The Fouga Magister

of
Katanga
(and some other aircrafts)
Written , translated in English and mastered with Internet open source
information and pictures by VICTOR ROSEZ

Dessin de Daniel Despas

The Fouga Magister … what a beautiful aircraft!!! We all know it, especially
because it has shown the glory days of our very popular Red Devils “Les Diables
Rouges” of the Belgian Air Force.
The Fouga Magister CM-170 is a twinjet, two-seater training aircraft.
His tail characteristic in "V" allows the reactors installed on the back to flow without
hindrance. The first Fouga (a prototype) made its test flight in 1952. It was a glider
that was on the basis of the project Fouga CM-813. Since 1953, the Cm-170 was
produced in numerous copies. Its autonomy was relatively limited. In fact, at 8000
m, he could not reach more than 900 km, or 2:10 of flight (bearing 120 litters reserve
fuel). It could be equipped with two machine guns in the nose, 7.5 mm or brit
7,62mm and 2 bombs of 50kg (local made). The Fouga Magister was dubbed by the
Belgian Air Force: « la tortue siffleuse » or "Whistling Turtle".

The Fouga Magisters of

the Belgian Air Force at
XXX Kamina XXX

From 1949, the Kamina base(BAKA)

hosted the Military Terminal of the
Belgian Air Force Congo. In 1953,
the new runway Kamina was built,
with the control tower and buildings
of the new Advanced Flying School
“Ecole de Pilotage Avancée (EPA)”.
BAKA (Base Kamina) was located in the centre of Africa and was chosen for strategic reasons in
case of global conflict. And since the weather conditions were more favourable for pilot training,
the Advanced Flying School was transferred to there until then based in Brustem, Belgium.
L’entraînement des pilotes s’effectuait d’abord sur Harvard. The pilot training was first done on
Harvards.

It is on January 18, 1960 that the first Fouga Magister (registered MT-1) arrived at BAKA,
transported by a C-119 (see photo above). Six months later we could count 20 Fouga at Kamina
base (registered MT-1 to MT-18 and MT-23 and MT-24).
June 30, 1960, the Congo declared its independence! Violence erupts everywhere and soldiers
mutinied against their Belgian superiors. This transition should happen smoothly, but it was far
from being that case ... Leopoldville disorders, mutinies at Thysville, looting, rifts between the
Kasai and Katanga, killing, rape etc. ... the total war games! The Belgian government decided to
send reinforcements to repatriate its nationals in the risk areas. The C-119, DC-3 and Alouette II will
take care of their evacuation. Harvard and the Fouga Magister will be responsible for the protection
of the evacuation by aircraft.
For this purpose, six Fouga (MT-4, MT-6, MT-10, MT-14, MT-17 and MT-18) will be equipped with two
7.5 mm machine guns in the nose and two rocket launchers under the wings.
 Above, the MT-6 with arms on the basis of BAKA (Kamina) in July 1960

The Fouga Magister CM-170 did reconnaissance missions to discover and protect and
helping Europeans who were in danger.

But Belgian operations in Katanga will be short lived ... on the end of July 1960, the
Belgian army in Kamina, will give way to UN troops.

Therefore, all the Fouga Magister returned to Brustem, Belgium, to serve in the
training school. For Belgium the loop was officially completed!
 The Fouga Magisters of the AVIKAT.

In 1960, after the independence

of Congo, the Katanga province
was separated and became an
independent republic, but not for
long. The president of Katanga,
Moise Tshombe, ordered nine
aircraft by: Potez Air Fouga,
(the main holder at that time of
the Fouga Magister).
Only three aircraft will be
delivered to Luano :
(Elizabethville airfield).
February 15, 1961: the arrival of
the three Katangese Fougas was
announced by the "Daily Mail"
of 6 February 61.
British journalist seemed very
knowledgeable... and good
informed. So the U.S. consulate
began proceedings against Drew,
director of "Seven Seas Airways"
and a member of the
U.S. consulate Elisabethville
questioned U.S. pilots who
landed on Luano with the Boeing
C-97 cargo ...Doc. Jean-Pierre Sonck
Do
Six Fouga CM-170 Magister who had to be delivered to the Katangese government were at Pointe Noire
(Congo Brazzaville) on October 1961. But due to the UN embargo, were shipped back to Antwerp where
they came under custody by the Belgian customs. Rumors spoke of their sale to the Abbot Fulbert
Youlou or in 1963 purchased by Tunisia? ... But it seems they slept in a shed in the Belgian Air Force,
where they remained in custody during many years (??? Melsbroeck - 20th Win Tac??) ...

Let's review our three Katangese Fougas ...

Le KAT 91. Struck high tension wires and

crashed on June 23, 1961 during a maneuver
over the old track of Elisabethville, one of the
wires beheading a Katangese gendarme. I was a
witness (but from too far away) as I lived less
than a mile of that place (called “the old airport”)
Very few photographic records exist about it.
(Victor Rosez)

to fill a fouga with fuel with a handpump

and to fill the twin machine guns 6 times
a day for a new mission is impossible..
But the fact is that they did it twice or
more!

Or was there something fishy with the

story of "we have only the KAT 93".

Maybe there where two KAT 93?

On the left:

DC6 and 3 fouga escorting Colonel

Weber expelled by the ONU

était assis à l'arrière .

 Kat 92 and Kat 93.
Kat 92 made very few flights ... The engine was being repaired when the UN launched "Operation Rum Punch" August 28,
1961 which aimed to expel the foreign staff of the Gendarmerie and Avikat. KAT 92 will be seized by the UN in
late August 1961.

Below the 93 KAT Fouga Magister in front of the control tower Luano.

Doc. Jean-Pierre Sonck.

 The Fouga Magister KAT 93 on
the tarmac of Luano. President
Tshombe as a passenger.

Do

The KAT 93 towed at Kolwezi.

The Swedish military posing on the captured Fouga at

Luano is the aviator Colonel Sven Lampell, Head of
Flight Operations and Chief of ONUC wing fighter
which included UN Squadron "F22" Saabs, J-29 the
squadron of Iranian Sabre jets and the Ethiopian jet
Sabre squadron.

Note: I remember very well when I accompanied my

father to Luano, I played in a Fouga wreck that was
lying in the "herbes or matitis" alongside two hangars
at the time ... it was certainly the same
(J.P.Sonck).

Note: In 1962 I had a kind of free access (as civilian)

to Luano Airport and sometimes I used to sit for a
while in this Fuga Nobody said something about it.
I even tried to pretend that I was the owner of one of
the abandoned Pipers (in perfect condition) and
asked for permission to let it fly over to Ndola by a
Photo Sven Lampell friend … but that didn’t work…
(Victor Rosez)
Kat 93.
Certificate of Airworthiness
(c/n) number 296.

Undoubtedly, the one which was the

most famous and gave us a lot of stories,
but not always rightly.

The Kat 92 had problems but Kat 93 was operational from September 14 to 19th, 1961
against the UN forces. In the second round (December 61) during an air attack, Indian
UN Canberra bombers had permanently immobilized it at Kolwezi.

Damaged, it was loaded and transported by the railroad to Kisenge in Katanga on

December 5, 1961. where it was waiting for spare parts. But a Fouga flew to Luanda
Angola, near to the Atlantic Ocean. It is not clear if this are two different Fouga
Magister both carrying the same registration number Kat 93 (to misguide the UN
and make them believe there was only one!)
Fouga Magister Kat 93 at the Airport of Luanda, West Coast of Angola.
With this unique training device, based at
Kolwezi, the Katanga “hunter” did panic
the United Nations. Kat93 made rapid
overflows of UN positions, dropping here
and there a few local self-made bombs .
These interventions boost the morale of
the Katanga troops and spread
consternation into the ranks of
Peacekeepers . The crazy manoeuvers of
the Fouga pilot appeared to be an excellent
psychological warfare against UN soldiers.

The Fouga also played a key role in the surrender of the Irish at Jadotville and the siege
of Kamina by Baluba warriors

XXX AND THE PILOTS? XXX

A Belgian mercenary, Major Joseph DELIN
(see photo) was always presented as the
pilot of the KAT 93... But he wasn’t! Delin
actually had nothing to do with piloting the
Fouga, he headed the basis of Kolwezi! The
only real pilot of the Fuga was the Belgian
José MAGAIN who was a pilot in the Belgian
Air Force. Joseph Delin was only assisting
him as co-pilot. But when journalists and
photographers came to Kolwezi, José
MAGAIN disappeared ... because that way
no one could know that he had taken
control of the Fouga Magister.
In fact, in real he would no longer be in
Katanga and would normally return to
Belgium on August 28, 1961 as well as
other members of the Avikat, all expelled by
the UN ("Operation Rum Punch") or recalled
by the Belgian Government.
Anecdote: the pilot of KAT93 was
nicknamed "The lonely ranger" because he
often flew alone!
Captain Jean-Marie Ngosa, Avikat Chief since September 1961, was forced to send away DELIN on
November 30, 1961 following a disagreement. At that time, there were only six officers in Belgian
service in Katanga: the cdt LAMOULINE and his deputy on service of Kasongo Niembo at Kamina
and the so-called MAGAIN, Jan Van RISSEGHEM, and TROUSSON Verloo in Kolwezi. They all
refused to obey the order of repatriation of the Belgian government in September 61.

“Version of J. Delin about Kat 93: This

was the only usable Fouga (...) In
fact, there was only one based in Kolwezi.
It was not easy... For the sole Fouga, we
had to improvise everything, making
bombs of 50 kgs and a primitive drop and
aiming system ….” But here we have to
add the name of another Belgian pilot
who used this primitive dropping and
visor system made of pencils and
rubber bands for the two bombs:
Jan van Risseghem… (These
bombs were fabricated by some
friends and me at the av Industrielle
at Elisabethville – (Victor Rosez)

In absence of ammunition for the guns of 7.50 mm, it was decided to use the British 7.62 after
bore the barrels of the machine guns. In about 50 missions, they will destroy a DC-6, a DC-4, a
DC-3, a dozen of trucks and facilities and the UN Radio. The end of each of these missions was
punctuated with a message to the control tower held by the UN: "See you soon Gentlemen, I am
happy to meet you again! “ The "ghost" squadron was made of wooden dummy aircrafts and
placed on trestles on the track of Kolwezi. (see photo above)

Here we are in the square Uvira firing on

Canbera aircrafts of the UN, without result of
course ... it was our anger that made us shoot…
These aircrafts just bombed the maternity of
Shinkolowbe, killing pregnant woman, children
and just born babies… A few days later I was
luckier with the 7,62 FM machine gun and a few
dozen gendarmes with FAL’s … we hit a
Globemaster on an altitude of less than 300ft …
he could land but we all felt good… This was the
7th UN aircraft (almost) going down:

FM mod D 1930 (FN) Victor Rosez

 This was the kind of aircraft we hit
on the “Square Uvira” in front of the
house of general Muke....

This will not be the last UN aircraft

going down:

The sad "case" Hammarskjö ld

The biggest eye-catcher

on the KAT 93 is the
crash of the DC-6
Albertina of Dag
Hammarskjö ld on
September 17, 1961.
Dag Hammarskjö ld was
Secretary General of the
United Nations and was
sent to the Congo to try
to resolve the crisis.
On the evening of
September 17, the
plane took off from
Leopoldville to get to
N'Dola. He went there in
order to meet Moise
Tshombe ...
The DC-6 ... "Albertina" never arrived at Ndola airport but crashed around midnight on a hill near N'Dola.
First the Fouga Magister KAT 93 was accused of gunning down the aircraft of the Secretary-General of the
United Nations. The new investigation of 2012 will perhaps learn more about what really happened on
September 17, 1961.

The DC-6 "Albertina" registered SE-BD

which transported the UN Secretary
General Dag Hammarskjöld September 17,
1961.

Early in the morning of that day, at 6 AM

Victor E. Rosez fired a few FAL rounds at
the ALBERTINA just after its take off from
Luano at Elisabethville at a very low
altitude.
Probably one of the bullets hit the exaust
of one of the engines.

I want to finish this sad episode stating that the international commission of inquiry sent there by the United Nations, to
analyze the causes of the crash concluded that the reasons were probably accidental (?). The same international
commission from Rhodesia went to Kolwezi October 20, 1961 to monitor the activity of Fouga KAT 93 the day of the
death of Mr. Hammarskjöld. Onsite, Major DELIN proved that the flight range was insufficient to go to N'Dola and back
and what is more, Kolwezi airfield was not equipped for night flights. This exonerated (officially) at the same time, the
Belgian Fouga pilot, Joseph Delin ... (unofficially) since we know that it was José MAGAIN who was the pilot of the jet!
In 2011 and 2012 a new investigation has been opened because of new evidence witch shows that there was a second
airplane that night and that the Albertina was shot down…(fact is that the Fuga and several other aircrafts were
operational that day.)

The crash site of the Albertina near Ndola

(Northern-Rhodesia)
More Avikat history:

A “unique” Pilot of the AVIKAT flying his

own personal aircraft: Jan van Risseghem
De Havilland DH89A Dragon Rapide OO-AFG
but destroyed by the UN after a bombing
incident with a Fuga Magister.

De Haviland Dragon Rapide OO-CNP

nd
The 2 Dragon rapid that Jan flew and
which is now in the Army museum in
Brussels. You can clearly see the ADF
(Automatic Direction Finder) just behind
the magnetic compass.

This picture of Jan van Risseghem was taken

by Pierre Coppens at Moorsele – Belgium.
De Havilland DH.89A Dragon Rapide OO-AFG was registered to Avions Fairey SA at Gosselies on 27 February 1958.
After a spell with Air Affairs the machine was reregistered OO-CNP on 10 April 1964 and later ended up at the Royal
Army Museum at Brussels where it is now being restored in its original British c/s wearing registration G-AKNV.

Drawing Fernand Van De Plas

The A52 became the KAT52 with the green-red white cockade- and the three Katanga crosslets in center.
Picture taken during the evacuation of an injured woman in Bukama during "Operation Ice"in Luena in 1961.
(P. Promil)
 Katangese Air Force …more:

3. Fouga CM.170 Magister

Serial no. KAT-93, Avikat, Luano airfield, Katanga, July 1961. Piloted by Commander Magain. Aircraft is in
Natural Metal finish overall with Orange stripes on forward and rear fuselage. Wing tip tanks are Orange.
Katangese roundel appears on fuselage only. Roundel is (from outside) Red, Green and White with three
Copper crosses in centre. This aircraft was assigned the serial MT-39 when ordered for the Belgian Air Force.
KAT-92 with pilot sLt Dubois developed engine problems in July 1961, and, with the
fatal crash of KAT-91 with pilot Dagonier, left KAT-93 as the sole operational Magister with Avikat.

1. De Havilland DH 104 Dove

Serial no. KAT-14, Avikat, Luano airfield, Katanga, July 1961. Aircraft is in Natural
Metal/Aluminium finish overall with White upper fuselage and Green trim. Katangese
flag is Red and White with a central diagonal Green stripe. Three Copper crosses are positioned in
the White portion of the flag. Katangese roundel appears in four wing positions. Roundel is (from
outside) Red, Green and White with three Copper crosses in centre. This aircraft was formerly
serialled D.14 when in service with the Belgian Force Publique.
There were still bomb racks available with hundreds of bombs of 12, 5kg of WWII in Katanga
imported from Antwerp which all have been used by Doves and or Dorniers or DC3.

2. North American T-6G Texan

Serial no. KA-30, Avikat, Kolwezi, October 1962. Aircraft is camouflaged in Olive
Green and Medium Grey on the upper-surfaces with Light Blue under-surfaces. No
roundels were carried, but a Copper Katangese cross was positioned under the cockpit
on the port fuselage side. Serial numbers were in White. The spinner is painted in a
brighter shade of Green. Other Katangese T-6Gs have been noted in a three-tone
patchwork camouflage scheme consisting of Purple-Brown, Green and Brown-Yellow.

The UN released resolutions calling for the withdrawal of Belgian forces and
vigorously opposing the secession movement in Katanga. The intervention was too
little too late: in a single move credited by several military historians with reviving the
mercenary profession in modern time, Tshombe was already hiring white mercenaries,
led by former Belgian Colonel “Black Jack” Schramme. Schramme was ordered to
Kasimba, in northern Katanga, where he recruited teenage soldiers from local tribes to
form his “Leopard Group”. They were the nucleus of what later became the infamous
“10 Commando”.

The mercenaries arrived at the same time as Belgian Maj. Crèvecoeur, was contracted
to create a Katangese Gendarmerie. This para-military arm was based upon Belgian
junior officers and police. With the gendarmerie in being and numbering some 10.000,
the 400 or so original mercenaries formed into three battalions, including 5
Commando under Mike Hoare, 6 Commando under the Frenchman Bob Denard, and
Schramme’s 10 Commando. Equipped with weapons and uniforms of the
gendarmerie, they acted as an elite spearhead, forming mobile groups and operating in
columns of eight to nine jeeps. Schramme, Denard and Hoare were commissioned
majors in Katangese Army, later appointed Colonels. Crèvecoeur and several other
Belgian staff officers were, however, officially appointed as “technical assistants” to
Tshombe and his staff.

Most of the mercenaries were Belgian ex-servicemen recruited in Brussels, while

others had answered advertisements in Johannesburg, Salisbury and Bulawayo. Some
were Frenchmen who had seen service in Algeria while others were British. Only on
arrival were they issued with their service contracts. Basic pay was up to Pounds 180
a month, plus allowances and other inducements. The Compagnie Internationale, as
the outfit organised for recruitment was known, was commanded by a British officer.
The mercenaries were tough men, physically fit, who had joined up for a variety of
personal and political motives. Their assignments were hard, their equipment largely
improvised (even if it included few M-8 scout cars, left behind be the Belgians, or
captured from the ANC), and there is no doubt that they saved the lives of many
missionaries and settlers in isolated areas. They were present in Elizabethville (now
called Lubumbashi), Kolwezi, Jadotville and Albertville (Kalémié), indeed wherever
the United Nations forces were not.

Otherwise, it soon was clear that Khrushchev had simply taken advantage of
confusion to establish a Soviet presence in Africa. He pushed his candidate,
Lumumba, who used at last nine Soviet Ilushin Il-14 twin-engine aircraft (supported
by more than 200 “technicians”) to ferry loyal ANC troops to the secessionist areas,
foremost to Bakwanga, where these attempted to persuade the local population to
remain loyal to the Congo.

Under pressure and in a bid to ensure that Katanga mercenaries and Belgian regulars
left the Congo, UN Secretary General Dag Hammarskjold appointed Conor Curise
O’Brien, a British left-winger, as his special representative in Congo. O’Brien worked
swiftly: all but 600 Belgians had left by 15 August 1960: the FAB evacuated a
 number of Magisters to Belgium, but left five Doves, eight T-6s, a Heron, an Alouette
II, a Piper L-18C and a single S-55 helicopter to form the nucleus of what became the
Force Aérienne Katangaise (FAK).

The Katangese authorities were swift to put a number of civilian but also military aircraft left
behind by the Belgians, or privately owned, into military service, and apply their own - Katangese -
national insignia on them. The DH.104 Dove serialled "KAT-14" was showing one version of the
KAT fin flash. (Artwork by Tom Cooper)

Lumumba Deposed

The Soviet presence was short-lived; however, for as next the UN occupied and
closed the Congolese airports to all but their own flights. Nevertheless, more than 100
Soviet GAZ-63 trucks had already been landed on the coast at Matadi in support of
Lumumba´s centralist government. President Dwight D. Eisenhower “deplored” such
interference which seemed, he said, “to be motivated entirely by the Soviet Union’s
political designs in Africa.” The Soviet involvement, namely, resulted in a situation in
which the USA was closer to becoming involved in Congo than in Vietnam.

The CIA had plotted the overthrow of Lumumba already since some time, and on 14
September 1960, Mobutu seized control. One of his first decisions was to expel Czech
and Soviet Army advisers and close European communist block embassies in
Leopoldville. Deprived of his backing, the Congolese Prime Minister was placed
under UN-supervised house arrest, where he remained until late November.

Once again, it was the CIA that influenced the following developments. On 27
November 1960, Lumumba was enabled to escape from Leopoldville, making for
Stanleyville to launch a dramatic attempt to re-join his supporters in Oriental province.
ANC troops loyal to Mobutu captured him only a few days later and returned him to
the capital, where he was imprisoned. Lumumba´s supporters threatened to cut off the
heads of whites in Stanleyville (Kisingani) in retaliation unless he was freed. Antoine
Gizenga, Lumumba´s closest associate, proclaimed a new, pro-communist
government in Stanleyville, on 13 December 1960, again backed by Soviet air power.
Additional support came from Oriental and Kiwu provinces, so that clashes with
Mobutu’s forces – seldom involving more than 100 men on either side – became more
frequent.
In early January 1961, ANC-units loyal to Lumumba invaded northern Katanga to
support a revolt of Baluba tribesmen against Tshombe´s secessionist regime.
Allegedly for “safety” reasons, the CIA and Mobutu decided to transfer Lumumba
from Leopoldville to Katanga, on 17 January 1961. He was to be flown to Bakwanga,
but as the plane that carried him arrived there the runway was blocked, so the aircraft
flew on to Elisabethville, where Lumumba’s future was more than certain. Beaten up
on the aircraft, Lumumba was shot shortly after arrival.

The murder of Lumumba, announced only on 12 February, shocked the world.

Belgian embassies were attacked by angry demonstrators in some countries. President
Nasser confiscated all Belgian property in Egypt and on 14 February, led the first
moves, with the Soviet Union, to recognise the Lumumbist government in Oriental
province. East Germany, Ghana and Yugoslavia followed suit. This action was
accompanied by a call for a new all-African force to replace the UN troops in the
Congo. Khrushchev took the initiative, backed by India’s Prime Minister Jawaharlal
Nehru, and the heads of 66 other governments. Khrushchev accused UN Secretary
General Dag Hammarskjöld of playing the role of “chief assassin”.

Communist support for Gizenga

On 24 February, 300 troops supporting Gizenga seized control of the capital of Kasai
province. Very few lives were lost during the fighting there, and during the following
attempted march into northern Katanga, then ANC forces either withdrew or sided
with the rebels. Soon enough, despite UN presence, Gizenga’s troops controlled three
out of the country’s six provinces. While assuming Lumumba’s role, Gizenga lacked
his qualities and depended on his bureaucratic colleagues. With backing of communist
states, he expelled the consular authorities of those countries which had not
recognised his government, causing another exodus of Europeans and other foreigners.

Elsewhere, in March 1961, some 400 Lumumbists penetrated northern Katanga and
captured Manono. The Gendarmerie was used to repel the invasion, but the
mercenaries spearheaded the attack which captured the town.

In the meantime, by late July 1961, different civilian aircraft – mainly operated by
Sabena – had evacuated 34.484 civilians through Leopoldville. Royal Rhodesian Air
Force was also involved, using Dakotas of No.3 Squadron to fly many from Ndola to
Salisbury, while Italians were evacuated in AMI’s C-119Gs. The ONUC was still
supported by a large number of US, British and different NATO transport aircraft, as
well as by Swedish Voluntary Air Component, which handled liaison flying for the
UN with DeHavilland Canada DHC-2 Beavers, DHC-3 Otters, and several helicopters.
To control this wide range of flying activities, the UN Air Division was formed, in
August 1961.

By then, Gizenga agreed to join a central cabinet under Cyrille Adoula and to
participate in a parliament in which Lumumbists held the key posts. Anticipating his
early dominance of the new government and encouraged by Adoula’s socialism and
neutral stand in world affairs, Gizenga dissolved his Stanleyville base, on 18 August.
Both men were determined to end Katanga’s secession, which was largely made
possible by Belgian mining interests, particularly the Union Minière du Haut-Katanga.
Their partnership did not last long, however, then other involved parties had their own
interests: by the late summer 1961, there were therefore four major forces involved in
conflict, apart from the UN, including the ANC (some 7.500 fighters, based in
Leopoldville and Equateur), Gizenga’s Kivu and Orientale (some 7.000 fighters), the
Kasai Balubas (3.000 fighters), and the Katangese gendarmerie (comprising 5.000,
including up to 500 white mercenaries). With arch-enmities between Kasai Balubas
and Katangese, as well as general disagreement and mutinies against the central
authorities and the UN military presence, it did not last long until new violence broke
out.

Avikat: Katanga Air Force

All through 1960 and early 1961, Tshombe was successfully searching to reinforce
his military capabilities. Shopping for more potent aircraft for KAT than the Harvards,
he purchased nine CM.170 Magisters from France. Only three of these were delivered
to Kolwezi, on 15 February 1961, by a Boeing YC-97 transport (with US registration
N9045C), to be flown by mercenary pilots Joseph Deulin and Magain. Jan Zumbach
(“Mr. Brown”), a Polish pilot serving in RAF during World War II, was contracted to
organize and command a KAT – better known as “Avikat” – AT-6-unit. The main
base of Avikat was Luano airfield.

KAT Magisters apparently became operational during July 1961. By October 1961,
the Avikat was reinforced with five Dornier Do.28As from West Germany. But at
least on or two of them arrived in Katanga weeks before September 13, 1961.

After the cooperation between Katanga and Sabena officially ended, in late 1961,
Katanga also organized an own airline, Air Katanga, equipped with one DC-3, with
registration “KA-DFN” (this was a former South African Air Force mount, “ZS-
DFN”). Later on also the DC-3 “OO-AUX” was added. With the help of Sabena,
Lubumbashi became the base with supporting infrastructure: personnel and
technicians were from Sabena. Air Katanga’s DC-3 was almost instantly leased for
military purposes.
On 4 April 1961, the Katangese liberated the airport at Elisabethville from Swedish,
and three days later at Manono there was another battle with Ethiopian ONUC-
contingent, leaving several of the later killed. On 14 April, ONUC was authorised to
use force in pursuit of its goals. Henceforth, ONUC appeared to pursue objectives
which have been the subject of considerable controversy: instead of attempting to
bring order, the peacekeepers operated discriminately, primarily with a view to ending
Katangese secession. The UN commanders went so far that at Coquilhatville, on 26
April, Tshombe was arrested while there for negotiations. In the meantime, the FAK
had been further strengthened by the delivery of five Piper Caribbean’s from South
Africa, while also a number of paras from the disbanded 1er REP arrived from
Algeria. Realising that the rebellion was strengthening, Hammarskjöld ordered
O’Brien to get the mercenaries out of Katanga as well. In reaction, the ONUC
launched the Operation “Rum Punch”, with objective of rounding up mercenaries.
KAT-22 was one of few Avikat DH.104 Doves, that survived the war in Katanga. It was interned in
Angola, in 1963. (Artwork by Tom Cooper)

Most of Avikat's Texans had a rather simple - and worn-out - appearance, like in the case of this
anonymous example. Other than most of the aircraft from the same batch, this T-6G was painted in
mid-grey and dark green. (Artwork by Tom Cooper)

One of the best-known Avikat T-6Gs was the example serialled "KA-30". The serial was applied
by hand, and quite crudely. Note the orange "X" bellow the cockpit, which represented the national
marking: this was added at a later stage, since the same Texan was seen with its nick-name
("DoSolle"?) applied in front of the cockpit only. (Artwork by Tom Cooper)

Several Avikat Texans have got nick-names. This one was named "Petty", and wore also its "bomb-
score" (in the form of seven small white bombs) directly below the front cockpit. (Artwork by Tom
Cooper)

The UN Invasion

The UN troops were initially highly successful, then the Katangese and mercenaries
were not ready to fight the UN forces, even if these were drafted into Katanga to bring
an end to secession. Out of 512 known white mercenaries contracted by Tshombe
some 400 were rounded up within a single day without a shot being fired. Schramme
was arrested in Kamina and sent with four others to Leopoldville as prisoners of the
ANC: after three months in prison, he escaped to Belgium, only to promptly return to
Katanga by way of Rhodesia. Like Schramme, most of the other mercenaries slipped
away, and returned to the fight, even if some had left. The situation escalated and a
number of fire-fights erupted between UN troops and Katangese.

Emboldened by the success of Operation Rum punch, O’Brien decided to foment a

coup d’état in Katanga, aimed at ending secession and bringing the province back
under Congolese rule. On 13 September 1961, the Indian troops of the UN contingent
seized key positions in Elisabethville. On the same day, Hammarskjöld flew into
Leopoldville.

The KAT prepared a retaliatory operation. On 15 September, Delin and Magain

attacked UN positions at Elisabethville IAP flying Magisters, and Deulin destroyed
the DC-4 “OO-AND” while Magain damaged the Transair DC-6B “SE-BDY”
(nicknamed “Albertina”). Two days later it was turn on Kamina, and here the Magisters
destroyed the Starways Skymaster “G-APIN”, chartered to the UN. Finally,
in the late afternoon, some 500 Katangese surrounded the 158-man Irish garrison at
Jadotville, and Delin strafed a relief column, eventually forcing the Irish to give up.
Note V.E. Rosez:
But here again the name of Delin is used or should it be Van Risseghem?
It also looks like this story is talking about two Fouga?
Two DC-3s (front) and two DC-4s chartered by the ONUC as seen at the tarmac of one of
Congolese airfields (probably Elisabethville). As Congo is - essentially - a land-locked country,
with very poor land communications, a large number of transport aircraft was required to support
the UN peacekeeping force. (Photo: Unknown Danish UN-Soldier, via Alf Blume)

After repairs, the DC-6B “Albertina” was flown up to Leopoldville. There it picked
up Hammarskjöld to fly him to Ndola, just across the Northern Rhodesian (today
Zambian) border, for negotiations with Tshombe. The aircraft, piloted by Capt. Per-
Erik Hallonquist, approached Ndola at around midnight, but crashed just to the north,
killing all on board. Immediately, there was speculation about the case of the accident
and its backgrounds, with two theories emerging: one was based on engine failure,
and the other on instrument failure. There was also a sabotage theory (which blamed
the Soviet Union, Mobutu and Conor Cruise O’Brien, the Irish UN representative in
the Congo), as well as the external attack theory, suggesting that an DeHavilland
Vampire of the Royal Rhodesian Air Force (RRAF), or KAT Magister attacked the
DC-6B.( This is the theory with the highest probability…V.Rosez)

The reason for this crash was never satisfactorily established, but most likely,
Hammarskjöld’s DC-6 crashed for engine or instrument failure: the altimeter was
found to be 37m adrift, and – as already mentioned – the aircraft was damaged during
the KAT attack on Elisabethville IAP.

In the light of Hammarskjöld’s death, a ceasefire was agreed, on 21 September.

 This ceasefire was not to last long: accepting failure, Hammarskjold’s successor, U
Thant, forced O’Brien to leave Congo. The Katangese cheered, then, effectively, they
have achieved a clear-cut victory in the first battle for Katanga. Nevertheless, the
ONUC contingent was still in the province and now gearing up to deal with the
Avikat and mercenaries.

In October 1960 ther were still 20 Fouga Magister at Kamina. 3 of them were send to
Ndola by C119 in very strange circumstances. Officially they should be sent back to
Belgium but there are no traces of further transport. 15 others were sent via SA to
Belgium with traceble records. One Fouga was left behind as it showed a number of
gunfire holes in the fusellage and was recuperated by the Avikat.
Indian Canberra’s

The elimination of the KAT was to be undertaken as a two-prong operation. On one

side, the UN and ANC troops planned to capture all airfields used by Avikat. On the
other, the Katangese Air Force was to be destroyed in a series of air strikes flown by
the newly established UN air force. The later was under command of Air Commodore
Morrison, from the Royal Canadian Air Force (RCAF), and consisted of four
Ethiopian Air Force (EtAF) North American F-86F Sabres, deployed to Leopoldville
in mid-September, where they were joined by six Indian Air Force (IAF) Canberra
B(I).Mk.58s of the No.5 Sqn, on 9 October. Indian ground-support personnel and
equipment were transported from Agra in four USAF C-124 Globemasters, and the
 No.5 Squadron was led by Wg.Cdr. AIK Suarez. Finally, on 5 October, three Saab J-
29B Tunnan fighters, and two S-29C – unarmed reconnaissance fighters – of Swedish
Air Force (SwLM) F22 Squadron were deployed to Kamina. A squadron of 16 AMI
C-119s, and a combined UN Dakota squadron (commanded by IAF Wg.Cdr. Singh)
crewed by members of different air forces rounded up the order of battle.

A pair of USAF Douglas C-124 Globemaster transports saw unloading Ghurkha troops and their
equipment. (Photo: Unknown Danish UN-Soldier, via Alf Blume)

The Operation “Morthor” was launched on 13 September 1961, when 5.000 ANC troops
crossed into Katanga. KAT aircraft immediately responded, strafing several columns,
especially in Kabongo area. In the meantime, UN-chartered aircraft lifted 1.500
Gizengist troops from Stanleyville into northern Katanga. Namely, Gizenga
meanwhile returned to Stanleyville, but his arrival resulted in mutinies against both – the
central authority and the UN military presence. Gizengist troops therefore proved
extremely unreliable – and dangerous: on 9 November a ten-man Irish patrol was
ambushed at Niemba, by Baluba “Jeunesse” (Young Fighters”), and massacred. Just
two days later, pro-Gizenga fighters at Kindu caught 13 Italian airmen flying the C-
119G with 46 Storm AMI, whose bodies were cut into pieces and distributed to
bloodthirsty bystanders. Such atrocities were a part of a more general picture of tribal
massacres, set off by the sudden withdrawal of colonial authority.

Despite massive problems with Gizenga and frequent ambushes and attacks of the
Katangese, the Indian UN troops held the airfields at Elisabethville and Kamina, and
supplies were delivered from Leopoldville in chartered Seven Seas C-46 transports,
based in Luxembourg. This interesting company’s crews were made up of US,
Swedish and British, the main task of whom was to deliver fuel. Albertville, Niema
and Manono soon fell to the ONUC, which then prepared for a final offensive against
Katanga. A total of 27 USAF C-124s from 63rd Troop Carrier Wing (TCW), brought
troops, arms and armoured cars to Elisabethville (where at least one of US transports
was damaged by ground fire).
One of Curtiss-Wright C-46 Commando transports chartered by the UN, as seen after crash-landing
on one of Congolese airfields. This type was in service with the Swedish company Seven Seas, and
mainly used for transport of fuel drums. (Photo: Unknown Danish UN-Soldier, via Alf Blume)

The new operation was launched on 5 December, with ONUC preparing a three-wave
attack. In the first, the IAF Canberra’s were to attack the airfields at Jadotville and
Kolwezi. The navigation during this operation proved extremely problematic, then the
intelligence was poor and targets over 1.290km away from the base. Wg.Cdr. Suarez
had first to find a lake due west of Kolwezi, and then map-read over the final leg to
the airfield – and this with a cloud base at only 122m above the surface of the lake.
Just as the Canberra’s arrived over Kolwezi, a light transport was seen taking off and
rapidly disappearing into the low clouds; two large transports were parked near the
control tower, while other aircraft were parked near the main runway. Suarez first
strafed different aircraft using 20mm cannon, while Flt.Lt. Bob Gautham destroyed
the sole Fouga Magister found: this was the mount usually flown by Deulin. The two
Canberra’s made two more passes, setting most of the aircraft, the control tower, and
the nearby fuel depot afire before making place for four additional Indian bombers.

The first strike against Kolwezi was a full success, then not only that Flt.Lt. Gautama
had taken out the last operational Magister, but Wg.Cdr. Suarez had destroyed also
two Do.28s, a DC-3, a DC-4, a Dove and another disabled the second Magister,
serialled “92”. The second strike was less successful, then this time Suarez’ Canberra
was hit by ground fire and his navigator heavily injured: the Indian had to abandon his
attack and return to Kamina, where IAF bombers were stationed subsequently.

Simultaneously, on the ground the Indian troops clashed with Katangese column
moving from Jadotville towards Elisabethville, near Sabena Guesthouse. Using
recoilless rifles, the Indians knocked out one M-8 Greyhound scout car and a “home-
made” Mammoth tank, built on caterpillar chassis, and disabled several armoured
trucks and other vehicles, forcing the opposition to pull back.
The sole surviving Avikat Fouga CM.170 Magister was this example, apparently captured by UN
troops at Kolwezi airfield. It seems to have been the example that suffered from engine problems.
(Photo: Unknown Danish UN-Soldier, via Alf Blume)

After flying a number of armed reconnaissance sorties, on 9 December, Suarez was

briefed in situ by the commander of the Indian Brigade in Congo, Gen. K.A.S. Raja
about new targets in Elisabethville. The Canberra’s then attacked the main Katangese
communication centre in the city, the post office and radio station, with far-reaching
effects. Supported by a group of forward observation officers, other bombers
subsequently strafed road convoys, ammunition dumps and different strong points –
most of which were expertly camouflaged. At Kolwezi, a Union Minière fuel store
was set ablaze, but on 12 December also a hospital at Shinkolobwe was attacked.
For this attack and other I suggest you to read “46 angry men” … these were war
crimes and crimes against humanity committed by the UN (Victor Rosez)

Under relentless pressure, the Katangese were forced to retreat towards Kipushi, and
the ONUC advanced, in turn causing another exodus of – mainly white – civilians, to
Northern Rhodesia. Tshombe refused to surrender, however, instead calling for a
ceasefire. Elisabethville was now under complete UN control by 18 December, but
heavy fighting continued around Kongolo, and IAF Canberra’s continued flying
reconnaissance missions. A ceasefire was agreed on the following day, and Tshombe
flew to the UN base at Kitona in the US Presidential VC-121E (53-7885), for talks
with Prime Minister Cyril Adoula.

IF901 was one of six Indian Air Force Canberra’s deployed with the UN-contingent in Congo.
These bombers proved instrumental in effectively neutralizing the Avikat. (Artwork by Tom
Cooper)

Gizenga’s Final Game

Congo was not to see any peace, however. Balubas were still active around Kongolo,
where they had massacred 19 missionaries, in mid-December, while Schramme and
Denard continued fighting with the rest of their force. Meanwhile, Gizenga was in
deep troubles after failing to consolidate his base in Stanleyville: his own party split,
and fighting broke out, in January 1962. On 14 of this month, some 300 followers
surrendered, and Gizenga was taken prisoner by the ANC. Nevertheless, when the
Egyptian UN contingent withdrew, it had left – reportedly at Soviet request – 67 tons
of arms for Gizenga, so that these were able to take Luluabourg just ten days later.

Planning to resurrect his air force, Tshombe had flown to Geneva. Via different
intermediaries, Tshombe acquired six T-6Gs from ex-USAF stocks in Belgium and,
after testing in Switzerland, these were flown back to Antwerp, from where they were
delivered to Luanda, in Angola, in May 1962. Assembled by Portuguese Air Force
(FAP) technicians and then flown to Kolwezi via Malanie, Vila Luzo and Teixeira de
Souza with Dove escort, the aircraft were eventually distributed between airfields at
Kipushi, Kolwezi, Jadotville, Kisenge and Dilolo, well outside the UN-controlled
zones. Officially, their crews were in Katanga to help run the Air Katanga airline:
unofficially, they were to avoid the capital or any other UN bases.

Despite heavy losses to Canberra attacks, other parts of the Avikat remained
operational as well. A Do.28 is known to have crashed for unknown reasons, in
March 1962, and otherwise the Katangese kept routes into Rhodesia and Northern
Rhodesia open.

Meanwhile, the IAF contingent in Congo was rotated: Wg.Cdr. Suarez and his pilots
were returned to Agra, in India, and replaced by Wg.Cdr. Pete Willson and a number
of new pilots. The new contingent was deployed at Kamina – which was held by
Swedish troops by then, and became a base for Swedish J-29s and Ethiopian Sabres as
well. The activity of this second ONUC contingent was limited compared with
previous events: the Canberra’s mainly flew reconnaissance sorties over Avikat bases
and along countless roads used by Katangese Gendarmerie. While faster UN jets were
not fired at, one of Seven Seas C-46s was shot down by ground fire. The pilot made a
crash-landing and the aircraft burned out, but there were several survivors, some of
which set out on foot, to try and find help. None were ever seen again, although a
SAR operation mounted by a helicopter, escorted by Canberra’s, later found the crash
site.
One of four Ethiopian Sabres deployed to Congo was "258". Other than the small title "ONU", the
aircraft's appearance was the same as "at home". Little is known about the activity of Ethiopian F-
86Fs in Congo, indicating that they were not especially active. (Artwork by Tom Cooper)

KAT’s Last Battle

During the following spring, the KAT was completely re-built. At least one Dove was
armed with a Hotchkiss machine gun and locally-made bombs. This plane is known to
have carried out several armed reconnaissance flights in the Kongolo area. Meanwhile,
a single Lodestar, two Cessna’s and four additional T-6s were bought from Aero
Services at Johannesburg. The Avikat personnel recovered also a second Dove, a
Comanche and a Tripacer from Kolwezi, and returned them to operational condition.
Later in 1962, the Katangese also acquired two Vampires of indeterminate origin,
delivered via Johannesburg: it appears, however, that these were destroyed on the
ground at Kolwezi before becoming operational.

From May 1962, the Harvard’s were used extensively to attack ANC positions, flying
from Kisenge and Kolwezi. As the conflict between the Katangese and the ANC
extended by September 1962, Albertville was occupied by Kivu ANC troops, and four
T-6s, a Dove and the Comanche were flown up to meet with Schramme near Niembe.
From there, they attacked a local HQ.

Nevertheless, the overall Katangese situation was worsening. During the summer, the
ONUC established a kind of tenuous control of Katanga – or, at least its major cities;
Schramme and Denard were able only to operate in the jungle interior. By November
the ANC and UN troops were battling the remnants of the Katangese Gendarmes and
last groups of mercenaries around Kongolo and Kabongo. Major battles were fought
in these areas between 11 and 16 November, after which most of the Katangese
Gendarmerie recruits returned to the land or disappeared, while most of the
mercenaries left for Angola (to fight with the Portuguese).

The departure of the main supportive combat force actually marked the end of the
independent state of Katanga, even if a part of its military continued fighting. The
Avikat T-6Gs were used to attack ANC positions, while Katangese casualties were
evacuated by Rhodesian DC-3s. On 21 December the Lodestar and two surviving T-
6Gs were flown to Dilolo and Kisenge, respectively, from where the later flew to a
 flying club strip at Kolwezi, each day to mount new air strikes.

As it became clear that Tshombe’s rule was nearing an end, the ONUC now prepared
a final offensive. The USAF brought in Douglas C-133 Cargo masters of 1607th Air
Transport Wing (ATW) and Douglas C-118 Lift masters of 1611th ATW in support
of Irish troops in Elisabethville, while two Swedish S-29Cs from Léopoldville flew
reconnaissance missions. Simultaneously, Ethiopian troops were flown into
Elisabethville and the UN began a fresh air offensive. In September 1962, EtAF F-
86Fs were flown back to Ethiopia, and replaced by four additional J-29Bs, from F8
Squadron SwLM, as well as four AMI Canadair Sabre F.Mk.4s of 4 Aerobrigata,
which arrived at Leopoldville, on 14 January 1963. Six additional Sabres were sent
from the No.9 Squadron Philippines Air Force (PhAF), and more were to follow. In
late December 1962, the Shah of Iran also granted his approval for deployment of
four Imperial Iranian Air Force (IIAF) F-86F Sabres in response to the corresponding
UN request. These aircraft arrived at the Kamina airfield on 19 January 1963.
Between the nine IIAF pilots who flew in Congo was Capt. Khatami (later C-in-C
IIAF), Capt. Rabie (last C-in-C IIAF), and two other officers from Vahdati AB who
reached the rank of General in the 1970s. Overall command of the newly-established
UN Fighter Wing had Swedish Col. Sven Lampell.

One of Swedish J-29 Tunnan fighters from the second batch, sent to Congo in 1962. Note the
standard aluminium-grey colour and the mix of SwLM and UN markings. (Photo: Unknown
Danish UN-Soldier, via Alf Blume)

Once again, the ONUC Canberra’s and fighter-bombers attacked Avikat airfields,
supporting the UN offensive, spearheaded by an attack of Swedish troops under
Lt.Col. Bengt Fredman’s Battalion (locally known as “P-6”) on Kaminaville, on 31
December 1962, during which two M-8 Greyhound scout cars captured from
Katangese were pressed into service. The IIAF contingent was very active, its F-86s
flying more sorties than Philippine and Swedish contingents combined. Only one
 IIAF Sabre – flown by Lt. Alaghband - was damaged by ground fire, but the pilot
landed safely and the aircraft was repaired within 24 hours. In reaction to UN air
strikes against Kipushi, Kabongo and Jadotville, the Katangese swiftly dispersed their
aircraft, but most of these were gradually taken out.

By 15 January 1963, the UN established full control over Katanga: Tshombe went
into exile in Spain, and his military commander swore an oath of allegiance to the
Congo. The ONUC’s Fighter Wing was disestablished in the following days and
weeks, most of the contingents returning home. The last four J-29Bs left for Sweden
in April 1963, the remainder being destroyed at Kamina; most of Swedish scout cars –
the P-6 Battalion meanwhile operated at least four M-8s and two M-3s – were handed
over to the Congolese. The last troops of the UN contingent in Congo withdrew on 30
June 1964.

One of four IIAF F-86Fs deployed to Congo in early 1963. Contrary to Ethiopians before them, the
Iranians applied larger title "UN" bellow the cockpit. (Artwork by Tom Cooper)

One of the most-used transport aircraft of the time, and thus massively chartered by the ONUC,
was Douglas DC-4. This example, registered as "HB-ILB", was seen while unloading at Kamina
airfield. (Photo: Unknown Danish UN-Soldier, via Alf Blume)
 Aircraft Camouflage, Serials & Markings

KAT/Aviakat
- Fouga CM.170 Magister: All three Avikat Magisters were left bare metal overall,
but had orange or yellow nose, tail band and wing tanks, as well as black serials on
the forward fuselage: 91, 92, 93.

- Dornier Do.28A: Most of these aircraft were originally purchased from civilian
stocks, and therefore in white over, bare metal under, with black cheat line, and black
serials on the fin (like KA3018, KA3020 etc.). Some were later camouflaged – except
for engine nacelles and under surfaces – by the application of green paint, crudely
daubed by hand. It appears that in case of such aircraft the serial was also applied on
the lower side of the wings (confirmed by photograph of KA-(3)016, which crashed in
March 1962).

- T-6G/AT-6: Ex-Belgian T-6Gs were camouflaged in dark green and dark brown
over, medium blue under, and wore white serials on rear fuselage: KA-33.

- DC-3: KAT-02 and KAT-03 were operational, KAT-04 was purchased, but never
put in service (this ex-Swissair mount, with former registration “HB-IRL”, was used
as source of spares).

ONUC
- Canberra B(I).Mk.58: Deployed to Congo were aircraft IF-898, IF-901
(operational with No.106 Sqn IAF as of 2004), IF-907, IF-908, IF-961, and IF-962.
All were from the No.5 Sqn IAF, all left in bare metal overall, and wore black serials
on the fin, as well as large black “ONU” title on rear fuselage.

- Saab J-29B & S-29C: Originally, the SwLM deployed a total of three J-29Bs and
two S-29Cs to Congo. These were initially left in their “bare metal” overall, and had
small black serials on rear fuselage, large white code outlined in black on fin, title
“UN” in black on white box on fuselage and upper wings.

Camouflage colours were applied after KAT air strikes against airfields used by the
ONUC. This usually consisted in blue-grey and olive colours, with yellow streaks
over, and bare metal under. The first five Tunnans known to have been deployed were:
- D (29374), J-29B
- E (29393), J-29B
- F (29398), J-29B (today preserved in the Flygvapenmuseum, in Linköping)
- A (29944), S-29C
- B (29906), S-29C (modified to S-29E, with “saw tooth” wings)

At least one of Tunnans was written off while in Congo, then only two J-29Bs and
two S-29Cs were returned, in April 1963. Previously, in 1962, the surviving Tunnans
were reinforced by four additional J-29Bs, including A/29475, which was seen in bare
metal overall.
The system of using crates of grenades in beer glasses
was a crazy operation and ended with the death of a
crew of four and the lost of the Dove Kat 20.
(desintegrated in the air by an explozion).

After this incident colonel Cassart discovered

a more accurate bombing system for the Dove, DC3,
Dorniers or other aircraft.

With the arrival of the Fouga Magister the UMHK

provided some civilian facilities with materials to
make 25 and 50kg bombs with always fuse ignitors.
 Fighting for White Rule in Africa:
The Central African Federation, Katanga,
and the Congo Crisis, 1958-1965
MATTHEW HUGHES
Commenting on the differences between the Federal and Territorial administrations in the

Federation, Alport’s view was that Welensky –despite efforts by the Northern Rhodesian

governor, Sir Evelyn Hone –had no intention of closing the border and ‘anyhow the presence

of an active enforcement system might cramp a lot of people’s style.’ As Alport noted, at

Kipushi ‘local relations with Katangese and Union Minière personnel are perhaps a shade too

cordial.’ The United Nations also charged the Federation with assembling seven Fouga

Magister jets smuggled in from Europe and bound for Katanga at the airbase at Ndola;

according to the United Nations, Katangan forces also quickly made good any losses in

equipment after engagements with UN forces from military stocks in the Federation.

Beside on to three Fouga magister out of twenty from Kamina Base that didn’t left traces (see

list with?) there are also very strong indications that one or more Fouga Magister were

available in the Rhodesian federation. This would also explain why the Avikat never talked

about eventual issues with their so called sole remaining Fouga and the very high number of

daily attacks on 15, 16, 17,18 of September… The refueling of the Fouga happened by

pumping manually the fuel out of drums of 200 liter which is a very slow operation.

Kipushi was a very busy airport with a permanent presence of several aircrafts and
or at km 30 on the Kasumbalesa road
helicopters… the Fouga landed there several times... V. The fact that Delin was
dismissed because he gave too much information to the UN is only a rumor.
There are no records or evidence for it. Jean-Marie Ngosa didn't like him and that's it!!
 26

The following Kamina based Fouga’s disappeared, leaving no traces.MT 35, MT 26, MT 13, MT 14, MT 4.
There are many accounts of irregularities during the one by one transport by C-119 from Kamina via South
Africa to Belgium. Three WIT C-119 transports ended in Ndola without further information in October 1960:
See “Les Vieilles Tiges 1998/4 page 47 http://www.vieillestiges.be/files/vtb-magazines/4-1998.pdf
Information in the « Les Vieilles Tiges » magazine about the Avikat is showing some mistakes: On many
places the Kat 92 is indicated as being the only operational Fouga… this must be read as “The Kat 93 was the
only operational Fouga – Kat 91 got a deadly crash and Kat 92 was seized at Luano by the UN.
1Belgian Fouga was left behind in Baka because of somebullet holes in the fuselage.
None of these possibilities, concerning an attack on the Albertina, has been investigated by the UN.