Source: SDASM Archives
The Brewster Buffalo's history which started in 1937 when the prototype first flew to when the last Buffalo in Finnish service was stood down in 1948 is filled with praise as well as criticism. The Brewster XF2A-1 prototype first flew on December 2, 1937 and on December 8, 1939, VF-3 operating on the USS Saratoga received 10 F2A-1 fighters and in so doing, became the U.S. Navy's first monoplane fighter to enter service. The F2A-1 and later F2A-2 models were generally liked by naval aviators who while not finding the plane fast, liked its turn and roll ability thanks to its low wing loading. However, it was soon becoming clear the F2A's brief time in service was coming to an end as the design was eclipsed. This was even more clear when the F2A-3 model appeared which had additional fuel tankage, armor for the pilot, and larger ammunition capacity for the four 12.7mm M2 Browning machine-guns. This added weight ruined the handling characteristics of the previous models and reduced the speed and climb rate. The inability of the F2A airframe to take a larger engine made it impossible to compensate for the added weight. By December 1940, the F2A made way for the Grumman F4F Wildcat and numerous F2A aircraft were handed over to U.S. Marine Corps to equip several squadrons, the most notable being VMF-221 (the “Fighting Falcons”) who flew the F2A-3 during the Battle of Midway. Other U.S. Navy F2A aircraft were relegated to training units.
The British got involved with the Brewster Buffalo when a batch of 32 Brewster B-339 (the export designation for de-navalized F2A-2) aircraft that had been allocated to ship to Belgium instead were diverted to England following the fall of Belgium to the Germans. The British found the B-339 wanting. Evaluation reports listed poor speed, weak armament, inferior high altitude performance, lack of pilot protection, engine faults, maintenance difficulty, and poor cockpit controls layout as flaws. At the same time, the reports praised the handling, cockpit size, and the visibility afforded the pilot. Nevertheless, the B-339 was deemed unfit for combat in the Western Theater but the desperate need for any combat capable aircraft to outfit British and British Commonwealth squadrons in the Pacific and Asian Theaters saw the British order 170 Brewster B-339E aircraft as the Brewster Buffalo Mk.I. These aircraft were modified by adding armor, installing the British Mk.III reflector gun sight, adding a gun camera, and many other modifications. The result, much like the issues with the F2A-3, saw performance suffer from the added weight. Buffalo Mk.I planes were issued to two Royal Air Force (RAF) and two Royal Australian Air Force (RAAF) squadrons along with one Royal New Zealand Air Force (RNZAF) squadron. The photograph depicts one of these Buffalo Mk.I planes.
Buffalo Mk.I W8202 was issued to No. 453 Squadron RAAF which was raised on May 23, 1941 and deployed to Singapore in August of that same year where it operated from RAF Sembawang. Once the crated aircraft were reassembled, issues soon arose. The addition of the armor plating disturbed the center of gravity which affected handling, especially in dives. The heat in the area of operations limited the Buffalo's ceiling and was a cause of oil seal failure in the engine which had the consequence of spraying oil across the canopy, blocking the pilot's view. Another constant headache was the inability of the M2 Browning weapons to fire due to issues with the solenoid firing mechanism. In some cases, the wing mounted guns were replaced with Browning .303 Mk. II weapons in order to at least attain some reliability. In service, some of the additions to the Buffalo were removed, to include the armor, bullet resistant canopy glass, gun camera, and anything else deemed unnecessary so as to lighten the aircraft. In addition, it was not uncommon for sorties to be conducted on half the petrol to further reduce the fighting weight. The problems were compounded by poor construction of the Buffaloes, lack of spare parts, and poorly trained maintenance personnel. Despite the many problems, some of the pilots appreciated the robustness of the Buffalo and its ability to withstand damage.
Returning to W8202, it was assigned to Pilot Officer F. Leigh “Curly” Bowes of A Flight, No. 453 Squadron. On August 27, 1941, Bowes took his Buffalo up on a flight for the first time. Unfortunately, upon returning to RAF Sembawang, he forgot to lower the landing gear and made a belly landing. Thankfully, W8202 wasn't severely damaged and it was sent to RAF Seletar in Singapore to be repaired and returned to service. Bowes suffered no injuries outside of, perhaps, a bruised ego. The Buffalo was able to compare favorably to the Nakajima Ki-27 fighter (codenamed “Nate”) but soon, the Nakajima Ki-43 Hayabusa (“Peregrine Falcon”; codenamed “Oscar”) appeared which outclassed the Buffalo. No. 453 Squadron drew its first blood on December 13, 1941 in the skies over Malaya when it tangled with Kawasaki Ki-48 light bombers (codenamed “Lily”) from the 75th. Sentai and Mitsubishi Ki-51 dive bombers (codenamed “Sonia”) from the 71st. Chutai along with escorting Ki-27 fighters. In the melee, two Ki-48s, one Ki-27, and three Ki-51s were downed with one Ki-48 being probable but at the cost of two Buffalo pilots. The unit had its largest aerial battle on December 22, 1941 when fourteen Buffaloes tangled with eighteen Ki-43 fighters from the 64th. Sentai. The Buffaloes claimed one Ki-43 confirmed and two Ki-43s as probable but at a loss of five Buffaloes with three pilots being killed. By now, the unit only had three functional Buffaloes and so the squadron was merged with No. 21 Squadron RAAF which was equally as depleted in terms of aircraft. No.21 Squadron RAAF had been formed on April 21, 1936 and had been deployed to Singapore in August 1940. Originally operating from RAF Seletar, it moved to RAF Sembawang where it fought alongside No. 453 Squadron. With the new unit, 21RAAF/453 Squadron, W8202 was now the mount of Sgt. Grant T. Harrison. Harrison was with No. 21 Squadron RAAF from the start. The end for W8202 came on January 12, 1942. 21RAAF/453 Squadron has been scrambled to strike Kuantan but thick cloud cover over the target area forced the unit to return. On the return flight, in heavy turbulence, a Buffalo flown by Flight Officer R.H. “Dainty” Wallace collided with Harrison flying W8202, shearing off the canopy and bending the propeller. With no power, Harrison was able to glide into a crash landing among trees near the Mersing River. Uninjured, Harrison made for the coast and after six days, was found by an Australian Army patrol. W8202 was never recovered.
Harrison would not score any kills while flying the Buffalo though Bowes was credited with a probable kill of a Ki-48 on January 15, 1942. As for W8202, the wreck was discovered in 1962 and was in a relatively good state with each gun still loaded with 400 rounds of ammunition, the hydraulic system still had pressure, and the pilot oxygen bottle was still full. No. 390 Maintenance Unit of the RAF that was based at RAF Seletar, went to the wreck and removed the guns and ammunition. To this day, the wreck remains where it had crashed and the exact location has been kept secret to prevent the wreck from being looted. Other users of the Buffalo included the Netherlands and as already noted, the Finnish. It was in the hands of the Finnish that the Brewster really shined. Nicknamed, among others, the “Lentävä Kaljapullo” (“Flying Beer Bottle”), Finnish pilots flying the B-239E (the export designation of the de-navalised F2A-1) racked up impressive scores against all types of Soviet aircraft. One unit, Lentolaivue 24, shot down 477 Soviet aircraft between 1941 and 1945 while only losing 19 B-239E aircraft, a kill ratio of 26 to 1. This was even in the face of improved Soviet fighters and more experienced pilots. The last B-239E fighters, five in all, were stood down on September 14, 1948 and put into storage. Sadly, all five were scrapped in 1953.
