French Air Forces in the Pacific War (1939-1945)

Introduction
French Pacific possessions in 1939 were the large territory of French Indochina (now Laos, Cambodia and Vietnam), New Caledonia and French Polynesia. The French Air Forces in the Pacific at that time had aircraft based in Indochina and possibly one or two in New Caledonia, although I have not been able to confirm that positioning as yet.

When Germany occupied France in mid 1940 the rump French Government signed a treaty with Germany, and directed its overseas territories to support the Axis war efforts, wherever they might be. This rump Government became known as the Vichy Government.

Gradually most of these overseas territory French Vichy Governments rebelled against their political masters and established Free French Governments, which instead supported allied efforts in the war. New Caledonia changed its administration from Vichy to free French in early 1941, but French Indochina remained under Vichy Administration until well into 1945.

Consequently the Vichy French forces in French Indochina generally supported Japanese military efforts, although there were under-currents of Free French feelings and a degree of co-ercion involved in complying with Japan interests. This period was a time of considerable moral uncertainty for the France Military, either to support the Vichy government (and the Axis forces) or the Free French and Charles De Gaulle. One experienced survivor remarked “It was not a matter of doing ones duty; but rather of knowing what ones duty was”.

Colours
Their colors were the French roundel with a blue centre, white mid section and a red outer ring. Vichy Air Forces were directed as well to paint a horizontal white strip on their rear fuselage and to add a further white outer circle to their roundel and it seems that this direction was generally adhered to for most Vichy Forces

Air Wars
Vichy French Indochina vs Japan (1) (1940)
In 1940 Japan and French Indochina signed an agreement, allowing access for Japanese Forces into Tonikin (North Vietnam). This agreement was negotiated by Japan to improve their access into China, against whom they were at war. However, Japanese Military Commanders had wider visions than their diplomats and Japanese Forces also entered into specific areas of Indochina in the north for which there was no formal agreement. This lead to military action between Indochina and Japan on the ground and also involved aircraft battles and air raids. The Japanese Air Forces were larger in plane numbers, and more modern than the Vichy Air Forces. Japan had access to relatively modern Army Ki 27 and Navy A5M (precursors to the Oscar and Zero); while the French had only a very few modern aircraft including some Monane M.S. 406 fighters and three twin engine Potez 631s. Their Bombers also included 4 heavy Farman F221 and 3 medium Potez 540s. However the main Vichy aircraft were 1920s era biplanes such as Potez 25s.

There was a Naval Escadrillie (Squadron) equipped with a few seaplanes as well. These were essentially based on Naval ships on an individual basis.

The Vichy Air Forces used their air fleet for reconnaissance and for limited ground attacks on Japanese forces. The Japanese air forces were used for the same purposes and for bombing as well. On 25th September 1940 there was a limited air battle. Score 1.1 (1 x Potez 25 and 1 K1 27). The next day there was a further Vichy claim (K1 21). Shortly afterwards the military action died down and temporary diplomatic agreements were reached. An uneasy truce existed.

Vichy French Indochina Vs Siam (Thailand) (1940-41)
Thailand in the late 1930s was a relatively strong country reasonably well equipped with aircraft and other war material. In the previous century, they had lost a number of provinces to their south, in the area administered by Vichy Indochina and this had left a sense of resentment. Their aircraft were a mixture of Japanese planes, including Oscars and Nates, Sallys and some older trainers. They also had American Curtiss Hawk 75s, Hawk 111s Vought Corsair V-100 biplanes and some Martin 193W bombers (B-10s) as well as Harvards used for training purposes. Taking advantages of the strife between French Indochina and Japan, Thailand invaded Indochina. On December 9th 1940 a Thai Corsair shot down a Vichy aircraft. Over the next few days more aerial combat occurred, with French claims of a Hawk 111 and a Corsair. Both countries carried out bombing raids on each others territory. On January 11th the Thai Air Force attacked in some strength, and the Vichy defenders were able to claim two further shoot downs. Later combat the same day saw three fighters and a bomber claimed by French Indochina for two French losses. An armistice was signed on January 31st under Japanese supervision. Most commentators record 4 Vichy victories for one (or two). Thai victories; but the actual Vichy victories seem now to be a little higher.

Vichy French Indochina vs Japan (2) (1942-45)
In January 1942 the Japanese shot down 2 Morane MS. 406s, mistaking them for AVG P40s.

Vichy French Indochina vs the AVG, the Chinese Air Force & the 14th USAAF 1942-45
The AVG made raids over Indochina, escorting Chinese (Russian made) Bombers (SB-3s) to attack Japanese air fields at Hanoi in January 1942. Further AVG raids were made in May 1942 before the AVG ceased operations in June 1942 but no aerial victories were claimed by the AVG Japanese A.A shot down some AVG pilots however.

The Vichy Air Forces acted generally in support of the Japanese military authorities. French Indochina was bombed and otherwise attacked by the A.V.G. and later by the air forces of both the American and Chinese Governments. The Japanese Army allowed the French Administration to remain in place, but the country was, especially in the north, a puppet client of Japan.

When Japanese planes sunk the HMS Repulse and Prince of Wales, Vichy Air Force mechanics serviced the Japanese planes that were flying on this raid.

For a good portion of the war allied (Dutch, British American and Chinese) soldiers and airmen who arrived in French Indochina by mischance were handed over by French authorities to the Japanese forces, whereupon most were executed. This handover policy did change later in the war.

On 14th December 1942, Bruce Holloway (76 FS, 23FG) promoted to Lieutenant Colonel the same day, wrote “Went to Hanoi with six bombers, 14 P40s and four P-43s” ….. I saw an old French biplane going towards Hanoi at low altitude. The Chinese intelligence stated the other day that the Japanese are not allowing the French to fly anymore, so I didn’t hesitate about shooting this airplane down. Turned around and dived on the old crate – one short burst tore it up and set off the gasoline. It made a good blaze. One man bailed out and I watched him land in the river” Holloway shot down another French biplane a week later.

French Air Fleet Composition and Numbers
1939-45 The French air fleet in French Indochina was made up largely of the Armee De l’Air, with some naval aircraft as well (Aeronautique Navale.). In May 1940 the Armee de l’ Air had –

Potez 25 x 32 (1920s biplane)
Farman 221 x 4 (long range heavy bomber)
Potez 542 x 6 (medium bomber)
Loire 130 x 8 (recon and rescue seaplane)

By September 1940 these numbers had diminished somewhat, but had also been strengthened by the acquisition of 16 modern Morane Saulnier 406 (only partially armed) and 3 Potez 631s, all of which were confiscated by the Vichy authorities from shipments bound for China.

The Aeronautique Navale had 3 Loire 130 and 3 G.L. 382 (all seaplanes).

After the war with the Thais; the Vichy Air Force had approximately 63 serviceable planes, including 14 Morane 406s left in service.

A year later, at the end of 1942, only 44 planes remained in flyable condition. Attrition and further combat with the 14th United States Air Force served to reduce this number still further over the next 3 years.

Post War Aircraft
A more modern French Air Force in Indochina was established with United States equipment at the end of the war. These aircraft was used to deal with national uprisings in various parts of French Indochina. Some interim use was made of Japanese Aircraft left in the country at the close of hostilities. They included a number of Oscars (and one Dinah) used by the French Air Forces for a limited period, while the Fleet Air Arm made some use of several Jakes and one Rufe sea plane to support their Catalinas.

Conclusion
The French Air Forces in the Pacific were centred around French Indochina. These Air Forces fought initially against the Japanese Air Force, the Thais and later on against the AVG, the Chinese and 14th Air Force. Their equipment was mostly obsolete and not upgraded during the war, except for some M.S Marine 406s which were taken from a confiscated shipment bound for China. Even these planes were not fully armed as the 20mm canon they were normally supplied with, were not seized with the rest of the shipment, consequently limiting their effectiveness. It is possible that some Vichy airmen flew Japanese planes, considerable numbers of which was based in French Indochina during the war years.

written by : John Douglas

T34, The Masterpiece from East

The T34 tank was developed by the Russians both before and during World War Two. The T34 revolutionised the way tanks were designed and made. Close up in battle, the T34 proved to be more than a match for the powerful Tiger tank. The T34 combined developments from both America and, ironically, Germany.
In 1931, the Russians purchased two American Christie tanks. The suspension system found on the Christie was incorporated into the T34. It was powered, in general, by a 500-horsepower V-type diesel engine developed from a BMW diesel engine.
The first prototype of the T34 was completed in early 1939. In September 1940, the T34 went into production armed with a 76mm gun. The T34 was accepted for service before official trials had been completed. It was made at six different factories and more T34’s were made than any other tank in World War Two.
The T34 was a very cramped tank as little consideration had been given to the comfort of the crew. The T34 was also considered to be a noisy tank and could be heard from a distance of 450 to 500 metres, thus giving the Germans an early warning as to their whereabouts.
The great value of the T34 was its simple design which made it easy to manufacture and easy to repair. The T34 was also reasonably light while its water-cooled engine made an engine fire rare and increased the distance at which a T34 could operate. The speed of the T34 was also a major advantage over German tanks. The average top speed of German tanks was 25 mph while the T34 had a top speed of 32 mph. Its sloped armour also gave the T34 a very good defence against German shells.
The Russians could afford to lose many T34’s in battle as their factory system allowed for the building of thousands of them. Whereas German factories were bombed by the Allies, the T34 factories based deep in the Ukraine were relatively free from German bombing. When factories were damaged by German bombing, other factories were simply ordered to step up their production to make up the shortfall.
The T34 was later equipped with an 85 mm gun to allow it to compete with the Tiger tanks on the eastern front. Later versions were also given better armour. The T34/85 had a flatter turret, making a smaller target – an innovation that was copied in many tanks after the war.

A6M Reisen AKA ZERO

The most famous Japanese aircraft of the Second World War is undoubtedly the Mitsubishi A6M Zero-Sen fighter, code named Zeke by the Allies but more popularly known by its Japanese name of Zero. Built as a land-based, carrier borne and even as a seaplane, the Zero was truly a fantastic plane. The plane was designed by Mitsubishi to a 1937 Navy specification for a carrier aircraft. It first flew on 1 April 1939 but was no April Fool. Mitsubishi and Nakajima built 10,937 of the Zero.
The Zero was armed with various guns, but a common setup was two 20mm cannons in outer wings, two 12.7mm guns in the fuselage. After the Battle of Midway, the new Grumman F6F Hellcats and Vought V-166B F4U Corsair (possibly the greatest combat aircraft of all time) of the US Navy finally took control of the air. The Zero - allied code-name "Zeke" - was remarkable in being the first carrier-based fighter to outperform its land-based equivalents. The result was a small, lightly built aircraft with outstanding manoeuvrability. As it was first produced in 1940 - the Japanese year 5,700 - it became popularly known as the "Zero-Sen" ("Type 00 Fighter"). At Midway many pilots were lost aboard the four Japanese carriers, which were set ablaze by the US dive-bombers. In the protracted and bitter Guadalcanal campaign losses of aircrew mounted, and as the quality of Japanese pilots correspondingly declined Allied aircraft achieved increasing success against the Zero.
Mitsubishi desperately tried to design more effective versions, but improvements were generally modest and the Zero was never again, after 1943, able to fight on equal terms with the best Allied aircraft. However, the A6M6c equipped with the combat-boosted Sakae 31 engine, and the A6M8c equipped with 1,560 hp Kinsei 62 engine, were in 1945 able to give considerable trouble to the F4F and FM Wildcats operating from US escort carriers.
At the Battle of the Philippine Sea 220 or so of the Japanese Mobile Fleet's 430 carrier aircraft were Zeros - many of them operating as bombers. A6Ms were again in action at Leyte Gulf, mainly as attack aircraft, and from October 1944 until the end of the War Zeros were employed in hundreds of kamikaze attacks on American shipping.




Powerplant:
Nakajima NK1C Sakae 12 925 hp 14 cylinder radial
Dimensions:
Length 9,06 m. height 2,92 m. wing span 12 m.
Weights:
Empty 1,680 kg operational 2,410 kg
Performance:
Maximum speed 509 km/h service ceiling 10,300 m. range 3,110 km
Armament:
Two 20 mm cannon, two 7.7 mm machine guns, two 60 kg bombs

DUKW, Duck

The DUKW was designed by Rod Stephens Jr. of Sparkman & Stephens Inc. yacht designers, Dennis Puleston, a British deep water sailor, and Frank W. Speir, an ROTC Lieutenant out of MIT.[2] Developed by the National Defense Research Committee and the Office of Scientific Research and Development, it was initially rejected by the armed services. When a United States Coast Guard patrol craft ran aground on a sandbar near Provincetown, Massachusetts, an experimental DUKW happened to be in the area for a demonstration. Winds up to 60 knots (110 km/h), rain, and heavy surf prevented conventional craft from rescuing the seven stranded Coast Guardsmen, but the DUKW had no trouble, and the military opposition melted. The DUKW would later prove its seaworthiness by crossing the English Channel.

The DUKW prototype was built around the cab over engine (COE) six-wheel-drive military truck GMC ACKWX (a COE version of the GMC CCKW), with the addition of a watertight hull and a propeller. The final production design was based on the CCKW. The vehicle was built by the GMC division of General Motors (called Yellow Truck and Coach at the beginning of the war). It was powered by a GMC Straight-6 engine of 270 in³ (4.416 L). The DUKW weighed 7.5 tons and operated at 6.4 mph (10 km/h) on water and 50-55 mph (80 km/h) on land. It was 31 feet (9.3 m) long, 8.25 feet (2.4 m) wide, and 8.8 feet (2.6 m) high with the folding-canvas top up. 21,137 were manufactured.[1] It was not an armored vehicle, being plated with sheet steel between 1/16" and 1/8" thick to minimize weight. A high capacity bilge pump system kept the DUKW afloat if the thin hull was breached by holes up to 2" in diameter.

The DUKW was the first vehicle to allow the driver to vary the tire pressure from inside the cab, an accomplishment of Speir's device. The tires could be fully inflated for hard surfaces such as roads and less inflated for softer surfaces—especially beach sand. This added to the DUKW's great versatility as an amphibious vehicle. This feature is now standard on many military vehicles.

Service history

The DUKW was supplied to the US Army, US Marine Corps and Allied forces. 2,000 were supplied to Britain under the Lend-Lease program[3] and 535 were acquired by Australian forces.[4] 586 were supplied to the Soviet Union, becoming the basis for the BAV 485 (see Developments).

The DUKW was used in landings in the Mediterranean, Pacific, on the D-Day beaches of Normandy, Operation Husky, and during Operation Plunder.

After World War II, reduced numbers of DUKWs were kept in service by the United States, Britain, France and Australia with many more stored pending disposal. Australia transferred many to Citizens Military Force units.

The US Army reactivated and deployed several hundred DUKWs at the outbreak of the Korean War with the 1st Transportation Replacement Training Group providing crew training. DUKWs were used extensively to bring supplies ashore during the Battle of Pusan Perimeter and in the amphibious landings at Inchon.

Ex-US Army DUKWs were transferred to the French military after World War II and were used by the Troupes de marine and naval commandos. Many were used for general utility duties in overseas territories. France deployed DUKWs to French Indochina during the First Indochina War. Some French DUKWs were given new hulls in the 1970s with the last being retired in 1982.

Britain deployed DUKWs to Malaya during the Malayan Emergency of 1948-60. Many were redeployed to Borneo during the Indonesia–Malaysia confrontation of 1962-66. The Royal Marines still use a small number of these vehicles for training purposes in Scotland.

Grumman F4F Wildcat

One of the first monoplanes to fly from U.S. carrier decks, the Grumman naval fighter became one of the most successful, in the hands of Butch O'Hare, Joe Foss, Marion Carl, and other great pilots. Grumman's stubby, rugged fighter held the line against the Zeros in the early air battles over Guadalcanal and in the 1942 carrier battles of the Coral Sea, Midway, and the Eastern Solomons.
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In pure performance, the Zero outclassed the F4F, but with its tough construction and well-trained pilots using appropriate tactics, the Wildcat prevailed. Later in the war, the FM-2, an Eastern-produced version of the Wildcat, flew from escort carriers.
DevelopmentIn 1936, the US Navy published a requirement for a carrier-based fighter, While the Navy first selected the Brewster F2A Buffalo, it authorized Leroy Grumman's Bethpage, Long Island company to build one prototype, the XF4F-2, as an alternative. Experienced builders of carrier planes, the Grumman designers planned the Wildcat for the challenging take-offs and landings on small, heaving carrier decks. With large wings, situated well forward on the fuselage, the plane had very high lift, permitted quick take-offs, slow landings, and excellent maneuverability. But high lift resulted in slower speed, which could only be improved with a more powerful engine.
Grumman test pilot Robert Hall first flew the XF4F-2 in September, 1937. Powered by a Pratt & Whitney R-1830-66 Twin Wasp, rated at 1,050 horsepower, it achieved 290 miles per hour in test flight. The XF4F-2 featured a cantilever wing set midway up the fuselage, all-metal construction, semi-monocoque construction, mill-riveted skin, four .50 caliber machine guns, and main wheels that retracted into the fuselage. Despite the F4F's speedy performance in a 1938 fly-off at Anacostia, the Navy went with the Brewster.
"On its own hook," Grumman improved the design further with the next prototype, the XF4F-3. The "dash Three" had the more powerful R-1830-76 P&W, larger wings, a better machine gun installation, and (ultimately) a higher-mounted tailplane. With a top speed of 335 MPH, it impressed the Navy, and 78 F4F-3 aircraft were ordered in August, 1939.
An export version of the F4F-3, powered by the Wright Cyclone R-1820, served with the British Fleet Air Arm (FAA), as the Martlet Mark I. Other Martlet versions included the Mark II, Mark III, and Mark IV. They served primarily on escort carriers in the Battle of the Atlantic. Among the notable achievements of FAA Martlet pilots was the downing of a four-engine Fw 200 Condor off Gibraltar in September, 1940.
In late 1940 the first F4F-3's arrived with US Navy Squadrons VF-7 and VF-41.
Based on British combat experience, the next version, the XF4F-4, incorporated:
folding wings
six machine guns (two more than in the F4F-3)
self-sealing gas tanks
armor
These add-ons made the "dash Four" heavier and slower than the previous version, which the pilots did not like. But the brass liked the more compact stowage of the folding wings, which enabled more planes to fit in a carrier.© Osprey Publishing Ltd,www.ospreypublishing.com
CombatBy the time of Pearl Harbor the Navy and the Marine Corps had 131 Wildcats in eleven fighting squadrons. At Wake Island, outnumbered the Marine fliers of VMF-211 fought a doomed battle against the Japanese invaders. Captain Henry T. Elrod of VMF-211, while flying an F4F-3, sank a Japanese destroyer, and subsequently lost his life in the land defense of Wake Island. For his combined actions in defense of Wake Island, he was posthumously awarded the Medal of Honor. In February, 1942, the US Navy struck back; carriers Enterprise, Lexington and Yorktown raided forward Japanese bases. When Lexington was sighted and Japanese Betty bombers came after her, Butch O'Hare shot down five of them in minutes. For this skillful heroism, which likely saved the carrier, O'Hare was also awarded the Medal of Honor.
At the Battle of Midway, the four Navy carrier-based Navy squadrons were still adjusting to the "dash Four" Wildcat. Seven F4F's joined the Buffalo-equipped VMF-221, based on Midway Island itself; the first Japanese air raid on the morning of June 4 decimated the squadron, and VMF-221 was out of the battle. Later that morning, the F4F fighting squadrons from Enterprise and Hornet escorted SBD's and TBD's, but did not provide effective cover for the strike planes when they approached the Japanese carriers. The Yorktown fighters, under Jimmy Thach, made more of an impact, and claimed five kills.
These Navy pilots didn't think all that much of the Wildcat. Jimmy Thach, quoted in Eric Bergerud's Fire in the Sky: The Air War in the South Pacific:
In connection with the performance of the Zero fighter, any success we had against the Zero is not due to the performance of the airplane we fly, but is the result of comparatively poor marksmanship on the part of the Japanese, stupid mistakes made by a few of their pilots and superior marksmanship and teamwork on the part of some of our pilots ... The deficiency not only prevents our fighter [the F4F] from properly carrying out its mission but it has had an alarming effect on the morale of the fighter pilots in the Fleet at this time and on those who are going to be sent to the Fleet.
© Osprey Publishing Ltd,www.ospreypublishing.com
Thach and his F4F pilots witnessed the awesome destruction of three carriers in five minutes by the American SBD dive bombers. Later that afternoon, Scott McCuskey and other VF-3 Wildcat pilots flew CAP over Yorktown when the Japanese struck back. Despite claiming 11 Vals, a few got through and crippled the flattop.
GuadalcanalWhen the U.S. forces invaded Guadalcanal in August, 1942, the big prize, the island's strategic importance, was an unfinished Japanese airstrip on the north side of the island. Later that strip would become Henderson Field. Days after the first infantrymen occupied the area, Marine Corps Wildcats landed. In the ensuing weeks and months, those stubby fighters protected the tenuous American hold on the island.
While bloody battles were fought on the ground at Guadalcanal, air power made the difference. Almost every day, Japanese Betty bombers and Zero fighters made the long flight from Rabaul to strike at Guadalcanal. Forewarned by the Coastwatchers and by radar, the F4F's of the "Cactus Air Force" would scramble in time to gain altitude, and then hit the Japanese raiders. In the first few weeks, Major John Smith's VMF-223 flew their Wildcats "into the ground."
The Wildcat was aptly named; it was tricky and unforgiving to fly. Its landing gear was not well-suited to the muddy and dusty conditions of Henderson Field. The controls could be mushy when maneuverability was most needed. There was no way to jettison the hood. The pilot's seat was cramped and too low for optimal visibility. It was not as agile as the Zero. Usually, the F4F pilots tried to zoom through the screening Zeros and go after the bomber directly. With altitude, they could adopt hit-and-run tactics; their rugged construction resisted the Japanese 7.7mm machine gun bullets.
The great Japanese ace Saburo Sakai described the Wildcat in the book Zero:
I had full confidence in my ability to destroy the Grumman and decided to finish off the enemy fighter with only my 7.7mm machine guns. I turned the 20mm. cannon switch to the 'off' position, and closed in. For some strange reason, even after I had poured about five or six hundred rounds of ammunition directly into the Grumman, the airplane did not fall, but kept on flying. I thought this very odd - it had never happened before - and closed the distance between the two airplanes until I could almost reach out and touch the Grumman. To my surprise, the Grumman's rudder and tail were torn to shreds, looking like an old torn piece of rag. With his plane in such condition, no wonder the pilot was unable to continue fighting! ... A Zero which had taken that many bullets would have been a ball of fire by now.
Through 1942 and the relatively less intense first half of 1943, the US Navy and Marine Corps relied, by necessity, on the F4F, and 46 of those pilots 'made ace' in the tough little Grumman. Starting in the sumer of 1943, the Hellcat and Corsair replaced the Wildcat in the Naval services' fighting squadrons.
The Eastern WildcatFrom very early in 1942, it became clear that Grumman would need to focus on the Hellcat program. As part of wartime cooperation, General Motors' Eastern Aircraft Division took over production of the Wildcat. Over the course of the war, Eastern turned out 1,151 FM-1's and 4,777 FM-2's (far more than Grumman ever produced).
At the Battle of Leyte Gulf, FM-2 pilots, flying from escort carriers, distinguished themselves in launching repeated attacks against the Japanese battlewagons, sometimes unarmed!
Top Wildcat Aces
Top USMC and USN Wildcat Aces
Kills
Medals
Squadron
Plane
Joseph Foss
26.0
MH
VMF-121
F4F
John L. Smith
19.0
MH
VMF-223
F4F
Marion E. Carl
18.5
NC
VMF-223
F4F
James E. Swett
15.5
MH
VMF-221
F4FF4U
Lt. Elbert McCuskey (USN)
13.5
NC
VF-3/VF-42/VF-8
F4F/F6F
Robert E. Galer
13.0
MH
VMF-224
F4F
William P. Marontate
13.0
-
VMF-121
F4F
Kenneth D. Frazier
12.5
-
VMF-223
F4F
Loren D. Everton
12.0
-
VMF-212
F4F
Harold W. Bauer
11.0
MH
VMF-212
F4F
Jefferson DeBlanc
9.0
MH
VMF-112
F4F
Stanley W. "Swede" Vejtasa (USN)
10.3
NC
VF-10
F4F
Whitey Feightner (USN)
9.0
-
VF-10/VF-8
F4F/F6F
Ralph E. Elliott (USN)
9.0
-
VC-27
FM-2
Edward "Butch" O'Hare (USN)
7.0
MH
VF-3
F4F

BREN ENGLISH MAIN LMG IN WW2

The Bren (from Brno, the Czechoslovak city of design, and Enfield, the location of the British Royal Small Arms Factory), usually called the Bren Gun, was a series of light machine guns adopted by Britain in the 1930s and used in various roles until 1991. While it is best known for its role as the British and Commonwealth forces' primary infantry light machine gun (LMG) in World War II, it was also used in the Korean War and saw service throughout the later half of the 20th century including the Falklands War and the 1991 Gulf War.

The Bren was a modified version of a Czechoslovak-designed light machine gun, the ZB vz.26, which British Army officials had tested during a firearms service competition in the 1930s. The later Bren featured a distinctive curved box magazine, conical flash hider and quick change barrel. In the 1950s the Bren was rebarrelled to accept the 7.62x51mm NATO cartridge. Although fitted with a bipod, it could also be mounted on a tripod or vehicle-mounted.

The Bren was replaced as the section LMG by the L7 general purpose machine gun (GPMG), a heavier belt-fed weapon. This was in turn supplemented in the 1980s by the L86 Light Support Weapon firing the 5.56x45mm NATO round, leaving the Bren only in use on some vehicles.

As of November 2007, the Bren is still manufactured by Indian Ordnance Factories as the "Gun, Machine 7.62mm 1B".^[1]

Service

In general, the Bren was considered a reliable and effective light machine gun, though in North Africa it was reported to jam regularly unless kept very clean and free of sand.^[2]

Its 30-round magazine was in practice usually filled with 28 or 29 rounds to prevent jams and avoid wearing out the magazine spring. Care needed to be taken with magazine loading to ensure that the .303 cartridge rims did not overlap the wrong way, causing a jam. The rounds had to be loaded the correct way, each round ahead of the previous round. There was also a 100-round drum magazine available for the Bren used in the anti-aircraft role.

The Bren was officially operated by a two man crew: a gunner to fire and carry the Bren, and a reloader to reload the gun and replace the barrel when it overheated—the latch in front of the magazine was rotated to unlock the barrel so that it could be replaced: the carrying handle was used to grip the hot barrel without risk of burning. The reloader carried extra ammunition and barrels. During wartime, however, the two-man crew concept was abandoned and the weapon was commonly operated by one man, the gunner (as depicted in the picture to the right).

The Bren had an effective range of around 600 yards (550 m) when fired from a prone position with a bipod. Initial versions of the weapon were sometimes considered too accurate because the cone or pattern of fire was extremely concentrated, resulting in multiple hits on one or two enemies, with other enemy soldiers going untouched. More than a few soldiers expressed a preference for worn-out barrels in order to spread the cone of fire among several targets. Later versions of the Bren addressed this issue by providing a wider cone of fire.^[2]

For a light machine gun of the interwar and early WWII era the Bren was about average in weight. On long marches in non-operational areas it was often partially disassembled and its parts carried by two soldiers. Writing about his experiences in the infantry during the Burma campaign,^[3] the author George MacDonald Fraser stated that one Bren gun was issued to each eight-man section. One soldier would be the gunner and another would be his 'number two', who would carry extra ammunition and the spare barrel and change magazines in combat. The top-mounted magazine vibrated and moved during fire, making the weapon more visible in combat, and many Bren gunners used paint or improvised canvas covers to disguise the prominent magazine.^[4]

Realising the need for additional section-level firepower, the British Army endeavoured to issue the Bren in great numbers, with a stated goal of one Bren to every four private soldiers.^[2]

On occasion, a Bren gunner would use his weapon on the move supported by a sling, much like an automatic rifle, though generally the Bren was fired from the prone position using the attached bipod.^{[citation needed]} Each British soldier's equipment normally included two magazines for his section's Bren gun, and every man would be trained to fire the Bren in case of an emergency, though these soldiers did not receive a Bren proficiency badge.^{[citation needed]}

The Bren was also used on many vehicles as well, including Universal Carriers to which it gave the alternative name "Bren Gun Carrier", on tanks, and armoured cars. However, on tanks it was not used in the co-axial role but on a pintle mount. The co-axial requirement was filled by the Vickers or the BESA, the latter being another Czech machine gun design adopted by the British.

It was popular with British troops who respected the Bren for its reliability and combat effectiveness. The quality of the materials used would often ensure minimal jamming. When the gun did jam or had some foreign object stuck in it, the operator could adjust the four-position gas regulator to feed more gas to the piston increasing the power to operate the mechanism. It was even said that all problems with the Bren could simply be cleared by hitting the gun, turning the gauge, or doing both. Note that the barrel needed to be unlocked and slid forward slightly to allow the regulator to be turned.

The Bren's direct ancestor, the Czechoslovak ZB vz. 26, was also used in WWII by German forces, including units of the Waffen SS. Many 7.92 mm ZB light machine guns were shipped to China where they were employed first against the Japanese in WWII, and later against UN forces in Korea, including British and Commonwealth units. Some ex-Chinese Czech ZB weapons were also in use in the early stages of the Vietnam conflict.

The production of a 7.92 mm round model for the Far East was made by Inglis of Canada.

With the British Army's adoption of the 7.62 mm NATO cartridge, the Bren was re-designed to 7.62 mm calibre, fitted with a new barrel and magazine, and continued in service. It was redesignated as the L4 Light Machine Gun and continued in British Army service into the 1990s. The change from a rimmed to rimless cartridge and nearly-straight magazine improved feeding considerably, and allowed use of 20-round magazines from the 7.62 mm L1A1 Self Loading Rifle. The conical flash hider was also lost in the transition, being replaced by the slotted type similar to that of the contemporary L1 rifle and L7 General Purpose Machine Gun.

The magazine from the 7.62 mm version of the L4 also fitted the L1A1 however the magazine spring was not up to the task of providing enough upward pressure to feed rounds correctly.

Completion of the move to a 5.56 mm NATO cartridge led to the Bren/L4 being removed from the list of approved weapons and then withdrawn from service. The fact that Bren guns remained in service for so many years with so many different countries in so many wars says much about the quality of the basic design.

The Mark III Bren remains in limited use with the Army Reserve of the Irish Defence Forces, although in most units it has been replaced by the 7.62 mm FN MAG (GPMG). The weapon was popular with the soldiers who fired it (known as Brenners) as it was light, durable and had a reputation for accuracy. The most notable use of the Bren by Irish forces was in the Congo during the 1960s, when the Bren was the regular army's standard section automatic weapon.

OPERATION BODENPLATTE 1-1-1945, LAST LUFTWAFFE MAJOR AIR RAID

The Luftwaffe units assigned to attack many Allies airfields at 1-1-2008, famously called "Operation Bodenplatte". One of this airfield, Asch with no exception have attackedby the I, II, & III Gruppen of Jagdgeschwader 11, Commanded by Oberstleutnant Gunther Specht, leader of the entire Geschwader. The 3 Gruppen of JG11 were stationed at Darmstadt-Griesheim, Gross-Ostheim and Zellhausen all southwest of Frankfort. 65 FW190's and Me109's of the three gruppen of JG11 took off from their respective bases just before 8:30am and formed up over Aschaffenburg, Joining with two Ju188 pathfinders and headed for Asch. Radio silence and low altitude were the order of the day.

So secret was Operation Bodenplatte that the Germans own ground forces were not notified of the large formations of German fighters that would be flying overhead. This resulted in at least one casualty for the JG11 as they were assaulted by friendly fire on their way to Asch. Credit must be given to the German pilots for not breaking radio silence to call off the ground fire. On the return trip several more JG11 and many other German fighters fell to friendly fire before the German guns could be called off.
As the JG11 approached Asch, 8 P47's of the 390th were just forming up over Asch to head out over the Ardennes in search of German armor. As the 390th finished forming up they spotted flak bursts over the Ophoven field. At this same moment Lt Col. John Meyer was just beginning to roll down the runway. He also saw the flak bursts and radioed the tower to inquire; the tower had nothing to report. Heading for Ophoven to investigate, the 390th was surprised to see a large formation of FW190's and Me109's approaching Asch from the northeast at 1500 ft
The 8 P47's of the 390th jettisoned their bombs and external tanks and attacked, causing confusion among the German attackers and breaking up the formation. This turned out to be a key blow to the JG11, without which the mustangs of the 487th may not have so easily taken to the air. The 390th claimed 7 enemy aircraft in this attack taking a loss of only one.

Meanwhile Meyer was lifting off with the rest of the 487th behind him. As he rose from the runway he found himself faced with the oncoming JG11. With a full load of fuel in his fuselage tank, making low altitude maneuvering difficult, and gear still retracting he fired at an oncoming FW190 scoring hits and sending the enemy aircraft crashing into the field. Meyer went on to claim a second Fw190 before the battle was over.

The battle over Asch went on for 30 minutes. 11 pilots of the 487th claimed 23 victories while sustaining no losses, and just three aircraft damaged in the air. I will leave the adventures of each pilot to be told by them through their personal combat logs and memoirs.

The 390th and 487th defended the airbase at Asch so well that only one Mustang was damaged on the ground and no casualties were reported. The actions of the 487th in taking off under fire and performing so well at such a disadvantage earned the unit the only Distinguished Unit Citation given to a fighter squadron in the Northwestern European theater of operation.

The total estimated losses of the JG11 range from 24 to 40. Given the credited victories of the 487th (23), 390th (7), 391st (2), and ground gunners (7) along with at least one aircraft destroyed by friendly flak in route, the number of 40 seems to hold up. However, there was undoubtedly some double counting of victories claimed and some victories that were not confirmed. But more Important then the numbers was the loss of experienced Luftwaffe leaders and pilots. None of JG11's flight leaders returned from this mission