Boomerang
A Boomerang fromNo. 5 Squadron RAAF
General information
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[1]
History
Manufactured	1942–1945
Introduction date	1943
First flight	29 May 1942
Developed from	CAC Wirraway

TheCAC Boomerang is afighter aircraft designed and manufactured in Australia by theCommonwealth Aircraft Corporation between 1942 and 1945. Approved for production shortly following theEmpire of Japan's entry into theSecond World War, the Boomerang was rapidly designed as to meet the urgent demands for fighter aircraft to equip theRoyal Australian Air Force (RAAF). It was the first combat aircraft designed and constructed in Australia.^[2]

Different variants of the Boomerang were manufactured under a series of corresponding production contract numbersCA-12,CA-13,CA-14 andCA-19. The aircraft supplied under each contract incorporated 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 was commonly used forground support duties, cooperating with Allied army units, in addition to secondary roles such asaerial reconnaissance andair sea rescue.

In the mid 1930s, some political leaders observed that both theEmpire of Japan andNazi Germany appeared to be preparing for war, which led to other countries commencing their own preparations.^[3]

In Australia, the nation's small domestic aircraft industry required substantial expansion and reorganization to produce modern combat aircraft in sufficient numbers. WhileTugan 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 theGovernment of Australia, three companies formed a joint venture, registered as theCommonwealth Aircraft Corporation (CAC), which had the goal of developing a self-sufficient aircraft industry.^[3] Other companies joined them, and Tugan Aircraft was taken over by the CAC.

The CAC planned both engine and aircraft manufacturing and testing facilities atFishermans Bend,Melbourne, purchasing tooling and equipment from manufacturers in both Britain and the United States.^[3] While the CAC initially pursued the development and production of theCAC Wirraway, a single-engine armed advanced trainer aircraft which was alicence-built version of theNorth American NA-16, the CAC later received substantial orders for large numbers of military aircraft, in particular fighters, to equip theRoyal Australian Air Force (RAAF).^[3] 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.^[3]

On 7 December 1941, thePacific War began with a series of unanticipated near-simultaneous attacks by Japanese forces againstPearl Harbor,Thailand,Malaya and thePhilippines. With Japan gaining control over vast areas of thePacific andSouth East Asia within just a few months, Australia was in a precarious position.^[3] Two Australian squadrons were stationed in Europe, and four squadrons inMalaya. Two of the Malayan squadrons were equipped withLockheed Hudson medium bombers, one with Wirraways as general purpose aircraft, and another with the lacklustreBrewster Buffalo fighter. There was a distinct need of a strong Australian fighter force at that time.^[3]

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.^[3] Meanwhile, companies in the United States possessed enormous aircraft manufacturing capacity, but their output was at this point being monopolized by theUnited States Army Air Forces (USAAF) andUnited 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 GermanU-boats and Japanese submarines.^[3]

While damaged USAAF fighters such as theCurtiss P-40 Kittyhawk andBell P-39 Airacobra in Australia's region could be rebuilt by Australian workshops and even loaned to RAAF units, they were not available in sufficient numbers.

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.^[3] The main challenge to this ambition was that fighter aircraft had never been manufactured 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.^[3] 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 theNorth American NA-16, and theBristol Beaufort bomber.^[4]

Overseas, the NA-16 had already become the basis of theNorth American NA-50 fighter, also known as the P-64, which had been used by thePeruvian Air Force in the 1941Ecuadorian–Peruvian War. Crucially, CAC's licence to manufacture the Wirraway already contained a clause allowing the design to be modified.^[4] 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.^[5]

Although British designers had reworked the twin-engined Beaufort into a successfulattack aircraft, theBeaufighter, this was not a suitable basis for the sought-after single-engine interceptor aircraft. Australian-made Beauforts used 1,200 horsepower (890 kW)Pratt & Whitney R-1830 Twin Wasp engines, which were made under licence at the CAC plant inLidcombe,Sydney.^[5] Another factor in favour of the engine was that it was already in use to power theGrumman F4F Wildcat fighters of the United States Navy, which helped make the Twin Wasp a logical choice to power the domestic fighter design.^[5]

Wackett promptly recruited designerFred David, an Austrian Jew who had recently arrived in Australia as arefugee. As David was technically anenemy alien, he had beeninterned by Australian immigration officials. He was well-suited to the CAC project, since he had previously worked forHeinkel in pre-Nazi Germany, and forMitsubishi andAichi in Japan.^[6][7] As a result of this past, David possessed an excellent understanding of advanced fighter designs, including theMitsubishi A6M ("Zero"), used by theImperial Japanese Naval Air Service, and theHeinkel He 112, a contemporary of theMesserschmitt Bf 109 used in small numbers by Axis air forces in Europe.

In December 1941, the management of CAC issued its authorisation to proceed with the detailed design of the new fighter aircraft.^[5] The aircraft, which had received the internal designation ofCA-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 mmHispano-Suiza HS.404cannons and four.303 machine guns.^[5]

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 favourably.^[8]

On 18 February 1942, the Australian War Cabinet authorised an order for 105CA-12 aircraft. Shortly after, the nameBoomerang was selected for the aircraft.^[5] The ordering of production aircraft had been made in advance of any prototype being produced ormaiden flight performed: the Boomerang had been effectively ordered 'off the drawing board'.

On 29 May 1942, the prototype Boomerang,A46-1, conducted itsmaiden flight from Fishermans Bend, flown by CAC pilot Ken Frewin.^[9] 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 manoeuvrable.^[10]

An issue with engine cooling was encountered, which led to a revision of the oil cooler intake and the addition of aspinner to the propeller uponA46-3 onwards.^[9] On 15 July,No. 1 Aircraft Depot (1 AD) of the RAAF formally received A46-1 (bu. no.824) from CAC.^[10]

Comparison flight tests were undertaken by 1 AD, pitting the CA-12 against aBrewster Buffalo (A51-6) that had been lightened and re-weighted to approximate the flight characteristics of a Zero, as well as aCurtiss P-40E/Kittyhawk Mk I (A29-129) and aBell P-400/Airacobra Mk Ia (BW127). It was found that the Boomerang was faster in level flight than the Buffalo, although the Buffalo out-manoeuvred it.^[10] The Boomerang was superior in armament, with two 20 mm cannon and four.303 calibre (7.7 mm) machine guns, all mounted in the short, thick wings. Its pilots were better protected, with generous armour plating, than Japanese fighter pilots.^[11]

While the CA-12 was lively at low level, its performance fell away rapidly above altitudes of 15,000 ft (4,600 m). 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 theJapanese Army'sNakajima Ki 43 ("Oscar"). Similarly, the best European fighters were reaching almost 350 knots (650 km/h), and even relatively sluggish contemporary fighters – like theGrumman F4F Wildcat and the Curtiss Kittyhawk Mk I – were substantially faster than the Boomerang.^[11]

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. In June 1943, manufacturing work upon the original order for 105 CA-12s was completed.^[12] 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 were retrofitted onto early production models at operational bases as well.^[12]

In the face of difficulties experienced by CAC in the development of theCAC 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.^[13] These additional 145 aircraft were manufactured in four distinct versions, theCA-13, theCA-14,CA-14A andCA-19.^[14] 95CA-13s and 49CA-19s, were completed. One prototype of the supercharged BoomerangCA-14 and its modifiedCA-14A form were produced.^[15] In February 1945, the final Boomerang to be manufactured,A46-249, a CA-19 model, was completed.^[13]

During the flight testing phase of development work upon the initial CA-12 model, CAC began work upon a new variant which featured performance improvements in terms of speed, climb and ceiling.^[15][16] DesignatedCA-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 authorised use of the 1,850 hp (1,380 kW)Pratt & Whitney R-2800, which was available from the CAC factory in Lidcombe.^[16] Due to the layout of the Boomerang's compact fuselage, the supercharger for the engine was installed in the rear fuselage. A new three-bladedvariable pitchCurtiss-built propeller was also initially adopted.^[17]

The significantly greater weight of this powerplant made undercarriage failure a significant risk.^[16] The R-2800 engine was later intended to be used on the Boomerang's successor, theCAC CA-15 "Kangaroo". CAC eventually returned to the Twin Wasp, to which it added a General Electric B-2turbo-supercharger mounted inside the rear part of the fuselage, new propeller gear, ageared cooling fan (influenced by intelligence reports from Europe regarding captured GermanBMW 801 twin-row radial engines, which were used by theFocke-Wulf Fw 190A) and a larger, squared-off tailfin and rudder.^[16][17]

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.^[16] Testing of the later Boomerang variants found that they compared favourably, under some conditions, with theSpitfire Mk V, as well as early variants of theRepublic Thunderbolt (P-47) andNorth American Mustang (P-51).^[16] By that time, the Spitfire had filled the interceptor role, and CAC was on the verge of commencing the manufacture ofMustangs under licence to fill the bomber escort, air superiority and close air support roles.^[16] The CA-14 never entered production.^[17]

The Boomerang was a small single-enginemonoplane fighter aircraft, designed with an emphasis on high manoeuvrability. 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 Waspradial engine, which drove a three-bladed Hamilton Standard Hydromaticpropeller, license-built byde Havilland.^[9] The engine was closely cowled, with an air scoop fixed to the upper side for thecarburetor, and another fitted to the lower side for the oil cooler.^[9] Fuel was divided between one fuselage-housed 70-imperial-gallon (320-litre)self-sealing fuel tank and a pair of 45 imp gal (200 L) tanks within the center section of the wing.^[12]

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, aluminium-framed fuselage, strengthened to withstand combat stresses, and an original centre section.^[12] The low-mountedcantilever wing consisted of five sections: a central section, a pair of outer sections, and two detachable wing tips; the outer sections had a swept-backleading edge along with a straighttrailing edge.^[9] The wing used a singlespar and astressed skin construction, along with fabric-coveredailerons, aluminiumtrim tabs and split trailing edgeflaps. The mainundercarriagehydraulically retracted into wheelwells forward of the main spar.^[12]

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.^[12] Common to many of the latest fighters at the time, the Boomerang was equipped withautomatic cannons; as no such weapons had previously been manufactured in Australia, a pair of British-madeHispano-Suiza 20 mm were used.^[12] Allegedly, an example which an Australian airman had collected as a souvenir in the Middle East wasreverse-engineered.^{[citation needed]} Other armament fitted included fourBrowning .303 machine guns, with provision for up to four 20 lb smoke bombs; all of these were mounted within the wings.^[12]

On 19 October 1942, CA-12A46-6 (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 toNo. 2 OTU, from 1 AD.^[10][17] 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.^[17]

No. 83 Squadron became the first fighter unit to receive Boomerangs, when several were delivered to replace Airacobras at Strathpine Airfield inStrathpine, Queensland on 10 April 1943.^[10] A few weeks later, CA-12s were also received by a frontline air defence unit,No. 84 Squadron which was stationed onHorn Island Airfield, inTorres Strait. The third Boomerang fighter unit,No. 85 Squadron, like No. 83 Squadron, was performing home defence duties, atRAAF 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 threeMitsubishi G4M 'Betty' bombers and opened fire upon them at 250 yards, resulting in little apparent damage and the enemy's withdrawal.^[18] On the evening of 20 May 1943, Flight LieutenantRoy Goon became the first Boomerang pilot toscramble on the Australian mainland against Japanese bombers.^[10] Goon, part of a No. 85 Squadron detachment atRAAF Learmonth, nearExmouth, Western Australia, undertaking air defence of the Allied naval base atExmouth Gulf (codenamed "Potshot"), took off to intercept Japanese bombers.^[19] After Goon had sighted them, the bombers dropped their payloads wide of their target and left the area.^[10] The majority of standing patrols were uneventful.^[18]

No. 84 Squadron had been deployed to aUS Army Air Forces bomber base onHorn 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.^[20] The squadron was only modestly successful in this role. 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 them.^{[citation needed]} 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 defence operations, No. 84 also provided cover for all shipping in the area during this time, including within 20 miles ofMerauke,Papua Province.^[18]

While the Boomerang was never recorded by the RAAF as having destroyed any enemy aircraft, the type proved to be more useful as a lightground attack aircraft used by Army co-operation squadrons, often replacing the lightly armed Wirraway in this role.^[18] In this vital mission, the Boomerang directly contributed to the extensive ground war in the jungles of theSouth West Pacific theatre, which was often characterised 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.^[18] The aircraft was also used for artillery spotting, aerial supply drops, tactical reconnaissance, and anti-malarial spraying.^[18]

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 armour-plating and a wood and aluminium airframe that could withstand significant battle damage. Some of the aircraft were shot down, including two fromfriendly fire by US forces, and many were damaged during accidents while landing, often because the Boomerang was prone toground looping.^[10][18]

No. 4 Squadron andNo. 5 Squadron flew Boomerangs in New Guinea, theSolomon Islands Campaign andBorneo Campaign, also in the close support role, with marked success.^[21] 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 andRoyal New Zealand Air ForceCorsair fighter-bombers during theBougainville Campaign was said to be particularly effective.^{[citation needed]}

On 15 August 1945Japan 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.^[1]

No. 8 Communications Unit operated a number of Boomerangs to assist withair-sea rescue operations in New Guinea.^[22]

The sole CA-14A was used for research by No. 1 Aircraft Performance Unit RAAF, and was also seconded to theBureau of Meteorology for a period after the war ended.^[10]

CA-12 (Mark I)

The first single-seat fighter version, 105 built.^[23]

CA-13 (Mark II)

Improved version of the CA-12, 95 built.^[23]

CA-14

One aircraft fitted with a turbo-supercharged engine; did not enter production. Serial number A46-1001.^[23]

CA-14A

The CA-14 prototype was later modified to have a square tail and rudder.^[23]

CA-19

Tactical reconnaissance variant with a single vertical camera in the fuselage; 49 built. Serial numbers: A46-201 to A46-249.^[23]

 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

• A46-30 – CA-12 on static display at theRAAF Museum inPoint Cook.^[24][25]
• A46-63 – CA-12 airworthy with Boomerang Aviation Pty ofMile End South, South Australia.^[26] It first flew again on 26 June 2009. The restoration includes the provision of a passenger seat.^{[citation needed]}
• A46-77 – CA-12 under restoration to airworthy with Rotorworks Pty Ltd inMareeba.^[27]
• A46-89 – CA-12 under restoration to airworthy with Ian Baker in Sydney.^[28][29]
• A46-90 – CA-12 under restoration to airworthy with Ian Baker in Sydney, New South Wales.^[30][29]
• A46-122"Suzy Q" – CA-13 airworthy at theTemora Aviation Museum inTemora, New South Wales.^[31][32][33] Ownership was transferred to the RAAF in July 2019^[34] and it is operated by the Temora Historic Flight of theAir Force Heritage Squadron.^[35]
• A46-139 "Phooey" Airworthy, private owner based in Belgium(Registration N32CS out of Antwerp), this aircraft was rebuilt out of several airframes.
• A46-140 – CA-13 under restoration to airworthy with Ian Baker in Sydney, New South Wales.^[36][29]
• A46-147"Zoot" – CA-13 under restoration to static with Nick Knight inHoppers Crossing.^[37]
• A46-206"Milingimbi Ghost" – CA-19 on static display at the Museum of Australian Army Flying inOakey, Queensland. It was previously owned by Lynette Zuccoli inToowoomba.^[38]
• 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.^[39][40][41]

Data fromThe Great Book of Fighters and The Commonwealth Boomerang.^[42][1]

General characteristics

• 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

Performance

• 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)

Armament

• Guns:
  
  • 2 × 20 mm (0.787 in)Hispano or CACautocannons
  • 4 × 0.303 in (7.7 mm)Browning machine guns
• Bombs: provision for a bomb, when the large ventral drop tank was not carried

External videos
Narrated video of a CAC Boomerang performing a flight display in New Zealand

Related development

• CAC Wirraway

Aircraft of comparable role, configuration, and era

• Bloch MB.150
• Brewster F2A Buffalo
• Curtiss P-36 Hawk
• Curtiss-Wright CW-21
• FFVS J 22
• Mitsubishi A6M Zero
• Nakajima Ki-43
• North American P-64
• VL Myrsky
• Polikarpov I-16
• Vultee P-66 Vanguard

Related lists

• List of aircraft of the Royal Australian Air Force
• List of aircraft of World War II
• List of fighter aircraft

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• Australian National Aviation Museum: CAC CA-12 Boomerang A46-25
• CAC Boomerang

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