Personnel for MONAB V began to assemble at RNAS Ludham from 6th December 1944 , for formation as a type B MONAB.

Due to policy changes involving a change of role, the M.R. components were withdrawn on 11-1-45 . M.M. 4, M.S. 7 & M.S. 8, M.S.R. 1 & M.S.R. 2 were substituted.
 

M.M. 4 Avenger I & II, Corsair II & IV, Martinet TT.I
M.S. 7  Avenger I & II
M.S. 8  Corsair II & IV

M.S.R. 1 Avenger I & II, Corsair II & IV, Hellcat I & II

M.S.R. 2 Seafire III & L.III, Firefly I

This resulted in the unit being changed from a type B MONAB into a hybrid, neither a type A nor B MONAB but somewhere in between. This late change led to considerable re-drafting and many ratings joined only a few days prior to sailing from U.K. drafting leave had to be given top priority, the necessarily large store parties came second and familiarisation of ratings with their equipment and instruction in tropical hygiene etc., came a poor third.

MONAB V was no different from its predecessors when it came to shortfalls and inadequacies in equipment and training. In particular, the preparation of the vehicles for shipment was impeded by the inadequate servicing facilities and the delivery of many vehicles too late to be properly serviced before embarkation. In some cases, vehicles joined the convoy en route to the port of embarkation.

The main consequence of this was that no time was available for checking the spare parts carried by each vehicle also the full complement of radio vans did not arrive until shortly before moving off and therefore wore not checked or tested before sailing.

Staff found there was insufficient time allowed to familiarise the unit’s very junior Telegraphist staff with the equipment supplied, 90 of whom had never seen the ground radio equipment before. Also, insufficient numbers of specially trained and experienced air radio mechanics were drafted, this necessitated many being sent on special short courses, this meant them not being available for checking over their equipment.

Storing difficulties prior to the movement of the unit from the United Kingdom were considerable; it was the practice that as far as possible all stores were sent by depots to Ludham.

This vast mass of stores (of which a disconcertingly large proportion were in cases and crates weighing over 4 cwts) had to be manhandled several times between arrival at the nearest railhead (a village station) and dispatch by rail again to the port of embarkation. Some of the stores despatched from the depots were delivered by road and needed to be uncreated for overseas shipment.
 

 Many items together with a considerable quantity of G-1098 equipment had to be re-cased or crated after acceptance.

The experiences of former MONABs. and their difficulties were not available for reference. Questions as to how much cash, loan clothing and compo rations etc., should be taken appeared to be left to the guesswork of the supply officer.

The M/T section suffered considerably because the ratings allowed by complement were not available. In addition, the complement of drivers for a typical M.O.N.A.B. was made out for an allowance of 88 prime movers, whereas MONAB V had 122 prime movers allocated.

Despite the problems and obstacles encountered during formation, MONAB V commissioned as an independent command 1/2/45 bearing the ships name H.M.S. NABSWICK, Captain H.G. DICKINSON D.S.C. RN in command.

Personnel & equipment of both MONAB V & TAMY I departed for Gladstone docks, Liverpool , over night on February 16th for passage to Australia. Up to this time, MONAB V had not been allocated an operations site; negotiations with the Australian authorities to secure further airfields on loan were being hampered by labour disputes and delayed completion dates. It was decided to house MONAB V at RAAF Jervis Bay , NSW as soon as it was ready. Upon its arrival in Australia , it was to lodge at Nowra with MONAB I, a few miles to the north of Jervis Bay until it was ready for occupation.

Personnel embarked in S.S. Stirling Castle (Transport J.4) for passage to Australia , sailing 18-2-45 . The unit’s Stores and equipment were to travel in S.S. Durham, which sailed three days later.

Command of MONAB V transferred, temporarily, to acting CDR. T.K. MASTERMAN on March 9th 1945 , Captain Dickinson having been detached to assume command of MONAB I at Nowra.

The S.S. Stirling Castle arrived at Sydney 29th March 1945; the personnel were disembarked to HMS Nabbington, RNAS Nowra, the stores and equipment following on a week later.

Both M.S.R. units were detached to operate under MONAB I upon being unloaded. The personnel of MONAB V were accommodated at Nowra whilst transporting equipment and erecting the various MONAB components at Jervis Bay, the airfield was at that time operating as a tender to Nowra, being in use for operational flying by MONAB I from March 7th.

On disembarking the unit's stores at Sydney, it was found that a number of cases had sustained damage due more to the rough handling given them by stevedores than to faulty construction. A number of oases were lost in the general confusion of stores at the docks and some of the N.A.A.F.I. stores had been broken into presumably because the letters "NAAFI" wore painted on the cases. Overall, however, the damage and loss were relatively slight when it is considered that over 5,000 cases were brought from the United Kingdom.