Ajcrou Posted October 15, 2020 Author Posted October 15, 2020 5 October 1940 Northern Front The RAF decided to test another form of operation by sending three Vickers Wellesley of No.47 (RAF) Squadron and two Gloster Gauntlet : K5355 (Flight Lieutenant A.B. Mitchell) and K4295 (Pilot Officer Arthur N.W. Johnstone) of No.430 (RAF) Flight for an armed reconnaissance between Metemma and Gondar, in order to attract the Italian fighters, between 05:20 and 10:05. Three Gloster Gladiator of No.1 (SAAF) Squadron, including Captain Brian J.L. Boyle (N5852), are on hold to if the trap works. No Italian aircraft is reported and the bombers decide to attack Fort Gallabat without being able to observe the result. A Wellesley is reported damaged by AA.[1] Southern Front Due to lack of action, No.2 (SAAF) Squadron organises training during the month of October. Thus, on 5 October, three Junkers Ju.86 of No.12 (SAAF) Squadron take off for simulating an airstrike on Mombasa. Three Hawker Fury take off immediately to intercept them, but they are unable to find them. In addition nearly 20 to 30 minutes (due to motors) are necessary to reach 6 000 meters, while the coolant often begins to boil at 941 meters above sea level. Unfortunately, during another training, over Wajir, Lieutenant Dirk C. Uys fell into a spin and crashed with Hawker Fury N°206. Severely burned, he is extracted from the debris by a Gold Coast Regiment soldier and evacuated to Nairobi. Cured, he will rejoin his unit on 14 November.[2] Hawker Fury n°206. Collection : SAAF Museum, via Tinus le Roux ------------------------------------------------ [1] « 5 october 1940 », No. 47 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 463 ; SHORES C., RICCI C. « East Africa ». In : Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010. p. 66 ; SUTHERLAND J., CANWELL D. Air War East Africa 1940 – 1941. The RAF versus the Italian Air Force. Barnsley : Pen & Sword, 2009. p. 68 ; GUSTAVSSON H. « Gloster Gauntlet ». In : Biplane Fighter Aces from the Second World War : http://surfcity.kund.dalnet.se/gauntlet.htm [2] SCHOEMAN M. Springbok Fighter Victory – Volume 1 : East Africa (1940 – 1941). Nelspruit : Freeworld Publications, p. 67, 136 et 181 ; SHORES C., RICCI C. « East Africa ». In : Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010. p. 66.
Ajcrou Posted October 19, 2020 Author Posted October 19, 2020 7 October 1940 Northern Front Vickers Vincent, from No.8 (RAF) Squadron, are sent on mission, the last operation (mentioned in the ORB) being in August. The attacks, however, did not take place in East Africa, but over British territory. In this case, it is a series of punitive bombings, during the whole day, carried out against rebel tribes of the Protectorate of Aden, in the area of As Sada – Urkub with six Vickers Vincent and six Blenheim[1]. Some transfers also take place. Flight Lieutenant W.T. Ratcliffe and Pilot Officer M.K. Holland left No.203 (RAF) Squadron to join No.8 (RAF) Squadron and No.11 (RAF) Squadron respectively. At the same time, Pilot Officer L.G. Leech left No.8 (RAF) Squadron to join Sheikh Othman Station Headquarters and was replaced by Pilot Officer F.M. Veasey. Southern Front Three Ca.133 (31bis Gruppo ?) are reported between Wajir and Dif, probably for photo reconnaissance, around noon. Hawker Fury of No.2 (SAAF) Squadron are placed on alert on Wajir, while three Hartbees of No.40 (SAAF) Squadron take off to search for them but without result. [2] ---------------------------------------------------------- [1] « 7 october 1940 », No.8 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 114. [2] « 7 october 1940 », October – Narrative Norther Operations SAAF. Kew : TNA, AIR/54/8
Ajcrou Posted October 29, 2020 Author Posted October 29, 2020 8 October 1940 Northern Front After several weeks of break for training on Blenheim, No.14 (RAF) Squadron is back in action with Vickers Wellesley as Flight Lieutenant Cecil Rowan-Robinson, with K8631 (17:00 – 22h40), carries out an attack on the Mai Edaga airfield.[1]: ----------------------------------- [1] « 8 october 1940 », No. 14 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 192.
Ajcrou Posted January 26, 2021 Author Posted January 26, 2021 Hello, After a (very) long delay..., but a lot of obligation with the work these last months. Difficult to find free time. I propose the continuation this Chronicle about Air Operations in East Africa (1940 - 1941), if some are still interested. 9 October 1940 Northern Front No.14 and No.223 (RAF) Squadron attacked the airfields of Gura and Mai Edaga with two (L2657 and K7767) and two (L2715 and K774) Vickers Wellesley respectively, between 16h35 and 22h45 hours. Here again, it is difficult to assess the impact of these bombings, as the results could not be observed by the crews. A significant anti-aircraft defence is however reported.[1] ------------------------------------------- [1] « 9 october 1940 », No. 14 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 192 et « 9 october 1940 », No.223 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 1373. 2
Ajcrou Posted January 27, 2021 Author Posted January 27, 2021 10 October 1940 Southern Front Around 15:45, three Caproni Ca.133 (31bis Gruppo) attack the Wajir airfield. They are followed, five minutes later, by three other aircraft of the same type on the Lodwar airfield. In both cases, the bombardment does not seem to give significant results. The South African archives mention the injury of a native and the destruction of three huts in Lodwar. However, these two attacks show defects of a totally obsolete air detection system, limited to a few soldiers perched in vague watchtowers or trees. Captain Servaas van Breda Theron of No.2 (SAAF) Squadron is then charged with an officer of the Gold Coast Regiment to think about a new system, without convincing results for lack of means.
Ajcrou Posted February 11, 2021 Author Posted February 11, 2021 11 October 1940 Northern Front At approximately 09h45, HMS Auckland [1] reported an unsuccessful attack by two Savoia-Marchetti SM.79 from an estimated altitude of 3 500 meters off Aden. The Bristol Blenheim MkIVF L9042 (Flying Officer Grice, Sergeant Jenkins, Leading Aircraftman Ffoulkes, Aircraftman Woolford) of No.203 (RAF) Squadron attack the Italian bombers, but they can escape.[2] HMS Auckland. Collection : Imperial War Museum. Southern Front Three Fairey Battle of No.11 (SAAF) Squadron: No. 905 (Captain Johan L.V. de Wet, Air Sergeant RJ van Heerden), No. 909 (Lieutenant B.L. Hutchinson, Air Sergeant S.H. Hipkin and P.J. Lamont) and No. 902 ( Lieutenant Cornelius A. van Vliet and Air Sergeant J.L. Wright) are sent to Neghelli from Archers Post. The South African pilots decide to focus on a concentration of vehicles on which three 250 lb. and two 20 lb. bombs are dropped causing serious damage.[3] Bombing of a concentration of vehicles at Neghelli by Fairey Battle of No.11 (SAAF) Squadron. This could be on 11 October 1940. Collection : SAAF Museum Swartkops Allen Taylor via Tinus le Roux. -------------------------------------------------------------------------------------- [1] The ship will be sunk on 24 June 24 1941, off Tobruk, by German bombers. http://uboat.net/allies/warships/ship/3910.html ou http://www.naval-history.net/xGM-Chrono-18SL-HMS_Auckland.htm [2] « 11 october 1940 », No. 203 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 1198. [3] « 11 october 1940 », October – Narrative Norther Operations SAAF. Kew : TNA, AIR/54/8 ; « 11 october 1940 », No.11 (SAAF) Squadron : War Diary. Kew : TNA, AIR/54/3. 1 1
cardboard_killer Posted March 25, 2021 Posted March 25, 2021 [80 years ago today] "• Heavy fighting continues at Keren, with an Italian counter-attack being broken up by Indian artillery - This Wellesley Mk-I is attacked and set on fire by two Italian CR-42 fighters in the Keren area of East Africa. It makes it back but crash lands due to damage." 1 1
Ajcrou Posted June 4, 2021 Author Posted June 4, 2021 12 October 1940 Southern Front On the night of 12 to 13 October, the SAAF organized a combined bombardment with No.11 and No.12 (SAAF) Squadron on the Italian airfield of Yabelo between 22:00 and 01:30. The attack began with a first formation of four Junkers Ju.86 [1] who, thanks to the light of the full moon, performs a semi-dive bombing from an altitude of about 1 500 meters. They are followed by three Fairey Battle: No. 907 (Captain Piet J. Robbertse, Air Sergeant H.V. Barfield), No. 909 (Lieutenant Brian L. Hutchinson, Air Sergeant S.H. Hipkin) and No. 906 (Lieutenant Bernard S.M. Hamilton; Sergeant I.S. Thorburn) who drop their bombs in low flying, while several anti-Italian leaflets are dropped in the vicinity. Note that the bombing is done individually by each aircraft, with thirty minutes. In all, 6 300-pound bomb load is dropped on the airfield, along with 5 000 leaflets. The result appears, however, very limited with the destruction of one AA, and unknown damage to the hangars. The presence of Italian planes is difficult to determine and documents from No.11 (SAAF) Squadron report a possible bomber destroyed on the ground, while those of No.12 (SAAF) Squadron regret the lack of any aircrafts.[2] -------------------------------------------------------- [1] Unfortunately, the mission order in the squadron’s ORB is difficult to read and does not make it possible to determine the names of the crews and serials of aircrafts involved. [2] « 12 october 1940 », October – Narrative Norther Operations SAAF. Kew : TNA, AIR/54/8 ; « 12 october 1940 », No.11 (SAAF) Squadron : War Diary. Kew : TNA, AIR/54/3 ; « 12 october 1940 », No.12 (SAAF) Squadron : War Diary. Kew : TNA, AIR/54/4. 1
Ajcrou Posted June 9, 2021 Author Posted June 9, 2021 13 October 1940 Northern Front A Savoia-Marchetti SM.79 of 44bis Gruppo BT (6a Squadriglia BT) makes an attack on Aden at around 07:55. Flying Officer Gordon S.K. Haywood (L9047) of No.94 (RAF) Squadron takes off on alert and succeeds to seriously damaged the italian bomber. The Bristol Blenheim L8384 (Squadron Leader Alan McD Bowman) of No.39 (RAF) Squadron is then sent on patrol in the Berbera – Zeilah sector in search of the Italian aircraft, but the Sottotenente Italo Gherardini succeeds to return to his base with two crew members killed.[1] No.45 (RAF) Squadron takes off with three Bristol Blenheims at 16:30 to attack Dekemhare airfield. After the loss of the Squadron Leader on 2 October, the Squadron still knows bad luck. Indeed, one of the aircraft is forced to turn back because of a motor problem, while the other two : L8463 (Flying Officer Gordon C.B. Woodroffe [2], Sergeant Eric B. Ryles [3], Sergeant Albert A. Meadow [4]) and L8502 (Pilot Officer George A. Cockayne [5], Sergeant Trevor A. Ferris [6], Sergeant Robert W. Reader [7]) fall on Fiat CR.42 of 412a Squadriglia CT. The two aircraft crash in the vicinity of Sagheneyti, all crews killed, victim of Capitano Mario Visintini.[8] ----------------------------------------------------------------- [1] « 13 october 1940 », No.94 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kiew : TNA, AIR 27 / 1198 ; « 13 october 1940 », No.39 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kiew : TNA, AIR 27 / 407 ; SHORES C., RICCI C. « East Africa ». In : Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010. p. 66 et 67 ; SUTHERLAND J., CANWELL D. Air War East Africa 1940 – 1941. The RAF versus the Italian Air Force. Barnsley : Pen & Sword, 2009. p. 69 ; GUSTAVSSON H. « Wing Commander Gordon Stanley Keith Haywood ». In : Biplane Fighter Aces from the Second World War : http://surfcity.kund.dalnet.se/commonwealth_haywood.htm [2] Casualty details : Woodroffe, Gordon Cyril Butler : Commonwealth War Graves Commission : http://www.cwgc.org/find-war-dead/casualty/2272250/WOODROFFE,%20GORDON%20CYRIL%20BUTLER [3] Casualty details : Ryles, Eric Bromley : Commonwealth War Graves Commission http://www.cwgc.org/find-war-dead/casualty/2272205/RYLES,%20ERIC%20BROMLEY [4] Casualty details : Meadows, Albert Alfred : Commonwealth War Graves Commission : http://www.cwgc.org/find-war-dead/casualty/2272148/MEADOWS,%20ALBERT%20ALFRED [5] Casualty details : Cockayne, George Angus : Commonwealth War Graves Commission : http://www.cwgc.org/find-war-dead/casualty/2272046/COCKAYNE,%20GEORGE%20ANGUS [6] Casualty details : Ferris, Trevos Ascott : Commonwealth War Graves Commission : http://www.cwgc.org/find-war-dead/casualty/2272077/FERRIS,%20TREVOR%20ASCOTT [7] Casualty details : Reader, Robert William : Commonwealth War Graves Commission : http://www.cwgc.org/find-war-dead/casualty/2272193/READER,%20ROBERT%20WILLIAM [8] GUSTAVSSON H., SLONGO L. Gladiator vs CR.42 Falco (1940 – 1941). Botley : Osprey, 2012. p. 42 ; SHORES C., RICCI C. « East Africa ». In : Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010. p. 66 et 67 ; SUTHERLAND J., CANWELL D. Air War East Africa 1940 – 1941. The RAF versus the Italian Air Force. Barnsley : Pen & Sword, 2009. p. 69 ; EUSEBI E., LAZZARO S., SLONGO L. Le vittorie aeree di Mario Visintini in Africa Orientale, in Storia Militare, n°246, 2014, p. 61 ; GUSTAVSSON H. « Capitano Mario Visintini ». In : Biplane Fighter Aces from the Second World War : http://surfcity.kund.dalnet.se/italy_visintini.htm 1
Ajcrou Posted June 21, 2021 Author Posted June 21, 2021 14 October 1940 Northern Front It should be noted that the Italian anti-aircraft defence claimed the destruction of a British aircraft over the port of Massawa[1], the plane falling into the sea. There is, however, no record of this incident in the British archives. The only presence of a British aircraft is that of Vickers Wellesley K7715 (Sergeant James A. Burcher), No.14 (RAF) Squadron, which carried out a bombing mission on the port without incident to report.[2] The Italians decide to increase the pressure against the British convoys in the Red Sea. Thus a fight began, at the end of the morning, between two Italian bombers (probably Savoia Marchetti SM.79 of 44bis Gruppo BT) and the Bristol Blenheim T2072 (Flying Officer Kenneth B. Corbould) of No.203 (RAF) Squadron. The action does not seem to have any consequences.[3] Southern Front Four Fairey Battle of No.11 (SAAF) Squadron: No.905 (Captain Johan L.V. de Wet ; Air Sergeant R.J. van Heerden), No.916 (Captain D.W. Allam ; Air Sergeant J.B. Lockwood), No.902 (Lieutenant Cornelius A. van Vliet; Air Sergeant J. L. Wright) and n°918 (Lieutenant Murdoch Macdonald ; Air Sergeant Paul C. Marais and Albert Schrooder) took off from Archers Post to attack the Jimma airfield at 09h45. The last aircraft istasked to carry out a photographic reconnaissance after the attack. They are intercepted, after the bombing, by two Fiat CR.32. In the ensuing battle, the Italian pilots claimed two damaged aircraft. Indeed, n°902 and n°905 returned damaged to Lodwar airfield. On the South African side, a Caproni Ca.133 is reported destroyed on the ground.[4] Captain Johan L.V. de Wet and Lieutenant J.E. Lindsay of No.11 (SAAF) Squadron at Archers Post Airfield. Collection : SAAF Museum Swartkops via Tinus le Roux. According to Lieutenant Cornelius A. van Vliet: « to set the compass for the course to the target, and on returning to merely steer the reciprocal, i.e. red on red to the target, and red on black for home. It was all pilot navigation and no luxuries such as radio, or even oxygen. After formating on Jannie de Wet for about 45 minutes, I happened to take a more serious look at my compass and was amazed to see it was red on red and not red on black! I immediately closed my formation position with Jannie and made violent arm signals for him to turn back (no radio), but he didn’t understand my signals. I was on the point of turning back myself when a large river showed up ahead of us. Navigation at that time was a matter of map reading and compass and Jannie realised we had got to the Blue Nile – in fact we weren’t very far away from Addis Ababa ! He waved me forward to lead and I immediately turned 180 degrees for home. On a rough calculation I knew we would be lucky to get out of enemy territory, and fuel economy was vital. I climbed to 21 000 feet which I felt was the maximum we could risk as we were not fitted with oxygen, and throttled back to minimum cruising revs. By this time I had been in the air for about six hours and badly needed relieving. This was achieved with the aid of an empty Verey cartridge shell which I normally used as an ashtray. After that incident the perspex covering never lost its stains. I was making for a landing strip at Lodwar as I was not aware of one at Lokitaung at the north end of Lake Rudolf Jannie knew of the existence of Lokitaung and, when he broke away to land, I thought he was out of fuel. I knew I wouldn’t make Lodwar with my fuel but thought it best to get as far as possible. Being a semi-desert area, I felt I had a good chance of doing a dead engine forced landing and decided to fly to the last drop of fuel. I am still amazed how I missed all the boulders when I finally had to land. From 21 000 feet the ground looked like one big areodrome, but at 500 feet you see all sorts of unpleasant things especially when you have a dead engine and no chance of going round again! Anyway, my luck held, and I did a successful wheels down landing. Air Sergeant Wright (my gunner), and I, collected the canisters of water and iron rations, and started our hike to Lodwar some 60 miles away. I had seen a road track from the air which we reached fairly soon. We walked until some time after dark when we saw car lights in the distance. I was fairly sure we were out of enemy territory, and waved the vehicle to stop. It was an army vehicle going to Lokitaung. We got there to find Jannie de Wet had crash-landed as the fighters at Shashamanna had damaged his elevator controls. The following day we returned to my aircraft with some fuel and I carried on to Lodwar for a proper re-fuel. The total time in the air was 7 hours 40 minutes which I think remained the record on the Squadron with the normal fuel capacity, without special tanks.»[5] Extract from the logbook of Lieutenant Cornelius A. van Vliet. Collection : Chris Teale / Elize Grobbelaar of SAAF museum Ysterplaat, via Tinus le Roux. Bombing of Jimma airfield by Fairey Battle No.11 (SAAF) Squadron. There were several Caproni Ca.133s. It could be the mission of 14 October 1940. Collection : SAAF Museum Swartkops via Tinus le Roux. ---------------------------------------------------------------------- [1] SHORES C., RICCI C. « East Africa ». In : Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010. p. 67 ; SUTHERLAND J., CANWELL D. Air War East Africa 1940 – 1941. The RAF versus the Italian Air Force. Barnsley : Pen & Sword, 2009. p. 69. [2] « 14 october 1940 », No.14 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 192. [3] « 14 october 1940 », No.203 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 1198. [4] « 14 october 1940 », October – Narrative Norther Operations SAAF. Kew : TNA, AIR/54/8 ; « 14 october 1940 », No.11 (SAAF) Squadron : War Diary. Kew : TNA, AIR/54/3 ; BROWN J. A. A gathering of Eagles, the campaigns of the South African Air Force in Italian East Africa 1940 – 1941. Cape Town : Purnell, 1970. p. 85 ; MCLEAN S. Squadrons of the South African Air Force and their aircraft (1920 – 2005). Cape Town : [s.n.], 2005. p.4 ; SHORES C., RICCI C. « East Africa ». In : Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010. p. 67 ; SUTHERLAND J., CANWELL D. Air War East Africa 1940 – 1941. The RAF versus the Italian Air Force. Barnsley : Pen & Sword, 2009. p. 69. [5] TIDY P.D., South African Air Aces of World War II, Major Cornelius A. van Vliet ; in South African Miliaty History Journal, vol 2, n°6, décembre 1973 : http://samilitaryhistory.org/vol026dt.html 2
Ajcrou Posted June 23, 2021 Author Posted June 23, 2021 15 October 1940 Northern Front The days of 15 and 16 October are marked by the events related to the deployment on Gedaref. On 12 October, eight Vickers Wellesley, No.47 (RAF) Squadron, under the command of Squadron Leader James E. Pelly-Fry, took off at 09h20 to reach the forward airfield of Gedaref. They are joined on the spot by at least two Vickers Vincent of No.430 (RAF) Flight. The aircraft are to support operations conducted by the Ethiopian “Patriots” in the Lake Tana region. The details of these missions are not known. The Italians seem to know their presence and several Savoia-Marchetti SM.79 and Caproni Ca.133 are reported over the airfield on 14 and 15 October. These were mainly reconnaissance aircrafts but a few bombs are dropped, although without consequence for the British.[1] In the afternoon of 15 October, three Savoia-Marchetti SM.79 of 6a Squadriglia BT (44bis Gruppo BT) took off from Dire Dawa to attack sea convoy BS 61/4 at about 13h00. The British attack them with the Brisol Blenheim Mk IVF L9173 (Pilot Officer Heslop M.F. Barnitt) of No.203 (RAF) Squadron. A fight broke out during which one of the Italian bombers is seriously hit. Losing the use of two of the three engines, the Sottotenente Italo Gherardini tried to take the direction of Djibouti, but eventually lost control of the aircraft and crashed into the sea, killing all the crew (Sergente Maggiore Romolo Petrucci; Primo Aviere Ennio Grandi and Gastone Ceciliot ; Aviere Ottavio Coronati). The crew of HMAS Parramatta is able to confirm the tragic fate of the Savoia-Marchetti SM.79. [2] The Medaglia d’oro al Valor Miliare will be awarded posthumously to Italo Gherardini. [3] ---------------------------------------------------------- [1] « 15 october 1940 », No.47 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kiew : TNA, AIR 27 / 493. [2] « 15 october 1940 », No.203 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kiew : TNA, AIR 27 / 1198 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p.67. [3] Wikipedia, l’encyclopédie libre. Italo Gherardini : https://it.wikipedia.org/wiki/Italo_Gherardini
Ajcrou Posted June 24, 2021 Author Posted June 24, 2021 16 October 1940 Northern Front Due to the British presence in Gedaref, the Italians decide to launch an attack on the airfield. For this purpose, General Pietro Piacentini (responsible for the North Sector) joins the Barentu airfield to coordinate the bombing. He took off at 05:25 aboard a Savoia-Marchetti SM.79 followed by eight Fiat CR.42 of 412a Squadriglia CT (Capitano Antonio Raffi, Tenente Carlo Canella, Raimondo Di Pauli and Mario Visintini, Sottotenente Giovanni Levi and Fiorindo Rosmino, Sergeant Maggiore Luigi Baron, Sergeant Pietro Morlotti). The bombing began at 06:55 when the Savoia-Marchetti SM.79 dropped the first bombs. If the result seems insignificant, the Italian fighters attack the airfield between 07:00 and 07:20. The eight Vickers Wellesley of No.47 (RAF) Squadron (K7742, K7762, K7779, K7781, L2650, L2675 , L2677 and L2688) are completely destroyed on the ground. The two Vickers Vincent (K4657 and K4731) of the No.430 (RAF) Flight, then in preparation for a mission, try to take off to escape but they are immediately shot down by Capitano Antonio Raffi. In addition to the ten destroyed planes, Italians leave the supply of ammunition on fire, while various vehicles are damaged to varying degrees. Miraculously, no human loss is to be deplored. The Italian operation appears to have been particularly well prepared as the telephone line to the Azzoza airfield is reported to have been cut off, preventing contact with No.1 (SAAF) Squadron. As a result of this particularly successful attack, Capitano Antonio Raffi receives the Medaglia d’Argento, while the other pilots are decorated with the Medaglia di Bronzo. For its part, the No.47 (RAF) Squadron detachment is ordered to evacuate Gedaref at noon. With these heavy losses, the availability of Vickers Wellesley, already reduced, collapses. No.14 (RAF) Squadron is ordered to send his last seven Vickers Wellesley and finish his transformation on Bristol Blenheim. [1] From Aden, the French (Flight Lieutenant Jacques Dodelier, Warrant Officer Yves Trecan, Flight Sergeant Ronan Michel and Joseph Portalis) attached to No.8 (RAF) Squadron continue their patrols on the Glenn-Martin 167F No. 102 with a photographic mission above the sector Say Dawa – Shinile – Urso between 09:20 and 14:40. [2] --------------------------------------- [1] « 16 october 1940 », No.47 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 493 ; CANWELL, Diane ; SUTHERLAND, Jon. Air War East Africa (1940 – 1941). The RAF versus the Italian Air Force. Barnsley : Pen and Sword Aviation, 2009. p.69 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). pp.67 – 68 ; GUSTAVSSON, Håkan. Capitano Antonio Raffi. Biplane Fighter Aces from the Second World War : http://surfcity.kund.dalnet.se/italy_raffi.htm [2] « 16 october 1940 », No.8 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 114 ; MORIEULT Yves. Les French Flights, des escadrilles françaises au sein de la RAF. Aéro Journal, 2003, octobre – novembre, n°33, p. 14.
Ajcrou Posted June 29, 2021 Author Posted June 29, 2021 18 October 1940 Northern Front After the events of 16 October, No.1 (SAAF) Squadron is instructed to attack Barentu Airfield. Captain Brian J.L. Boyle (N5830), Lieutenant Andrew Duncan and Robin Pare take off for this purpose. As the Italians, the South African pilots appear on the target at ground level and are able to take the opponent by surprise. Three Fiat CR.42, rolling to line up on the runway, are immediately destroyed, while six bombers (one Savoia-Marchetti SM.79 and five Caproni Ca.133) are damaged. If the destruction of the fighters seems confirmed by the Italian documentation, that of the bombers is more doubtful or at least the damage would have been limited. [1] Captain Brian J.L. Boyle in front of his Gloster Gladiator N5824 of No.1 (SAAF) Squadron at Atbara or Port Sudan (September 1940). Collection : Brendan Boyle via Tinus le Roux. -------------------------------------------------------- [1] CANWELL, Diane ; SUTHERLAND, Jon. Air War East Africa (1940 – 1941). The RAF versus the Italian Air Force. Barnsley : Pen and Sword Aviation, 2009. p.69 ; GUSTAVSSON, Håkan ; SLONGO, Ludovico. Gladiator vs. CR.42 Falco (1940 – 1941). Oxford : Osprey, 2012. p.57 ; SCHOEMAN, Michael. Springbok Fighter Victory : East Africa (1940 – 1941). Nelspruit : Freeworld. p.43 et 136 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p.68. 1
Ajcrou Posted July 12, 2021 Author Posted July 12, 2021 19 October 1940 Northern Front The French continue their reconnaissance flights aboard Glenn-Martin 167F n°102 (Flight Lieutenant Jacques Dodelier, Warrant Officer Yves Trecan, Flight Sergeant Ronan Michel and Robert Cunibil) with the sector Dire Dawa – Shinile – Zeilah between 08h15 and 12h00. One Caproni Ca.133 is seen on the airfield of Dire Dawa, while a Fiat CR.42 takes off, but without catching the reconnaissance aircraft.[1] Southern Front Three Caproni Ca.133 of 25bis Gruppo BT take off from Gobwen to attack Garissa airfield in the evening.[2] They claim the destruction of two aircraft on the ground. Two pilots of No.2 (SAAF) Squadron take off aboard their Hawker Fury to intercept them at around 18h05. Lieutenant Hendrik J.P. Burger (N°200) claims a destroyed Italian aircraft, while Lieutenant Japie Wiese is not able to catch up with the other two bombers because of the darkness. Indeed, one Caproni Ca.133 is forced to a crashed-landing and his crew captured (Sergente Maggiore Miniati). On their side the Italians claim an enemy aircraft shot.[3] On the ground, the damage remains moderate with the destruction of a transport vehicle and a blow on a stock of explosive. In addition, four ground personnel are injured. Excerpt from the logbook of Lieutenant Hendrik J.P. Burger. Collection : SAAF Museum, via Tinus le Roux Carcass of the Caproni Ca.133 (Sergente Maggiore Miniati) shot by Lieutenant Hendrik J.P. Burger (Hawker Fury No. 200) on 19 October 1940.. Collection : SAAF Museum via Tinus le Roux. ----------------------------------------------------------------------- [1] « 19 october 1940 », No.8 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 114 ; MORIEULT Yves. Les French Flights, des escadrilles françaises au sein de la RAF. Aéro Journal, 2003, octobre – novembre, n°33, p. 14 [2] The incident is reported by Christopher Shores on October 20, while James Ambrose Brown reports on 29 October. Nevertheless, South African documents give the date of October 19, a hypothesis supported by Michael Schoeman. [3] « 19 october 1940 »,War Diary, No.2 Fighter Squadron. Kew : TNA, AIR/54/2 ; « 19 october 1940 », October – Narrative Norther Operations SAAF. Kew : TNA, AIR/54/8 ; BROWN, James Ambrose. A Gathering of Eagles : The campaigns of the South African Air Force in Italian East Africa (1940 – 1941). Cape Town : Purnell and Sons, 1970. p.74 ; CANWELL, Diane ; SUTHERLAND, Jon. Air War East Africa (1940 – 1941). The RAF versus the Italian Air Force. Barnsley : Pen and Sword Aviation, 2009. p.69 – 70 ; CRAWFORD, Alex ; LISTEMANN, Phil H. Hawker Fury, Part 1. Boé : Allied Wings, 2010. p.38 ; SCHOEMAN, Michael. Springbok Fighter Victory : East Africa (1940 – 1941). Nelspruit : Freeworld. p.68 et 136 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p.68 ; GUSTAVSSON, Håkan. Brigadier Hendrik Johannes Piet Burger. Biplane Fighter Aces from the Second World War : http://surfcity.kund.dalnet.se/commonwealth_burger.htm 3
Ajcrou Posted July 19, 2021 Author Posted July 19, 2021 20 October 1940 Northern Front As previous days, the Italians continue to attack British ships in the Red Sea (convoy B.N. 7) with Savoia-Marchetti SM.79 and Savoia-Marchetti SM.81. Around noon, a Savoia-Marchetti SM.79 of 44bis Gruppo BT is attacked by the Bristol Blenheim Mk IVF T2112 (Flying Officer Heslop M.F. Barnitt [1] and Sergeant Albin J. Finch [2]) of No.203 (RAF) Squadron. Heslop M.F. Barnitt claimed a victory after seeing the aircraft dive to the sea south of Massawa. This is his second victory, although according to Italian documents the bomber returns to his base without damage.[3] Unfortunately, he is killed when his plane crashed during takeoff after a motor failure at 15:00.[4] He will receive the DFC, becoming the first New Zealander to be decorated with it during the war in the Middle East. Source : Auckland War Memorial --------------------------------------------------------------------------------------------------------------- [1] Casualty details : Barnitt, Heslop Miles Frederick : Commonwealth War Graves Commission : http://www.cwgc.org/find-war-dead/casualty/2208447/BARNITT,%20HESLOP%20MILES%20FREDERICK [2] Casualty details : Finch, Albin James : Commonwealth War Graves Commission : http://www.cwgc.org/find-war-dead/casualty/1536632/FINCH,%20ALBIN%20JAMES [3] « 19 october 1940 », No.203 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 1198 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p.68. [4] « 19 october 1940 », No.203 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27 / 1198 2
Ajcrou Posted July 20, 2021 Author Posted July 20, 2021 21 October 1940 Northern Front Three Wellesleys of No.223 (RAF) Squadron took off between 19:20 and 20:20 to bomb the airfields of Asmara and Gura. Once again, the results are difficult to evaluate. Unfortunately, when landing at Summit, around 01:00, the Vickers Wellesley L7774 suddenly stalled at an altitude of about 100 m. The crew (Sergeant Vernon C. Durrant, Raymond M.C. Edwards and Arthur A. Heaney) is killed instantly.
Ajcrou Posted July 21, 2021 Author Posted July 21, 2021 22 October 1940 Northern Front The day is essentially marked by the organization of a "massive" attack by the three Squadrons based at Aden, on airfields of Alamata and Dessie (northern Ethiopia). The distance between Aden and Alamata requires the organization of a refueling on the island of Perim in the Red Sea. Three Gloster Gladiators of No.94 (RAF) Squadron are sent to provide protection between 07:20 and 13:10 : N5787 (Squadron Leader William T.F. Wightman), L9047 (Flight Lieutenant Gordon S.K. Haywood) and N2290 (Sergeant Price). The first three Bristol Blenheims of No. 8 (RAF) Squadron took off at 08:10 from Khormaksar to land at Perim at about 09:00, and then left an hour later for the two targets. They are followed by three other of No.11 (RAF) Squadron taking off at 09:30 from Sheikh Othman (refueling between 10:10 and 10:55), although one of them (L4919) has to abandon the mission because of a motor problem. Finally, three other Bristol Blenheim of No.39 (RAF) Squadron take over at 10:00 (refueling between 10:40 and 11:40). Several Italian planes (at least four Caproni Ca.133) are reported on the ground. If once again, several hits are reported against the hangars, various buildings and potential reserves of fuels and ammunition, the reports recognize the difficulty of apprehending the real results. In the opposing side, Sergente Maggiore Ugo Zoino of 411a Squadriglia CT has a very eventful day. The latter takes off, aboard his Fiat CR.32, to oppose three aircraft probably the first of No.8 (RAF) Squadron. He is, however, the victim of a weapon problem causing damage in his oil tank. He decides to attack an isolated Bristol Blenheim with one of the machine guns still functional. However, his armament still refuses to work, and he decides to damage the tail of the ennemy aircraft with his propeller. With his glasses now full of oil, he decides to give up and made a successful landing. He is, however, forced to quickly abandon his Fiat CR.32 which is beginning to attract the attention of the British. Taking advantage of a lull, he tries to shelter his plane. He is however forced to retreat when two bombers of No.11 (RAF) Squadron rise above the ground. 2
Ajcrou Posted July 22, 2021 Author Posted July 22, 2021 23 - 24 October 1940 Southern Front This day is relatively insignificant in terms of activity. Two Savoia-Marchetti SM.79 make an attack on the Kenyan airfield of Malindi. Nevertheless, these very small attacks probably have only a psychological objective in order to keep the opponent under pressure. Yet 24 October is a major turning point. Except for K Flight, British have very few modern fighters in this area. There are, of course, two units based in Aden : the No.203 (RAF) Squadron with its Bristol Blenheim MkIVF of a relative efficiency except for patrolling and possibly scared bombers, and No .94 (RAF) Squadron with its Gladiator Gladiator whose limit range prevents any operation over Italian territory, with a strictly defensive role. On the South African side, the situation is not more favorable. In the South, the No.2 (SAAF) Squadron essentially aligns a mix of some Gloster Gladiator and especially Hawker Fury, just able to catch the slow Caproni Ca.133. If the situation is somewhat better in Sudan with the Gloster Gladiator of No.1 (SAAF) Squadron, it is clear that the lack of fighters both qualitatively and quantitatively. Moreover the level of training of South African pilots is relatively low. The arrival of No. 3 (SAAF) Squadron aircraft on 24 October in Nairobi is changing the game. The unit was formed on 9 September 1940, at Waterkloof near Pretoria, under the command of Major Lawrence A. Wilmot, with nine Hawker Hurricane Mk.I (completed quickly by seven other aircraft). As with No.11 (SAAF) Squadron and its Fairey Battle, the presence of a complete Squadron with an equivalent, or even superior, aircraft to those of the adversary will completely upset the situation on the southern front as will be proven by the next day’s events. However, this development will also condemn No. 2 (SAAF) Squadron, to a long period of scarcity, during the rest of the campaign. Indeed, following the arrival of Hawker Hurricane, order is given to send Gloster Gladiator north, leaving only the obsolete Hawker Fury. Two members of No.2 (SAAF) Squadron with the two mascots: Vickers and Spitfire. The two cheetahs, donated by white Kenyan farmers or indigenous leaders (depending on the version), will give the names and different variations of the badge worn by the squadron. The story of the two cheetahs is, sadly, more tragic as they are believed to have been shot down later in a series of incidents. Source : Imperial War Museums. 2
Ajcrou Posted July 23, 2021 Author Posted July 23, 2021 25 October 1940 Southern Front Three Savoia-Marchetti SM.79 are sent to bomb Port Reitz, near Mombasa, at an altitude of about 4 500 meters. Two Hawker Fury of No.2 (SAAF) Squadrons take off, with Lieutenant Hendrik J.P. Burger (N°200), to intercept them at 05:10, but the South African pilots are unable to catch up with them or even to reach the necessary altitude. The frustration is widely expressed in War Diary "Damn these Furries". Another detachment based in Ndege’s Nest has also the same result. It appears necessary to put the Hawker Hurricanes into action as quickly as possible. A double problem arises, however. First the No.3 (SAAF) Squadron pilots have just arrived and have no familiarity with the area of operation. The idea is then to temporarily send some aircraft to No.2 (SAAF) Squadron. However, it is clear that its members have often no experience on the Hawker Hurricane and have never piloted a monoplane. Due to the limited stock of aircraft, it is considered necessary to minimize the risks. Finally, two aircraft are assigned to Lieutenant Douglas H. Loftus and Flight Lieutenant Robert S. Blake. Flight Lieutenant Robert S. Blake is a very special case. South African, he was born in Pretoria of a family settled in the country since four generations and studied at the University of the Witwatersrand in Johannesburg. Passionate about aviation, he must recognize that the opportunities are relatively small in his country and even more with the SAAF. He decided, therefore, to join London to apply for the RAF, which he obtained a Shorte Service Commission in September 1935. At the time of war, he served as a Flight Commander with No.54 (RAF) Squadron equipped with Spitfire. He obtained, however, in May 1940 the authorization to be provisionally released by the RAF to join the SAAF in order to communicate his experience to his compatriots. He is then assigned to No.2 (SAAF) Squadron operating in Kenya. The two Hawker Hurricanes are then deployed on the evening of 24 October on Lokitaung, near Lake Rudolf, in the north-west of the border with Ethiopia. The next morning, three Savoia-Marchetti SM.81 of 29bis Gruppo BT take off from Yabelo to bomb the Lodwar airfield, under the orders of Capitano Tito Zucconi. Flight Lieutenant Robert S. Blake (No. 285) and Lieutenant Douglas H. Loftus took off and intercepted them around 10:45. A first bomber (Sottotenente Argento) is quickly shot down by Flight Lieutenant Robert S. Blake. The pilot is immediately killed, while the co-pilot attempts a crash landing. Unfortunately, the impact on the ground is violent, killing all the crew except the radio operator (Signorelli). At the same time, Lieutenant Douglas H. Loftus succeeded in severely damaging the bomber of Sottotenente Titi. The italian managed to land near Lokitaung. The crew quickly set fired to the aircraft before being captured by British troops. The leader, although damaged, manages to escape and return to Yabelo. This interception is, therefore, a real success for South African pilots in particular against a relatively modern aircraft as the Savoia-Marchetti SM.81. It also illustrates the growing gap between the two South African fighter squadrons, one equipped with an obsolete biplane and the other with a relatively modern monoplane. However Lieutenant Douglas H. Loftus need to return as a result of the jamming of these machine guns, and after his return a mechanics note that all the weapons except one of the Flight Lieutenant Robert S. Blake’s aircraft are no longer working. Lieutenant Douglas H. Loftus on a Gloster Gladiator. Collection : SAAF Museum, via Tinus le Roux. 2
Ajcrou Posted July 26, 2021 Author Posted July 26, 2021 26 October 1940 Northern Front An incident is close to turning to tragedy for No.14 (RAF) Squadron. The unit is still in training on the Bristol Blenheim Mk IV. For this purpose, Squadron Leader Deryck C. Stapleton is testing the Bristol Blenheim Mk IV T2057. He is however surprised by a Gloster Gladiator of K Flight which take off, on alert, to intercept bombers. Pilot Officer Geoffrey B. Smither (K7948) thinks he is dealing with a Savoia-Marchetti SM.79 and immediately attacks the unfortunate Bristol Blenheim. The attack is a success as Squadron Leader Deryck C. Stapleton is quickly wounded in the arm and wrist. He managed, however, to crashed-landing with his aircraft on Port Sudan. The damage is such that the Bristol Blenheim is struck off. At the hospital, Deryck C. Stapleton receives the visit of the pilot who comes to apologize. They are accepted on the condition of immediately drinking half a pint of vinegar mixed with tonic water. Crash-landing of a Bristol Blenheim of No.14 (RAF) Squadron (Port Sudan). Collection : No.14 (RAF) Squadron Association. 1
Ajcrou Posted July 27, 2021 Author Posted July 27, 2021 30 October 1940 Northern Front After several days of intense training, No.14 (RAF) Squadron makes its first operation with its new Bristol Blenheim Mk IV. For this purpose, three aircraft take off with Flight Lieutenant John K. Buchanan at 06:00 to bomb the warehouses of Massawa from an altitude of about 1 100 meters. If the bombs are reported to have hit the target, the italien AA is doing damage as two aircrafts come back damaged. Unfortunately the available documentation does not give the identity of these aircrafts. Photo of the port of Massawa taken by an aircraft of No.14 (RAF) Squadron during the bombardment of 30 October 1940. Collection No.14 (RAF) Squadron Association. The French attached to No. 8 (RAF) Squadron continues their flights with the Glenn-Martin 167F No. 102. This time, they take off (Flight Lieutenant Jacques Dodelier, Warrant Officer Yves Trecan, Flight Sergeant Ronan Michel) between 10!00 and 15:10 to drop propaganda leaflets over central Ethiopia: Debra Berhan – Mojo – Dukem – Addis Ababa at an altitude of about 4 000 meters. 1
Ajcrou Posted July 28, 2021 Author Posted July 28, 2021 31 October 1940 Southern Front At the end of October, South African Prime Minister General Jan Smuts decides to organize an inspection tour of his armed forces in Kenya. He is accompanied for this purpose by General Pierre van Ryneveld (Chief of the General Staff). The visit also coincides with the arrival in Kenya of Major-General Alan G. Cunningham to take command of East Africa Force. Several important meetings concerning the strategy for the future offensive are taking place in Khartoum and Nairobi during this period. South African Prime Minister Jan Smuts. They embark all three aboard two Junkers Ju.86 of No.12 (SAAF) Squadron, accompanied by Major-General Alfred Goodwin-Austen (Commander 2nd African Division) and Air Commodore William Sowrey (AOC East Africa), to visit the advanced airfields of Kenya. General Pierre van Ryneveld (Chief of the General Staff, South Africa) and C.O. SAAF (1920 – 1933). Air Commodore William Sowrey (centre) during an inspection tour at Archers Post on 30 September 1940. On the left are Brigadier Hector C. Daniel (SAAF) and Major Robert Preller (No.11 Squadron). Collection : SAAF Museum Two Hawker Hurricanes of No.3 (SAAF) Squadron fly for protecting personalities. However, the relatively inexperienced pilots perform the cover too high and from behind, which can seem to suggest an attempt to intercept an Italian bomber. Approaching the Archers Post airfield, Captain Dennis B. Raubenheimer forgets the friendly signals : put down the landing gear and regularly flapping his wings. At the same time, the absence of these elements related to the impression given by escort leads the soldiers, in charge of the watch, to alert the Hawker Fury detachment. Indeed, the slowness of these aircrafts requires, in case of potential alert, to get the aircraft off the ground as quickly as possible in the hope of compensating for the speed differential. These obsolete aircrafts are also not equipped with radio. Three South African fighters take off, under the command of Captain Frank J.M. Meaker, to intercept the two unidentified aircraft. The three biplanes are sighted by Captain Raubenheimer, but he assumes they come to greet the Prime Minister’s plane. Indeed, a message announcing the passage of the two Junkers Ju.86 was normally communicated to the different airfields, but a technical problem prevented its reception at Archers Post. He does not judge necessary to carry out the signs of recognition. At the same time, the Hawker Fury are preparing to engage the two Italian bombers to help Hawker Hurricanes. Captain Frank J.M. Meaker is about to open fire when he suddenly notices that the rear of the aircraft consists of double control surfaces, unlike the Italians. Recognizing South African cockades, he breaks brutally to the right. But, Lieutenant Douglas D. Pannell takes the maneuver for a classic evasive action after an attack or following the jamming of guns (a regular problem on the Hawker Fury). Aware that the speed of his aircraft will allow only one attack, he immediately opens fire with all the excitement of his first fight. Quietly piloting, Captain Dennis B. Raubenheimer sees several tracers passed to the right of his cockpit. He turns sharply to the left, but the second Junkers Ju.86 is slightly touched on the wing. With his weapons stalled, angry at his missed target, Lieutenant Douglas D. Pannell breaks off the fight when he descovers that it is not Italian bombers but South African planes. According to Captain Dennis B. Raubenheimer : "Arriving above Archers Post, I see dust trailing on the ground. I show them to Smuts … I hope they come to greet you Sir. I watch them climb to our altitude. It looks like the perfect exercise of interception. I ask General Pierre van Ryneveld, sitting next to me, to keep an eye on them. They are approaching the opposite side of my seat, in my blind spot. A minute later, I see tracers and I immediately dive under plane of Lieutenant Glynn Davies to my left. My only goal is to keep the personalities away from the line of fire. Fortunately, the attack mainly targets the other Junkers Ju.86 on which several impacts are reported. Smuts, visibly shocked, turns to me and asks: are we are attacked ? Yes, sir we are … by our compatriots. After the landing, not planned, on Archers Post the Prime Minister observes the impacts and decides to divide the different passengers in the two aircraft for the rest of the flight so as not to put all the eggs in one basket.” In his report, Captain Frank J.M. Meaker explains that : “No.2 (SAAF) Squadron Detachment D operates from Archers Post, an advanced airfield that is to be regularly attacked at night and day. The Hakwer Fury have a rate of climb and a disastrous speed, we are unable to catch an enemy bomber. As a result, it is planned to take off and immediately engage a potential aggressor before the latter approaches sufficiently to be formally identified. There is not enough time to be able to observe the planes. It is, therefore, a standard procedure and validated by Nairobi.” Hawker Fury of No.2 (SAAF) Squadron. Collection : SAAF Museum Swartkops via Tinus le Roux. Archers Post airfield. Collection : SAAF Museum Swartkops Archers Post Airfield Fuel Depot. Collection : SAAF Museum Swartkops. 1
cardboard_killer Posted July 28, 2021 Posted July 28, 2021 Of all biplanes I think the Hawker Fury was the sweetest looking. 1
Ajcrou Posted July 29, 2021 Author Posted July 29, 2021 1st November 1940 Northern Front Ground fighting erupts in the region of Gallabat. Three Gloster Gladiators of No.1 (SAAF) Squadron are sent to escort Gloster Gauntlets, equipped with bombs, of No.430 (RAF) Flight. Several Italian vehicles are reported destroyed. At the same time, Caproni Ca.133 attack British troops. A short fight breaks out during which one of the Italian bombers is claimed destroyed by Captain Brian J.L. Boyle (N5830), Lieutenant Andrew Duncan and Robin Pare. Captain Brian J.L. Boyle, No.1 (SAAF) Squadron, reading. Collection : Imperial War Museum. Logbook of Captain Brian J.L. Boyle. Collection : SAAF museum Ysterplaat via Tinus le Roux. 1
Ajcrou Posted July 30, 2021 Author Posted July 30, 2021 2 - 3 November 1940 Northern Front Christopher Shores writes, in his book “Dust Clouds in the Middle East”, that during the day of 2 November, a Savoia-Marchetti 79 of 44bis Gruppo BT is involved in a fight with five Gloster Gladiatoer around 09:30. A Fighter is claimed destroyed while the Italian bomber is slightly damaged. The event wis reported to have taken place in the vicinity of Noggara (in the northwestern corner of Ethiopia forming the border with Sudan and Eritrea). This action is, however, absent from the British documents. However, it should be noted that at this time, Sudan has only two units operating on Gloster Gladiator: in this case K Flight and No.1 (SAAF) Squadron. It is known that K Flight is flying a training with No.223 (RAF) Squadron during the first three days of November over Summit. Given the distance, and the number of aircraft avaible on K Flight, it seems unlikely that its pilots are concerned. On the other hand, Lieutenant Andrew Duncan of No.1 (SAAF) Squadron reportedly claimed a damaged Savoia-Marchetti SM.79 over Kumbina on 3 November.[1] A sortie is actually mentioned in Lieutenant Brian J.L. Boyle’s logbook on this date, although he does not seem to be writing anything about a fight. In addition, the place of fighting according to the Italians: Noggara is located at a relatively moderate distance from the airfield of Azaza (Geraref). Thus, if both events are to be confirmed, a date error could be considered to make them coincide. Unfortunately, for lack of documents to consult, it remains a mere hypothesis. Logbook of Lieutenant Brian J.L. Boyle, 3 November 1940. ---------------------------------------------------- [1] In the absence of War Diaries or ORBs relating to No.1 (SAAF) Squadron during this period, there are a few pages (two) relating to the period August-November 1940. This document is compiled at a later date from Lieutenant Andrew Duncan’s Logbook, with all possible risks of error. 1
Ajcrou Posted August 2, 2021 Author Posted August 2, 2021 4 November 1940 Northern Front One of the few existing documents relating to No.1 (SAAF) Squadron provides some details. The unit is based in Azaza (Gedaref) with eight Gloster Gladiator Mk II and the following pilots: Major Schalk van Schalkwyk, Captain Brian J.L. Boyle, Lieutenant Johan J. Coetzer, Andrew Duncan, John L. Hewitson, Robin Pare, Leonard Le Clues Theron and Servaas de Kock Viljoen. Three Gladiator Glosters take off in the morning to patrol around Metemma where they meet three Fiat CR.42s of 412a Squadriglia CT. Two fighters are claimed destroyed by Lieutenant Andrew Duncan and Leonard Le Clues Theron, as well as one unconfirmed by Captain Brian J.L. Boyle (N5852). Indeed, the aircraft of Sottotenente Mario Proserpio (injured) is shot down. At the same time, a victory is claimed by an unidentified Italian pilots and a probable by Sergeant Maggiore Luigi Baron. Logbook, Captain Brian J.L. Boyle, 4 november 1940. Second Lieutenant Lieutenant Andrew Duncan, Captain Brian J.L. Boyle et Lieutenant Servaas de Kock Viljoen (L – R) in front of a Gloster Gladiator of No.1 (SAAF) Squadron at Azaza. Collection : Brendan Boyle via Tinus le Roux. No.203 (RAF) Squadron is flying as usual with the protection of ships in the Red Sea. Flight Lieutenant James M.N. Pike aboard L9173 damages a Savoia-Marchetti SM.79 around 10:00. The latter returns to Zula with two dead and two wounded. 1
Ajcrou Posted August 5, 2021 Author Posted August 5, 2021 (edited) Gallabat (6 November 1940) - El Wak (16 December 1940) : Introduction : Until now the situation of the two belligerents is relatively balanced and oriented towards a wait-and-see attitude or at least a defensive attitude. On the Italian side, this strategy corresponds to the orientations of the Duce and the General Staff. Isolated geographically, poorly prepared and lacking modern equipment, the Italian troops have no interest in embarking on a more offensive strategy. While some attacks are launched during the summer of 1940, they are more to strengthen the lines of defense by capturing the main border forts controlling access to water points and road infrastructure. The conquest of British Somaliland has the same objective of eliminating an opposing enclave and shortening the front to be covered. The idea, conveyed by some authors, that the Italians have missed the opportunity to inflict a serious setback on British forces must be strongly relativized. First of all, the situation of the British is far from being so weak with the gradual arrival during the autumn of reinforcement from India, South Africa, as well as from various African colonies. In addition, an offensive towards Sudan would have been a logistical nightmare for the Italians given the size of the area to cross to go toward Egypt and the absence of any infrastructure. In addition, we must not forget the need for the Italian troops to fight a rebellion in area of eastern and northern Ethiopia. On the British side, this strictly defensive position can be explained by the need to strengthen the forces on the ground and especially to train inexperienced troops. Nevertheless, East Africa is in the thinking of the British Command and General Archibald Wawell. He is aware of the need to secure his rear lines and logistics before considering a victory in North Africa. The Red Sea is one of these vital arteries. As a result of the closure of the Mediterranean Sea, renforcement can only came from two directions: the Indian Empire or bypassing Africa. In both cases, the ships must cross the Red Sea to access Egypt, that is to say within reach of italian airfields andports. In addition, the Italian presence has the consequence of classifying the Red Sea as a war zone, which excludes the navigation of any American ship. It is therefore essential to eliminate this danger. Without going into the details of the British strategy, which will be discussed later, the situation changes gradually in October for several reasons. First, there is a change in command with the arrival of General William Platt in Sudan and Alan Cunningham in Kenya with instructions to relaunch the offensive spirit. Then, significant reinforcements are progressively deployed on both fronts. Lieutenant-General Alan Cunningham, the new Commander-in-Chief for Kenya (East Africa forces). Collection : Imperial War Museum. Finally, a double political pressure is imposed by General Jan Smuts, the South African Prime Minister, to obtain a victory during the first half of 1941, as well as by Winston Churchill. Pending a simultaneous offensive on both fronts for the beginning of 1941, decision is nevertheless made to launch a series of progressive attacks to strengthen the starting positions and train the troops. The first begins on 6 November 1940, in Sudan, taking advantage of the arrival of the first elements of the 5th Indian Division. General William Platt decides to prepare an attack against the border position of Gallabat. He can used the Sudan Defense Force, the 10th Indian Infantry Brigade and eight Matilda of the 6th Royal Tank Regiment. The clash turns, initially, in favor of the British who quickly take the position with heavy losses for the 27th Italian Colonial Battalion. Following the initial success, Brigadier William Slim, in charge of the units, is instructed to continue in the direction of Metemma where the Italian position is nevertheless stronger. In parallel, the Regia Aeronautica receives the order to concentrate all its forces to support the Italian troops. The aerial battle that engages turns to the advantage of the Italians who conquer the air superiority. From the first day, the K Flight and No.1 (SAAF) Squadron are virtually eliminated as a fighting force with the loss of five Gloster. The South Africans also deplore the loss of their squadron leader. On the ground, General Slim is forced to order a general retreat while destroying the equipment remained on the spot so the last three Matilda available. The losses amount to about 200 men. This first battle marks a first turning point in East Africa as it is the last Italian victory and British defeat. At the same time, the Italian decision to concentrate Regia Aeronautica in a specific sector shows real limits in terms of logistics. Suffering from an absence of any possible reinforcement, obliged to disperse more and more these units on the various sectors, the Regia Aeronautica will not be able any more to concentrate its forces against the British offensives. This at a time when the RAF and SAAF are able to receive more modern aircraft like Bristol Blenheim and Hawker Hurricane. On the southern front, a similar operation is launched on 16 December 1940 against El Wak with elements of the 1st South African Infantry Brigade, the 24th Gold Coast Brigade and the 1st South African Light Tank Company, under the orders of General Dan Pienaar. General Dan Pienaar (1st South African Infantry Brigade). Collection : Imperial War Museum. The attack is a success and the Italian position falls before the end of the day. Without going into the details of this battle, rather minor in its objective and scale, it allows to highlight several elements. First, there is the air superiority by the presence of the South African Hawker Hurricanes. In parallel, No.40 (SAAF) Squadron’s Hartbees are able to ensure very good cooperation with ground troops, while several Junkers Ju.86 of No.12 (SAAF) Squadron are sent to bomb italian positions before the assault. On the ground, the action is conducted with a very good coordination between the infantry and motorized troops to bypass and cut the enemy lines, which illustrates the future aspect of operations on the southern front. Finally, the political aspect is strongly present with the choice of the day of the attack at the request of the South African Prime Minister Jan Smuts. 16 December is Dingaan’s Day in South Africa, a sacred event in Afrikaner nationalist mythology, when about five hundred Voortrekkers under the orders of Kapitan Andries Pretorius and Sarel Cilliers win a major victory against the Zulu troops in the battle of Blood River in 1838. Jan Smuts wishes to attract the support of the nationalist and the majority of the white Afrikaner population relatively hostile to the idea of fighting alongside the British Empire, while strengthening the position of the South Africans troops. As proof, he hastens the following days to propose the sending of an additional South African division. El Wak’s victory marks the second turning point in East Africa with one of the first Italian defeats in this theater of operations, while providing the first elements of future allied success on the southern front: a “blitzkrieg” with motorized troops, a willingness to bypass the defenses by multiple movements, the conquest of air superiority and cooperation with troops on the ground, but also a very strong political influence. On the Italian side, this very relative failure is nonetheless clearly evident as General Gustavo Pesenti, commander of the Juba sector, is immediately replaced by Carlo de Simone (at the head of the offensive against British Somaliland). In addition, the Italian reports express strong concern over the total inefficiency of anti-armor ammunition, mostly from stocks captured during the conquest of British Somaliland. 6 November 1940 Northern Front The village of Gallabat is one of the border posts between Sudan and Ethiopia, and controls one of the main roads in the region (with the village of Metemma on the other side of the border). On 4 July 1940, a column under the command of General Pietro Gazzara occupies the various British forts on the border. The Gallabat – Metemma sector is then entrusted to Tenente Colonnello Castagnuola with the 25th, 27th and 77th Colonial Battalion, as well as several Banda formations (irregular troops often from Eritrea or Italian Somaliland). In order to facilitate the future offensive to the north, and to test the relatively inexperienced troops, Major-General William Platt decided to organize a limited offensive to retake Fort Gallabat and, depending on the situation, push towards Metemma. The operation is entrusted to the command of Brigadier William Slim placed at the head of the 10th Indian Infantry Brigade, just arrived in Sudan. He has also, for this purpose, eight armored Matilda of the 6th Royal Tank Regiment. The air component is formed by Vickers Wallesley of No.47 (RAF) Squadron and nine Gloster Gladiator of No.1 (SAAF) Squadron and K Flight. The attack began at 05:30 when the British artillery opened fire towards Gallabat, taking the Italian garrison completely by surprise. At the same time, six Vickers Wellesley of No.47 (RAF) Squadron took off between 02:55 and 03:18, under the command of Flight Lieutenant Graham R. Magill. If the K7733 crash on takeoff, although with no consequence to the crew, the other five bombers are over the target around 05:00 to bomb the fort and the radio station. They are followed by several Vickers Vincent of No.430 (RAF) Flight. Two Hawker Hardy pf No.237 (Rhodesia) Squadron are also above between 04:55 and 08:35, to cooperate with ground troops. Things seem to start well for the British and at 08:00 the first elements attack the Italian troops for the control of Fort Gallabat. Despite several Italian counterattacks, the fort quickly falls into the hands of the opponents, and Brigadier William Slim is already starting to consider a movement towards Metemma. However, the events are about to switch, at least initially, on the air. In order to cover the troop’s progress against the potential Italian bombers, three Gloster Gladiators of K Flight take off : Flight Lieutenant Kenneth H. Savage (L7614), Pilot Officer Jack Hamlyn (L7612) and Henry B. Kirk (K7969). While patrolling east of Metemma, they are totally surprised by a formation of six Fiat CR.42 of 412a Squadriglia CT under the command of Capitano Antonio Raffi. British pilots do not have time to react. Lieutenant Flight Kenneth H. Savage is killed, while Pilot Officer Henry B. Kirk must evacuate his aircraft. If the Pilot Officer Jack Hamyln manages to escape, injured at his foot, he is quickly forced to a crashed-landing with his Gloster Gladiator L7612. The K Flight is now reduced to one aircraft (K7977). The victories are claimed, on the Italian side, by Capitano Antonio Raffi, Tenente Niso Provinciali and Sergente Pietro Morlotti. Shortly after, the Italians spot another isolated fighter. This is Major Schalk van Schalkwyk of No.1 (SAAF) Squadron in charge of a reconnaissance flight. Immediately at Heston’s advanced airfield, Captain Brian J.L. Boyle is ordered to take off to assist him. He arrives just in time to see his Squadron Leader jump in parachute, the clothes on fire. Severely burned, Major Schalk von Schalkwyk will die the next day despite medical care by the Italians. Now isolated with the Italian fighters, Captain Brian J.L. Boyle has no choice but to try to escape. He finally managed to put his Gloster Gladiator (N5852) severely damaged in friendly lines. Injured, he is evacuated to the hospital of Wadi Seidna. He will receive the DFC on 7 January 1941. The two victories are claimed, respectively, by Capitano Antonio Raffi and Sottotenente Fiorindo Rosmino. Logbook of Captain Brian J.L. Boyle. Collection : SAAF Museum, via Tinus le Roux. If Indian troops are able to capture the fort, the loss of air cover allows the Italians to bring some Caproni Ca.133 who are able to harass the troops on the ground. Four Gloster Gladiators of No.1 (SAAF) Squadron take off around 13:20 to patrol over Gallabat. They are joined by the latest aircraft of K Flight, the K7977 piloted by Flying Officer Jack M. Hayward. They intercept a Caproni Ca.133 formation, two of which are claimed destroyed by Lieutenant Andrew Duncan and John L. Hewitson (N5824). They are, however, once again surprised by Fiat CR.42 of 412a Squadriglia CT. The K Flight continues is bad luck and Flying Officer Jack M. Hayward is quickly shot and killed. The South Africans are doing better as Lieutenant Johan J. Coetzer and Robin Pare, assisted by the other two pilots, are able to claim two Italian fighters. In practice, 412a Squadriglia CT only reports a damaged aircraft during the day. Tenente Mario Visintini claims a victory during the clash. In any case, the day ends very badly for the British and South Africans that has lost six Gloster Gladiators, loss three pilots and three others wounded. K Flight is literally decimated, while No.1 (SAAF) Squadron no longer has an officer with a rank higher than Lieutenant. As a result, Air Commodore Leonard H. Slatter is ordered to come quickly to take control. Air Commodore Leonard H. Slatter, C.O. of No.203 (RAF) Group, Soudan. Collection : Imperial War Museum. Edited August 5, 2021 by JG300_Manfred 1
Ajcrou Posted August 6, 2021 Author Posted August 6, 2021 7 November 1940 Northern Front Despite the dramatic events of the previous day, the British are not abandoning the idea of winning the air superiority, although they are more cautious. Four Gloster Gladiators of No.1 (SAAF) Squadron take off at 05:25 to escort five Vickers Wellesley of No.47 (RAF) Squadron to bomb Italian positions at Metemma. After the attack, a formation of at least three Caproni Ca.133 and three Savoia-Marchetti SM.79 is spotted near Gallabat. South Africans immediately attack the opponent when they find themselves, once again, fighting with several Fiat CR.42. Lieutenant Robin Pare quickly claims the destruction of an Italian fighter, but he is himself forced into a crashed-landing after being. With the loss of an additional fighter, No.1 (SAAF) Squadron is out for the rest of the day. Due to the lack of fighters, No.47 (RAF) Squadron and No.430 (RAF) Flight are ordered to suspend operations. Crews of No.47 (RAF) Squadron, during the Battle of Gallabat. Collection : Imperial War Museum. The ground situation for British troops is gradually becoming more and more difficult. Italian bombers are able to multiply bombings. The tanks of the 6th Royal Tank Regiment, engaged on very rocky ground, are gradually eliminated by mines and technical incidents, while the Italian bombers manage to destroy the vehicles carrying the spare parts. Harassed by the Regia Aeronautics and artillery, the British troops suffer more and more. In the middle of the afternoon, Caproni Ca.133 destroy a convoy of ammunition triggering a violent explosion making believe an Italian attack by the rear. View of smoke escaping from the surroundings of Gallabat. Collection : Imperial War Museum. A moment of doubt, then panic spreads among the troops. Part of the 1st Battalion, Essex Regiment begins to leave its positions near Fort Gallabat. The movement is gradually being interpreted by the rest of the unit and the men of the 3rd Royal Garwhal Rifles as a beginning of retreat. Officers try to regain control of the situation without success. British and Indian soldiers release their weapons to board the vehicles and flee the fort. Faced with these first movements, panic seizes other troops that beginning to retrait. Faced with the situation, and hearing rumors about the movement of several Italian reinforcements (information in fact erroneous), Brigadier General William Slim has no choice but to order or rather confirm the immediate evacuation of Gallabat and the destruction of all equipment. For the RAF and the SAAF, the situation is much more delicate and the two fighters units have been almost decimated. K Flight will not recover from this bleeding. Responsible for providing air protection for Port Sudan until December 1940, pilots will be progressively returned to the parent unit, No.112 (RAF) Squadron in Egypt, while the remaining elements will be sent to Palestine for the formation of No.250 (RAF) Squadron. No.1 (SAAF) receives the reinforcement of pilots from No.2 (SAAF) Squadron based in Kenya, including Captain Gerald J. le Mesurier to temporarily take command. 1
Ajcrou Posted August 9, 2021 Author Posted August 9, 2021 8 - 10 November 1940 Northern Front If the bulk of the battle of Gallabat – Metemma is over, Major General William Platt decides to move towards a new method by using the Gazelle Force. This denomination designates a group, under the orders of Colonel Frank Messervy, composed of elements coming from the Indian 5th Infantry Division and 10th Baluch Regiment, in particular a motorized reconnaissance regiment : the Skinner’s Horses. This unit, which in some ways is reminiscent of the Long Rand Desert Group, is tasked with conducting a number of raids on the border to make the area untenable for the Italians. All these actions will gradually force the Italians to retreat to the fortified position of Metemma and abandon Gallabat. According to Pilot Officer Eric Smith, No.237 (Rhodesia) Squadron : « Colonel Masservy tackled his task with great enthusiasm, initiative and audacity achieving remarkable results. While A and C Flights were fully occupied doing reconnaissance and dive-bombing in the centre and south to keep up the illusion (of strenght) B Flight in the north had been placed under the direct tactical command of this adventurous colone. They were immediately involved in a whirlwind of wild escapades from stampeding and herding mule caravans into our lines, to the more serious low-level strafing and bombing of strong points as a prelude to attack by Masservy’s mobile force. Modern tacticians would raise eyebrows at our techniques and it might be of interest of descriibe the pattern of these attacks. The mobile force consisted of seven Rolls-Royce armoured cars (1914 – 1918 vintage), nine ordinary Didge trucks with wooden platforms on the back mounting a single Vickers water-cooled machine-gun. In addition, there wera five Howitzers also of 1914 – 1918 vintage, always tagging a mile or so behind. B Flight mustered eight Hardys carrying 16 20-lb (9 kg) anti-personnel bombs, one Vickers firing through the propeller and one Lewis gun in the rear, fully guaranteed never to fire more than one pan without a stoppage. Special equipement of the Hardys consisted of a fine pitch wooden airscrew, which over-revved in a dive, set up a beautiful scream, flying wires deliberately set off true, making more vibrations than any amplified modern pop band, and a sack of empty beer bottles for the gunner to throw overboard when hs Lewis gun finally and inevitably stopped. Seriously, these had an effet. They whistled like bombs, made a satisfacoty bang on hitting a desert rock and the glass splinters were equally as lethal as our 20-lb bombs. The plan was that B Flight would attack first, dive-bombing and machine-gunning. To prolong the suspense some dummy attacks were thrown in for good measure. Under cover of this, Masservy would race his column in, in line astern and keep circling. The Howitzers, being more discreet, shelled from a distance but with remarkable accuracy – as well they had to, not to knock out the circling cars. From the air, this was not unlike the modern cowboy films with the Red Indians circling covered wagons. Meanwhile the flight would hop back a few miles where our three trucks were waiting at a convenient spot, to land, refuel, rearm and off immediately, back to the attack. Side bets were laid by both ground crews and pilots as to who could land nearest to the trucks. This led to heated arguments when the drivers took evasive action and moved. Pilots claimed that this was unnecessary, drivers being adamant that it was imperative. Under cover of our second attack, Messervy would break off at hight speed, collecting the Howitzers and our trucks en route. This sort of escapade and other oddities from Masservy’s fertile brain had a somewhat depressing effect on the Italian troops and soon we were warned by our Intelligence thar the Duke of Aosta had issued an order of the day to his fighter pilots, Destroy the Hardys at all costs. In passing, this charming and courteous gentlman confirmed this to me personally when I escorted him down to Nairobi and a POW camp much later. For B Flight life bacame somewhat tedious. Under considerable harassment, they moved to a new strip every three days. These strips were mere clear sports in the scrub – the smaller and more crooked the better – but they were confined to the vicinity of the Artbara River for water this is the Italians well knew. Sorties became a trifle dicey and often we had to scuttle love for a Balbo made them less effecive. A few sections scattered around would have been deadly to us. All flights now began to suffer casualties and the war took a moch more serious turn. » At the same time, the air activity remains constant especially for the Regia Aeronautica which continues to send several bombers. The situation is quiet for No.1 (SAAF) Squadron who are waiting for reinforcement. Three Gloster Gladiator of No.2 (SAAF) Squadron take off from Kenya to reach Sudan. One of the fighter is however lost on 9 November during the transfer when the Sudanese troops opened fire on the planes. The N5813 is damaged, forcing Lieutenant Ronald Dimmock to land on a Nile island, 16 km south of Juba. Two Gloster Gladiator Mk II, from No.2 (SAAF) Squadron flying towards Khartoum to reinforce No.1 (SAAF) Squadron in Sudan. Three aircraft (N5851, N5815 and N5813) took off for this purpose on 9 November 1940 under the command of Captain Gerald J. le Mesurier. Collection : SAAF Museum, via Tinus le Roux. Gloster Gladiator N5813 of No.2 (SAAF) Squadron. Collection : SAAF Museum Swartkops via Tinus le Roux. The Gloster Gladiator Mk II, N5813, after forced landing. Lieutenant Ronald Dimmock is only slightly injured. He was killed on 7 May 1941, during a ferry flight from Takoradi. Collection : SAAF Museum, via Tinus le Roux. 1
Ajcrou Posted August 10, 2021 Author Posted August 10, 2021 11 November 1940 Northern Front The Hawker Hardy K4316 (Flight Lieutenant Neville S.F. Tyas, Sergeant H.L. Maltas) of No.237 (Rhodesia) Squadron is sent to bomb vehicles on the Metemma – Gondar road between 10:30 and 12:40.[1] At around 12:30, several Fiat CR.42s of 412a Squadriglia CT took off to intercept the intruder. At the same time, three Gloster Gladiators (Lieutenant Andrew Duncan, Johan J. Coetzer and Servaas de Kock Viljoen) of No.1 (SAAF) Squadron are also on patrol. Both formations meet above Gallabat. In the ensuing fight, a Gladiator Gladiator is slightly damaged, while a victory is claimed by the Italians (Tenente Mario Visintini), as well as two probable (Sottotenente Giovanni Levi and Sergente Maggiore Luigi Baron).[2] Southern Front At the same time as three Gloster Gladiators are sent to Sudan, No.2 (SAAF) Squadron received the reinforcement of five pilots, namely Lieutenant Thomas Condon, Edwin A. Jarvis, P.H. Smith, Rolfe A. Gerneke [3] and John, R.R. Wells. -------------------------------------------------------- [1] No.237 (Rodesia) Squadron : Operations Record Book (Form 540 and Form 541). Kiew : TNA, AIR 27 / 1450. [2] EUSEBI E., LAZZARO S., SLONGO L. Le vittorie aeree di Mario Visintini in Africa Orientale, in Storia Militare, n°246, 2014, p. 62 ; SCHOEMAN, Michael. Springbok Fighter Victory : East Africa (1940 – 1941). Nelspruit : Freeworld. p.47 et 137 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p.77 ; GUSTAVSSON, Håkan. Captain Servaas de Kock Viljoen. Biplane Fighter Aces from the Second World War : http://surfcity.kund.dalnet.se/commonwealth_viljoen.htm [3] On 30 January 1953, he had the privilege of making the first flight of a South African pilot on a jet (Sabre) aircraft during the No.2 (SAAF) Squadron’s participation in Korea War, with Major John S.R. Wells, also a former member of the Squadron in East Africa.
Ajcrou Posted August 11, 2021 Author Posted August 11, 2021 12 - 13 November 1940 Northern Front The French of the Escadrille d’Aden ara still active on 12 November 1940 with a reconnaissance flight over Dire Dawa, Shinile, Urso and Djibouti in the Glenn Martin 167 F No. 102 (Flight Lieutenant Jacques Dodelier ; Warrant Officer Yves Trécan ; Flight Sergeant Ronan Michel) between 10:20 and 14:45[1]. Capitaine Jacques Dodelier. Source : Ordre de la Libération. ----------------------------------------------------------------- [1] No.8 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27/114. 1
Ajcrou Posted August 19, 2021 Author Posted August 19, 2021 14 November 1940 Northern Front Three Bristol Blenheims of No.8 (RAF) Squadron took off between 19:15 and 02:20 to attack individually various infrastructures at Dire Dawa. L6648 (Pilot Officer R.C. Young, Flying Officer Montcalm and Pilot Officer Saward) is damaged by AA. Italian fighters are also reported. In any case, Pilot Officer R.C. Young managed to land his aircraft at Ras Ara after crossing the Red Sea.[1] Southern Front Following reports of Italian planes above Yabelo (Ethiopia), a combined attack by No.11 and No.12 (SAAF) Squadron is organized. Three Fairey Battle from the first Squadron take off in the morning and arrive above the enemy’s airfield where they spot at least five Caproni Ca.133 scattered on the airfield. The South African pilots drop their bombs, despite an important anti-aircraft defense, and claim two bombers probably destroyed, while the other three are supposed to be damaged. They are followed by four Junkers Ju.86 who individually attacked the target at an altitude ranging between 2 500 and 1 200 meters, at 18:25, with incendiary bombs. This second attack is, however, considered a failure due to lack of visible results.[2] Note that a fight is said to have opposed 411a Squadriglia CT and an opposing formation of four bombers over Jimma airfield. Three aircraft are then claimed destroyed by the Italian pilots (including Maresciallo Giuseppe Mottet). This event does not seem to match with the South African archives during the month of November which prevents, unfortunately, to know more. --------------------------------------------------------------------- [1] No.8 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27/114 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p. 78 ; CANWELL, Diane ; SUTHERLAND, Jon. Air War East Africa (1940 – 1941). The RAF versus the Italian Air Force. Barnsley : Pen and Sword Aviation, 2009. p. 77. [2] November – Narrative Norther Operations SAAF. Kew : TNA, AIR/54/8 ; No.11 (SAAF) Squadron : War Diary. Kew : TNA, AIR/54/3 ; No.12 (SAAF) Squadron : War Diary. Kew : TNA, AIR/54/4.
Ajcrou Posted August 20, 2021 Author Posted August 20, 2021 15 November 1940 Northern Front Two Savoia-Marchetti SM.79 of the 44bis Gruppo are attacked and claimed damaged over Aden by Pilot Officer Gordon A. Wolsey of K (RAF) Flight [1]. Four Wellesley of No.223 (RAF) Squadron took off from Khartoum in the afternoon for a bombing raid on Kassala. According to information received after the mission, the raid caused heavy losses to a Blackshirts Battalion. ------------------------------------------ [1] SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p. 78 ; CANWELL, Diane ; SUTHERLAND, Jon. Air War East Africa (1940 – 1941). The RAF versus the Italian Air Force. Barnsley : Pen and Sword Aviation, 2009. p. 77 ; Shark Squadron : RAF 112 Sqn Tribute Website : http://raf-112-squadron.org/k_flight.html 1
Ajcrou Posted August 25, 2021 Author Posted August 25, 2021 16 November 1940 Northern Front Taking advantage of bad weather (with a cloudy ceiling of just 1 200 meters above the Eritrean mountain) Flight Lieutenant John K. Buchanan, of No. 14 (RAF) Squadron, takes off at 10:10 aboard the Bristol Blenheim T1877 for an attack on Gura, then carry out a photographic reconnaissance of Massawa in search of naval movements. A hit is reported on a depot in Gura, while three Italian fighters took off. Flight Lieutenant John K. Buchanan can, however, use the clouds to hide and escape.[1] Flight Lieutenant John K. Buchanan of No.14 (RAF) Squadron. He later commanded the unit. Wing Commander John K. Buchanan DSO DFC* will be killed, on 16 February 1944, when his Beaufighter is forced to land in the Aegean Sea. Collection : Imperial War Museum. A crew of No.237 (Rhodesia) Squadron has an eventful mission. At 16:25 hours, Pilot Officer Colin T. Campbell and Sergeant Alan P. Burl took off aboard the Hawker Hardy K5915 for a mission in support of the Gazelle Force still operating between Gallabat and Metemma. During a bombing run, the aircraft is hit on the radiator by fire from the ground. Unable to return to their lines, the pilot is forced to make a forced landing. Nightfall prevented any search, but the next day several aircraft of No.237 (Rhodesia) Squadron took off in the hope of finding the missing crew. It was only on 18 November that the aircraft is spotted by Flying Officer Alec T.R. Hutchinson and Sergeant H.L. Maltas (Hawker Hardy K4310). Several rations are dropped on the two men, but they has to wait until the next day for a rescue team to arrive. Although Pilot Officer Colin T. Campbell suffered a minor facial injury, both men were relatively well and are evacuated to Khartoum. The nature of the terrain, however, prevented any recovery of the aircraft.[2] Southern Front Lieutenant Cornelius A. van Vliet, Air Sergeant P.J. Lamont and E. Murphy, of No.11 (SAAF) Squadron, take off aboard Fairey Battle Mk L5078 (n°916), at 09h00 from Archers Post, to reach the Lokitaung airfield near Lake Turkana. From there, they take off for carrying out a reconnaissance of the Todonyang – Washa Waha sector for the 2/4th Kings African Rifles.[3] According to Lieutenant Cornelius A. van Vliet : « I had a full bomb load of small anti-personnel bombs in containers, which meant that they were instantly live when they left the container, and therefore were not a very pleasant load with which to carry out a forced landing – especially a belly landing ! I took off from Lokitaung with Air Sergeants L. Lamont and E. Murphy as rear-gunner and observer. We flew at a fair height above what appeared to be a military encampment of sorts, but at that height I couldn’t observe any particular activity or detail, and so made a low-level pass over the area. Too late I realised that there were machine-gun nests on either side of me and I collected a shot in the glycol radiator. My pass over the encampment was fortunately in the direction of home so I continued flying low and straight ahead with white smoke pouring out. I considered I probably had about five minutes of flying before my engine packed up. With mixed feelings of trying to get as far as possible but yet not wanting a forced landing with a probably white-hot engine, and still lots of petrol around, I decided to get a little more height. I also still had to make a decision about a belly landing with a full bomb load, as I certainly would never make the necessary height to jettison the bombs. The area was fairly level with scrub bush, and as the temperature gauge left the clock, I let the wheels down and took a chance on what lay straight ahead. Just before landing we saw hostile Merille tribesmen ahead. They were the Italian mercenary counterparts of the Turkana tribes supported by us. The Merille in particular had a reputation for performing certain anatomical operations on their victims, and certainly would not have been very partial to us in view of prior bombing raids. As we touched ground, the left wheel hit a bump. The wheel was torn off, hit the tail of the aircraft and came bounding forward past my head. The aircraft slid along on its belly on a dry mud swamp, and we held our breath, hoping the bombs wouldn’t explode. Our luck held, and we scrambled out to see smoke coming from the engine. We quickly collected two water containers holding about 2,5 gallons but, fearing that flames might burst from the engine at any moment, we did not wait to collect food. I took my rifle. We cracked a hole in the internal fuel tank (with the axe carried on board) before leaving, and heaped our maps and other documents in the cabin. I fired a Verey pistol into it and the machine blazed up. We cleared off for all we were worth, covering more than half a mile before we looked back, when we saw a mushroom-shaped column of smoke 50 feet high and heard the rumble of explosions. We made for a hill, knowing that the Merille tribesmen would easily track us across the soft, dried mud of the swamp. After an hour’s walking and running we crossed the border. Later we saw a lorry approaching. A small advance party of one officer and two Askaris came forward and our anxiety about their identity was dispelled, for they were friends. They had seen us come down and had come forward to rescue us.”[4] Airfield of Lokitaung (Kenya) with a Junkers Ju.86 of No.12 (SAAF) Squadron. Collection : SAAF Museum Swartkops via Tinus le Roux. --------------------------------------------- [1] No.14 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27/192 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p. 78 ; CANWELL, Diane ; SUTHERLAND, Jon. Air War East Africa (1940 – 1941). The RAF versus the Italian Air Force. Barnsley : Pen and Sword Aviation, 2009. p. 77. [2] No.237 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27/1450 ; SALT Beryl. A Pride of Eagles, The Definitive History of the Rhodesian Air Force : 1920 – 1980. Johannesburg : Covos Day, 2001, p. 71 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p. 78 ; CANWELL, Diane ; SUTHERLAND, Jon. Air War East Africa (1940 – 1941). The RAF versus the Italian Air Force. Barnsley : Pen and Sword Aviation, 2009. p. 77. [3] November – Narrative Norther Operations SAAF. Kew : TNA, AIR/54/8 ; No.11 (SAAF) Squadron : War Diary. Kew : TNA, AIR/54/3 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p. 78 ; CANWELL, Diane ; SUTHERLAND, Jon. Air War East Africa (1940 – 1941). The RAF versus the Italian Air Force. Barnsley : Pen and Sword Aviation, 2009. p. 77. [4] TIDY P.D., South African Air Aces of World War II, Major Cornelius A. van Vliet ; in South African Miliaty History Journal, vol 2, n°6, décembre 1973 : http://samilitaryhistory.org/vol026dt.html 2
Ajcrou Posted August 26, 2021 Author Posted August 26, 2021 (edited) 18 November 1940 Northern Front Flying Officer Stephen P. Bartlett left No.94 (RAF) Squadron on 18 November[1] to join No.112 (RAF) Squadron in Egypt where he probably served until January 1941[2]. If the later part of his career is not known at the time of writing, he ended the war with the temporary rank of Squadron Leader[3] and joined the RAF Volunteer Reserve until October 1955.[4] Southern Front After a complicated start, the situation of No.1 (SAAF) Survey Flight is slowly improving. The unit is redesigned No.60 (SAAF) Squadron on 1st November and receives two Avro Anson between September and October (n°1114 – R3317 and n°1127 – N9976), while the last Airspeed Envoys (n°251 – c/n 50) is returned to South Africa.[5] Air activity remains, however, very limited. This situation poses a serious problem for Brigadier Hector C. Daniel (Senior SAAF Officer East Africa) in view of the future offensive in italian Somaliland. The SAAF received three Glenn-Martin Maryland, originally from French orders recovered by the British. These first aircraft are sent to Kenya to form No.14 (SAAF) Squadron.[6] Some of the pilots from No.12 (SAAF) Squadron are then sent to Nakuru airfield to follow a conversion on the new aircraft : Major Charles E. Martin[7], Lieutenant Miles Barnby, B. Brian, Owen Glynn Davies, H.A. Launder, F.W.J. Maxwell, John N. Robbs et R. Tennant. In mid-November, Brigadier Hector C. Daniel is instructed to organize a photographic reconnaissance over the port of Mogadishu. Due to the fear of the vulnerability of the Junkers Ju.86 and Fairey Battle against Italians fighters, the decision is taken to send, on 18 November, one of the Glenn-Martin Maryland. However, the identity of the aircraft and crew is not specified in the South African documentation.[8] ----------------------------------------------- [1] No.94 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27/755. [2] Shark Squadron : RAF 112 Sqn Tribute Website : http://raf-112-squadron.org/nominal_roll.html [3] London Gazette, 24 August 1945 : https://www.thegazette.co.uk/London/issue/37240/supplement/4333 [4] London Gazette, 13 december 1955 : https://www.thegazette.co.uk/London/issue/40653/supplement/7014 [5] MCLEAN, Steven. Squadrons of the South African Air Force and their aircraft (1920 – 2005). Cape Town : [s.n.], 2005. p.381. [6] The unit will have a complicated organisation as part of the staff, including the squadron leader, will quickly be called to Pretoria (South Africa) for training, while one Flight remains in East Africa. In any case, No.14 (SAAF) Squadron is quickly (May 1941) renamed No.24 (SAAF) Squadron to avoid any confusion with No.14 (RAF) Squadron operating in the same theatre of operations. [7] Replaced by Major J.M.B. Botes for leading No.12 (SAAF) Squadron [8] BROWN, James Ambrose. A Gathering of Eagles : The campaigns of the South African Air Force in Italian East Africa (1940 – 1941). Cape Town : Purnell and Sons, 1970. p.95 ; MCLEAN, Steven. Squadrons of the South African Air Force and their aircraft (1920 – 2005). Cape Town : [s.n.], 2005. p.131, 148 et 232 ; November – Narrative Norther Operations SAAF. Kew : TNA, AIR/54/8. Edited August 26, 2021 by JG300_Manfred
Ajcrou Posted August 27, 2021 Author Posted August 27, 2021 (edited) 19 November 1940 Northern Front After a short operational break, the three bombing squadrons of Aden are carrying out a series of intensive attacks on Assab during 19 and 20 November. No.8 and No.11 (RAF) Squadron start when three planes, of each unit, take off between 21:45 and 23:45 the day before to target various buildings in the early hours of 19 November. Visibility is however very bad according to the crews and all the bombs miss their targets. Three other aircraft, of No. 8 (RAF) Squadron, return to Assab between 06:15 and 12:30 against the harbour. They are followed in the afternoon by two Bristol Blenheim of No.11 (RAF) Squadron and another of No.39 (RAF) Squadron, between 12:15 and 17:10 . In total : twelve sorties.[1] The No.45 (RAF) Squadron is active on this day when the Bristol Blenheim [2], piloted by Squadron Leader Ray (Flight Sergeant Hodden and Fletcher) is intercepted by two Fiat CR.42 of 412a Squadriglia CT above Keren. If the British aircraft managed to return to Wadi Gazouza airfield, it bore the marks of numerous impacts in the fuselage and the cockpit. The Squadron Leader Ray is slightly injured in the face.[3] Unfortunately we have no details about the Italian side, the 412a Squadriglia seeming to claim no victory. In Aden, No. 203 (RAF) Squadron is protecting the maritime convoy B.N.8. and sadly the Bristol Blenheim L9458 crashes at sea, near the ships, at 13:10. All crew members: Pilot Officer Ronald O. Stock Givan, Sergeant Francis H. Banfield and Leading Aircraftman William R. Blackburn are killed instantly. No radio communication preceded this dramatic event and it is difficult to determine the exact cause, the documentation being limited. Perhaps a possible loss of control due to cloud cover.[4] Documents and letters addressed to the mother of Sergeant Francis H. Banfield, No.203 (RAF) Squadron, following his death on duty on 19 November 1940. Born on 1 March 1920 in Southwick (West Sussex, England), he had joined the RAF in August 1939. Promoted to Sergeant in January 1940, he appeared to join No.203 (RAF) Squadron in August 1940. Collection : Alistair Taylor. ----------------------------------------------- [1] No.8 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27/114 ; No.11 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27/157 ; No.39 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27/407. [2] Unfortunately, archives relating to No.45 (RAF) Squadron never mention the identification of aircraft employed on missions. [3] No.45 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27/455 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p. 78 ; CANWELL, Diane ; SUTHERLAND, Jon. Air War East Africa (1940 – 1941). The RAF versus the Italian Air Force. Barnsley : Pen and Sword Aviation, 2009. p. 77. [4] No.203 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27/1198. Edited August 27, 2021 by JG300_Manfred 2
Ajcrou Posted August 28, 2021 Author Posted August 28, 2021 20 November 1940 Northern Front As the day before Bristol Blenheim, based in Aden, continue to multiply attacks against Assab. This time, No.39 (RAF) Squadron led the way with three Bristol Blenheim between 23:30 and 02:30. They are followed by two other of No.8 (RAF) Squadron aircraft between 02:20 and 05:00. Finally, the No.11 (RAF) Squadron ends this series by sending an airplane between 09:10 and 13:05. In all, eighteen sorties are made over Assab in two days. These bombings targeted various objectives such as the port, fuel depots and the airfield. However, it must be noted that the result seems very limited as indicated by the crew reports. The most frequent mention is: “results unknown”. It is therefore difficult to assess the impact of these attacks in the light of the British archives alone. One thing is certain, the three squadrons are exhausted at the end of this series of bombings. The No.39 (RAF) Squadron no longer carries out any mission after this date. On 24 November, instructions are given to prepare the transfer to Egypt. The same is true for No.11 (RAF) Squadron. The two Squadrons leave Aden definitively to be redeployed to Helwan (Egypt) where they will take part in operations over North Africa. This first withdrawal from the theater of operations can be interpreted in two different ways. On the one hand, it shows the relatively secondary aspect of East Africa and the priority given to North Africa. Nevertheless, it highlights the ever greater difficulty of the RAF in Aden to maintain its units in operational condition. Thus, operations since the end of the British Somaliland campaign have gradually dropped in each of the three units at an increasingly low rate, while the maintenance phases have been greatly increased. The multiplication of combined bombardments further reflects this situation. It is, therefore, not surprising to see them leaving without their aircrafts which are immediately transferred to No.8 (RAF) Squadron. In any case, the redactor of No.11 (RAF) Squadron ORB is quite realistic in commenting that : « The Squadron arrived in Aden five days after Italy declared war on the Allies. As four of the aircraft were absorbed into Squadrons in Egypt the five remaing were all that was left for the Squadron to enter into active operations. The Squadron went into action on the 19 June and from then on was continually engaged in bombing operations, in the course of which fifty five tons of bombs were dropped and nine thousand rounds fired over a period of nearly five hundred flying hours. Four aircraft were lost, three through enemy action but losses to personnel were only on complete crew. Conditions at Sheikh Othman were difficult particulary for the ground crews in view of the fact that dust storms were almost a daily occurrence, but by exceptionally hard work our aircraft were kept in the air with commendable regularity. The Italian raids on Aden brought all ranks into the front line but they were poor attempts, worrying no one. When the order to move back to Egypt came it was received with satisfaction by all. The Squadron’s tour at Aden was one which we look back upon with modest price as our contribution towards the success of the operations in that theatre of war, small though it was, nevertheless helped a great deal. » The Regia Aeronautica is also active during the day with several attacks against Aden. If pilots of the No.94 (RAF) Squadron have become specialists in takeoffs on alert without meeting the opponent, the events are different this time for Squadron Leader William T.F. Wightman. He took off at 03:40, flying on Gloster Gladiator N5627, and intercepted a Savoia-Marchetti SM.81 of 15a Squadriglia BT (Colonello Francesco Via; Sottotenente Vincenzo Priore) around 04:15, east of Khormaksar. The enemy’s aircraft is then catch by the searchlights and Squadron Leader William T.F. Wightman can dive into it. He opened fire on the Savoia-Marchetti SM.81, which quickly began to emit black smoke, then dived towards the sea. The Italian crew could abandon the aircraft before it crashed.[1] --------------------------------------------------- [1] Combat Report Form n°187. Kew : TNA, AIR 27/758 ; No.94 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27/753 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p. 78 ; SHORES, Christopher. Those other Eagles. London : Grub Street, 2004. p.645 ; CANWELL, Diane ; SUTHERLAND, Jon. Air War East Africa (1940 – 1941). The RAF versus the Italian Air Force. Barnsley : Pen and Sword Aviation, 2009. p. 77.
Ajcrou Posted August 29, 2021 Author Posted August 29, 2021 21 November 1940 Northern Front Two Savoia-Marchetti SM.79 are reported over Port Sudan in the afternoon. Two Gloster Gladiator of K Flight took off around 13:40 : Flying Officer Percy O.V. Green (K7974) and Pilot Officer Geoffrey B. Smither. They meet the Italian bombers at an altitude of about 4 800 meters. Flying Officer Percy O.V. Green is quickly forced to break up due to an engine problem. Pilot Officer Geoffrey B. Smither continues to follow Italian planes as far as the port of Suakin (about 50 km south of Port Sudan), when he hit one of the Savoia-Marchetti SM.79 with his incendiary bullets. The Italian bomber appears to be damaged as it begins to lose attitude. However, Pilot Officer Geoffrey B. Smither’s Gloster Gladiator K7948 took damage, which forced him to break off the fight.[1] A Savoia-Marchetti SM.79 is claimed damaged, in collaboration, by the two pilots. One of the bombers returned seriously damaged at its base with three wounded on board. For their part, the Italian crews claim the destruction of the two British fighters.[2] ------------------------------------------------ [1] It should be noted that several publications indicate that the Flying Officer Green’s aircraft is damaged by Italian machine gunners. However, reading the ORB, it appears that Green’s withdrawal would be related to : « air pressure failed ». There is, unfortunately, no more precision on the reasons (technical or combat-related problem?). On the other hand, it is indicated that Pilot Officer Smither continues the interception then : « K7948 hit by shrapnel or bullet », which suggests his Gladiator is damaged during the battle with the S.79. [2] K Flight : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 29/858 ; No.14 (RAF) Squadron : Operations Record Book (Form 540 and Form 541). Kew : TNA, AIR 27/192 ; SHORES, Christopher ; RICCI, Corrado. Dust Clouds in the Middle East – The Air War for East Africa, Iraq, Syria, Iran and Madagascar, 1940 – 1942. London : Grub Street, 2010 (Reprinted). p. 78 ; SHORES, Christopher. Those other Eagles. London : Grub Street, 2004. p.645 ; CANWELL, Diane ; SUTHERLAND, Jon. Air War East Africa (1940 – 1941). The RAF versus the Italian Air Force. Barnsley : Pen and Sword Aviation, 2009. p. 77 ; RAF 112 Sqn Tribute Website : http://raf-112-squadron.org/nominal_roll.html ; GUSTAVSSON, Håkan. Air Commodore Percy Oliver Valentine Green. Biplane Fighter Aces from the Second World War : http://surfcity.kund.dalnet.se/commonwealth_green.htm
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