of Lentolaivue 24 (Fighter Squadron 24) claimed 477 Soviet Air Force warplanes destroyed, with the combat loss of just 19 Buffalos, an outstanding victory ratio of 26:1. [34]

During the Continuation War, Lentolaivue 24 (Fighter Squadron 24) was equipped with the B-239s until May 1944, when the Buffalos were transferred to Hävittäjälentolaivue 26 (Fighter Squadron 26). Most of the pilots of Lentolaivue 24 were Winter War combat veterans. This squadron claimed a total of 459 Soviet aircraft with B-239s, while losing 15 Buffalos in combat. [11]

The Brewsters had their baptism by fire in Finland on 25 June 1941, when a pair of Buffalos from 2/LLv24, operating from Selänpää airfield (ICAO:EFSE) intercepted 27 Soviet Tupolev SBs from 201st SBAP [N 6] near Heinola. Five SBs were claimed as downed. Subsequent attacks were repelled by LLv24 pilots who, by dusk, had flown 77 missions. [35]

Many Finnish pilots racked up enormous scores by using basic tactics against Soviet aircraft. The default tactic was the four-plane "parvi" (swarm), with a pair flying lower as bait, and a higher pair to dive on enemy interceptors. The Soviet Air Force was never able to counteract this tactic. The top-scoring B-239 pilot was Hans Wind, with 39 kills. [36] Lt Hans Wind, with six other Buffalos of LeLv 24, intercepted some 60 Soviet aircraft near Kronstad. Two Soviet Pe-2 bombers, one Soviet Hawker Hurricane fighter, and 12 I-16s were claimed for the loss of just one B-239 (BW-378). [37] After evaluation of claims against actual Soviet losses, aircraft BW-364 was found to have been used to achieve 42½ kills in total by all pilots operating it, possibly making it the highest-scoring fighter airframe in the history of air warfare.[ citation needed ] The top scoring Finnish ace, Ilmari Juutilainen, scored 34 of his 94½ kills in B-239s, including 28 in BW-364. [38]

During the Continuation War, a lack of replacements led the Finns to develop a copy of the Buffalo built from non-strategic materials such as plywood, however the Humu , as they called it, was already obsolete and only a single prototype was built. By late 1943, the lack of spares, wear-and-tear, and better Soviet fighters and training greatly reduced the effectiveness of Finnish B-239s, though LeLv 26 pilots would still claim some 35 victories against Soviet aircraft in mid-1944. The last victory by a Buffalo against Soviet aircraft was claimed over the Karelian Isthmus on 17 June 1944. [23]

From 1943, Finland's air force received Messerschmitt Bf 109Gs from Germany, and this much-superior fighter re-equipped most Finnish Air Force fighter squadrons.

After Finland signed an armistice with the Soviet Union in September, 1944, they had to drive Finland's former ally, Nazi Germany out of the country during the "Lapland War". The only clash with the Luftwaffe took place on 3 October 1944 when HLeLV 26 intercepted Junkers Ju 87s, claiming two, the last victories to be made by Brewster pilots in World War II. [39] By the end of the war in Lapland, only eight B-239s were left.

Five B-239s continued to fly until 1948, with last flights of Brewsters by the Finnish Air Force on 14 September 1948, when they were stored until scrapped in 1953. [40]

Belgium

Just before the start of the war, Belgium sought more modern aircraft to expand and modernize its air force. Belgium ordered 40 Brewster B-339 aircraft, a de-navalized F2A-2, fitted with the Wright R-1820-G-105 engine approved for export use. The G-105 engine had a power output of 1,000 hp (745.7 kW) (peak) on takeoff, some 200 hp (149 kW) less than the engine fitted to the U.S. Navy F2A-2. The arrestor hook and liferaft container were removed, and the aircraft was modified with a slightly longer tail.

Only one aircraft [41] [42] [N 7] reached France by the time Germany launched its Blitzkrieg in the West on 10 May 1940. The Buffalo was later captured intact by the Germans, and it was partially rediscovered near Darmstadt in 1945. [43]

Six more Belgian Brewsters were offloaded at the French Caribbean island of Martinique and languished on a coastal hillside, never to be flown. [44] The rest of the order went to the RAF.

British Commonwealth (Malaya)

Brewster Buffalo Mk Is being inspected by RAF personnel at RAF Sembawang, Singapore on 12 October 1941. BrewsterBuffalosMkIRAAFSingaporeOctober1941.jpg
Brewster Buffalo Mk Is being inspected by RAF personnel at RAF Sembawang, Singapore on 12 October 1941.

Facing a shortage of combat aircraft in January 1940, the British government established the British Purchasing Commission to acquire U.S. aircraft that would help supplement domestic production. Among the U.S. fighter aircraft that caught the Commission's attention was the Brewster. The remaining 32 B-339 aircraft ordered by the Belgians, suspended at the fall of France, were passed on to the United Kingdom. [45] Appraisal by Royal Air Force acceptance personnel criticized it on numerous points including inadequate armament and lack of pilot armor, poor high-altitude performance, engine overheating, maintenance issues, and cockpit controls, while it was praised for its handling, roomy cockpit, and visibility. [11] With a top speed of about 323 mph (520 km/h) at 21,000 ft (6,400 m), but with fuel starvation issues over 15,000 ft (4,600 m), it was considered unfit for duty in western Europe. [11] Still desperately in need of fighter aircraft in the Pacific and Asia for British and Commonwealth air forces, the UK ordered an additional 170 aircraft under the type specification B-339E. [46] The aircraft were sent to Royal Australian Air Force, RAF and Royal New Zealand Air Force fighter squadrons in Singapore, Malaya and Burma, shortly before the outbreak of war with Japan.

Brewster B-339E (AN196/WP-W) of No. 243 Squadron RAF. This aircraft was flown by Flying Officer Maurice Holder, who flew the first Buffalo sortie in the Malayan Campaign on 8 December 1941, strafing landing barges on the Kelantan River. Damaged by ground fire, it was abandoned at RAF Kota Bharu before its fall to the Japanese. RAF F2A Buffalo.jpg
Brewster B-339E (AN196/WP-W) of No. 243 Squadron RAF. This aircraft was flown by Flying Officer Maurice Holder, who flew the first Buffalo sortie in the Malayan Campaign on 8 December 1941, strafing landing barges on the Kelantan River. Damaged by ground fire, it was abandoned at RAF Kota Bharu before its fall to the Japanese.

The B-339E, or Brewster Buffalo Mk I as it was designated in British service, was initially intended to be fitted with an export-approved Wright R-1820-G-105 Cyclone engine with a 1,000 hp (745.7 kW) (peak takeoff) engine. [48] [N 8] The Brewster aircraft delivered to British and Commonwealth air forces were significantly altered from the B-339 type sold to the Belgium and French forces in accordance with their purchase order. The Brewster factory removed the Navy life raft container and arrestor hook, while adding many new items of equipment, including a British Mk III reflector gun sight, a gun camera, a larger fixed pneumatic tire tail wheel, fire extinguisher, engine shutters, a larger battery, and reinforced armor plating and armored glass behind the canopy windshield. [49]

The Brewster Model B-339E, as modified and supplied to Great Britain was distinctly inferior in performance to the F2A-2 (Model B-339) from the original order. It had a less powerful (1,000 hp (745.7 kW)) engine compared to the F2A-2's 1,200 hp (895 kW) Cyclone, yet was substantially heavier due to all of the additional modifications (some 900 lb/400 kg). The semi-retractable tail wheel had been exchanged for a larger fixed model, which was also less aerodynamic. Top speed was reduced from 323 mph (520 km/h) to 313 mph (504 km/h) at combat altitudes. [11]

In its original form, the B-339 had a theoretical maximum speed of 323 mph (520 km/h) at a rather unrealistic 21,000 ft (6,400 m), but fuel starvation problems and poor supercharger performance at higher altitudes meant that this figure was never achieved in combat; the B-339E was no different in this regard. Its maneuverability was severely impaired (the aircraft was unable to perform loops), and initial rate of climb was reduced to 2,300 ft/min. The Wright Cyclone 1890-G-105 engine designated for use in the Brewster Mk I was in short supply; many aircraft were fitted with secondhand Wright engines sourced from Douglas DC-3 airliners and rebuilt to G105 or G102A specifications by Wright. [46] In service, some effort was made by at least one Brewster squadron to improve the type's sluggish performance; a few aircraft were lightened by some 1,000 lb (450 kg) by removing armor plate, armored windshields, radios, gun camera, and all other unnecessary equipment, and by replacing the .50 in (12.7 mm) machine guns with .303 in (7.7 mm) machine guns. [50] The fuselage tanks were filled with a minimum of fuel, and run on high-octane aviation petrol where available. At Alor Star airfield in Malaya, the Japanese captured over 1,000 barrels (160 m3) of high-octane aviation petrol from British forces, which they promptly used in their own fighter aircraft. [51]

Buffalo Mk I formation over Malaya, late 1941. Twelve Buffaloes.jpg
Buffalo Mk I formation over Malaya, late 1941.

Many of the pilots assigned the Buffalo lacked adequate training and experience in the type. A total of 20 of the original 169 Buffalos were lost in training accidents during 1941. By December 1941, approximately 150 Buffalo B-339E aircraft made up the bulk of the British fighter defenses of Burma, Malaya and Singapore. The two RAAF, two RAF, and one RNZAF squadrons, during December 1941 – January 1942, were beset with numerous problems, [52] including poorly built and ill-equipped aircraft. [11] Aviation historian Dan Ford characterized it as, "The performance... was pathetic." Inadequate spare parts and support staff, airfields that were difficult to defend against air attack, lack of a clear and coherent command structure, a Japanese spy in the Army air liaison staff, antagonism between RAF and RAAF squadrons and personnel, and inexperienced pilots lacking appropriate training would lead to disaster. Although the Mk I had .50-inch guns, many aircraft were equipped with .303 Browning mounts and electric firing solenoids, which tended to fail in service. [46]

Buffalos of No. 453 Squadron RAAF lined up at RAF Sembawang in November 1941. Buffalo AN185/TD-V was flown by Flt Lt Doug Vanderfield, who shot down three Japanese bombers (two Ki-48s and one Ki-51) over Butterworth, Penang on 13 December 1941, while his undercarriage was still down. Brewster Model 339 Buffalo.jpg
Buffalos of No. 453 Squadron RAAF lined up at RAF Sembawang in November 1941. Buffalo AN185/TD-V was flown by Flt Lt Doug Vanderfield, who shot down three Japanese bombers (two Ki-48s and one Ki-51) over Butterworth, Penang on 13 December 1941, while his undercarriage was still down.

When the Japanese invaded northern Malaya on 8 December 1941, the B-339E initially performed adequately. Against the Nakajima Ki-27 "Nate", the overloaded Brewsters could at least hold their own if given time to get to altitude, and at first achieved a respectable number of kills. However, the appearance of ever greater numbers of Japanese fighters, including markedly superior types such as the Nakajima Ki-43 "Oscar" soon overwhelmed the Buffalo pilots, both in the air and on the ground. Another significant factor was the Brewster engine's tendency to overheat in the tropical climate, which caused oil to spray over the windscreen, usually forcing an aborted mission and greatly complicating attempts to intercept and destroy enemy aircraft. In the end, more than 60 Brewster Mk I (B-339E) aircraft were shot down in combat, 40 destroyed on the ground, and approximately 20 more destroyed in accidents. Only about 20 Buffalos survived to reach India or the Dutch East Indies. [54] The last airworthy Buffalo in Singapore flew out on 10 February, five days before the island fell. [55]

It is not entirely clear how many Japanese aircraft the Buffalo squadrons shot down, although RAAF pilots alone managed to shoot down at least 20. [56] Eighty were claimed in total, a ratio of kills to losses of just 1.3 to 1. Additionally, most of the Japanese aircraft shot down by the Buffalos were bombers. [46] The Hawker Hurricane, which fought in Singapore alongside the Buffalo from 20 January, also suffered severe losses from ground attack; most were destroyed. [57] The Fleet Air Arm also used the Buffalo in the Mediterranean in the Battle of Crete in early 1941.

The Brewster Mark I produced four Commonwealth aces: Geoff Fisken, Maurice Holder, A. W. B. (Alf) Clare and R. D. (Doug) Vanderfield. [58] New Zealander Fisken, the top-scoring pilot, later flew RNZAF P-40s and became the highest-scoring Commonwealth pilot within the Pacific theatre.

Burma

No. 67 Squadron RAF was equipped with thirty Buffalos when the Japanese invaded Burma. They were joined by Curtiss P-40 fighters of the American Volunteer Group (Flying Tigers). AVG crews were initially impressed with the Buffalo, some even urging General Claire Chennault to trade a squadron of P-40s for Buffalos. [59] In response, Chennault arranged a mock dogfight between both fighters, with 1st Lieutenant Erik Shilling flying the P-40 and Squadron Leader Jack Brandt flying the Buffalo. [59] Over their training base in Toungoo, the P-40 proved to be superior to the Buffalo. [59] When Shilling and Brandt met again fifty years later, the RAF pilot said, "how I wish I could have swapped my aircraft for yours". [59]

The Buffalos and P-40s carried out air defenses over Rangoon and Mingaladon as well as strafing missions on Japanese airfields. [60] Like Malaya and Singapore, lack of effective early warning systems greatly hampered British and AVG efforts to defend Burma from air raids. [60] Reports of Japanese aircraft performance from the Malayan Campaign prompted Buffalo pilots in Burma to employ different tactics; according to Flight Sergeant Vic Bargh, "come in from above, or at the same level at the very least, then dive away before they got onto you, because if they did get onto you, well, you were shot down". [61] One of the Buffalo's final victories of the Burma Campaign was claimed by Bargh; he found the wreckage of the bomber and had his picture taken with it as proof. [62]

The IJAAF secured air superiority over Rangoon by early February 1942, and with the situation on the ground rapidly deteriorating, No. 67 Squadron withdrew north to Toungoo. [62] On 13 February, the squadron moved further north to Magwe with only eight Buffalos, where they continued to carry out reconnaissance flights as well as escorting Westland Lysanders on ground attack missions. [62] The Buffalo flew its last combat sortie with the RAF on 5 March, escorting Hawker Hurricanes and Bristol Blenheims for an attack on a Japanese airbase in Chiang Mai, Thailand. [62] Only six Buffalos remained when the squadron withdrew to Calcutta, India on 11 March to re-equip with Hurricanes. [63] They were swiftly relegated to training duties, though two were briefly acquired by No. 146 Squadron RAF in early April, one of which was regularly flown by Squadron Leader Count Manfred Czernin. [63] No. 67 Squadron claimed 27 Japanese aircraft destroyed; eight Buffalos were shot down and eight pilots were killed. [63] For their actions, Squadron Leader Jack Brandt and Flight Lieutenant Colin Pinckney were awarded the Distinguished Flying Cross (the latter posthumously), while Sergeant Gordon Williams received the Distinguished Flying Medal. [63]

Netherlands East Indies

Brewster Buffalos of the ML-KNIL Netherlands F2A Buffalo.jpg
Brewster Buffalos of the ML-KNIL

The Militaire Luchtvaart van het Koninklijk Nederlands-Indisch Leger ("Military Air Service of the Royal Netherlands East Indian Army", ML-KNIL) had ordered 144 Brewster B-339C and 339D models, the former with rebuilt Wright G-105 engines supplied by the Dutch and the latter with new 1,200 hp (895 kW) Wright R-1820-40 engines Brewster purchased from Wright. At the outbreak of war[ clarification needed ], only 71 had arrived in the Dutch East Indies, and not all were in service. A small number served briefly at Singapore before being withdrawn for the defense of Borneo and Java.

As the Brewster B-339 aircraft used by the ML-KNIL were lighter than the modified B-339E Brewster Mark Is used by British, Australian, and New Zealand air forces, they were able to successfully engage the Japanese Army Nakajima Ki-43 "Oscar", although both the "Oscar" and the Japanese Navy's A6M Zero still out-climbed the B-339 at combat altitudes (the Zero was faster as well). [64] After the first few engagements, the Dutch halved the fuel and ammo load in the wing, which allowed their Buffalos (and their Hurricanes) to stay with the Oscars in turns. [8] In February 1942 they received new model gunsights. Around the same time the Dutch started to use tracer ammunition as well. These two improved their hit ratio. Still, their lack of heavy machine guns (.50") meant their success rate wasn't as high as it could have been. [8]

Apart from their role as fighters, the Brewster fighters were also used as dive bombers against Japanese troopships. Although reinforced by British Commonwealth Buffalo Mk I (B-339E) aircraft retreating from Malaya, the Dutch squadrons faced superior numbers in the air, usually odds of one against two or three. Timely early warning from British radar would have countered this deficit, especially in avoiding unnecessary losses from raids on airfields, but the British government had decided too late to send these: the first British radar stations became operational only towards the end of February. Had they been ready two weeks earlier, the outcome of the Japanese invasion here might well have been different (read Boer's book).

In a major engagement above Semplak on 19 February 1942, eight Dutch Brewster fighters intercepted a formation of about 35 Japanese bombers with an escort of about 20 Zeros. The Brewster pilots destroyed 11 Japanese aircraft and lost four Brewsters; two Dutch pilots died. [65]

Only four airworthy Buffalos remained on 7 March. [55] Capt. Jacob van Helsdingen led this flight on its final sortie that day, and was credited with a Zero before he was killed. [55] This made him and Lt. August Deibel the most successful Dutch pilots on the Buffalo with three victories each. [55] Altogether, 17 ML-KNIL pilots were killed, and 30 aircraft shot down; 15 were destroyed on the ground, and several were lost to misadventure. Dutch pilots claimed 55 enemy aircraft destroyed. [58]

USAAF/RAAF in Australia

Following the surrender of the Netherlands East Indies on 8 March 1942, 17 B339-23 belonging to the ML-KNIL (diverted to Australia because of late delivery) were transferred to the U.S. Fifth Air Force in Australia. All of these USAAF aircraft were lent to the RAAF, with which they were used mainly for air defence duties outside frontline areas, photo-reconnaissance and gunnery training. [66] Buffalos served with 1 PRU, 24 Sqn, 25 Sqn, 85 Sqn and the RAAF Gunnery Training School. [66]

Between August 1942 and November 1943, 10 of these Brewsters constituted the air defense force for Perth, Western Australia, while assigned to 25 and 85 Sqns at RAAF Pearce and RAAF Guildford. In 1944, all of the surviving aircraft were transferred to the USAAF. [56]

U.S. Marine Corps

F2A-3, probably from VMF-212, at Marine Corps Air Station Ewa, Hawaii, 25 April 1942 Brewster F2A-3 Buffalo fighter g271041.jpg
F2A-3, probably from VMF-212, at Marine Corps Air Station Ewa, Hawaii, 25 April 1942
F2A-3 of VMF-211 rests in the flight deck gallery walkway after suffering landing gear failure while landing on board USS Long Island, off Palmyra Atoll, 25 July 1942. VMF-211 was the last Marine Corps unit to operate the F2A in a front-line capacity. F2A-3 VMF-211 CVE-1 badlanding1 Jul1942.jpg
F2A-3 of VMF-211 rests in the flight deck gallery walkway after suffering landing gear failure while landing on board USS Long Island, off Palmyra Atoll, 25 July 1942. VMF-211 was the last Marine Corps unit to operate the F2A in a front-line capacity.

At Midway Island, United States Marine Corps fighter squadron VMF-221 operated a mixed group of 20 Brewster F2A-3 Buffalos and seven Grumman F4F-3 Wildcats. [67] They were originally assigned to the USS Saratoga as part of a relief force bound for Wake Island, but were diverted to Midway instead after the force was controversially recalled on 22 December 1941. Wake Island fell on the following day. [68] The squadron first saw action on 10 March 1942 when a Kawanishi H8K "Emily" flying boat was shot down by Captain James L. Neefus near Midway, the Buffalo's first kill in U.S. service. [69] [70] [71] [72]

During the Battle of Midway in 1942, VMF-221 was destined to participate in one of the few aerial combats involving the Buffalo in U.S. military service. The initial Buffalo interception of the first Japanese air raid was led by Major Floyd B. Parks, whose 13-aircraft division did not fly in paired flights of mutually supporting aircraft. After attacking a formation of 30–40 Aichi D3A1 "Val" dive bombers escorted by 36 Zeros, the Marines, flying in two divisions of aircraft, downed several Japanese bombers before the escorting Zeros reacted; a furious dogfight developed. Thirteen out of 20 Buffalos were lost; [73] of the six Wildcats, only two remained flyable at the end of the mission. The losses included the Marine air commander, Major Parks, who bailed out of his burning Buffalo, only to be strafed by Zeros after parachuting into the sea. [67]

The Marine pilots who managed to shake off the Zeros used high speed split-s turns or very steep dives. [67] These maneuvers were later found to be the best means to evade pursuit by the highly maneuverable Japanese fighters. One F2A-3 pilot, Marine Captain William Humberd, dove away from his pursuers, then attacked a Zero in a head-on pass, shooting his opponent down. [74] In the battle, some F2A-3s suffered from inoperative guns. [11] The nose-mounted guns' occasional failure to fire was noticed by other users as well; the phenomenon may have been caused by frayed electrical wires in the mechanism that synchronized the nose guns with the propeller. Other Buffalos had not been fitted with plate armor behind the pilot, making them vulnerable to even a single bullet or shell. Losses were aggravated due to the Japanese practice of strafing pilots who had bailed out. [67] Second Lt. Charles S. Hughes, whose Buffalo was forced to retire at the start of the raid due to engine trouble, had a ringside view of the aerial combat:

The Zeros came in strafing immediately afterward. I saw two Brewsters trying to fight the Zeros. One was shot down and the other was saved by ground fires covering his tail. Both looked like they were tied to a string while the Zeros made passes at them. [75]

Second Lt. Charles M. Kunz reported that after successfully downing two Val bombers, he was attacked by Japanese fighters:

I was at an altitude of about 9,000 ft, and shoved over in a dive trying to shake the plane on my tail until I was about 20 feet from the water. I was making radical turns hoping the pilot couldn't get steadied on me. I glanced out of the rear and saw that it was a Zero fighter. I continued flying on a rapid turning course at full throttle when I was hit in the head by a glancing bullet. After he fired a few short bursts he left as I had been in a general direction of 205 degrees heading away from the island. My plane was badly shot up... In my opinion, the Zero fighter has been far underestimated. I think it is probably one of the finest fighters in the present war. As for the F2A-3, (or Brewster trainer), it should be in Miami as a training plane, rather than used as a first-line fighter. [74]

Claire Chennault's report on the Zero and air combat reached Washington in 1941, where it was disseminated to aviation forces of the U.S. Army and Navy. [76] This information, along with the development of two-plane mutual defensive formations and tactics, were incorporated into U.S. and Marine Corps air combat training doctrine by some prescient U.S. commanders, including Lieutenant Commander "Jimmy" Thach. The Thach Weave was developed for use by Wildcat pilots against the Zero and was later adopted by other Wildcat squadrons in the Pacific. [76]

With the emergence of new tactics for the F4F-3 and F4F-4 Wildcat (which was superior in all respects to the F2A-3 Buffalo, with the sole exception of maximum range), the Battle of Midway marked the end of the Buffalo in both U.S. Navy and Marine Corps fighting squadrons. Surviving F2A-3 aircraft were hastily transported to the U.S. mainland, where they were used as advanced trainers. The introduction in late 1943 of vastly superior American carrier-borne fighters such as the F6F Hellcat and Vought F4U Corsair soon relegated the Brewster F2A-3 to a distant memory.

Buffalo aces

The Finnish Air Force produced 36 Buffalo aces. The top three were Capt. Hans Wind, with 39 Buffalo air victories (out of 75), WO Eino Ilmari Juutilainen, with 34 (out of 94) and Capt. Jorma Karhunen, with 25.5 (out of 31.5). First Lt Lauri Nissinen also had victories in the type (22.5 out of 32.5). [6]

The non-Finnish Buffalo aces were: Geoff Fisken (RNZAF), with six air victories, and Doug Vanderfield (RAAF) with five individual kills, plus one shared. Alf Clare (RAAF) and Maurice Holder (RAF) had five victories each. [58] [77]

Only 509 Buffaloes were produced, yet the type produced 40 aces. This may well be the highest ratio of aces per number of aircraft produced, of any production fighter plane.

Variants

Brewster Buffalo F2A-2 Brewster Buffalo F2A-2.jpg
Brewster Buffalo F2A-2
XF2A-1
Prototype
F2A-1
(with Wright R-1820-34 Cyclone engine and two guns above engine cowling, plus two optional guns in the wings) for the United States Navy, 11 built.
F2A-2
(with Wright R-1820-40 Cyclone engine and four guns) for the United States Navy and Marines, 43 built.
F2A-3
Improved F2A-2 for the United States Navy with longer range and provision to carry two underwing 100 lb (45 kg) bombs, 108 built.
XF2A-4
One converted from an F2A-3.
B-239
Export version of the F2A-1 for Finland (with Wright R-1820-G5 Cyclone engines and four guns), 44 built.
B-339B
Export version for Belgium, 40 built (only two delivered to Belgium, the rest to the Royal Navy's Fleet Air Arm)
B-339C
Export version for the Netherlands East Indies with Wright GR-1820-G-105 Cyclone engines; 24 built.
B-339D
Export version for the Netherlands East Indies with 1,200 hp (894.8 kW) Wright R-1820-40 Cyclone engines; 48 built (47 delivered to Dutch East Indies).
B-339E
Export version of the F2A-2 for the Royal Air Force with Wright GR-1820-G-105 Cyclone engines as the Buffalo Mk I; 170 built (also used by the RAAF and RNZAF)
B-339-23 a.k.a. B-439
Export version of the F2A-3 for the Netherlands East Indies with 1,200 hp (894.8 kW) Wright GR-1820-G205A engines; 20 built (17 later to the RAAF, some used by the USAAF).

Operators

U.S. Navy F2A being rearmed in 1943 Brewster F2A ammo loading NAS Miami 1943.jpg
U.S. Navy F2A being rearmed in 1943
Flag of Australia (converted).svg  Australia
Royal Australian Air Force
No. 21 Squadron RAAF
No. 24 Squadron RAAF
No. 25 Squadron RAAF (ex-Dutch)
No. 43 Squadron RAAF
No. 85 Squadron RAAF (ex-25 Sqn.)
No. 453 Squadron RAAF
No. 452 Squadron RAAF
No. 1 PRU RAAF (ex-Dutch, Photo Reconnaissance Unit)
Flag of Finland.svg  Finland
Finnish Air Force
No. 24 Squadron (1941–1944)
No. 26 Squadron (1944–1945)
Captured Dutch Buffalo displayed as a war trophy with Japanese roundels. Brewster F2A Buffalo.jpg
Captured Dutch Buffalo displayed as a war trophy with Japanese roundels.
Flag of Japan.svg  Japan
Captured Buffalos were repaired and test flown, both in Japanese markings, and – starring in recreated combat footage – in incorrect RAF markings.
Flag of the Netherlands.svg  Netherlands
Militaire Luchtvaart KNIL
Vliegtuiggroep IV, 3e Afdeling (3-VLG-IV: 3rd Squadron, IV Group)
Vliegtuiggroep V, 1e Afdeling (1-VLG-V)
Vliegtuiggroep V, 2e Afdeling (2-VLG-V, helped defend Singapore)
Vliegtuiggroep V, 3e Afdeling (3-VLG-V)
Flag of New Zealand.svg  New Zealand
Royal New Zealand Air Force
No. 14 Squadron RNZAF
No. 488 Squadron RNZAF
Flag of the United Kingdom.svg  United Kingdom
Royal Air Force
No. 60 Squadron RAF
No. 67 Squadron RAF (ex-60 Sqn., most pilots were RNZAF)
No. 71 Squadron RAF
No. 146 Squadron RAF (ex-67 Sqn.)
No. 243 Squadron RAF (most pilots were RNZAF)
Royal Navy Fleet Air Arm
711 Naval Air Squadron
759 Naval Air Squadron
760 Naval Air Squadron
804 Naval Air Squadron
805 Naval Air Squadron
813 Naval Air Squadron
885 Naval Air Squadron
Flag of the United States.svg  United States
United States Army Air Forces
5th Air Force, Australia (ex-Dutch)
United States Marine Corps
VMF-111, based at Camp Kearney, Calif.
VMF-112, based at Camp Kearney, Calif.
VMD-2
VMF-211, based at Palmyra Atoll
VMF-212, based at MCAS Ewa
VMF-213, based at MCAS Ewa
VMF-214, based at MCAS Ewa
VMF-221, used in Battle of Midway
VMF-222, based at MCAS Ewa
VMF-224
VMO-251
United States Navy
VF-2
VF-3
VF-9
VJ-5
VJ-6
VS-201
Training Units at NAS Pensacola and NAS Miami

Surviving aircraft and replicas

Replica of Lt. Gerard Bruggink's B-339C at the National Military Museum in Soesterberg, Netherlands Brewster B-339 Buffalo.jpg
Replica of Lt. Gerard Bruggink's B-339C at the National Military Museum in Soesterberg, Netherlands
Lauri Pekuri's FAF BW-372 at the Aviation Museum of Central Finland Brewster B-239 (BW-372) K-SIM 02.jpg
Lauri Pekuri's FAF BW-372 at the Aviation Museum of Central Finland

No American-spec F2A's have survived, but a few export models are known to exist. There is currently one extant complete Finnish B-239 (BW-372), a variant VL Humu (HM-671 at the Central Finland Aviation museum), and two static replicas - one in ML-KNIL markings and the other in U.S. Navy markings.

Finnish B-239 (serial no. BW-372) flown by Lt. Lauri Pekuri was damaged by a Soviet Hawker Hurricane and crashed in 1942 on Lake Big Kolejärvi, about 31 mi (50 km) from Segezha, Russia and was rediscovered in 1998.

The aircraft was transported to the National Naval Aviation Museum at NAS Pensacola, Florida, USA on 18 August 2004. In early 2008 the aircraft was sent to the Aviation Museum of Central Finland for the 90th anniversary of the Finnish Air Force. [78]

In addition to BW-372, the hood and fin of FAF BW-393 (credited with 41 kills) survive in a Finnish museum; FAF BW-372 is on display at the Keski-Suomen Ilmailumuseo (Aviation Museum of Central Finland). [78]

In July 2008, a static full-scale replica B-339C was completed by the Cradle of Aviation Museum in Long Island, New York. The aircraft carries the markings of an ML-KNIL fighter flown by Lt. Gerard Bruggink (two kills). It was built for the Militaire-Luchtvaartmuseum (Military Aviation Museum) at Soesterberg, the Netherlands. [78] [79] The Cradle of Aviation Museum houses a static full-scale replica/model F2A-2, carrying the markings of unit "201-S-13" from VS-201, aboard USS Long Island. [80]

In June 2012, divers discovered the partial wreckage of a Buffalo in shallow water just off Midway Atoll. The aircraft had been ditched during February 1942, after an aborted landing attempt in bad weather by 1stLt Charles W. Somers Jr., USMC (later Colonel, USMC Ret). [81] [82] Officials at the Papahanaumokuakea Marine National Monument, where the wreckage was found, have not decided whether to recover any of the parts or leave them in place. [83]

Specifications (F2A-3)

F2A-1 Buffalo Brewster F2A-1 Buffalo fighter.svg
F2A-1 Buffalo

Data from United States Navy Aircraft since 1911 [84]

General characteristics

Performance

Armament

See also

Related development

Aircraft of comparable role, configuration and era

Related lists

Related Research Articles

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Jacob van Helsdingen Dutch aviator

Jacob Pieter van Helsdingen was a pilot of the Royal Netherlands East Indies Army Air Force. Jacob and August Deibel were the most successful Dutch pilots on the Brewster F2A fighter. He was twice awarded the Military William Order for bravery in battle.

No. 243 Squadron was a flying squadron of the Royal Air Force. Originally formed in August 1918 from two flights that had been part of the Royal Naval Air Service, the squadron conducted anti-submarine patrols during the final stages of World War I. The squadron was later re-raised during World War II, operating initially as a fighter squadron in Malaya and Singapore during 1941–42. It was briefly disbanded just prior to the fall of Singapore, and was re-formed in mid-1942, again as a fighter squadron, and fought in the Tunisian and Italian campaigns in 1942–44, before being disbanded in October 1944. In 1945, after training on transport aircraft in Canada, the squadron moved to Australia where it operated in support of the British Pacific Fleet before disbanding in mid-1946.

Flying Officer Noel Callan Sharp, DFC was a New Zealand pilot of No. 488 Squadron RNZAF. Born in Auckland, New Zealand, Sharp worked as a bank clerk. He flew a Brewster Buffalo aircraft, recognizable by his personal nose art, a striking Chinese dragon motif painted on the fuselage under the cockpit windshield.

John F. Bolt U.S. Marine Corps ace of World War II and the Korean War; Navy Cross and Distinguished Flying Cross recipient; only U.S. Marine Corps jet aircraft flying ace

John Franklin Bolt was a naval aviator in the United States Marine Corps and a decorated flying ace who served during World War II and the Korean War. He remains the only U.S. Marine to achieve ace status in two wars and was also the only Marine jet fighter ace. He rose to the rank of lieutenant colonel during his military career.

Jorma Karhunen Finnish flying ace

Jorma Karhunen was a Finnish Air Force ace.

References

Notes

  1. The guns were mounted well aft, just ahead of the cockpit.
  2. By the fall of 1940 the Navy had witnessed the Chance-Vought XF4U-1 prototype (later to become the F4U Corsair) exceed 400 mph (644 km/h) in level flight with its huge Twin Wasp engine, an aircraft well ahead of anything in U.S. or Japanese naval air service.
  3. 11 F2A-1s had been delivered to the US Navy; 44 would go to the Finnish Air Force before orders for more were cancelled at the end of the Winter War.
  4. Contemporary of the Buffalo and renowned for its handling
  5. The Fiat G.50 had an all-out maximum speed of 301 mph (484 km/h) in level flight.
  6. High speed bomber air regiment
  7. Some sources claim two aircraft.
  8. Some sources quote this engine as producing 1,100 hp (820.3 kW) peak takeoff power; there may also have been alternate use of the Wright GR-1820-G102A, which was also rated for 1,100 hp (820.3 kW) engine.
  9. The initial rate of climb would be reduced with completely full petrol tanks. [10]

Citations

  1. "Brewster F2A "Buffalo" Fighters". United States Navy Naval History & Heritage Command. Archived from the original on 17 April 2001. Retrieved 23 September 2013. By the beginning of the Pacific War, the F2A, by then also known by the popular name "Buffalo", was passing out of carrier squadron service in favor of the F4F-3.
  2. 1 2 Wheeler 1992, p. 58.
  3. "Brewster F2A Buffalo". www.warbirdalley.com. The Doublestar Group. Retrieved 23 February 2015.
  4. Ethell 1995, p. 212.
  5. Neulen 2000, p. 217.
  6. 1 2 Stenman and Thomas 2010, p. 85.
  7. Ethell 1995, p. 213.
  8. 1 2 3 Boer 2006, p. 83.
  9. Theodore, Taylor. The Battle Off Midway Island. New York: Avon, 1982. ISBN   0-380-78790-3.
  10. 1 2 3 4 5 Lundstrom 2005, p. 12.
  11. 1 2 3 4 5 6 7 8 9 10 Ford, Dan. "The Sorry Saga of the Brewster Buffalo." warbirdforum.com, 2008. Retrieved: 6 September 2009.
  12. Shores 1971, p. 133.
  13. Baugher, Joe. "Brewster XF2A-1." U.S. Navy Fighter Aircraft: Brewster F2A, 25 December 1999. Retrieved: 8 March 2009.
  14. Maas 1987, p. 5.
  15. Enzo Angelucci, The American Fighter
  16. Launius, Roger D. "Chapter 2, New Facilities, New Designs (1930–1945)". history.nasa.gov. Retrieved 4 April 2018.
  17. West, Rick. "Pappy Boyington and the Buffalo: Interview of Pappy Boyington, October 1977." www.warbirdforum.com. Retrieved: 8 March 2009.
  18. Green, William; Swanborough, Gordon (2001). The Great Book of Fighters. MBI Publishing. ISBN   978-0760311943.
  19. Graham White 'Allied Aircraft Piston engines of WW II'
  20. Stenman and Thomas 2010, pp. 6–7.
  21. Stenman and Thomas 2010, p. 7.
  22. Ingersoll, Ralph (1940). Report on England, November 1940. New York: Simon and Schuster. p. 139.
  23. 1 2 Stenman and Keskinen 1998, p. 74.
  24. Stenman 2001, p. 27.
  25. Stenman 2001, p. 39.
  26. 1 2 Stenman and Thomas 2010, p. 10.
  27. 1 2 Maas, Jim. "Brewster F2A-1 & Model 239". clubhyper.com. Retrieved: 8 March 2009.
  28. Stenman and Thomas 2010, pp. 10–11.
  29. "Finnish Air Force Fighters 1939–1945 (Performance specifications)." geocities.com. Retrieved: 25 October 2010.
  30. 1 2 Lindberg, J. "Jorma "Joppe" Karhunen." Archived July 19, 2009, at the Wayback Machine Fighter Tactics Academy, January 2006. Retrieved: 10 August 2009.
  31. Ford. Dan (reprinted by Jarmo Lindberg). "Robert Winston and the Finnish Brewsters, 1940 (part 1)." warbirdforum.com, June 2008. Retrieved: 30 October 2010.
  32. "Ilmari Juutilainen". century-of-flight.net.
  33. Arena 1996, p. 483.
  34. Stenman and Keskinen 1998, p. 86.
  35. Stenman and Thomas 2010, pp. 11–12.
  36. Stenman and Keskinen 1998, p. 76.
  37. Neulen 2000, p. 208.
  38. Stenman and Keskinen 1998, p. 75.
  39. Stenman and Thomas 2010, pp. 83–84.
  40. Stenman and Thomas 2010, p. 84.
  41. Pacco 2003, p. 71.
  42. Stenman and Thomas 2010, p. 8."
  43. Brewster Buffalo NX56B
  44. "Some of the Belgian Brewster 339B Buffalo's in storage at La Pointe des Sables on the French island Martinique". belgian-wings.be. Retrieved 4 April 2018.
  45. Stenman and Thomas 2010, p. 8.
  46. 1 2 3 4 Rickard, J. "Brewster Buffalo in British Service." historyofwar.org, 27 June 2007. Retrieved: 6 September 2009.
  47. 1 2 Stenman and Thomas 2010, p. 44.
  48. Baugher, Joe. "Brewster Buffalo Mk I." U.S. Navy Fighter Aircraft: Brewster F2A,, 5 March 2003. Retrieved: 12 August 2010.
  49. "1/48 Brewster B-339 Buffalo Pacific Theater." Archived October 28, 2007, at the Wayback Machine tamiya.com. Retrieved: 10 September 2007.
  50. Gunston, Bill “The Illustrated Directory of Fighting Aircraft of World War II.” Salamander Books, 1988. ISBN   0-86288-672-4.
  51. Cull, Sortehaug and Haselden 2003
  52. Harper 1946, pp. 1–2.
  53. Stenman and Thomas 2010, p. 46.
  54. Huggins 2007, pp. 35–36.
  55. 1 2 3 4 Stenman & Thomas 2010, p. 67.
  56. 1 2 Dennis et al. 2008, p. 115.
  57. Wixey 2003, pp. 38–39.
  58. 1 2 3 Flores, Santiago A. "Notable Brewster Buffalo pilots in Southeast Asia, 1941–42." warbirdforum.com, 2008. Retrieved: 3 October 2007.
  59. 1 2 3 4 C O Lamp 2007, unspecified page
  60. 1 2 Stenman & Thomas, p.72.
  61. Stenman & Thomas 2010, p.74.
  62. 1 2 3 4 Stenman & Thomas, p.76.
  63. 1 2 3 4 Stenman & Thomas, p.77.
  64. Stanaway 1998, p. 9.
  65. Andriessen, Paul. "Brewster 339/439 in the East Indies." warbirdforum.com, 2008. Retrieved: 10 August 2009.
  66. 1 2 Wilson, Stewart (1994). Military Aircraft of Australia. Weston Creek, Australia: Aerospace Publications. p. 216. ISBN   1875671080.
  67. 1 2 3 4 "U.S. Marine Fighting Squadron VMF-221 Defends Midway." Archived October 11, 2008, at the Wayback Machine Pacific War Home Page. Retrieved: 10 August 2009.
  68. Moran 2011, p. 24.
  69. Stenman and Thomas 2010, p. 79.
  70. "James L. Neefus." Military Times Hall of Valor. Retrieved: 15 June 2011.
  71. "Photo #: 80-G-6170 picture data." Department of the Navy: Naval Historical Center. Retrieved: 22 May 2012.
  72. Steve Horn 2005, page 137.
  73. "Brewster F2A 'Buffalo'." Naval History and Heritage Command. Retrieved: 20 November 2010.
  74. 1 2 "'Brewster Buffalo Part 2." USMC Combat Reports via warbirdforum.com. Retrieved: 8 March 2009.
  75. "Brewster Buffalo, Part 1." USMC Combat Reports via warbirdforum.com. Retrieved: 8 March 2009.
  76. 1 2 Lundstrom 2005, p. 480.
  77. Stenman and Thomas 2010, p. 86.
  78. 1 2 3 4 Lindberg, Jarno. "Annals of the Brewster Buffalo." warbirdforum.com. Retrieved: 10 August 2009.
  79. "Netherlands Military Aviation Museum." Archived 2010-10-23 at the Wayback Machine militaireluchtvaartmuseum.nl. Retrieved: 16 June 2012.
  80. Maloney, Bill. "Cradle Of Aviation Museum: Brewster F2-A2 Buffalo." williammaloney.com, 16 August 2008. Retrieved: 26 January 2010.
  81. "Charles William Somers, Jr (1916–1992) - Find A..." www.findagrave.com. Retrieved 4 April 2018.
  82. "Charles Somers - Recipient - Military Times Hall Of Valor". valor.militarytimes.com. Retrieved 4 April 2018.
  83. Eckholm, Erik. "10 Feet below waters off Midway Atoll, a famous flying dud." The New York Times , 1 January 2013. Retrieved: 2 January 2013.
  84. Swanborough and Bowers 1976, p. 72.

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