Safo 164

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April 2018
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LVA 1918 (Part 2): Interned Aircraft

Slovakia Caudron C-445 Geoland
Paraguay Vultee BT-13 Valiant
Ecuador Arava 201
Belgian Fiat CR.42
Exotic Birds 12
vol. 41 no. 4 (164) April 2018

110
“R.5” was one of 18 CR.42s assigned to 4e Escadrille. The group’s emblem was
the “Cocotte” (an origami paper horse) that had been the personal marking of The Fiat CR.42 was a robustly built biplane powered by 840 hp Fiat A74 radial
Belgium’s famous WWI top scoring ace Willy Coppens (37 confirmed aerial engine and armed with a pair of Breda-SAFAT 12.7mm machine guns firing
victories). The 3e Escadrille’s “Cocotte” was red with a thin white border and 4e through the propeller. Limited by its biplane configuration, its maximum speed
Escadrille’s was white. was only 270mph – some 75mph slower than the opposing Bf 09E .
Fiat CR.42 “R.21” was also assigned to 4e Escadrille. This aircraft was At Nivelles in April 1940, Capitaine Jean de Callataÿ, commander of 3e
undergoing overhaul at Nivelles when it was damaged in its hangar by one of the Escadrille, poses with his two wingmen, Sergeant “Popeye” Van Molkot and
Luftwaffe’s opening attacks on 10 May 1940, a dive-bombing raid flown by Ju 87 Corporal Marcel Hansen, in front of one of the squadron’s CR.42s. During the
Stukas (4./StG2) at 0530 hours that morning. Unable to be repaired in time, the opening battles during the German invasion, Callataÿ was credited with one Bf
aircraft was still unserviceable in its hangar when Nivelle was captured by German 109E (8./JG 3 on 14 May) and one Ju 52/3m (17./KGrzbV 5 on 10 May) shot
ground forces a week later. down and, following the fall of France, escaped to England to join the RAF. After
the war he joined the re-established Belgian Air Force.
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Small Air Forces Observer Vol. 42, No. 4 (164) April 2018 111
bstracts-abstracts-abstracts-abstracts-abstracts-abstracts-abstracts-abstracts-abstracts-
AUSTRALA FRANCE Osprey en opération; Dernières unités et
AUSTRALIAN PLASTIC AVIONS: Toute l'Aeronautique et son réflexions” 6 pages inc. 10 photos.
MODELLERS ASSOCIATION Histoire (Lela Presse, 29 rue Paul Bert, “Bourget 2017: Les nouveautés aux
(APMA, PO Box 51, Strathfield, NSW 62230 Outreau, France. 71 euro for 6 couleurs militaries” 4 pages inc. 6 photos.
2135; 4 issues airmail A$40. issues). Website: www.avions-
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Paypal at [email protected]). bateaux.com. IPMS Deutschland Journal. Website:
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have b&w or color photos and excellent pages) “Les l’Armée Impériale Japonaise 50/2 2017 “Lockheed Model 10 Electra”
scale drawings. (4e partie) 1941-1942” 17 pages incl. 25 10 pages on building the 1/72-scale
4/2017 (36 pages) “1/72 Bristol Type photos, one 3-view drawing (Ki.43), 10 Special Hobby’s kit inc. 7 photos of the
142” 7 pages on converting a kit of the color profiles [Ki.27 (5), Ki-43 (3),& kit under construction and 11 photos of
Blenheim bomber into its civilian Ki-44 (2)], and 3 maps. “Grumman F6F the model completed in Northwest
prototype inc. 17 photos of the model Hellcat: dans la Seconde Guerre mondale Airlines livery.
under construction & completed, and 4 (10e partie) Le Debarkquement en
pages of 3-view and profile drawings Provence” inc. 21 photos, one map, and 4 ITALY
“Flying Corrugations: Junkers F.13” 5 color profiles (F6F). “As 14-18: Gilbert JP4 Menslie di Aeronautica e Spazio.
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beim Bundesheer” 10 pages inc. 10 #221 Janvier/Fevrier 2018 (98 pages) pages on joint exercise with Italy and
photos (6 in color). “Polnisches Luftfahrt “La Kampfgeschwader 7 ‘Boelcke’ dans Bulgaria inc. 11 photos. “Il PV-2
Museum in Krakau” 3 pages inc. 12 la campagne á l’Ouest (mai-juin 1940)” Harpoon” 3 pages on restoring an Italian
photos. 18 pages inc. 23 photos and 9 color PV-2 inc. 7 photos. “Blue Flag 2017” 4
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Revi: Quarterly Journal of Aviation for inc. 18 photos, 5 color profiles, and a AW101).
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Review issues available for the SAFCH imperiale japonaise 5e partie” 8 pages photos: Australia F/A-18A; Angola
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Shackletonu Coastal Command” 8 pages dans la Seconde Guerre Mondale (11e and Ukraine Ka-226. “5o Reggimento
‘
inc. 12 photos (Shackleton) and one color partie): Le Débarquement en Provence” Rigel’” 8 pages inc. 16 photos of Italian
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Skvor – z fotoalba ceskeho polniho profiles. “Derek Ward: l’as qui tomba Stormo” 4 pages inc. 5 photos. “Vittorio
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ceskoslovenske aviatiky – slavne letony (Hurricanes) “Les escadrilles françaises Militari” one page inc. 4 photos (South
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nouze.” 6 pages inc. 15 photos. pages inc. 22 photos, and 2 color profiles Nanchang PT-6; Japan Saab 340B; and
(Sopwith 1½ Strutter). “Le MV-22 Russian Orlan 10 drone shot down over
Syria.
112 Small Air Forces Observer Vol. 41, No. 4 (164) April 2018
Fiat CR-42 in Belgium
Peter Taghorn
[Editor’s note: This article first appeared in the French magazine Avions #70, and is presented here here with
the permission of the author and Michel Ledet editor of Avions. Translation by Google and Sandra Schachters.]
On March 6, 1940, the first of 36 Fiat CR-42 roundup staff living outside the base.
arrived at Belgium’s Establissements Aéronautiques At 0300 hours, Lt. Joannes Braun, assistant to
at Evere. They arrived dismantled in crates, but Maj. Lamarche left for Brustem to prepare for the
already camouflaged. They were quickly assembled arrival of the Fiats. Twenty minutes later, the vehicles
and from the 8th on Belgian pilots of II/2 Aé (Group 2 of the Staff Group left Nivelles. Most of the ground
of the II Regiment Aeronautics) tested the first CR- staff went to Nivelles by train. Meanwhile, the
42s. One of these pilots was 1st Sergeant Jean Maes: CR-42s were removed from their hangars and placed
"I made the first flight in a CR-42 at Evere. An on the tarmac. R.2 and R.21 were still unavailable and
Italian mechanic explained the operation of the remained in the hangar along with a Morane and
propeller and machineguns. I was also instructed on some Fireflys. At sunrise, most Fiats were ready, but
the engine twice and on the compressor. At the same four Fiats were delayed with problems.
time, Lt Oger and S/Lt Moreau, two pilots in my At 0445, after the engines had been warmed up,
squadron who had accompanied me to Evere, the Fiats took off for Brustem in three flights. The
performed their first flight on this type of aircraft". first to leave the ground was Maj. Lamarche who
After becoming familiar with the planes, they personally led the formation flying his usual R.43 (ex-
were sent 3 by 3 to Nivelles to begin armament R.13). The transfer went smoothly, but just when the
training. These flights did not occur without mishap: first plane entered into the circuit at 0595 hours,
R.10 was damaged by Capt. Peter Arend while enemy aircraft were sighted to the east.
landing. Some pilots wanted to attack, but they received
In April, firing exercises were held over the sea. orders to land. 1st Sgt. Marcel Michotte touched
The airmen aimed at a target towed by a Fairey Fox. down at too high a speed and the propeller of his Fiat
Since the airstrip at Ostend was too short for fighters, was bent.
the Fiats had to be stationed at Wevelgem (near Shortly thereafter, while Capt. John Callataij’s
Courtrai) during the period of the exercise. flight was approaching Brustem he saw a formation
On 9 May, II/2 Aé of Maj. Lamarche had about of Ju 52 of 17.1KGzbV 5) in the area of Tongeren.
24 Fiats: fifteen belonging to 3 Squadron (red The commander of 3/II/2 Aé decided to attack these
Cocottes) and nine to 4 Squadron (white Cocottes). aircraft that were dropping mannequins by parachute.
R.10 was still unavailable following its accident and His two wingmen, Sgt. Joseph " Popeye " Van Marcei
another was under repair for abnormal vibrations of Molkot and Cal. Marcel Hansel, followed their
the propeller. R.2 and R.21 were undergoing a "leader".
complete overhaul and were not available. The German trimotors received prompt support
from the Bf 109Es of I./JG 1. Callataij managed to
10 May 1940 empty a magazine on a Junkers before his Fiat was
0100 hours, the duty officer of the military airfield chased by a Messerschmitt. The engagement ended
at Nivelles learned that a general alarm had been there. His victim, a Ju 52/3m of Uffz Jacob, made an
declared. The 2nd Fighter Group took off at sunrise to emergency landing near Maastricht.
deploy to airstrip No.22 at Brustem. Although the Sgt Van Molkot saw his leader in trouble, and
official report by Maj. Jacques Lamarche does not although an inexperienced fighter pilot, he went to the
mention it, it seems that the General Staff of the 2nd rescue. He was then attacked by five Bf 109 that he
Regiment had warned the group of an impending evaded with a lot of luck. He became separated from
attack. The order was sent directly to the wing his comrades and had to return to Brustem alone.
commanders, and 10 minutes later, the mechanics and During this time, Callataij and Hansel were again
pilots were "shaken from their beds". At the same attacked by Bf 109s. The captain succeeded in getting
time, vehicles and motorcycles left the base to
behind a German but his guns jammed. Both Fiat Messerschmitt and saw it trailing a plume of smoke.
broke off combat, but believing Brustem was being His victory was confirmed by the order no171 of 30
bombarded, Callataij decided to go to Nivelles. July 1940. Comparison with the German losses shows
While the captain was engaged in his fight over that a Bf 109 of 2./JG 1 piloted by Lt. Erwin Dutel
Tongeren, the mechanics at Nivelles made ready three was lost on that day near Aix-la-Chapelle.
more Fiats. This flight consisted of the S/Lt. Yves The second patrol, consisting of S/Lt Jean
Dumonceau, and 1st Sgt. Jean Parisse and Marcel Offenberg, 1st Sgt John Maes, and Alexis Jottard
Sans (the first having left Nivelles). It was about 0515 encountered a Do 17 protected by Bf 109s of I./JG 1.
hours. Young Corporal Robert Bladt, recently arrived Offenberg gave the signal to attack. Maes came down
at the unit, did not have the experience to fly a Fiat in behind the bomber and his gun fire hit home. He saw
combat - nevertheless, he tried to be helpful. "I helped the bomber lose altitude and he followed his prey to
Dumonceau to ‘strap in’ and I was standing on the the ground. However, he was so excited by his first
lower wing as he tightened his seat belts. Then, we combat that he lost track of where it crashed; and his
both heard a disturbing noise. I looked up and saw victory could not be confirmed..
nine Stuka engaged in dive bombing. Dumonceau According to his post-fight report: "I was flying as
responded immediately. He pushed me off the wing, left wingman in a flight of three Fiat CR-42 with Lt
yelled "Find shelter!", and gunned his engine. As I Offenberg and 1st Sgt Jottard. Our flight was
ran to the hangar, he took off. Dumonceau soon got uneventful until we met a Dornier. Since there were
behind a Stuka, but when he tried to fire his no German fighters in the area, I decided to tackle it
machineguns, they failed to work.” alone. Given the altitude difference, I quickly caught
Because of the departure of the second group, the up and began firing. One of my guns emptied quickly.
German attack was too late to catch the Fiats on the The German was an outstanding pilot and he
ground. However, damage to facilities and equipment executed violent maneuvers to shake me loose. I had
was impressive, but injury to personnel was limited to much difficulty in following him. My second gun was
Sgt. Etienne van Zuylen van Nyevelt who was out of sync and several bullets passed through my
seriously wounded in the foot. Parisse could not take propeller blades. During these maneuvers, the rear
off, but was not injured. gunner fired a burst at me that damaged my wing. I
Shortly after the attack, when Callataij and Hansel had a beautiful hole 20 cm in the leading edge of the
landed, a bomb exploded damaging Callataij’s aircraft starboard lower wing close to the engine. Shortly
and two other Fiats. The captain exchanged his CR-42 after, I had to break off combat. My ammunition was
for another one and took off for Brustem. spent and I had lost consciousness (the black veil).
To prevent the strafing of Brustem by enemy Despite my shots, the Dornier continued on its way."
fighters, Lamarche’s 2 Aé group was ordered to Meanwhile, Offenberg and Jottard dueled with
conduct constant patrols over the airfield beginning at formation of Bf 109s. The Messerschmitts were fast,
0555 hours. Two patrols of three aircraft each were but the two Belgian pilots evaded by tight turns and
initiated. When one Fiat would not start, Lt Charles abrupt maneuvers. On way back, S/Lt Offenberg
Goffin and 1st Sgt Roger Delannay took off without made two passes at a Domier. The second time, with
it. Around 0625 hours over Brustem, their two Fiats a few well-directed bursts, the left engine of the
clashed with between 10 and 15 Bf 109Es of I./JG 1. Do 17 started to burn. When Offenberg pulls up to
During this engagement, Delannay’s Fiat was badly avoid the defensive fire of the rear gunner, he lost
damaged. The young pilot parachuted from his plane sight of the bomber.
which struck the ground near the castle Terleken at Neither of these claims (Maes or Offenberg ) were
Melveren. Dalannay’s lungs were punctured by a shot approved. The study of the lists of German losses
that came from the ground while he was hanging failed to confirm these loses. The most that can be
helpless in his parachute. Given the absence of an said is that the Belgian Fiats clashed with a formation
ambulance, he was loaded into a civilian vehicle and of Domier 17 of II./KG 77. During a raid on targets to
taken to the Sint-Trudostraat first-aid station at St. the west of the Albert Canal, the 5th Staffel lost a
Trond. He died at 0720 hours, shortly after his arrival. Domier. The twin-engine bomber, under the
While his friend was fighting for his life, Charles command of Obit Helmut Bott, crashes near
Goffin was flying near Borgworm when he fired at a Veldwezelt killing all the crew. But, according to the
Germans, the aircraft was "probably lost to the DCA". groups thus making them less ideal targets.
However, it is possible that the aircraft damaged by At 1440 hours, a formation of Bf 109s attacked
the Belgian Fiats was later finished off by Belgian Brustem. They perform two passes and touched two
DTCA (Ground Defense against Aircraft). Fiats. Shortly thereafter, a Do 17 arrived over
A short lull followed. Around 0825 hours, the 2nd Brustem. Returning from his reconnaissance flight,
Fighter Group was requested by the Cavalry Corps to Lt. Werner de Mérode, attacked the twin-engine
provide protection for a reconnaissance mission over Dornier setting it afire at 1515 hours. His victory was
South-Willemsvaart. The escort from 3/II/2 Aé officially approved in 1947. In his book of memoirs,
consists of S/Lt Marcel Siraut, 1st Sgt Marcel Sans, de Mérode when he wrote, "During one of our first
and Willy Moerloose . At 0950 hours, their three Fiats missions, I shot at a Dornier. I hardly deserve credit
rendezvoused over Brustem with Renard #19 of V/1 because it never saw me approaching. I was flying at
Aé (Vth Group, 1st Regiment Aéronautics) with crew a very low altitude, about two hundred meters below
S/Lt Georges Duchesne (pilot) and Lt Louis Fontaine him. I approached very close and sent him several
(observer). Without encountering any enemy, the bursts from my two guns that sent him into the ground
formation flew over Hasselt en route to Maaseik. without its occupants having time to bail out”. In fact,
They encounter some DCA, but continue to protect his victim, a Do 17P of 2.(F)/123 under the command
the Renard. The flight was uneventful, and at 1025 of the Oblt Dietrich von Frhr Schaezler, landed on its
hours, the three Fiat landed back at Brustem . belly near Mönchengladbach, damage was 40%.
S/Lt Dumonceau, who took off from Nivelles Ten minutes later, Brustem was attacked by
during the bombing, had further adventures. After his Stukas of I/St.G. 2. The dive bombers destroyed no
abortive flight to Nivelles, he decides to go to less than 14 Fiat CR-42 (R.1, R.3, R.4, A.6, A.7, A.8,
Wevelgem fearing that all airfields around had been R.11, R.13, R.14, R.16, R.17 , R.18, R.19, and R.20)!
bombed. On landing, being somewhat edgy, he There were only eight Fiats left in II Group (white
accidentally triggered the firing of his guns, but Cocottes) - those that had been camouflaged. Capt.
fortunately no one was injured. This time, his guns d'Huart decided to share his remaining Fiats with
had worked! At 0945 hours, he contacted his unit by Capt. Callataij whose unit had lost everything .
phone and learned that everything was quiet. He took
off in his R.4 and flew to the east. At 1120 hours, 11 May 1940
"Miss" was back. Shortly thereafter, around noon, a In the morning, Maj. Lamarche was ordered to
pilot of the Aircraft Establishment landed at Brustem move his group to Grimbergen, north of Brussels.
with an additional Fiat. Indeed, German reconnaissance aircraft follow one
At 1250 hours, VI/1 Aé requested an escort for a another over Brustem which was "burning". Shortly
reconnaissance flight over the Albert Canal, before 1000 hours, the transfer begins. Everything
Veldwezelt, and Lanklaar. This mission is assigned to seems quiet and to protect the transfer, Lamarche
4/II/2 Aé, and at 1330 hours, Lt Werner de Mérode, scrambled two Fiats for protection. Three other Fiats
WO Elie Français, and S/Lt. Jean Moreau took off on where being prepared when a formation of six Do 17
a mission that was to be uneventful. appeared over the airfield. The intruders were
At 1410 hours, even before the return of Mérode’s immediately attacked while the rest of 4th squadron
patrol, Capt. John Callataij received a request to took to the air. The Do 17 jettisoned their bombs on
escort a Renard of V/1 Aé on a reconnaissance of the the edge of the emergency runway and on St-Trond
Albert Canal, Maastricht, and Weert. Five minutes and then disappeared into the clouds.
later while the pilots were mounting their machines, a According to Maj. Lamarche and the writings of
German aircraft suddenly appeared over Brustem and Jean De Laet, a victory had been claimed, but it was
the mission was canceled. never approved. S/Lt Jean Moreau and Jean
Maj. Lamarche now gave the order to camouflage Offenberg said the Do 17s had vanished before any
all aircraft. But, the equipment (including nets) was Fiats could intercept them. German archives confirm
insufficient and only the Fiats of 4/II/2 Aé were that there were no loses.
covered. The aircraft were placed under fruit trees At 1500 hours, the first group of vehicles arrived
boarding the airfield and were barely visible under the at Grimbergen. Twenty minutes later, the unit
foliage. Hastily, Callataij divided his aircraft into four received orders to moving again this time to
emergency airfield No31 at Nieuwkerken-Waas. At
1600 hours, the commander restarted the vehicles that Mérode until the bomber reached the safety of the
had already reached Grimbergen. They arrived at clouds. The Belgians then lost track of him. At 1240
their new airfield at 1800 hours. Twenty minutes hours, they broke off any further action and head back
later, eight Fiats also arrived; one of them was to base. During the return trip, they made multiply
slightly damaged on landing. changes of course to mislead enemy observers who
The column of trucks managed to rejoin the unit would have liked to determine the location of their
despite losing several vehicles while being strafed and base. At 1300 hours the Fiats were home.
bombed along the road. At Nieuwkerken-Waas, During this mission, a group of pilots led by Capt.
everything was quieter than at Brustem. A section of Callataij flew to Zwevezele to join five Fairey
C.40 anti-aircraft guns were positioned for protection Fireflys. At 1425 hours, a phone call from Col
against any German reconnaissance aircraft. Belgian Courtois of Staff requested Maj Lamarche to prepare
airmen shared the aerodrome with their French allies two flights of three Fiats each to work in the area of
of GAO 502 (equipped with Potez 63-11), which was Tirlemont in collaboration with French and British air
a comfort during those days of battle. forces. The scramble order was delayed, and it was
According to writer Jean De Laet, the same not until 1855 hours that the aircraft took to the air.
evening, a group of 6 or 7 Fiats was committed to One Fiat could not leave the ground, so Calataij’s
Brussels. The group was led by Capt. Callataij and patrol was reduced to two aircraft. A second flight
consists of Lt. Charles Goffin, S/Lt. Marcel Siraut, (Moreau, Jottard, and Maes) was complete. The Fiat
WO Elijah French, 1st Sgt. Robert Dizelle, and Cal. did not find any enemy within the designated area,
Marcel Hansel. This operation went smoothly. The but they were targeted by the DCA. Visibility was
flight led by Lt. Goffin pursued a twin-engine plane poor. To the east of Tirlemont, the Belgians observe
that proved to be a British Blenheim. the wreckage of an unidentified aircraft. The Fiats
encountered a Hurricane before returning to
12 May 1940 Nieuwkerken-Waas at 2020 hours.
In the morning, the last trucks arrived at the Callataij prepared a report asking Maj Lamarche
aerodrome No31. The CAD anti-aircraft battery was to achieve better collaboration with Franco-British
removed to protect Hoboken (Antwerp). Around 0940 DCA who keeps mistaking the Fiats for German Hs
hours, a repaired Fiat arrived. For the pilots, the day 123.
was calm; no Fiats took to the air. In the evening, Meanwhile, S/Lt Siraut reported that Nivelles had
Colonel Woelmont visited the "Cocottes". At 2100 experienced five air raids. He hoped to make R.14
hours, the unit received orders for two missions flyable by using the propeller and cylinders from R.2
planned for the next day. whose engine had been damaged. R.21 would be
13 May 1940 available after a very thorough cleaning and replacing
At 0810 hours, Maj. Lamarche explains the of parts from R.2. As for the Fireflys: No28 was
situation to his personnel. Meanwhile, a small group unavailable after the bombing, No49’s oil and water
was assembled to recover a CR-42 left at Nivelles. At cooling systems had been damaged, No67 had a
0945 hours, the General Staff of the l'Aéronautique damaged engine, and No66 was too damaged to be
Militaire requested that two flights be sent to the area repaired.
of Louvain/Tirlrmont/Tessenderlo/Westerlo. Takeoff 14 May 1940
occurred with some delay, and around 1047 hours Lt. At 1113 hours, II/2 was ordered by Colonel
Goffin, de Mérode, 1st Sgt. Maes, S/Lt.s Offenberg Courtois to assign the fastest six Fiats to protect the
and Hansel, and Cal. Hansel took to the air with a embarkation of the troops of the Third Army Corps at
sixth pilot. In close formation, the Fiats made their the railroad station in Fleurus. At 1130 hours, the
way eastward. At 1105 hours, they reach the Fiats took off (Capt.. Callataij, S/Lts.. Albert Oger
designated sector near Louvain. Over Tirlrmont, and André Papeians de Morckhoven, Adj. Elijah
Belgian DCA opened fire; fortunately without Français, 1st Sgts. Marcel Michotte and Willy de
causing damage. Moerloose). En route, de Moerloose left the
Shortly after, near Diest, an enemy aircraft was formation to intercept a German bomber he believed
seen. It was identified as a Dornier 17 and attacked. he shot down. Over Fleurus, the formation made a
The rear gunner took as his target the Fiat of de few circles before being surprised by the appearance
of Bf 109Es of 8./JG 3. There followed a short, but
brutal duel during which the "Cocottes" claimed two prepared for the mission over Belgian lines. The
Messerschmitt (Callataij and Michotte). mission must have been to "show the flag" to raise the
According to S/Lt. Oger: "We were patrolling moral of the Belgian soldiers. As this mission was not
over Fleurus at 1500 meters. It was beautiful and the without its dangers, Maj. Lamarche took command.
sky was a deep blue. Here and there a few clouds At 1520 hours, he was off with the S/Lts. Yves
were hanging around. We had not notice any bombers Dumonceau de Bergendael and Adj.Daniel Leroy de
when my wingman (Sgt. de Moerloose) dove without Vivier. Between Antwerp and Rijmenam, the trio was
explanation. He did not give any warning, and after constantly attacked by gunfire from the Belgian lines.
landing he was vaguely apologetic. Shortly thereafter, The Fiat of Leroy de Vivier was attacked; the pilot
my other wingman (Elijah Français) signaled that made an emergency landing within the Belgian lines
that he could not keep up with me. He was having near Keerbergen. The other two Firefly return to their
problems with his aircraft, which often happened with base.
Fiats! Therefore, I reduced my speed and we left
Captain Callataij’s flight. 15 May 1940
“The two of us were alone when suddenly a dozen At 1135 hours, the Air Force Staff requested that
Messerschmitt 109s arrived. They fired at us with the greatest number possible of Fiats be prepared to
their guns. I was lucky because, given the distance, protect a photographic reconnaissance mission in the
they failed to hit me. I went into a dive and escaped. region of Lierre/Onze Lieve Vrouw/Wavre. Four
Français was less lucky. His aircraft was hit and planes took off at 1242 from the airfield at
began spewing smoke. He was an exceptional pilot Grimbergen with Fox O.38 (Adj. Gérard Greindl -
and was able to make an emergency landing near S/Lt. Joseph Verheuge). One Fiat, the victim of
Nivelles. The Germans made no effort to pursue me engine failure, left the formation. The other three
and they continued their journey in close formation." pilots (Lt .Goffin, and S/Sgts.. Lts Moreau and 1st Sgt.
Michotte, on his first patrol, give a very similar De Valck) remained to escort the two-seat biplane.
version of the engagement: "I saw nothing until the South-east of Malines, the formation was attacked
tracer bullets surrounded me. They torched the fuel by nine Bf 109Eof 8./JG 3. Lt. Goffin may have
tank of the aircraft of Adj. Français. Fortunately, it torched a Messerschmitt which dived away vertically.
did not explode and Elie, a test pilot, was able to Lt. Goffin wanted to follow it down, but he was
land. I put on the gas to catch up with captain attacked by two 109s. He evaded his attackers by
Callatai . sudden maneuvers, but had to give up the fight
“I quickly had a Messerschmitt behind me. I saw because of defective weapons. The other two pilots
him in my mirror and I foiled him by making a sudden managed to put a few shots at the Messerschmitt, but
turn. The Messerschmitt flew straight and I turned to without visible results.
put myself on his tail. But, he was flying too fast for We know that 8./JG 3 actually lost a 109 near
me to intercept him. He banked and came toward me. Aarschot (that of Obgfr Heinrich Schlandt), but as the
I do not know why, but he did not see me. exact time of the loss is not known and that many
“I decided to attack from below, and when I had British pilots claimed victories in this sector, no
him in my gun sight, I fired a dozen shots before my definite answer is possible.
guns jammed. I think they hit. He left the premises That evening, Lieutenant General Duvivier,
emitting white smoke. I do not know if he was commander of the DAT (Défense aérienne du
doomed, or if he could keep on flying." territoire), visited the airfield at Nieuwkerken-Waas.
In fact, 8./JG 3 did not lose any aircraft in this He noted that Lamarche’s Group could not continue
engagement, and there is no evidence of the bomber operations and should be evacuated to France. The
claimed by Moerloose. On their part, the Germans first stage of evacuation was to be Aalter (near
claimed four Fiats while only one was hit. The claims Ghent).
of all the belligerents should be studied very In his report, the general was not very flattering
carefully. of the Fiats: "The Fiat CR-42 is obsolete. The
During the absence of Callataij’s patrol, some old propeller blades are often damaged by the bullets
Fairey Firefly were ordered to reconnoiter caused by the failure of the Constantinesco
Nieuwkerken-Waas. Three of them were quickly synchronization system. Significant oil lose occurs
during combat. The group is thus hors de combat."
16 May 1940 the orders of Colonel Woelmont.
During the night, the ground staff and a column of In the afternoon, 1st Sgts. Robert Dizelle and Sgt.
trucks left for Aalter. Shortly after sunrise, around Jean Maes perform their first patrol around Chartres.
0400 hours, the six Fiats still in flying condition took Shortly after, the airfield was bombed. According to
off. Two of these aircraft (including R.26 of Jean Maes, "The day after we arrived in Chartres, Dizelle
Maes ) were unlikely to be operational; their propeller and I were sent aloft to protect the airfield. Shortly
blades were pierced by bullets. These two Fiats were after landing, having cut our engines, we set out for
sent to the Etablissements d'Aéronautique at the pilot’s quarters. Then we heard a shrill whistle,
Zwevezele to receive new propellers. and looking upward we saw three Dornier 17s
The stay of II/2 at Aalter was very brief. At 1430 dropping bombs on us. Dizelle wanted to go back to
hours, orders were received to move to Norrent- our aircraft, but I had the instinct to head in the
Fontes in France . Lamarche gathered his men for a opposite direction and throw ourselves behind a small
final briefing on Belgian soil. The ground column wall, which saved us because one of the bombs fell
(accompanied by the pilots who were without planes) directly on my Fiat. That was the end of my R.26."
left for France via Tielt, Ypres, Steenvoorde, and
Hazebrouck. Fourteen pilots traveled by air; six in 20 May 1940: At 0800 hours, Lamarche’s group
Fiats (Che. Devroy , S/Lts. Offenberg and Moureau, headed south. At 1100 hours, they reached
1st Sgt. Jottard , Sgts. Maes, and Col. Hansel) and Châteauneuf-Vendôme. Lamarche then ordered the
eight in Fireflys (Lt. Hubert, Adj. Leroy of Vivier, 1st group on to Meslay. Meanwhile, 8 Fireflys took off
Sgt. Michotte, and Sgts. Van Molkot, Corporals for Tours and Clermont-Ferrand. Offenberg, Jottard,
Bladt, Delperdange, Hubert, and Geyssens). and Maes were left to protect Chartres. They
At 1830 hours, the Fiats took off first to provide conducted a patrol, but did not encounter any enemy
protection for the slower Fireflys. Above Houplines, aircraft.
the formation crossed the French border and around 21 May 1940
1930 hours, all aircraft landed at Norrent-Fontes. In the course of the day, the three aforementioned
17 May 1940 pilots flew missions over Chartres. The last took place
The airmen benefited from a day off. At night, at 2100 hours, and when the Fiats landed darkness
they learned that their new destination was had already fallen. However, the three Belgians were
Montpellier, a thousand kilometers to the south. They experience enough to land without mishap.
would make a stop at Chartres were the unit would be
divided: the Fireflys going to Caen and the Fiats
continuing on to Montpellier. 22 May 1940
18 May 1940 While most of the staff of II/2 left Tours by train
At 1030 hours, the Fiats took off for Norrent- for Montpellier, the Fiats flew two patrols over
Fontes. On arrival, Callataij contacted the local Chartres without incident.
command who knew nothing of their arrival and, after From 23 to 27 May 1940
refueling, directed the pilots and their aircraft to On the 23rd, 24th, and 25th, the Belgian Fiats
Tours. In Tours, it was discovered that Chartres was performed patrols over Chartres. On the 26th, three
their correct destination! missions were conducted without contacting the
Well fed with a solid meal in the mess at Tours, enemy. On the 27th, the CR-42s remained on the
the "Cocottes" left for Chartres were they were well ground and the pilots enjoy a well deserved rest.
received. The non-flying elements made the trip by
auto and train - with a night stop at Gournai-en-Bray. 28 May 1940
In Chartres, the news of the capitulation of the
19 May 1940 Belgian army exploded like a bombshell! All the
Around noon, the ground column reached pilots decided to continue the fight and some
Chartres. At the request of Colonel Bladinières (the (including Jean Offenberg) tore the insignia of King
base commander), a dozen pilots and six Fiats Leopold III from their uniforms. On this date, Goffin;
remained on site to ensure the defense of the airfield. Offenberg and Maes took off twice to intercept
The rest of the group continued on to Montpellier on
German aircraft. They spent two hours on patrol reached their destination. The next morning, they flew
around Chartres, but not see any intruder. back to Chartres in a Caudron.
From 29 to 31 May 1940 From 5 to 7 June 1940\
The following days were very quiet. Twelve pilots Three quiet days followed. The pilots who were
took turns standing ready, but as the Luftwaffe not on duty swam in the Eure river or conversed with
decided to leave Chartres in peace, they did not have their French colleagues. Arriving in Chartres at this
to take off. The other pilots killed time visiting the time were four Belgian Corporals: Robert Bladt, René
cathedral and fraternizing with their French Hubert, Jean Delperdange, and Jean-Louis Geyssens.
counterparts. They had very little experience on Fiats, but they
would acquire some very soon.
1 and 2 June 1940
During the day, Major Lamarche and Lieutenant- 8 June 1940
General Legros came to Chartres. They told the The air defense of Chartres was enriched by the
Belgian airmen that they would soon receive modern arrival of three new Fiats: R.31, R.32, and R.33. They
Brewster B-339. To prepare the pilots for these more had arrived in crates at Mérignac and had been
powerful machines, they would have to take a quick assembled by Advanced Park Aé. Mi and flown in by
conversion course on the Koolhoven FK-58, a Dutch- Capt. Rucquoi and Adjs. Dubois and Claert. The night
built aircraft serving with the French Air Force. passed without incident.
The speed of this conversion was confirmed by of
Jean Maes: "After 22 minutes of tuition in this aircraft 9 and 10 June 1940
that presented no problems, I flew solo for 25 On the 9th, at 0630 hours, four Fiats took off for
minutes. Jottard had bad luck. On preparing to land, an uneventful hour-long mission. Soon after, a new
the undercarriage would not come down and he had mission at an altitude of 6000 m also went without
to lie on his stomach to release the undercarriage. incident. That night, Italy entered the war.
After assuring that the wheels were down, he landed 11 June 1940
safely." The Germans ground forces were fast
3 June 1940 approaching Chartres. The airfield had to be
At 1130, an interception mission over Chartres evacuated. The Belgian Fiats were ordered to
was ordered. Lt Goffin, S/Lt Dumonceau, 1st Sgt. withdraw to Bordeaux. In the morning, the last flight
Jottard, and Cal. Hansel took off immediately after a from Chartres was made by Offenberg, Jottard, and
dozen Dornier were reported flying towards Chartres Maes.
at 4500 m altitude. In the afternoon, the five Fiats still operational
Goffin, Dumonceau, and Jottard attacked in turn. were flown off by the S/Lt Jean Offenberg and
Dumonceau lead the formation, but he had to break Corporals Robert Bladt, René Hubert, Jean
off shortly after the battle begun because his guns (as Delperdange, and Jean-Louis Geyssens to the airfield
usual) jammed. Jottard pursued a twin-engine Dornier at Mérignac near Bordeaux. S/Lt. Yves Dumonceau
20 km and expended 700 rounds, but was unable to and 1st Sgt. John Maes each brought a French
deliver a decisive blow. Mureaux to Cognac. They would rejoin their
Goffin focused on the left most Dornier. He comrades in Bordeaux the following days.
silenced the rear gunner. Two French Morane 406s From 12 to 16 June 1940
came to Goffin support, but both failed to finish off The airfield at Mérignac was covered with
the bomber. aircraft. From time to time, a test flight was
The arrival of the Fiat has not prevented the conducted on airplanes of French construction, but all
Dornier from dropping their bombs. Damage was were not successful. S/Lt. Moreau landed a Breguet
limited. However, two Fiats are damaged by shrapnel 694, already decorated with Belgian roundels, on its
and taken out of service. belly. On June 15, the same pilot while on patrol
Later, Offenberg, Jottard, and Maes received intercepted a German reconnaissance aircraft at 7400
orders to transfer three Mureaux monoplanes from m. After a burst of gun fire, the rear gunner stops
Boynes to Tours. After an uneventful flight, the three shooting. Moreau still got off a few shots, but fell
behind and had to give up the pursuit. victors?
The five youngsters joined their unit at
17 June 1940 Candillargues. Some swam in Carnon beach. Taking
Following the French defeat, the surviving Fiats advantage of their absence, Offenberg and Jottard
were grounded. The 12 Belgian pilots remaining at boarded a Caudron Simoun and departed for Africa,
Chartres "discussed the situation". S/Lt Offenberg and from where they then made their way to England.
1st Sgt. Jottard declared they intended to reach
England. 21 June 1940
When the departure of the two airmen was
19 June 1940 discovered, Major Lamarche (a fighter pilot in 14/18)
In the morning, several pilots flew the Bloch 151. came to visit the men at Candillargues and gave them
After lunch, five Fiats left Bordeaux for Montpellier. a lecture. Offenberg and Jottard were deserters and
Operations being substantially completed, these they would be subsequently convicted of this fact by
"modern" airplanes could be delegated to less the Council of War.
experienced pilots (1st Sgts. De Valck and Maes, This "rigor" would deter other candidates. As
Corporals Robert Bladt, René Hubert, and Jean-Louis written by Werner de Mérode: "Some pilots, including
Geyssens). myself, were eager to leave for North Africa and then
On this occasion, some of the pilots "made fools for England. Unfortunately, our instructions were
of themselves" as one of them confessed: "This was clear. We were not allowed to leave our regiment
the first time we could fly a powerful machine which whose repatriation to Belgium was expected in the
we had exchanged for our old Fiats. We did coming weeks. Some of us, however, went, but I
somewhat ‘exaggerated’ flying and performed stunts. hesitated to follow their example."
We even indulged in some ‘excesses’. We buzzed the In the years that followed, de Mérode succeeded
columns of refugees crowding the roads and it was in joining the RAF, as did other Fiat pilots such as
fun to see them jump into the ditches on the side of the Bladt, Delperdange, and Callataij. (In June 1941, the
road. Obviously, now we understand the fear they felt, "deserter" Jean Offenberg would be the first Belgian
but at the time we were too young and could not to be awarded the British DFC. He would disappear
conceive of it." in a crash on 22 January 1942, after obtaining six
One may wonder if these "attacks" after the victories and five probables with the RAF.)
French defeat are the source of reports of "Italian
aircraft attacks in southern France". The shape of the La fin
Fiat would have eclipsed any glimpse of their Belgian The "Cocottes" were not happy while not flying.
roundels. They killed time by swimming, playing a game of
bowls, and playing volleyball. On August 27, the five
20 June 1940 surviving Fiats (R.24, R.29, R.31, R.32, and R.33)
In the morning, five Fiats were en route to the were delivered to the French Armistice Commission
airfield at Maugio near Montpellier. Again, acrobatics at Fréjorques. Previously, the mechanics drained the
were performed. The young pilots guessed it was their motor oil and ran the motors at full speed.
last flight and no limitations were imposed. Let them On 28 November, 1940, these five Fiats were sent
do as they please. to Germany via Châlons-sur-Saône. Their subsequent
After landing, the oil was drained from the fate is still a mystery.
engines. Why should good aircraft be awarded to the
Sources
1. Lecomte Georges, biographie de Roger 4. De Laet Jean, Escadrilles au Combat Régiment Aéronautique (II/2 Aé).
Delannay, in "Carnets de Vol" 2/85. (Bruxelles, 1942). 7. Journal de Jean Maes.
2. Verelst H. (cdt), Les Fiats CR-42 Falco 5. de Merode Werner, Deux évasions 8. Entretiens avec Robert Bladt, Jean
aux cocardes belges, in AELR 29/80. d'un pilote de chasse, Edition Collet Maes,
3. Houart Victor, Les camet d'Offenberg, (1985). 9. Marcel Michotte, Albert Oger et Jean
Editions de la Pensée Moderne 6. Centre de Documentation de l'Armée Parisse.
(Paris, 1956). (Evere), archives du IIe Groupe du 2e
Photos are on pages 110 & 143. These photos are from the Doug Dildy collection
The LVA 1918
Part 2
Aircraft Interned in Holland
Frits Gerdessen
Up to the end of 1917, 49 aircraft had been a Vlissingen hospital, not to Middelburg as intended,
interned. In 1918, 58 more landplanes were interned. where he died.
In early 1918, it was mostly German aircraft, but from On 7 November a Friedrichshafen G.IV bomber
17 June when #61 (DH.4 A7935) was interned, a lot hit trees near Hulst and somersaulted (#92). Private
of British aircraft came in. Among these were 16 Helmcke was thrown out and survived, but pilot sgt.
DH.9 (including 3 on 16 August and 4 on 15 Sorgers and observer lt. Wendt were killed. During
September). the salvaging, the wreck burned.
Most aircraft arrived when there was great activity On 14 November, a Rumpler C.VII (#105) ran
on the Western Front, and generally they were unable into a crowd at Kampen, killing a couple and a girl.
to return to base because of Flak damage and in some The local garrison prevented the crew being lynched.
cases aerial combat. Main contributors were RAF The German government later paid compensation.
Sqns. Nos. 211 and 218. In between, some German A Dutch casualty was soldaat Willem Groot on 17
aircraft arrived. September at Vlissingen. There DH.9 D3107 (#75)
The night 17/18 Sepember the RAF lost eight HP had ended up in a canal. When the plane was drawn
O/400, of which one came down at Oosterhout and out it overturned and hit him.
was burned by its crew (#79, C9727). The last British Two DH.9 came down in the Wielingen (Schelde
aircraft, a Sopwith Camel, arrived on 7 October estuary). On 16 August, it was C6348 (#69, No. 211
(E1537, #84). Except for one US DH.4 (A-3261, Sq.). A lifeboat with 8 men rowed out and rescued
#89), the remainder (up to #107) were German, 14 of captain R.M. Wynne-Eaton (Flight Commander) and
which arrived after the Armistice (11 November). his observer lt. T.B. Dodwell, who had lost an arm.
After that day, the Fliegertruppe returned to its home The Dutch crew in 1919 received the British Silver
bases and several aircraft from Belgium made a Medal for Gallantry in Saving Life at Sea.
forced landing in Dutch territory. As the war was On 15 September, C2185 (#78, No. 218 Sq.) came
over, the crews could travel on, but their aircraft were down. Lts. W.H. Mars and H.M. Power were rescued
confiscated. by a torpedo boat.
Lt. Plesman was sent to South Limburg on 13 The LVA detachment at Vlissingen, commanded
November to intern a Friedrichshafen G.III, but once by lt. J.N. Wallast, was very busy with the internings
he arrived there 7 more aircraft had landed - a in the area and were usually the first at the spot.
Halberstadt CL.IV and 6 fighters of Jagdstaffel 63w, Several times, extra personnel was sent from
5 Fokker D.VII, and one Albatros D.V. The latter Soesterberg, when several aircraft arrived about the
were stored at Schiphol and all were transported by same time. For example, on 1 July, when two DH.9’s
train. and one HP O/400 arrived. The first DH.9 (B7620,
Also this year there were casualties. On 25 July No. 211 Sq., 27 June, #62) was flown by captain J.A.
over Brugge a Flak grenade exploded aside D2781 of Gray, who would retire as Air Vice Marshal in 1954.
No. 211 Sq., badly wounding sgt.observer H.M. The HP (C9648, #64) was the largest plane interned
Partridge. His pilot, sgt. R.S. Gude at once steered to intact. How it reached Soesterberg is not recorded
Holland and landed 10 minutes later at Groede (#65). (most likely by barge to Utrecht and then by road).
Almost at once two doctors were at hand and sgt. Lt. Wallast also had some assistance from the
Partridge, who had lost his right arm and nearly his MLD station at Veere, that became operational on 1
right leg was sped to hospital (via the ferry Breskens- September.
Vlissingen). As he lost much blood, he was brought to
In 1918, only three interned aircraft were bought: German transport also went by train via Weert
Bristol Fighter B1124/BR401, interned on 29 and Roermond in Holland. On 18 November, a huge
September 1917, SPAD S.VII 20/SPA210, interned disaster occurred at Hamont, Germany, just south of
on 18 November 1917, and SE.5A B4885/SE214, the border near Budel, when an ammunition train
interned on 6 January 1918. exploded in a large crammed marshalling yard. The
In 1920, DH.9 deH433 (B7620) was bought as damage was gigantic (also the Dutch border area had
conversion trainer for NEI pilots. its share) and the number of casualties is mentioned
With the war ended, the interned crew members as over 1000, including a large number in a German
were set free and departed as soon as transport was hospital train. Dutch troops and doctors went for
available. At the same time, POW exchange started assistance and casualties were hospitalized in
via Holland. British POWs were in better shape than Holland. The cause of the explosion was never
their German guards, thanks to their Red Cross established, but the situation in Hamont at the time
parcels. This required a different housing and was chaotic. German trains were being looted and
quarantine. Several released POWs could not return children were eplaypng with live ammunition.
to their homeland due to the troub)les in Central and
Eastern Europe. It lasted until 1922 before all Casualties
foreigners had departed and the last camp closed. At Vlissingen in 1918, a special section at the
Sadly, maj.gen. M. Onnen, head of the Bureau Vredehof cemetery was reserved for Entente
Internering, collapsed in Den Haag while walking to casualties. Several British casualties were buried here.
his office on 27 December 1918 and died in hospital, These graves (43, incl. 6 airmen) were later moved to
aged 65. the Noorderbegraafplaats (North Cemetery), where
After the armistice, the German troops were allied WW2 casualties were buried. Other casualties
required to retire from France and Belgium within were buried locally. All graves are cared for by the
two weeks. They had to return to their pre-war Commonwealth War Graves Commission.
garrisons for demobilization. For northern Belgium, German casualties, including those who died of
this gave problems as the roads south of Limburg did illness, were also buried locally. Around 1925, the
not allow for the expected huge mass of men and German government provided standard model
transport. Germany asked and got permission to gravestones. After WW2, 85 German graves were
evacuate these troops through the narrowest part of transferred to a special section of the large German
Limburg, where there was a bridge over the Maas WW2 cemetery at Ysselsteijn, which is cared for by
river. They had to leave their arms and equipment in the Volksbund Deutsche Kriegsgräberfürsorge.
Holland. Dutch troops were sent to keep order and (To be continued)
and collect the huge amount of armament, etc. the
Germnas left behind. Frits Gerdessen (#12) Netherlands.
German naval units from Antwerpen returned via
the Dutch rivers and were disarmed by Dutch custom
officials who confiscated their liquor.
Notes
12. This accident prompted the USA. Dugan was born in Pueblo she asked and received ƒ 10.000
founding of a soil mechanics unit on 9 November 1894, where her compensation from the NEI
at the Technical University. father was a lawyer. Apparently government. Nothing is known
13. Capt. Engelbert van Bevervoorde she took her photo albums, etc. about her further life. For capt.
was buried on the 12th. His with her. These albums came in Johan Engelbert van Bevervoorde
widow, Alice Amina Engelbert the hands of Douglas historian a monument was raised in
van Bevervoorde-Dugan), Harry S. Gann and were passed Bandung in 1924, which post-
departed on 5 October for the on to Holland. Once back home WW2 was moved to Holland.
All photos via the author
1813 Albatros C.VII 1362/16 (later AL435) landed at Hulst on 13 1818 AEG C.IV 277/17, Wnr. 1547, LVA AEG403, was one of 300
March. The dismantled plane was transported off with help of a local built under license by the Fokker Flugzeugwerke G.m.b.H. Though
farmer. interned in bad shape on 18 December 1917, it was repaired but crashed
and w/o on 27 September 1918.
Small Air Forces Observer Vol. 41 No. 4 (164) April 2018

1815 SE.5A B4885 (RFC No. 60 Sq.) arrived undamaged at Brielle on 6
January 1918 and received serial SE214. 1819 Hannover CL.II 13180/17 (15 April, HAN416, left) and DFW C.V
7928/17 (11 April, #D436) waiting for the ferry over the Wester Schelde at
Walsoorden. 10th from left sgt. Boevink.
123
124
1820 Friedrichshafen G.III 828/17 landed at Oosterhout on 23 May 1822 Airco DH.9 B7620 “A” of RAF No. 211 Sq. landed at Breskens on
1918. On the left sgt. Boevink who had to dismantle a 300 kg bomb. 27 June 1918 and became deH433. The paint scheme was retained by the
LVA. The pilot, capt. J.A. Gray, retired from the RAF in 1954 as Air Vice
Marshal
1821 Pfalz D.IIIa 1306/18 landed intact on 12 June on the property of

1823 The second DH.9 to arrive was C1211 from RAF No. 218 Sq. at
Camille and Maria Cammaert, leaning against the wing and sitting in the
Breskens on 29 June. Became deH434 in LVA service.
cockpit. The Bestellnummer is stencilled low on the wing struts. The LVA
serial was PF225.

1826 On 25 July 1918 over Zeebrugge, a Flak grenade exploded on the
right side of DH.9 D2781 “M” of RAF No. 211 Sq. Pilot sgt. Rex Stephen
Gude steered at once for Holland with bombs still aboard. Sgt,observer
1824 The crew of C1211 with Dutch officers, lt. W.F. Purvis (left) and Henry Mears Partridge was fatally wounded and died in hospital. A
gunner L.H Locke, who was promoted sgt. in Holland (photo provided by fuselage longeron was blasted away and the plane was not repaired.
W.F. Purvis in 1966).

1828 Lts. L.K. Davidson (left) and W.L. Bing from RAF No. 211 Sq.
1825 HP O/400 C9648 of RAF No. 214 Sq. landed on the North Sea burned their DH.9 B7624 after landing at Schoondijke on 8 August 1918.
beach at Valkenisse on 1 July 1918. The plane was loaded on a barge.
125
126
1829 DH.9 D3107 “P” of RAF No. 108 Sq. ended up in a canal at
Vlissingen on 15 September 1918. When the plane was pulled out of the 1831 The crew of D3271, at the left is capt. J.F. Chisholm DSO, DFC
canal, it overturned and killed sld. Willem de Groot (20) who was standing and at the right sgt. H.J. Williams. Chisholm was highly regarded in 218
guard. The plane was a write-off. Sq. He later became a high-ranking lawyer (Queen’s Counsel) in Montreal.
1830 DH.9 D3271 of RAF No. 218 Sq. ended up on its nose just in the 1832 Sopwith Camel E1537 of RAF No. 65 Sq.,at Groede on 7 October
sea in front of the boulevard at Vlissingen on 26 September 1918. Here the 1918, was the last British aircraft to be interned. It somersaulted, but pilot
plane is already on the beach. lt. B. Lockey was unhurt. The plane was considered repairable.

1833 Fokker D.VII (Alb) 5584/18, flown by Uffz. Alfred Baum, landed 1835 On 7 November 1918 a Friedrichshafen G.IV hit trees at Hulst and
undamaged at IJzendijke on 15 October 1918. This first Dutch D.VII was crashed. Observer Lt. Wendt and pilot sgt. Sorgers were killed
test-flown by Lt. Versteegh on 9 November 1918. immediately, private Helmcke was thrown out and survived wounded. The
plane burned after Wendt’s body had been recovered.

1834 The only US aircraft to be interned arrived on 27 October 1918 at
Schoondijke, flown by Lts. J.F. Gibbs and F. Nelms: DH.4 32274 belonged 1837 This Albatros D.V, interned at Stein on 13 November 1918, was
to the US Naval Northern Bombing Group, No. 10 Sq. The plane was stored at Schiphol.
returned in 1919.
127
128
1838 The Trompenburg V.2 prototype during tests at Soesterberg in
April 1918. On the rudder the Trompenburg emblem, a propeller with the
text: SPYKER - nulla tenaci invia est via.
1843 Curtiss H-12 L1 (ex-8689), interned on 4 June 1918, on the
slipway at De Mok. The boat was testflown but not bought.
1842 Friedrichshafen FF 49C V4, ex-1682, at De Mok. The plane was

interned off Vlissingen with 1705 (MLD V5) on 3 May 1918 by the
guardship Hr.Ms. Donau. The crews were released.
1841 The first MLD commander, LTZ2 D. Vreede.

Aviacion Naval Ecuatoriana Aravà 201
Cap. Jorge Delgado P.
The Ecuadorian Navy contracted with the IAI (Israel Jaime Alexander, brother of the pilot of the missing
Aircarft Industries) company for the acquisition of two Viscount. They both died because they weren’t wearing
Aravà 201 aircraft at a cost of approximately 1,200,000 seatbelts.
USD per unit. Two navy pilots, TNNV-UN Patricio In 1984, the missing Viscount was found in the
Larrea and TNFG-UN Jaime Almeida, were sent to province of Pastaza, near Río Negro, in the Ecuadorian
Israel for a training course of the use of these aircrafts. jungle. Some bodies where found near the crash site –
When they finish this course, they proceed to prepare the apparently they died while waiting for a rescue that
aircraft for crossing of the Atlantic Ocean and delivery to never came.
Ecuador by installing auxiliary fuel tanks inside the
fuselage. The lose of ANE-202
The first Arava 201 (c/n 0020, formerly 4X-IAS) On June 8, 1988, during the annual naval exercises,
arrived in Ecuador on August 10, 1975. Initially, it was ANE-202 crash against the side of “San Mateo”
assigned ANE-402, but would later be changed to ANE- mountain located in the coastal province of Manabí - a
202. place well know for having bad weather all year long,
The second aircraft (c/n 0044, formerly 4X-IBR) especially during the early hours of the morning.
was delivered on May 27, 1977 and was given serial Around 083, ANE-202 departed from the port of
ANE-232. At the request of the Ecuadorian Navy, it was Manta on a reconnaissance mission, This mission was
configured with the basic electrical systems allowing for never completed because the aircraft crashed 15 km from
the rapid installment of rockets and machine guns so it the town of San Mateo. There where no survivors. The
could be used as an armed transport in ground support people who died where all navy personnel: TNNV-Un
missions. Mauricio Maldonado, TNCB-UN José Cabrera Andrade,
TNCB-UN Iván Sotomayor Valenzuela, SGOS-MC José
The lose of ANE-232 Cantos Piloso, SGOS-MC Víctor Benitez, and CBOP-EL
On April 23 1979, Vickers Viscount 785D Cesario Alvarado.
(HC-AVP) of the company Saeta with 57 passengers on Currently Ecuadorian naval aviation operates a CN-
board., went missing during a flight from Quito to 235M in place of the Aravà.
Cuenca
A few days later, on the 28th while searching for the Illustration A
missing Viscount, ANE-232 was flying at a low altitude The high visibility scheme in which in which the
when it hit some tall trees and crashed into the jungle Ecuadorian Navy Arava 201s were delivered to the
near "Sevilla de Oro" located on the border between the Naval Aviation
provinces of Azuay and Morona Santiago. Illustration B
Eight people where onboard the plane; two of them The low visibility scheme carried by ANE-202 when
died in the crash. One was the pilot, Lieutenant Valencia it crashed on 8 Junr 1988.
(who previously had survived an emergency water
Cap. Jorge Delgado P. (#862) Ecuador.
landing in the Gulf of the Guayaquil in Cessna 337
ANE-204 on 1 October 1975). The other fatality was
130 Small Air Forces Observer Vol. 41 No. 3 (163) January 2018
Small Air Forces Observer Vol. 41 No. 4 (164) April 2018 131
French Aircraft in Slovakia
Part 1
Caudron C-445 Geoland
Juraj Rajninec †
Introduction
One of the few bright spots on the European scene to occupy the western part of the country; instead they
between the two world wars was the strength and found it more convenient to set up the “protectorate”
vigor of the newly created Czechoslovak Republic. on Slovakia. The beginning of World War II was only
However, Czechoslovakia would serve as a sorry six months away.
example of how democratic nations usually respond Even under German “protection”, the new state of
to threats of aggression. Soon after the rise to power Slovakia had to arm against its greedy neighbors;
of Hitler’s National Socialist party, Germany began to both Poland and Hungary had shared in the
cast a covetous eye on its smaller neighbors. dismemberment of the Czechoslovak Rebublic and
Fabricating charges of persecution of the German- Hungry was demanding more land from Slovakia.
speaking people in the Sudetenland, Hitler demanded Slovak nationals who were members of the former
concessions from Czechoslovakia. In September Czechoslovak armed forces were enrolled in the
1938, the leaders of France, Germany, Great Britain, Slovak army and military equipment situated in
and Italy (but not Czechoslovakia_ met in Munich to Slovak territory became the property of the new
discuss these demands. In a misguided attempt to Slovak state. The Slovak Air Force was founded with
appease the German dictator, Neville Chamberlain of the men and equipment from the formed
Great Britain and Edouard Daladier of France gave Czechoslovak 3rd Air regiment commanded by
large areas of Czechoslovakia (even if it was not General Stefanik. The flying equipment consisted
their’s to give) to Germany. These concessions only mainly of Avia B-534 fighters, Letov S-328
served to whet Germany’s appetite and Hitler reconnaissance planes, and Aero A-100 bombers.
continued his subversive activities. On 15 March Since all these aircraft were obsolete biplanes, it was
1939, secure in the knowledge that no one would natural that the Slovak Air Force would turn to their
come to the aid of Czechoslovakia, German troops German “protectors” for modern aircraft. One of
occupied Bohemia and Moravia. They didn’t bother these aircraft was the Caudron C-445 Goeland
As late as 1942, the flying equipment of the was the lack of transport aircraft. Through the
Slovak Air Force still consisted entirely of the Lustwaffenmission in der Slowakei), the Germans
obsolete biplanes inherited from the pre-war offered to sell to Slovakia several Caudron C-445
Czechoslovak Air Force. Equally serious, considering Goelands that they had seized during the German
that the Slovak forces were operating against Russia, occupation of France.
On 20 August 1942, Caudron C-445 (c/n 812) was these aircraft continued to serve with the School until
evaluated at Vajnory by a commission of the Slovak National Uprising in August 1944, and
representatives from the Ministry of National Defense were destroyed by the insurgents when they were
and the Air Force. The commission decided that the forced to retreat from Tri Duby on 16 October 1944.
C-455 was suitable for service with the Slovak Air The remaining Slovak C-445 were destroyed in 1945
Force and nine additional aircraft were ordered. by the retreating German troops.
The first three (c/n 804, 821, and 823) were taken
on charge by the Slovak Air Force at Trencin on 23 Camouflage and Markings
September 1942. On 26 September 1942, a second Three different camouflage schemes were carried
batch of three (c/n 805, 819, and 822) arrived at the by the C-445 while they were in Slovak service. Most
same airfield. A third, and final batch of three (c/n were delivered in standard Lufrwaffe camouflage of
863. 864, and 865) were received on 2 March 1943. dark green and black green upper surfaces with
The first Geoland received (c/n 812) was modified hellblau lower surfaces. Some arrived painted dark
to serve an airborne radio-relay station. The first relay blue grey on upper surfaces with hellblau on the
occurred on 29 April 1943 when c/n 812, flying at an lower surfaces. After delivery, some aircraft were
altitude of 1,7000 m, relayed a broadcast from a repainted in Slovak khaki (the same as the
transmitter at ther Slovak capital of Bratislava. Czechoslovak color) on the upper surfaces with
When, on 1 April 1943, Letka (Squadron) 51 was hellblau retained for the lower surfaces.
established at Trencin as a transport unit, five C-445 All aircraft carried the Slovak Air Force insignia –
(c/n 804, 823, 863, 864, and 865) were assigned to a blue cross with white outline and a red dick in the
Letka 51. Two of these aircraft were modified to center. This insignia was positioned on the top and
transport of wounded Slovak soldiers from the bottom surfaces of the wing and on the rudder.
Eastern Front, but because of their short range they Theater markings consisted of the familiar yellow
were never used in this role. band (0.5 meters wide) on the fuselage and on the
When the Flying School at Trencin was moved to outer third of wings also in yellow.
Tri Duby in the summer of 1943. three Geolands (c/n Juraj Rajninec (deceased), Slovakia.
805, 819, and 821) were transferred there. These
aircraft received codes S-21, S-22, and S-23. Two of
The Slovak Air Force used the Caudron C-445 Geoland from 1942 until 1944.
One of the Slovak Training Squadron’s Caudron C-445 Geoland at Trencin A Caudron C-445 of Letka 51. The half-meter wide yellow band on the
in the autumn of 1943. Note the absence of the code letter and code fuselage and the outer 1/3 of the wings in the same color were standard for
number on the fuselage. aircraft in Slovak Air Force service.

Caudron C-445 ‘S-23’ Ttraining Squadron in flight over the hills near
Geoland ‘S-21’ of the Training Squadron at the Flying School – Piestany, Trencin in autumn of 1943.
summer of 1943.
131
El Vultee BT-13 Valiant en Paraguay
Antonio Luis Sapienza
[Editor’s note: This article first appeared in September 1996 issue of Modelo Terspis; the publication of the
Revista Paraguaya de Historia Aeronautica y Maque Tismo. It is presented here with the permission of their
editor and author. The translation is by Google. The profile drawings are from a SAFO article on on Latin
American Vultee Valiants. ]
During In 1942/43, the Arma Aerea Paraguaya belonged to the Argentine Naval Mission in
received ten BT-13A through the "Lend-Lease Paraguay, which were registered
Program+" delivered under Project No. PG-24. The
first five arrived in December 1942, and the other NAVAL 110 BT-13A ex-ANA 0152/1-E-110
five arrived in wooden boxes by sea in January NAVAL 125 BT-13A ex-ANA 0167/1-E-125
1943. In the first years of service, they did not use NAVAL 129 BT-13A ex-ANA 0168/1-E-129
Paraguayan serials, and were identified by the last
two digits of their USAAF serials, which were Naval 125 was lost in an accident on Rio
painted on the fuselage. Paraguay in 1965 and the other two were on active
By the time of the Revolution of 1947, only duty until 1968, when they were replaced by four
seven remained in flight status. A total of four Cessna U206.
BT-13s served with the Revolutionary Air Force,
while three did so in the Loyal Air Force. Two other Colors an Markings
BT-13s were purchased from Argentina, but were (1) The Paraguayan BT-13 initially maintained
disabled in accidents on the ferry flight to Paraguay. natural metal overall with a matt black aniti-glare
After the armed conflict was over, only seven panel in matte black. The Paraguayan tricolor was
aircraft remained in flight conditions painted on the rudder with a yellow star in the white
In the 1950s, all the Valiants, including the ones band. They carried the Paraguayan roundel in the
who had been w/o in the service, received four wing positions. The serial number was painted
Paraguayan registrations: in large black numerals on the rear of the fuselage.
(2) The BT-13 retained the natural metal
0051 (c/n 7228) USAAF 41-22798 scheme into the 50s and 60s, but with some detail
0053 (c/n 7229) USAAF 41-22799 changes: The cowling front was pinted red; the tips
0055 (c/n 7230) USAAF 41-2280 of the wings orange, and an orange diagonal stripe
0057 (c/n 7231) USAAF 41-228018 was added on the fuselage. Four-digit serials were
0059 (c/n 7232) USAAF 41-22802 plotted in the fuselage. The four- digit serial was
0061 (c/n 8128) USAAF 42-1364 painted on the fuselage and in two wing positions
0063 (c/n 8129) USAAF 42-1365 (top left and bottom right) opposite the roundel.
0065 (c/n 8130) USAAF 42-1366 (3) The naval Valiants retained the Argentine
0067 (c/n 8131) USAAF 42-1367 scheme. They were painted light gray on the upper
0069 (c/n 8132) USAAF 42-1368 and lower surfaces. The cowling was in orange, as
were the wing tips and the horizontal stabilizers.
By the 1960s, only five BT-13A were in service The Paraguayan tricolor was painted on the rudder,
with the Aeronautica Militar Paraguaya and were but without the yellow star and with the red stripe
steadily being replaced by the Neiva Paulistinha and extended onto the vertical stabilizer. They wore the
Cessna U-17. The last Valiant ‘0051’ was anti-glare panel in matte black and had black
withdrawn from service in 1970. It remained in anchors in the four wing positions. The serials were
flight condition for several more years, although it in large black letters and numbers on the fuselage.
was no longer used for flight instruction.
The Paraguayan Naval Aviation also used this Antonio Luis Sapienza (#1160), Paraguay.
famous trainer. Beginning on April 12, 1960, when
the Argentinea Navy donated three Valiants that
1. Vultee BT-13A s/n 65 (USAAF 42-1365) in 1947
2. Vultee BT-13A s/n 0051, Arma Aérea Paraguaya, 1959
3. Vultee BT-13A s/n NAVAL 125, Aviación Naval Paraguaya, 1960
Exotic Birds 12
Greg Kozak
Hellenic (Greek) Army Piper Super Cub: Note the extremely unusual
Congo H-21: This is a very rare color image of one of the H-21s used by roundels on this Hellenic Army Piper Super Cub, preserved at Stefanavikio
the Force Aérienne Congolaise 1964-1965. See the fantastic article about . I have seen a variant of this rare insignia on Hellenic Army armored
them in SAFO 130, October 2009, contributed by Leif Helström! From vehicles, the white cross set in a blue square instead of a disk. From
http://www.drareg.nl. https://commons.wikimedia.org , courtesy Jerry Gunner .

Guinea Bissau Alouette II: This Guinea Bissau Alouette II would be an
Gabon MFI-9B Bolkow Junior: Yes, Gabon used the MFI-9B Bolkow exotic bird without the strange markings. Even more exceptional, its red
Junior, the same aircraft used to such great effect by the secessionists disks have been overpainted with the same gray of its camouflage, leaving
during the Biafran War. This one served in the Garde Présidentielle, just red borders surrounding the black stars. From unknown internet
alongside T-6s and Skyraiders. From https://www.aviationsmilitaires.net. source.
137
138
Sierra Leone Let L-410: As with Rwandan examples, aircraft wearing the
markings of the air force of the Republic of Sierra Leone are not
Mongolia MiG-21PFM: All of my prior research indicated that communist exceptional. But this Let L-410, sporting the flag insignia on both the
Mongolian MiG-21PFMs wore zoyombos only on their vertical tails, and fuselage and the vertical fin, is rather bizarre. Note the unusual badge on
either conventional stars or no markings on their wings. This image clearly the nose, and the damaged tail! From http://www.airliners.net , courtesy
refutes that erroneous conclusion, however! From unknown internet Andy Pope.
source.
Zaire Super Frelon: Zairean aircraft are not extremely strange, but this
one surely is - a Super Frelon that served as the VIP transport of Zaire’s
despotic former leader, Joseph-Désiré Mobutu. He renamed himself
Rwanda Dauphin 1: Though unusual, images of aircraft from the Rwanda Mobutu Sese Seko Nkuku Ngbendu Wa Za Banga ("The all-powerful
warrior who, because of his endurance and inflexible will to win, goes from

Air Force are not by any means rare. This Dauphin 1 (an uncommon
helicopter in its own right) from Rwanda, though, is quite an extraordinary conquest to conquest, leaving fire in his wake”)- Mobutu Sese Seko for
sight. From unknown internet source. short. From https://www.aviationsmilitaires.net, courtesy Albert Grandolini.
-books-books-books-books-books-books-books-books-books-books-books-books-books-
[Editor’s note: It’s been a long time since I’ve had the pleasure of reviewing a new volume of this Argentine series, and I am happy to
report that it remains as exciting as ever. For those who are not familiar with these excellent publications, let me describe a few of
their finer qualities: Each issue is printed on high-quality glossy paper (I’ve described it as being of Kodak quality) in landscape
format: approximately 11 inches by 7.5 inches. This format allows the color profile drawings to be displayed in all their beauty. The
text is in Spanish and consists of a history of the type in Argentine service, technical details, service histories of each individual
aircraft, and several pages of color profiles. The text is well researched, the photos superbly reproduced, and the art work beautiful.
In addition to the photos dispersed among the pages of text, several pages are devoted exclusively to large format photos. You don’t
have to be fluent in Spanish to appreciate the quality of these publications. The volumes reviewed here and some earlier volumes are
available from the SAFCH Sales Service [email protected] for $18.00 each plus postage.]
Don’t let the Spanish text deter you. Supermarine Type 235 & Type 315
This book would be a cherished addition Walrus: 6 pages including 11 photos.
to any enthusiast’s library. 2. Tecnica: 6 pages including 7
photos.
3. Historias Individuals: 6 pages
including 11 photos and a 3-view
drawing of Viking ‘R5’.
4. Color Profiles: Norman Thompson
NT-2b; Viking (2); Southampton (3); and
Walrus (4) including top view of Walrus
‘M-O-9’.
Beechcraft At-11 & RC/UC/C-45H/J,
In addition, there are 4 full-page
by Jorge Felix Núñez Paden. Seríe
photos of the Southampton and a page
Aeronaval #33. April 2015. 48 landscape
with 4 photos of Argentine naval vessels
pages (7.5 inches by 11 inches). Viking, Southampton & Walrus, by
carrying the Walrus.
Softbound. [email protected]. Jorge Felix Núñez Paden. Seríe This volume of Seríe Aeronaval is a
Available from the SAFCH Sales Service Aeronaval #34. Junio 2016. 48 landscape real treat for seaplane lovers.
[email protected] for $18.00 plus pages (7.5 inches by 11 inches).
postage. Softbound. [email protected].
Training aircraft are not as Available from the SAFCH Sales Service
glamorous as fighters and bombers, but [email protected] for $18.00 plus
are just as necessary for an efficient postage.
fighting force. One of the most famous This volume Seríe Aeronaval presnts
trainer, after the incomparable Texan, is the service history of three biplane
the twin-engine twin-tail Beechcraft seaplanes that served the Argentine Navy
family developed from the civilian D.18. from immediately after WW1 (Vickers
As the AT-11 Kansan (transparent nose) Viking IV), the Vickers Supermarine
they served as a trainer for bomber crews, Southampton from between the wars, and
and as the C-45 Expeditor (solid nose) the Vickers Supermarine Walrus of WW2
they served as a light transport. fame. Lockheed Neptune & Orion, by Jorge
The Argentine Navy received 13 The Vickers Viking was a single- Felix Núñez Paden. Seríe Aeronaval #35.
AT-11 and 20 C-45. Seríe Aeronaval #33 engine seaplane with a pusher propeller Marzo 2017. 48 landscape pages (7.5
recounts their service: mounted above the hull between biplane inches by 11 inches). Softbound.
1, Historia: 17 pages including 33 wings. The Southampton was a large [email protected] from the
photos. twin-engine flying boat with the engines SAFCH Sales Service [email protected]
2. Tecnica: 3 pages including 4 mounted between biplane wings. The for $18.00 plus postage.
photos Walrus was an anomaly in WW2 (and the This book is devoted mainly to the
3, Historias Individuales: 8 pages post-war years) with its biplane wings Argentine service of the Lockheed
including 24 photos. and pusher propeller. Neptune/Orion series of maritime
4. Color Profiles: 4 AT-11 and 11 The Argentine Navy’s service of reconnaissance aircraft - but with
C-45 (with one top view). these three seaplanes if desribed in this significant coverage of these types
In addition, there are 6 pages with 4 Seríe Aeronaval volume thus: service with Brazil and Chile. (The main
photos per page, and one page with 8 1. Historia: (a) Vickers Type 73 & distinction between the Neptune and the
side-views of variants that were in Type 84 Viking Mk.IV: 5 pages Orion is that Neptune has a transparent
service with the Argentine Navy, including 9 photos. (b) Vickers nose while the Orion has a solid nose.)
Supermarine Southampton: 9 pages
including 19 photos. (c) Vicker
1. Historia Lockheed Sp/P-2E/H plus two full-pages photos. Chile has 2 There are 8 pages of color profiles (7
Neptune: 14 pages including 25 photos pages of text including 4 photos, plus one Argentine Neptunes and 2 Argentine
and one color profile. full-page photo. Orions).
2. Malvinas:3 pages including 3 6. Tecnica: 6 pages including 11 In addition, there are 7 full-page
photos. photos and a table listing all South photos and 2 pages with 4 photos each of
3. El Neptune Y Yo (The Nepune American Orions. Argentine Neptunes and Orions.
and Me) 2 page including 5 photos. 7. Identidaes: 4 pages with histories Highly recommended for all lovers
4. Historia Lockheed P-3B Orion: 4 of all Argentine Neptunes/Orions of naval aircraft.
pages 8 photos. including 12 photos.
5. Historia Brazil and Chile: Brazil
has 6 pages of text including 8 photos.
have ever seen. Jean-Christophe Carbonel. 224 A-4

The text is in English and, not to pages. Hardbound. Artiprsse 2017. 119
detract from his research, the author rue Anatole France, 93170 Bagnolet,
could have benefited from the assistance France. 48 €.
of an editor here and there, as some of his The Sud Aviation Trident was a
text is a bit challenging. However, this in supersonic interceptor with short unswept
no way detracts from the extremely high wings powered by a rocket motor and a
quality of the research he has performed. ram jets on each wing tip.
It is difficult to single out any one The text, in French with English
aspect of the book, as nearly every page captions, begins with the origins of
brings some surprises. However, the rocket-propelled interceptor going back
selection of photos showing Finnish to 1917, before going into the design,
crews mounting a 200kg depth charge on construction, flight testing of the Trident
DR-195 on pages 123 and 124 are just There are so many illustrations,
amazing, while a photo of Yugoslav No.2 diagrams, and photos that the English
Dornier Do 22: Design, development, Squadron aircraft s/n 309, showing the captions almost make a knowledge of
testing and service with the Yugoslav, rarely illustrated Yugoslavian “roundel” French redundant.
Greek and Finnish Air Forces, used late it their service in Egypt was a The chapter heading pretty much
Monographs Special Edition 10, Kagero,
genuine treat. describe the content:
by Djordje Nikolić, 2017, Lublin 62,
This is precisely the sort of 1. Origins
Poland, ISBN 978-83-65437-61-7, 150
contribution to the literature that SAFO 2. Le SO 9000 Trident
pages, hard-bound.
and its membership have been supporting 3. Le SO 9050 Trident II
The first monograph effort by this
for a long time, and I can only wish that 4. La série expérimtale
author; he is to be commended for a truly
some of these beautiful aircraft could 5. Le Trident III et les dérivés non
beautifully packaged and thoroughly
have found their way to Latin America! construits
researched exposition on what I have
Recommended with the highest praise. 6. Le Trident dans les medias et la culture
always regarded as the most esthetically
Dan Hagedorn (#394) USA. populaire
pleasing aircraft of the late 1930s.
7. Les maquettes du Trident
This monograph has been crafted to
8. Annexes
describe not only all known historical
9. Trident en couleur: `8 pages with 24
aspects of this rather small production
color photos.
aircraft series, but as an exemplary tool
10. Sources et remerciements: one page.
for modelers seeking an exotic subject.
11. Index: 3 pages.
There are at least 212 black and white
12. Profiles couleur: each subject gets 2
photos, nearly all of which have been
pages of 4-view draings: SO 9050
reproduced to very high standard, as well
‘T’. ‘K’, ‘L’, and ‘N’; 12 pages
as at least 45 detail drawings – most of
‘What If?’ SO 9050 in Tiger Meet
which originated with the manufacturer,
colors & in post-war German
showing details of the structure,
Luftwaffe service
equipment and various configurations,
Le Trident is highly recommended to
and numerous graphs and charts. But
anyone interested in experimental aircraft
perhaps best of all, there are 12 pages of
in the helicon years of aviation following
exquisite line drawings of the various
WW2. The review copy is available from
versions by Oleksandr Bolko and 20
the SAFCH Sales Service
pages of some of the very best color Le Trident: La quête du haut [email protected] for $48 plus postage.
drawings by Arkadiusz Wróbel, that I supersonique chez Sud-Aviation, by
-magazines-magazines-magazines-magazines-magazines-magazines-magazines-magazines-
[Editor’s note: It’s been a long time since I’ve had the pleasure of reviewing an issue of AirMagazine, and I am happy to report that
they remain as exciting as ever. For those who are not familiar with this excellent publication, let me describe a few of its finer
qualities: Published bimonthly, each issue consists of 84 A-4 size pages (approximately 8.5 inches by 11.5 inches) printed on high-
quality glossy paper. The reproduction of the photos (both b&w and color) is excellent and the color profile drawings are outstanding.
The text is entirely in French, but if you want a translation and have a scanner that has OCR (optical character reader) you can scan in
the text and any of the computer translators will do the translation for you. (I’ve had good luck with Google Translator.) As for the
content, the reviews below will give you an idea of the breath and depth of the coverage. For my money, AirMagazine and Avions
(both French magazines) are the best magazines around for enthusiasts of the small air forces and of unusual aircraft. For more
information on AirMagazine and other Artipresw publications (see the review of their hardcover book on the Sud Aviation Trident
elsewhere in his issue of SAFO) go to [email protected].
“Fairey Albacore: Deuxieme 2eme pre-war Intalian service and of his later
parties” 13 pages including 11 photos and service on Hawker Typhoons.
12 color profiles (including three in US “Le MBR-4 les Savoia de Taganrog”
markings for Operation Torch). Also, two The Italian Saivia S.62 float plane served
pages of details with 10 photo; and a list with the Soviet Union as the MBR-4. 12
of kits. pages including 15 photos and one color
“Le Curtiss Hawk 75A-8 au Perou” profile drawing of a S.62 in Soviet
Here is a great article for SAFO readers. colors.
13 pages on the Curtiss Hawk in
Peruvian service, including 30 b&w “Les Junkers au Chili 1ere Partie”
photos and four color profile drawings This is an excellent companions for
(‘287’ in natural metal, ‘286 dark blue Santiago Rivas’ SAFO articles on the
with chromate-green moveable surfaces. Chilean Junker a/c. 19 pages including 47
‘21o22’ in light brown, and dark brown photos [A-20 (6), F-13 (15), & R-42
upper-surfaces, arey undersurfaces, and (28)] and four color profile drawings
‘21o2-4’ in a similar color scheme. [A-20 (2), F-13 (2)], & R-42 27]..
“Informaquettes et livres”5 pages of “L’hydravion d’exploration: Loire
reviews of kits (17) and books (3). 70 1ere Partie” 14 pages on another of the
AIRMAGAZINE #65 Novembre ungainly, but fascinating, French
Decembre 2015. 84 A-4 pages. floatplanes from between the wars. The
Artipresse, 119 rue Anatole France, Loire 70,’a attractive monoplane lines
93170 Bagnolet, France. were spoiled by the three engines - two
[email protected]. 10.00 €. tractors and a pusher, mounted above the
“Les Hurricanes portugais de wing. The 14 page article includes 17
‘Angels One Five’” 8 pages on the photos, 2 pages of multi-view color
Portuguese Hurricanes that were painted drawings, a 1/150-scale 3-view drawing,
in RAF markings for the 1951 movie and 3 pages of factory photos of details.
Angels One Five. There are 11 b&w “ Les Fiat BR.20 du Soleil Levant”
photos of the Hurricanes in both 14 pages on the Fiat BR.20 in Japanese
Portuguese and ‘RAF’ making and two service, including 25 photos, five color
color profile drawing (Portuguese profile drawings, and a color three-view
‘MP+C’ and ‘RAF’ BoUS’. drawing. [Editor: A model of a Japanese
”MiG-21-93: Les derniers de la BR.20 would make an unusual addition
lignée” 22 pages including 36 color to any collection of Japanese aircraft.
photos (mostly Indian Air Force MiG-21- “L’Arado Ar E555” 5 pages on the
93) and four color drawings (two profile Arado jet bomber project including two
drawings of Russian Mig-21-93 and two pages of original design sketches and a
multiviews of Indian MiG-21-93). AIRMAGAZINE #66 Janvier-Febrier 3-view drawing of the final 6-engine
Topped off with a full-page bibliography. 2016. Artipresse, 119 rue Anatole France, design. There are three illustrations of
“Francois Guillaume” 14 pages on 93170 Bagnolet, France. the Ar E555 in a “what if” colorsand a
French Naval aviator including 36 photos [email protected]. 10.00 €. review of the Revell 1/72-scale kit.
of his training in the USA, and his “Polotes italiens du service de la “Informaquettes et livres”3 pages of
service with the Aeronaval on Hellcats, France Libre” The story of Franco reviews of kits (10) and one book.
Corsairs, and Etendard IV. Burattini, an Italian who served with the
Free French in WW2. 18 photos of his
-letters-letters-letters-letters-letters-letters-letters-letters-letters-letters-letters-letters-
interested, please send an email to essentially “fixed in time” and the entries
[email protected].” on them almost never took into account
“I just noticed that we have reached changes that occurred “in the pipeline”
the 163rd issue of SAFO! What an and “down-range.” That is clearly what
incredible achievement by you and all the happened with the AT-6Ds, AT-7s, BT-
people who are submitting articles. It 13As and PT-22s offset for the Chinese
stuck me that, although the recipients of Lend-Lease requisitions. He might want
SAFO are probably all very grateful for to look for code EQUINOX which was
your efforts, you probably do not get the code for American Air Forces in India
many explicit "thank-yous". I know from from 1 January 1943 on. I would
my own experience that it is not very encourage Mr. Yip to spend about a week
common that readers get in contact. at the National Archives at College Park,
Anyhow, here is a big thank you from MD, and have a go at the MAB (Air)
me. Correspondence, as I would be willing to
“Günter Endres, Rob Mulder and I bet that there is documentation there for
are now working on our fourth Junkers not only the aircraft dispositions covered
book after the F 13, the W 33/W 34/K 43 in this first installment of his series, but
and the G 24/K 30/G 31, which will be those planned for the next installment
about the Ju 52/3m. Of course there is a (PT-17s, PT-19s, AT-17s) as well.
lot of small air forces interest in all these “Finally, I noted Greg Kozak’s note
books and there are several exotic paint on page 106 looking for detailed close-
schemes in the colour profile sections. ups of the F-86F on the stick at the
“Vince Gostkowski mentioned We plan to have the new book ready former Tocumen International Airport
deliveries of Czech-built Il-10s and MiG sometime this year.” FAP base taken June 22, 1975 (a former
jet fighters to Yemen in his letter in Lennart Andersson (#68), Uppsala, Inter-American Air Forces Academy
SAFO #163. Yemen was ruled by the Sweden. ground instructional airframe). I regret
Imam and for several years all aircraft in that I have no detailed images or close-
Yemen were registered to Yemen “No.163 finally came to the topof the ups. I hope someone else may have
Airlines, which was the Imam's private pile, and wanted to jot off a few lines. gotten same at some point. The fate of
air transport fleet/air force. The Mi-1 and First, congratulations to Doug Dildy and that aircraft, by the way, appears to be a
Mi-4 helicopters and Il-14 transports that Pablo Calcaterra on an excellent article mystery.”
arrived in 1957 and 1958 were entered on on the Argentine Navy Super Étendards, Dan Hagedorn (#394), USA.
the civil register as well. certainly the best and most coherent
“The first "military" aircraft were account of these excellent aircraft during [Editor: I was asked about the availability
two North American AT-6As that arrived the Falklands/Malvinas conflict. of Bright Spark decals beyond those
in 1955. In 1957 Czechoslovakia “I also wanted to comment on W. available from the SAFCH Sales Service
delivered twenty B-33s (license-built Yip’s interesting article on “Aircraft (BS-1 Indian AF, BS-2 Pakistan AF. &
Il-10s), four of the CB-33 training Supplied to China through Lend-Lease BS-6 Saudi Arabia).. I wrote the maker
version, ten Zlin Z-126 trainers, and three during World War Two. As you know, of these decals, SAFO member Mike
Aero C-11s (license-built Yak-18s). No Lend-Lease has been a particular area of Burton, asking which of these excellent
MiG fighters were delivered. The first study for me for many years now, and decals are still available. His answer
MiGs appeared in Yemen in the early while Mr. Yip clearly availed himself of follows.]
1960s, but those were Egyptian. some of the best sources available, he “Eight sheets have been produced
“If you are interested in aviation in could have benefited greatly by use of the over the years, but unfortunately they are
Yemen and are not deterred by the Lend-Lease records held by the National all sold out. However, BS-7 (Peruvian
language (Swedish), my book De tog Archives at College Park, specifically the AF) and BS-8 (Turkish AF) are available
flyget till medeltiden, Svenskarna i Jemen records of the Munitions Assignment on ebay from Spacecadet. to whom I sold
(240 pages, see z-bok.se/catalog.1.html), Board (MAB (Air)). The individual the last sheets wholesale.
which is a detailed history of the Swedish Aircraft Record cards (IAHC’s) have also “BS-3 was on Egypt wartime and up
pilots and mechanics that were employed been a consuming interest of mine, and to the revolution, BS-4 was on the Swiss
in Yemen from 1948 to 1964, with many while they certainly are an excellent AF with serials and BS-5 was on the
rare photos, also in colour, aircraft and point-of-departure for determining Austrian AF with codes.”
pilot lists, etc, is still available. If you are destinations and assignments for Mick Burton, (#303), UK.
USAAC/USAAF aircraft, they were
After armament training at Nivelles, during April 3e Escadrille deployed to Luftwaffe airfield attacks were very effective when they caught enemy aircraft on
Wevelgem, near Courtrai, for gunner practice over the North Sea. A target sleeve the ground. One of the most successful – and most devastating for the Belgian
was towed by a Fairey Fox from Ostende airfield for the Fiat pilots to shoot at with fighter force – was the 10 May attack on the IIe Groupe’s “campaign field” at
their 12.7mm Breda-SAFAT machine guns. Brustem where dive-bombing Stukas (I./StG 2) and strafing Bf 109Es destroyed
14 CR.42s, virtually wiping out 3e Escadrille, leaving the group with only eight
operational fighters.

Shortly after the capture of Nivelles, a propaganda film team captured the scene in
With the precipitous French army collapse to the south threatening the entire
the 4e Escuadrille maintenance hangar, where Fiats R.2, R.21, and R.27 were
Allied front, on 16 May, 4e Escadrille withdrew its six surviving CR.42s to
undergoing overhaul and repair. Like the five CR.42s (R.24, R.29, R.31, R.32,
France, arriving at Chartres airfield, southwest of Paris, two days later. The next
and R.33) handed over to the French Armistice Commission on 27 August 1940,
day a Luftwaffe raid by three Do 17Zs destroyed Fiat “R.26”, the mount of 1st Sgt
the fates of these biplane fighters is unknown. Conceivably they were returned to
Jean Maes.
Italy.
143
The first of 12 Bell AH-1Z Viper attack helicopters ordered by Pakistan and expected to be delivered during
2018. They will be the first exported AH-1Z; the most advanced of the numerous production AH-1
manufactured to date. (Bell Helicopter via Jay Miller)
T
A Pakistan Bell AH-1 attack helicopter. (via asianairarms.com)

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What was the emblem of the 4e Escadrille?

What was the emblem of the 4e Escadrille?

What aircraft was damaged at Nivelles on 10 May 1940?

What aircraft was damaged at Nivelles on 10 May 1940?

small vol. 41 no.

LVA 1918 (Part 2): Interned Aircraft

vol. 41 no. 4 (164) April 2018

Small Air Forces Observer Vol. 41 No. 3 (163) January 2018

CONTENTS via PayPal to [email protected] (add author.

All photos via the author

Small Air Forces Observer Vol. 41 No. 4 (164) April 2018

1821 Pfalz D.IIIa 1306/18 landed intact on 12 June on the property of

Small Air Forces Observer Vol. 41 No. 3 (163) January 2018

Small Air Forces Observer Vol. 41 No. 4 (164) April 2018

Small Air Forces Observer Vol. 41 No. 3 (163) January 2018

Small Air Forces Observer Vol. 41 No. 4 (164) April 2018

1842 Friedrichshafen FF 49C V4, ex-1682, at De Mok. The plane was

Small Air Forces Observer Vol. 41 No. 3 (163) January 2018

Small Air Forces Observer Vol. 41 No. 4 (164) April 2018

2. Vultee BT-13A s/n 0051, Arma Aérea Paraguaya, 1959

3. Vultee BT-13A s/n NAVAL 125, Aviación Naval Paraguaya, 1960

Small Air Forces Observer Vol. 41 No. 4 (164) April 2018

Small Air Forces Observer Vol. 41 No. 3 (163) January 2018

have ever seen. Jean-Christophe Carbonel. 224 A-4

Small Air Forces Observer Vol. 41 No. 4 (164) April 2018

A Pakistan Bell AH-1 attack helicopter. (via asianairarms.com)

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