Safo 163

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January 2018
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Argentine Super Etendard in Action

Marcel Bloch MB-200 in Slovakia
Chinese Lean-Lease Aircraft
The LVA in 1918 (Part 1)
vol. 41 no. 3 (163) January 2018

74
Nieuport 23 N220 was flown with a gun on the top wing; on 7 August The wreck of Caudron G.4 C427 on 1 November 1918.
1918.
Caudron G.4 C427 was test flown on 30 July 1918. No other Caudrons The wreck of Farman HF19 on 1 November 1918 after a head-on collision
were assembled. with C427. The undercarriage leg identifies the plane as an HF.20.
Small Air Forces Observer Vol. 41 No. 3 (163) January 2018

SMALL AIR FORCES OBSERVER
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international cooperation in SMALL AIR FORCES Islands/Islas Malvinas was the
researching aviation history, both OBSERVER (USPS 439-450) is Argentine Navy’s four operational
military and civil, from all periods published quarterly for $20.00 Dassault-Breguet Super Étendard
of time, and for all the smaller (USA) $24.00 (Canada & (SUE) attack jets and five
countries. The results of this Mexico), and $28.00 for all others, Aérospatiale AM 39 Exocet anti-
research are published in our by the Small Air Forces ship missiles. The fact that the
quarterly journal, the Small Air Clearinghouse, 27965 Berwick SUE could dramatically extend its
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Annual subscription to four issues
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in the USA, $24.00 in Canada and changes to Small Air Forces three SUE/Exocet attacks are
Mexico, and $28.00 for airmail to Clearinghouse 27965 Berwick Dr., described in detail in Doug Dildy
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the cyber editions cost $12.00. beginning on page 77. (Martin
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AUSTRALA Website: www.ediservice.it.

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76 Small Air Forces Observer Vol. 41, No. 3 (163) January 2018
Argentine Navy Super Étendard in the Malvinas War
Douglas C. Dildy and Pablo Calcaterra
When British Task Force arrived in the South were shipped to Puerto Belgrano naval base and, in a
Atlantic to “repossess the Falkland Islands as quickly ceremony at Base Aeronaval (BAN) Comandante
as possible”, the single greatest threat to its success Espora on 17 November 1981, they were used to re-
was the Argentine Navy’s four operational Dassault- establish 2° Escuadrilla Aeronaval de Caza y Ataque.
Breguet Super Étendard carrier-capable attack jets Nine more of each were to have arrived the following
and five Aérospatiale AM 39 Exocet anti-ship spring, but on 2 April 1982 the nation’s ruling Junta –
missiles. The Super Étendard was an advanced believing that the British government were no longer
development of the Étendard IVM (“Étendard” being interested in retaining Islas Malvinas (Spanish name
French for “standard” or “battle flag”) that flew from for the Falklands) – repossessed them in an
the decks of the French aircraft carriers Clemenceau impressive amphibious operation called “Operación
and Foch from 1962 until 1980. Rosario”, resulting in one of the most unlikely
The new “super” version – which first flew in conflicts in modern history.
October 1971 – was primarily distinguished from its The immediate reaction of the European
progenitor by the dark nose radome covering its new Economic Community was its 7 April embargo that
Thomson-CSF Agave I/J-band monopulse radar that prevented COAN from receiving its remaining SUEs
was specifically designed to employ the Aérospatiale and Exocets. Consequently, the squadron had to
AM 39 Exocet (French for “flying fish”) anti-ship “make do” with what it had.
missile (ASM). This large (1,500lb/670kg), very
sophisticated weapon used position information of the Preparations and Training
launch location from the aircraft’s SAGEM-Kearfott “La Lora” (“The Angry Parrot”) squadron’s
ETNA navigation-attack system and the target’s operational training on the new strike fighter began
relative position from the Agave radar to compute an December 1981, but this did not include any
intercept path and calculate the transition to its own instruction on how to employ the Exocet. A group of
terminal guidance radar. After launch the missile Dassault technicians taught squadron ground
would descend to about two meters (6.5 feet) off the crewmen how to mount the weapon on the aircraft,
water and its solid-propellant rocket motor would but the Aérospatial technical team that was to instruct
accelerate it to 612 knots (1134km/hr). At such high the Argentinians on maintenance, servicing, and
speed and ultra-low height, and with its tiny radar employing missiles had not yet arrived. Together
signature, it would typically not be detected until these two teams were to have made the lethal
3.25NM (nautical miles; 6km) from its target – only SUE/Exocet combination operational by mid-April,
19 seconds to impact. Lugging one of these and but due to the embargo, the Aérospatial technical
carrying one 1,100-litre (290 US gal) drop tank under team never went to Argentina, and the Dassault
the other wing and a 600-litre (158.5 US gal) tank on technicians were hastily withdrawn. The latter kindly
the centreline station the Super Étendard had an left behind all of their flying, employment and
unrefueled range of 460NM (850km) flying a high- technical manuals – but of course they were in
low-high attack profile. French!
Called “SUEs” by the Argentines, the Comando From that point on, the squadron was on its own
de Aviación Naval (COAN) purchased 14 of them, learning how to use their new – and awesome –
along with 28 Exocet ASMs, in September 1979 to capability. Capitán de Fragata (CF, equivalent of
replace their squadron of aged Douglas A-4Q commander) Jorge Luis Colombo, commanding 2°
Skyhawk light attack jets, flying from their fleet’s Escuadrilla Aeronaval de Caza y Ataque received
sole aircraft carrier, ARA Venticinco de Mayo (25th of orders on 30 March to “make the Exocet missiles
May, Argentina’s “Revolution Day”). Two years operational” as quickly as possible. Armament and
later the first five SUEs (See Note 1) and Exocets avionics technicians practiced arming the SUEs with
the missiles and the pilots began a self-taught training “SHARs”), four destroyers, six frigates and four
programme. Royal Fleet Auxiliaries (RFAs). With the failure of
To assist this learning process, the Armada de la US Secretary of State Alexander Haig’s “shuttle
República Argentina (Argentinian navy or ARA) diplomacy” that unsuccessfully attempted to defuse
conducted offshore naval exercises from 17 to 25 the situation, Woodward went into action on 1 May,
April. These included practising anti-submarine closing to 50NM northeast of Isla Soledad (East
warfare (ASW) operations, surface actions, gun Falkland) to begin an “attrition campaign” intended to
firings, and defending against air attacks. The last wear down Argentine air power before the
mentioned – conducted primarily by the uninitiated amphibious forces arrived.
Fuerza Aérea Argentina (Argentinian air force or Hostilities began with RAF Vulcan and Royal
FAA) Skyhawk and Dagger units to help develop Navy SHAR airfield attacks on Base Aérea Militar
anti-ship attack profiles – were flown primarily (BAM) Malvinas (nee Port Stanley airfield) and BAM
against the ARA’s two modern Type 42 destroyers, Cóndor (Goose Green airstrip), followed later that
the Santísima Trinidad and Hércules. The British- day by naval bombardment by the destroyer HMS
designed Type 42, with its Sea Dart SAM system, Glamorgan and two frigates. The FAA launched 21
was the most capable counter-air warship Argentine Mirage III and Daggers air superiority sorties and 27
pilots would face, and the Royal Navy (RN) had at Dagger, Skyhawk and Canberra maritime strike
least four of them protecting its task force. sorties, but lost four aircraft and were unable to cause
Against the ARA’s Type 42s, Super Étendards significant damage to British warships.
flew “full-profile” maritime strike training missions The following day was one of both sides
and practised air-to-air refuelling (AAR) with the posturing in anticipation of an air-surface engagement
FAA”s two KC-130H tankers – a rare example of between the RN TG by the ARA fleet, the series of
cooperation between the two services. On these manoeuvres ending tragically with the torpedoing of
training missions, the ten pilots – flying in dedicated ARA General Belgrano, an elderly but well-armed,
pairs – perfected totally radio-silent, all emitters off 12,242-ton ex-USN WW2 cruiser, with the loss of
operations from take-off to targeting. Working with 323 lives. Once it was confirmed that Argentine
Escuadra Aeronaval 2’s two Lockheed SP-2H naval forces were retiring, on 3 May Woodward
Neptunes, practiced locating and attacking targets returned to his “attrition strategy” – hoping to again
more than 300NM (555km) offshore. bring out the FAA to face his SHARs and ship-board
On April 19/20 four jets (Note 2) were flown to SAMs – and TG 317.8 approached southeast of Gran
BAN Contraalmirante Hermes Quijada, at Río Malvinas, planning to launch another air strike and
Grande, Tierra del Fuego (the large island off the conduct more naval bombardment the following day.
southern tip of South America) while the other six The British fleet was spotted by Escuadra 2
rode the C-130 that carried the five Exocets. The four Neptune’s AN/APS-20 S-band Surface Search and
SUEs joined the 47 other serviceable warplanes – 19 Surveillance Radar (SSSR) and this information was
FAA Daggers, 31 Skyhawks, and seven elderly duly passed to BAN Río Grande, from which CF
Canberra bombers – that the Argentines had available Colombo and his wingman, Teniente de Fragata (TF,
to challenge, and hopefully defeat, the British armada lieutenant junior grade) Macheteanz, launched at
as it approached the Malvinas. 1638hrs to attack them. The pair of SUEs
successfully rendezvoused with their KC-130H
First Strike – HMS Sheffield “Chancha” (“mother sow”; TC-70 from Grupo 1 de
While Task Group (TG) 317.0 – the task force’s Transporte Aéreo) but a refuelling malfunction
amphibious warfare units – gathered at Ascension resulted in this mission being aborted.
Island, Rear Admiral John F. “Sandy” Woodward The following morning, as TG 317.8 closed to
headed south with TG 317.8 to enforce the “Total within 80NM of their target, the SHAR’s airfield
Exclusion Zone”, a 200NM (230 mile/370km) circle attack was postponed due to “very low cloud and
around the Islas Malvinas. His force consisted of the possible fog”, so the British warships began loitering
aircraft carriers HMS Hermes and Invincible in the vicinity waiting for the weather to clear.
(embarking 20 BAe Sea Harrier FSR 1s, known as TG 317.8 was arrayed in its standard air defence
formation, but it was compressed with the “outer Bedacarratz made a course correction and patiently
screen” of three Type 42 “radar pickets” only 18NM closed on that location at approximately 420 knots.
(instead of the usual 30NM) west of the main body. Bedacarratz later recalled, “When we received the
The picket line was composed of (north to south) Neptune’s call confirming the position of the targets,
HMS Coventry, Glasgow and Sheffield, with 15NM information that was crucial to reduce the risk of us
between them. The Glasgow was the Anti-Aircraft being detected, I informed TF Mayora that we would
Warfare Control (AAWC) ship, working with two head for the bigger ship that was to become our
801 Squadron Combat Air Patrols (CAPs) orbiting at target. We flew at less than 30 metres [100-ft] above
medium level atop the solid undercast while 800 the water. Reaching the range from the target that we
Squadron waited aboard Hermes to launch its airfield had agreed in our mission briefing, we climbed and
attack. scanned to look for the targets. Immediately we shut
Additionally, about 8-10NM ahead of the carriers, down our radars, descended and continued to the
and “behind” the line of picket destroyers was an target, now at maximum speed to reduce approach
ASW task unit composed of the frigates Arrow and time because they may have detected our radar
Yarmouth, sweeping the sea ahead of the carriers to emissions.”
be sure they were not surprised by an Argentinian In fact, at 1056hrs, when Bedacarratz “popped
submarine attack. At this time, task group’s “main up” to 2,000-ft to have his Agave radar “take a peek”
body” consisted of the carriers Hermes and – Glasgow’s Electronic Support Measures (ESM –
Invincible, with the destroyer Glamorgan and frigate i.e., its electronic warfare sensors) noted the Agave’s
Alacrity leading and frigates Brilliant and emissions, bearing 245°, and the AAWC duly called
Broadsword as their close-in air defense/ASW escorts “Agave, 245; Condor, 245”. (Note 4) Unfortunately,
(called “goalkeepers”). six minutes earlier Sheffield had gone “off-line”,
“Mercurio”, the Escuadra 2 Neptune (2-P-112), shutting down its ESM equipment to make a satellite
was “on-station” once again and its old AN/APS-20 communications transmission back to the UK, and
radar duly detected the three “picket ships” on three was not monitoring the frequency at the time.
occasions between 0710hrs and 0843hrs (local time; Two minutes and approximately 15 miles later,
UTC/Zulu -3hrs). After the third contact, which Bedacarratz repeated the procedure, this time spotting
consisted of three ships that seemed relatively three targets arrayed before him: two medium size
stationary about 50-80NM south/southeast of the contacts (Coventry and Glasgow, near bows on) with
islands, “Rata” flight was launched from BAN Río a third, larger target approximately 30° to the right.
Grande, taking off at 0945hrs and rendezvousing with Sheffield presented the larger radar return because,
its “Chancha” (TC-70) 20 minutes later. coming in at a 40° off the starboard bow the Agave
Led by Capitán de Corbeta (CC, lieutenant saw more broadside than presented by the other two,
commander equivalent) César Augusto Bedacarratz bows-on, targets.
(callsign “Aries”, flying 3-A-202), with TF Armando Glasgow not only detected the Agave emissions,
Mayora (“Liebre”; 3-A-203) on his wing, the pair but its Type 965P long-range air surveillance radar
“topped off” and dropped off the tanker picked up “two close but distinct contacts, bearing
approximately 250NM from the target, descending 240 [degrees], 40 miles, closing.” Two 801 NAS
through the clouds to 50-ft above the waves for their CAPs were on station, but one had been vectored
high-speed approach. The pair felt safe beneath the 120NM southwest “to carry out a visual search for
ragged, drizzly 300-to-500-ft ceiling; visibility was enemy surface units”. The AAWC called out
only six-tenths of a mile as they passed through “intermittent fast moving contact” west-southwest
squalls of rain and snow. (Note 3) and sent the other CAP against it but, from above the
At 1035hrs “Mercurio” took one last look at the overcast, looking down at an acute angle against the
targets, recorded their positions 60NM to the east, rough seas, the SHAR”s pulse-only “Blue Fox” radar
then turned away and descended below the Type 42s’ could not detect the Super Étendards against the “sea
“radar horizon” before – five minutes later – clutter”.
transmitting “in the blind” the targets’ location. At 1100hrs Glasgow’s Type 992Q air/surface
search radar also detected the two SUEs. Things
began happening rapidly: the AAWC announced erupted, filling the computer room and Ops Room
“Two low bogies, southwest, 25 miles,” and with thick, acrid, toxic smoke that killed most of the
immediately piped “Action Stations! Action 20 sailors lost in the attack. Even with two frigates
Stations!” Sheffield heard this transmission – and at coming alongside, the fires could not be subdued and,
about this time Bedacarratz turned his formation by 1600hrs, as the blaze approached the Sea Dart and
towards the ill-fated destroyer – the AAWC data-link 4.5-in ammunition magazines, the destroyer was
indicated the approaching targets to the ship’s abandoned, a burning hulk.
forward Type 909 (Sea Dart fire-control radar), but – Apparently the second Exocet flew past the
as the Sheffield Board of Inquiry report sadly states – stricken destroyer. It was detected by Yarmouth,
“acquisition was not achieved”. which sounded the alarm, fired its “3-in chaff
“We climbed again,” Bedacarratz said later, “and rockets”, and turned downwind to hide within the
now, with both radars we detected a medium-size ship blossoming chaff cloud. Observers aboard nearby
just at the 12 o’clock position [Glasgow] and offset Alacrity watched the big missile fly past Yarmouth
30 degrees to the right [was] the large ship [Sheffield], before its rocket motor expired and it splashed
with two smaller ones [Alacrity and Yarmouth] very heavily into the sea.
near. Quickly we turned right, while descending to The two SUEs were last seen by Glamorgan
make the last stage of the attack run. When we turning south at low altitude, joining to close
reached the distance established in our procedures, I formation and disappearing six miles away, into the
used the radio to order TF Mayora to launch his haze south of Sheffield. Returning from their 760NM
missile, while I did the same. He did not hear this round-trip mission, “Rata” flight landed back at BAN
order, so as he watched while my Exocet fell away Río Grande at 1215hrs. Sheffield was a total loss and
and started its engine he asked if I had launched the burned-out hulk later sank under tow.
positively. I repeated the launch order, so he fired his
missile five seconds later.” Second Strike – ACL Atlantic Conveyor
“The first indication of the missile coming The effect on Woodward, his staff, and his task
towards us was visual – a black dot that appeared to group was immediate and dramatic. His “attrition
be smoking,” recalled the Sheffield’s Signal strategy” was promptly discontinued and from this
Communication Officer, Lieutenant Commander point on – even when TG 317.0 landed the
(LCDR) Peter Walpole, manning the starboard wing paratroopers, commandos, and marines from San
of the bridge, “so I… immediately took a bearing Carlos Water (SCW) on 21 May – the carrier battle
took a bearing on it, and reported to the Op[eration]s group kept their distance from the disputed islands,
Room, “Something smoking bearing 297.” We had forcing the SHARs to operate at the limits of their
only a matter of seconds before impact, but I combat radius with only ten minutes “on station” time
remember distinctly that it was beginning to draw to while manning CAPs covering the landings.
the right, so just before impact, I knew that it wasn’t Consequently, no targeting opportunities were
coming straight for me but to the centre of the ship… presented before 15 May when Escuadra 2’s two
I shouted twice down the handset to the Ops Room Neptunes finally “succumbed to old age” and
that they were to take cover. I wanted to go to the developed incurable mechanical and maintenance
bosun’s mate position and activate the main broadcast problems that precluded continuing combat missions.
alarms. But I never got there, and at the moment of Operations were attempted using ARA Venticinco de
impact was suddenly lying on the deck. It really was Mayo’s Grumman S-2Es but without success. More
the most frightful crash, like your worst car accident promising was the fact that “Radar Malvinas” – the
but ten times worse – the noise, pressure wave, the FAA”s Westinghouse AN/TPS-43F S-band long-
sound of such a terrific explosion…” range air control and warning radar unit located
The missile impacted amidships on the starboard in/near Puerto Argentino (Argentine name for Port
side, obliquely penetrating the Auxiliary Machine Stanley) – began to notice patterns in the Sea
Room and the resulting explosion severed the fire Harriers’ flight tracks that indicated the probable
main and smashed machinery spaces all the way aft to location of the two British carriers. Using this
the Forward Engine Room. (Note 5) A raging inferno
estimate, an attack was attempted on 23 May, but the successfully outflanking Exeter’s radar coverage, and
two pilots found nothing. approached the carriers’ estimated position from the
Two days later TG 317.8 again approached the north, descending to low-level 150 miles out. As they
islands, this time from the northeast, steaming neared their targets – now only 60NM northeast of
southwestwards, escorting the aircraft transport Puerto Argentino – their radar warning receivers
(ACL) Atlantic Conveyor – the requisitioned Cunard (RWR) indicated emitters to port and they checked to
Line’s 14,950grt roll-on/roll-off container ship – to a southeastern heading for the final run-in.
SCW. Carrying eight SHARs, six RAF Harrier GR Curilovic later recounted, “We flew in electronic
3s (No. 1 (F) Sqn), and a dozen helicopters, the silence and our RWRs didn”t pick anything up, so we
Atlantic Conveyor had rendezvoused with the carrier think they had not detected us. At 1628hrs I made the
battle group on 18 May. During the next two days the first radar sweep, confirming the presence of the
SHARs were flown off, reinforcing the carrier air targets. We continued the penetration at 500 knots
groups to 25 aircraft (three SHARs had been lost in and 30-meters [100-ft] and began to prepare for
accidents and combat), and the GR 3s went to Hermes launch. After another radar sweep we selected the
to support troops going ashore the following day. biggest target, at 39[km].” (Note 6)
Once the San Carlos beachhead was firmly Wingman Barraza continues, “At 39[km] from the
established, Atlantic Conveyor was called in to target Curilovic said, “I’m tracking it,” and I replied,
deliver equipment needed to build No. 1 Squadron’s “Ahead, 39” and he said, “I agree.” At 1632 were
forward operating location (FOL) and the army’s fired our missiles. We didn’t have any warnings on
Chinook heavy lift helicopters that would facilitate a our RWR, so we were sure of the surprise of our
rapid advance on Puerto Argentino. attack. After that we turned back and landed safely at
Having lost two frigates (Antelope and Ardent) 1830.”
sunk and had three more warships (Glasgow, Antrim Although, in fact, the attack was seen, it was too
and Argonaut) so badly damaged they were late to do anything about it. Ambuscade’s ESM gear
withdrawn from combat operations, Woodward’s detected the SUEs’ Agave transmission, bearing 338°
remaining surface combatants were spread thin trying (near starboard beam), when Curilovic and Barraza
to protect the amphibious shipping from the “popped up” to “take a look” and immediately
determined and disturbingly effective Argentine air broadcast the attack warning. Three minutes later the
attacks. This left TG 317.8 with only the newly- frigate detected the Exocet launch at 19NM (35km)
arrived Type 42 destroyer Exeter as the sole “radar range and the frigate immediately started firing chaff
picket”, stationed 25 miles to the west, with two rockets and ordered a hard turn to port to hide behind
frigates as “goal keepers” positioned close to the two the blossoming chaff clouds. (Note 7)
carriers. Five miles northwest was the Atlantic Lacking chaff rockets – or any other form of anti-
Conveyor, accompanied by LSL (landing ship, ASM defences – Atlantic Conveyor also began a port
logistics) Sir Tristram, which were screened by turn but, at 1636hrs, after turning through 090°, it was
Glamorgan to the west with the frigate Ambuscade as hit in the port quarter by both Exocet missiles, leaving
its close escort. “Radar Malvinas” soon spied a jagged hole “the size of a house, extending from just
indications that the carriers were 100-110NM above water level almost to the weather deck.
northeast of Puerto Argentino and duly reported their Surrounding the hole were great chunks of jagged
estimate to BAN Río Grande. metal sticking out around the edges.” (Note 8)
Launching at 1428hrs, CC Roberto Curilovic (3- The Exocets exploded on the densely-packed
A-203; callsign “Tito”) led Teniente de Navío (TN or vehicle parking deck, immediately igniting a raging
lieutenant) Julio Hector Barraza (3-A-204; callsign inferno that quickly spread from stem to stern, forcing
“Leo”) 450 miles to the north, intending to outflank the crew to abandon ship at 1715hrs. When the fierce
the TG’s radar picket screen and attack a much more blaze reached the 75 tons of Harrier cluster-bombs
lucrative target than a destroyer – hopefully Hermes stored forward, the resulting explosion blew the bows
or Invincible. Meeting their “Chancha” (TC-69) an off the ship and she foundered on 28 May, taking with
hour after take-off, the pair of SUEs “topped off” her the ten remaining helicopters (Note 9), numerous
about 240 miles north of the islands and turned east, vehicles, tents and field kitchens for 4,500 troops,
Harrier FOL runway and hardstand planking, the the open ocean if they followed something that had
Harriers’ 60-ton portable jet refueling system, and one – in this case they would follow the Exocet’s
vast quantities of stores, tools, spares, and other smoke trail to their target. The addition of the A-4Cs
equipment. Twelve of the ship’s crew – including her had the added benefit of “getting eyeballs on target”
Master, Captain Ian North – perished in the attack, to visually assess the results of the attack.
after which, Woodward turned his carriers eastwards To maximize the distance from Argentine
and steamed until – unaware that the Super Étendards mainland air bases, TG 317.8 now operated at the
were using AAR to reach their targets – they were SHARs’ and GR 3s’ maximum range with no extra
more than 460NM from the Argentine coastline, the fuel for deceptive flight paths – the only measure used
advertised maximum operating radius of the Dassault to conceal the two carriers’ location was that the
strike fighter, unrefuelled. The British had yet to pilots were required to fly at low level for 30NM
realize that COAN jets were using FAA tankers to before climbing to altitude for their missions.
extend their effective range. Heading to their CAP orbits, as they climbed through
Despite the fact one pair of SHARs was manning approximately 10,000-ft altitude the British jets
a CAP west-northwest of the carrier task group – this appeared on “Radar Malvinas’” scopes, this point
position being widely outflanked by the SUEs’ being consistently plotted, revealing the general
circuitous routing – and Hermes and Invincible both location of the task group. On the morning of 30 May
scrambled their “alert pairs”, the attacking SUEs were – the day after five Grupo 4 de Cazabombardeo A-4C
never seen by the Sea Harriers. In fact, while Skyhawks arrived at BAN Río Grande to fly the joint
Curilovic and Barraza were egressing northwest at attack mission – this point was determined to be
low altitude and high speed, the SHARs were “held to 162NM (300km) almost due east of Puerto Argentino.
[the] North to prevent ‘Blue on Blue’ [fratricide]”. The point the SHARs appeared on radar was
After unleashing the Exocets, Curilovic and typically about 10-15NM west of the task group’s
Barraza peeled off to the west, planning on landing at three picket destroyers – the Type 82 HMS Bristol
Puerto Deseado, but their “Chancha” remained on and Type 42s Cardiff and Exeter – screening
station, so after post-strike refuelling they landed at approximately 25NM east of Woodward’s main body.
BAN Río Grande at 1838hrs, having completed one In addition to its pickets, TG 317.8 now consisted of
of the longest maritime strike missions in history – the two carriers, one other destroyer, five frigates, an
four hours and 10 minutes duration and 1,620 miles. amphibious assault ship and an RFA, with one of the
frigates – HMS Avenger – being sent westwards to
Third Strike – HMS Invincible? land a 24-man Special Boat Squadron (SBS) team at
With the dramatic BBC coverage of the successful Volunteer Beach, just north of Puerto Argentino, that
strike against Atlantic Conveyor, which reported the night. (Note 11)
container ship was hit by only one Exocet, there was The SUE/A-4 strike force consisted of two Super
considerable speculation regarding “what happened to Étendards – “Ala” flight, flown by CC Alejandro
the second Exocet?” – leading to hopeful theories Francisco (3-A-202, carrying the Exocet) and TN
within “La Lora” squadron that it may have at least Luis Collavino (3-A-205, as escort and to lead the A-
damaged HMS Hermes, but of course, they believed, 4s to the target in case Francisco’s radar failed) – and
this would not have been admitted by the British four Skyhawks, “Zonda” flight, each carrying three
media. Based on this supposition, Invincible now Spanish-made Explosivos Alaveses (Expal) BRP-250
became the unit’s primary target and every effort was parachute-retarded 550-lb bombs. The A-4C section
made to locate “the remaining British carrier”. leaders were volunteers who selected their wingmen
Down to only one missile remaining, it was for the mission. Leading the two “Zonda” sections
decided to increase the possibility of “getting a hit” were Primer Teniente (1st Lieutenant or 1st Lt) José
by augmenting the squadron’s last attack with FAA Vázquez and Ernesto Ureta; their wingmen were 1st
Douglas A-4 Skyhawks (Note 10) that had proven so Lts Omar Castillo and Alférez Gerardo Isaac,
deadly, having sunk three warships to date. While respectively.
successful against ships near the islands, lacking a
search radar the Skyhawks could only find targets in
Shortly after 1230hrs “Ala” flight launched from Exeter, steaming due west at fairly high speed for its
BAN Río Grande, with “Zonda” flight following five assigned night-time SBS insertion mission. (At this
minutes later, and headed east southeast (120° time TG 317.8’s main body was located 30 degrees to
heading), the A-4s joining up with the SUEs en route the right [northeast] of the SUEs’/A-4s’ headings at
to the FAA’s two KC-130H tankers (TC-69 and TC- 35NM, [beyond the Agave’s/Exocet’s range below
70). Climbing to 12,000-ft altitude in clear skies, 1,000-ft] headed northeast, into the wind to recover
about 50 minutes later Francisco spotted and two Sea King HAS.5 ASW helicopters [820 NAS].)
rendezvoused with the two “Chanchas” ahead at At 1431hrs, the Exeter’s UAA1 ESM gear detected
20,000-ft, about 250 miles south of Puerto Argentino. Agave radar(s) to the south and the picket ship
The SUEs joined with one tanker, the Skyhawks the immediately broadcast the alarm – “Handbrake!” – on
other and, while they refueled, the tankers did the HF and UHF frequencies. One minute later Exeter’s
navigating, leading the “strike package” eastwards Type 1022 air surveillance and target identification
(100° heading) for 190 miles with all the fighters radar detected three “bandits” to the south, 29NM
“topping off” prior to the end of the tanker track. (53.7km) away, headed north at high speed, her Sea
“Dropping off” the tankers about 300 miles Dart’s Type 909 radar locking-on to one of them.
southeast of Puerto Argentino – and 200 miles south Exeter immediately launched two Sea Dart SAMs,
of their target’s estimated position – Francisco turned one after another in quick succession, at the rapidly
the “strike package” north (heading 350°) and, approaching Skyhawks. They narrowly missed a
descending to 100-ft (30m) above the choppy, white- patrolling Lynx helicopter, roared over Avenger and,
capped waves, reformed the attackers into an five miles south of the frigate, one of them struck
“arrowhead formation” with the SUEs at the point Vázquez’s A-4C. Only 100-ft away, Ureta witnessed
and a pair of Skyhawks on each wing, “Zonda 1 and the impact, stating later, “Almost immediately
2” on the left and “Zonda 3 and 4” on the right. The [Vázquez’s] engine exploded, blowing off the rear
weather worsened; according to one of the surviving section as it began to fall to the left. Although I
Skyhawk pilots, “The weather was bad, with didn’t see the moment that the plane hit the water, I
cumulonimbus, wind and rain, and rough waves on didn’t see the pilot eject, so I think he didn’t, because
the sea.” we were too low.”
Approaching the target’s estimated location at 420 Responding to the “Handbrake!” alarm HMS
knots, Francisco’s radar receiver indicated emitters to Avenger immediately began turning “hard a-port”,
starboard, so he checked to northeast and, at 1432hrs, towards the approaching threat, to present the
he and Collavino “popped up” for their Agaves to smallest possible target – its bows – to the Exocet and
“take a look”. Breaking radio silence, Francisco read began firing off 12 chaff rockets. At 1433hrs,
the target coordinates to Collavino who confirmed Avenger’s Type 992Q air/surface search radar
them. Unable to use the stated latitude/longitude detected two targets (the “Zonda” two-ships were
information, Lt Ureta asked “How far?” to which formatting so closely that each appeared as an
Francisco replied, “20 [nautical] miles ahead” and individual target) approaching from the south at
fired his missile. 22NM and two minutes later the frigate’s Vickers Mk
Immediately after launching the Exocet, Francisco 8 4.5-in cannon opened a rapid-fire “curtain barrage”
led “Ala” flight in a hard left turn to egress and of air-burst and proximity fuze fragmentation shells.
“Zonda” flight accelerated at full throttle to 489 knots Simultaneously, Captain Hugo M. White ordered the
to follow the missile to their target, Vázquez’s last four 3-in chaff rockets fired and began
formation collapsing into a tighter “arrowhead” – less “maneuvering beneath its chaff-cloud as [everyone]
than 300-ft from one wingman to the other. In the suddenly realized it was – surprisingly – under attack
murky, rain-swept grey air, the leaders soon lost sight by A-4 Skyhawks!”
of the missile but followed its wispy white smoke trail Avenger’s First Officer, LCDR Tony
until a ship appeared before them “emitting smoke”. Bolingbroke, standing on the bridge, vividly recalled,
Nearest the “plot point” provided by “Radar “The Skyhawks that flew in behind the missile flew
Malvinas”, Francisco had found HMS Avenger, directly at Avenger and were so low that standing on
which had just passed about seven miles south of the bridge relaying a sort of commentary to the lads
below decks, I found myself almost looking down at claimed to have been shot down by Exeterss third Sea
them. So close did they pass that I could see their Dart and Avenger’s 4.5-in gun.
faces!”
Exeter had launched a third Sea Dart, apparently Aftermath
targeting “Zonda 2”, but it is unknown if it was this Their Exocets expended, from 31 May, 2°
missile or Avenger’s 4.5-in gunfire that caused the Escuadrilla Aeronaval de Caza y Ataque began
A-4 to crash into the water, only one nautical mile training for conventional anti-ship bombing attacks,
from the target, the flaming debris splashing into the but was not operational in this role before the garrison
sea off Avenger’s starboard beam. “Zonda 4” – 1st Lt at Puerto Argentino surrendered on 14 June 1982.
“Alf” Isaac – witnessed the destruction of his After the conflict was concluded, shipments of
squadron-mate’s Skyhawk, “Focused on the target, I Super Étendards to Argentina resumed. The second
felt an explosion even more violent that the first one batch of five, along with an unknown number of
[Vázquez’s] and looking to the left I saw Castillo’s Exocets, arrived from Saint Nazaire aboard the naval
plane exploding in the air just short of the target.” transport ARA Bahía San Blas in November 1982.
Undaunted, Ureta continued the attack, “With the The next month final four followed aboard sister-ship
target in view, I continued the approach… so when I ARA Cabo de Hornos. By April 1983 the necessary
had the “pipper” of my [gun]sight on the target I modifications to ARA Venticinco de Mayo’s flight
pressed the button to drop the bombs. I attacked the deck and operating systems had been completed and
target from 30° astern, flying over the rear half of the 2° Escuadrilla began carrier qualifications.
ship… [Later] thinking about everything I’d seen, I For the next five years the squadron operated six
determined that the ship was HMS Invincible, since it SUEs (the rest were in storage as spares or spare part
had a long island and a flight deck. On the final leg sources) alongside COAN’s surviving six A-4Q
of my attack I saw clouds of dense smoke rising from Skyhawks until the latter were retired in 1988, at
the middle of the ship. After the attack I searched for which time the venerable Venticinco de Mayo went
the target and I saw smoke covering it completely. I into refit to replace its propulsion machinery.
didn’t see any ships escorting her.” However, this proved impractical and the ship spent
“Zonda 3 and 4’s” six BRP-250 bombs all fell most of the 1990s moored at Puerto Belgrano and was
wide as the two surviving A-4Cs broke hard to the finally retired in 1997. Three SUEs were lost in
left and egressed. Fully believing, and claiming, that accidents in 1989 and 1993 (Note 12) and, 16 years
they’d attacked the intended target – the Avenger’s later, an agreement was signed between Argentina
helicopter platform giving the impression of a “flight and France to upgrade ten of the remaining eleven.
deck” and its superstructure resembling a “long Under this programme, equipment and hardware
island” with the ship’s rapidly accelerating Rolls- removed from retiring French airframes was installed
Royce Olympus TM3 gas turbines emitting in the Argentine aircraft, effectively upgrading them
prodigious amounts of heavy smoke from the funnel to the Super Étendard Modernisé (SEM) standard.
amidships leading the pilots to believe the ship was On 17 May 2017, Argentina purchased six ex-French
on fire from being hit by the Exocet – the attack Aeronaval SEMs with extensive spares, permitting
became a long-standing subject of heated controversy. the type to remain viable for the foreseeable future.
(Note 12) The eleventh original SUE – 3-A-202, veteran of
The Exocet was apparently “decoyed” by the both the successful strike on HMS Sheffield and the
Avenger’s chaff clouds and continued on beyond its attempt against HMS Invincible – was retired from
target, splashing into the sea 7.8NM (14.5km) south service and sent to Museo de Aviación Naval at BAN
of Ambuscade (which had locked-onto the Comandante Espora as a tribute to the Dassault
approaching missile with its Type 912 fire-control carrier strike fighter – and the pilots, ground
radar). Due to the sudden shock caused by the crewmen, and Exocet weapons technicians – that
surprising appearance of the attacking Skyhawks at contributed so immensely to the Argentine defence of
such a great distance from the Argentine mainland, all the Islas Malvinas. As one British history
attention was focused on the incoming A-4s and the acknowledged, “Its successes shook the Royal Navy,
Exocet missile was never seen by anyone aboard the forcing the carriers to operate further east of the
British warships. Subsequently, it was erroneously Falklands and, ultimately, to fundamentally re-
examine its methods of fleet protection.”
Endnotes
1. The first five SUEs were serialled 3- 7. Many British sources state that the Cazabombardeo because their larger
A-201 through 3-A-205. The COAN missiles were originally targeted on-board oxygen capacity allowing
serial system was Escuadra (wing against HMS Ambuscade and were them to accompany the SUEs’ to the
number)-dash-Role (A for attack)- lured away by the chaff, but upon limits of their endurance.
dash-Escuadrille (squadron) emerging from the chaff cloud, “one 11. These were HMS Hermes and
followed by two-digit individual of them” locked onto “the next big Invincible, destroyer Glamorgan,
aircraft number. target” which was Atlantic frigates Alacrity, Ambuscade,
2. Aircraft 3-A-201 was left at BAN Conveyor. This is inconsistent with Andromeda, Avenger, and Plymouth,
Comandante Espora as a spare parts Curilovic and Barraza’s statements LSD Intrepid and RFA Regent.
source. that one small and two large targets Ambuscade and Andromeda were the
3. East of the squall line, the British appeared on their Agave radar ASW screen working about 10NM
warships had seven NM visibility scopes. These were, in order west to west of the TG’s main body, about
beneath a thin 1,000-ft overcast with east, Ambuscade, Atlantic Conveyor, halfway between Exeter and
winds westerly at 12 knots and a and Sir Tristram. Both SUE pilots Invincible; Plymouth and Glamorgan
light sea swell. reported that they fired their Exocets formed the TG’s “close-in” escort,
4. “Condor” was initially used as the at “the biggest target”, which of with the LSD and RFA a short
TG’s codeword for the Agave course could not have been the little distance to the east.
radar/SUE/Exocet threat. 3,250-ton frigate, a ship one-fifth the 12. During their return-to-base, the
5. Initially it was believed that the size of Atlantic Conveyor. SUEs and two surviving Skyhawks
Exocet warhead failed to detonate, 8. Although British media coverage each rejoined with their respective
but MOD’s June 2015 re-assessment attempted to minimize the Argentine tankers – the A-4Cs continuing home
of the loss of the Sheffield, done success by reporting that Atlantic without refuelling – and “Ala” flight
using modern damage analysis tools Conveyor was hit by only one of the landed at 1530hrs, with “Zonda 3
not available in 1982 and evidence two Exocets – and that it did not and 4” following suit at 1623hrs.
from weapon hits and trials explode – the RN Board of Inquiry 13. These were 0760/3-A-210 lost on 1
conducted since the end of the report, 21 July 1982, concluded that August 1989 killing TF Carlos
Falklands Campaign, concluded that both missiles struck the ship and “Trueno” Manchinelli, 0762/3-A-
the Exocet warhead did, in fact, both detonated. 212 on 11 December 1989, TN Félix
explode inside HMS Sheffield. 9. These were three Chinook HC 1s Médici safely ejecting, and 0753/3-
6. Upon thorough examination of all (RAF No. 18 Sqn), six Wessex HU A-203 on 29 May 1993, with TN
evidence available from both sides, it 5s (848 NAS), and one Lynx HAS 2 Sergio “Cutu” Márquez being killed
is clear that Curilovic and Barraza “hot spare” (815 NAS). in the accident.
meant 39km (approximately 21NM) 10. The A-4Cs of Grupo 4 de
instead of “39 miles” as has been Cazabombardeo were chosen over
previously quoted. the A-4Bs of Grupo 5 de
Sources
1. “Board of Inquiry Report—Loss of 5. Rodney A.Burden, Michael I. 8. Santiago Rivas, Wings of the
SS Atlantic Conveyor”, Office of the Draper, Douglas A. Rough, Colin R. Malvinas: The Argentine Air War
Commander-in-Chief Fleet, Smith and David L. Winton, over the Falklands (Manchester, UK:
Northwood, UK, 21 July 1982. Falklands: The Air War (Poole, UK: Hikoki Publications, 2012).
2. “Board of Inquiry Report—Loss of Arms and Armour Press, 1986). 9. Commander Nigel “Sharkey” Ward,
HMS Sheffield”, Office of the 6. Salvador Mafé Huertas, “Super Sea Harrier over the Falklands: A
Commander-in-Chief Fleet, Etendard in the Falklands: 2a Maverick at War (Annapolis, MD:
Northwood, UK, 28 May 1982. Escuadrilla Aeronaval de Caza y Naval Institute Press, 1992).
3. “The May 30th 1982 Attack of the Ataque”, Wings of Fame, Vol. 8 10. Historia de la Fuerza Aérea
Task Force: A British View”, (London: Aerospace Publishing Ltd., Argentina – Tomo VI – Volumen II;
translated by Andy Smith, first 1997), pp. 22-29. the FAA’s Official History, Volume
published in Spanish on the Historia 7. Paul Jackson, “France’s Superior 4, Part 2.
y Arqueologia Maritima website Standard: The development and 11. Presentation by Major Alférez Isaac
www.histarmar.com. combat record of Dassault-Breguet’s at the Universidad de Buenos Aires,
4. David Brown, The Royal Navy and Super Etendard”, Air International, 1997.
the Falklands War (Annapolis, MD: February 1986, Vol. 30, No. 2, pages 12. Interview of Vicecomodoro Alférez
Naval Institute Press, 1987). 59-69. Isaac by Pablo Calcaterra at VI
Brigada Aerea, 2001.
86
For the third SUE/Exocet attack the Argentine Air Force provided four A-4Cs –
3-A-211 shows off its primary weapon – the Aérospatiale AM 39 Exocet anti-ship “Zonda Flight” – led by Primer Teniente José Vásquez. Each Skyhawk was armed
missile. (Martin Otero) with three parachute-retarded Expal BRP-250 (550lb) bombs. Vásquez was shot
down and killed by a Sea Dart SAM from the nearby Type 42 destroyer HMS
Exeter. (Juan Carlos Cicalesi Archive)
Even after ARA Venticinco de Mayo was retired in 1997, SUE pilots attempted to
Members of 2° Escuadrilla Aeronaval de Caza y Ataque that deployed to BAN maintain proficiency at carrier operations, flying off of Brazil’s São Paulo (A12)
Río Grande pose with SUE 3-A-205, loaded with one of the five available Exocet and visiting USN carriers. During ‘Exercise Gringo-Gaucho’, SUE 3-A-213
missiles. Flight leaders of the three effective SUE/Exocet attack missions were performs a touch-and-go aboard USS Ronald Reagan (CVN-76) in June 2004.
Capitáns de Corbeta Alejandro Francisco (far left), Roberto Curilovic (second (US Navy Photo)
from left), and César Bedacarratz (third from the right). (Juan Carlos Cicalesi
Archive)

The second SUE/Exocet attack hit the aircraft transport (ACL) Atlantic Conveyor.
The Board of Inquiry determined that both Exocet missiles hit the ship and both
The first SUE/Exocet attack hit the RN Type 42 destroyer HMS Sheffield. The exploded, resulting in this burnt out hulk that was abandoned and later sank. (Juan
missile’s impact masked the detonation of its warhead, but the subsequent Board Carlos Cicalesi Archive)
of Inquiry determined that, in fact, the Exocet warhead had exploded as designed,
wreaking destruction and havoc through the destroyer’s internal spaces. (Santiago
Rivas)

Close up of the “kill markings” on the nose of 3-A-203. This aircraft participated Close-up of the “kill marking” and “La Lora” squadron emblem on SUE 3-A-204.
in the strikes against HMS Sheffield and ACL Atlantic Conveyor. (Juan Carlos (Juan Carlos Cicalesi Archive)
Cicalesi Archive)
87
Marcel Bloch MB-200 in Slovak Service
Juraj Rajninec
Designed in 1932 to fulfill a specification from the French Air Ministry for five-seat night bomber, the Marcel
Bloch MB-200 was a cantilever high-wing monoplane of all-metal construction. Two Gnome-Rhone 14
Kirs/Kjra engines of 870 hp each gave it a top speed of 240 km/hr while carrying 1200 kg of bombs over a
combat radius of 1000 km. The MB-200’s first flight was in July of 1933 and 208 were delivered to the French
Air Force. However, by September 1939, the MB-200 was considered obsolete, and the aircraft was withdrawn
from front-line service by the time of the German invasion of France in May 1940. Meanwhile, in reaction to
the rise of Nazi militarism in the 1930s, the Czechoslovak government sought to modernize their military forces
with particular attention paid to the air force.
In spite of a vigorous indigenous aircraft industry, Brno when it was damaged on the airfield near
the Czechoslovak Air Force traditionally obtained its Malacky in Slovak territory during a Czechoslovak
bombing aircraft through license production. To Army exercise. Before this aircraft could be
replace the ageing Avia-built Fokker F-IX heavy recovered and repaired, the Czechoslovakia Republic
bombers, the ministry of National Defense obtained a was dissolved and the aircraft became the property of
license to build the Marcel Bloch MB-200. the new Slovak nation. In 1939, the damaged aircraft
A single aircraft was delivered from France in was transported from Malacky to Nitra where it was
May 1935. During 1936 and 1937, a total of 114 repaired and made airworthy. The aircraft was then
MB-200 were built in Czechoslovakia: 70 by Avia, flown from Nitra to Pirstany where it served with the
the main license holder, and 44 by Aero under a Slovak Air Force’s “Training Squadron”.
subcontracting agreement. The MB-200 were fitted In 1940, the “Training Squadron” was reorganized
with NACA engine cowlings instead of the Townend as the “Flying School” and it was transferred from
rings of the French version. It was powered by two Piestany to Trencin. The lone Slovak Air Force
Czechoslovak Walter RK-14 engines of 750 hp each MB-200 went along to Trencin, but it saw no further
resulting in a maximum speed of 245 km/hr. Three service, and in 1943 it was transported to scrap.
Mk 30 guns were fitted and up to 1200 kg of bombs In Czechoslovak and Slovak service, the MB-200
could be carried. carried the standard color scheme of khaki upper
Because the Walter RK-14 engines were much surfaces and silver lower surfaces. No code letters or
less powerful than the Gnone-Rhones they replaced, numbers were carried by the aircraft while in Slovak
the Czechoslovak MB-200 were grossly service. It did carry the early Slovak State insignia
underpowered and tended to spin if one engine failed. consisting of the red Slovak cross outlined in white on
For this reason, the Czechoslovakia pilots nicknamed a blue disc on the rudder and in four positions on the
the MB-200 the “Flying Coffin”. wings.
One of the Avia-built MB-200, c/n 12, was
serving with the Czechoslovakia 5th Air Regiment at Juraj Rajninec†, Slovakia.
The LVA 1918
Part 1
Frits Gerdessen
During 1918, the LVA’s aircraft inventory was nearly tripled, but pilot strength did not keep pace. The main
reason was the fuel shortage. Fuel was primarily used for training. The LVA received 75 new aircraft and some
dozens of repairable interned aircraft, but the technical branch was unable to handle this load.
The year in Review discharged on 9 November. He had indicated that his
The LVA started the year 1918 with 19 pilots forces would not be able to defend the country; a
(including. 1 NCO), and ended the year with 32 pilots comment that was not appreciated by the government.
(7 NCO’s) and 31 student pilots. By 1 November Further complications in October-November led to
1918, the LVA had 81 officers, 584 NCOs and other his honorable discharge.
ranks, and 2 civilians. With the demobilization after In November, the Germans were retiring and the
the end of the war, these number was considerably front had reached the Dutch border of Zeeland
reduced. requiring the strengthening of the Dutch army there.
Construction of new buildings and the extension However, parts of the army revolted and Snijders was
of existing buildings continued throughout the year: blamed and he was honorably dicrarged. His
barracks, workshops, photo section, radio, hospital, a successor was lt. gen. W.F. Pop who had little if none
new staff building, etc. Also a railway connection was interest in aviation.
started and a radio mast erected. On the 11th hour of the 11th day November 1918
The Kemperheide detachment was retired, the war ended and the army command started the
probably after lt. van Weerden Poelman crashed planned demobilization immediately. Speed was
Farman LA4 on 7 May. The Vlissingen detachment necessary, not only to curb unrest, but because of the
also was retired; Lt. Wallast had hardly flown the last spread of the Spanish flue. This disease had struck
months being busy with internings. Thus, lt. quite mildly in the summer, but returned in the fall in
Versteegh flew Farman HF801 (ex LA37) to a deadly version that killed some 28,000 Dutchmen
Soesterberg arriving on 20 September. Lt. Wallast up to 1920.
returned to Soesterberg on 26 October. On the 11th, the C.LVA was informed that a
This year there were several accidents, the most partial demobilization would start beginning with the
serious on 1 November when Caudron C427 and class of 1916. On the 14th, he addressed departing
Farman HF19 collided head-on over Soesterberg. All soldiers. That same day, an order was received to
four crew were killed. This crash was witnessed by 30 ground all the Rumplers. A “reliable source” had
newly arrived student pilots, several of whom given an anonymous message to an MP about a
departed at once. eminent Bolshevik plot. The MP passed this message
Another serious loss was Photo Service to the MvO who ordered the grounding of all
commander Lt. R.I.M. Meltzer, who on 1 July Rumplers. The C.LVA protested, and the order was
collided with a train with his motorcycle and was withdrawn on 18 November.
killed. The demobilization resulted in personnel
Lt. A. Coblijn’s flying career was ended on 4 shortages and the C.LVA asked for replacements but
October while training on Rumpler C.VIII R418. The in vain.
plane hit a mast, crashed and was w/o. The instructor On 1 July, an engineer was posted to the LVA, to
lt. Duinker was slightly injured, but Coblijn suffered replace lt. Labouchère. His replacementwas 2nd lt. ir.
multiple leg fractures. He spent a long time in the Bruno Stephan w.i. (w.i. = werktuigbouwkundig
hospital and was unfit for further military service. ingenieur = mechanical engineer). Stephan (1887-
(Note 1) 1966) had graduated from the Technical University.
The LVA had a serious setback when Gen. C.J. In 1914, he became officers of special services for
Snijders, a staunch supporter of the LVA, was Trompenburg (Note 2). He was posted with the
Motordienst, but continued as a teacher at the wrongly serialled (non-used) Nieuports were
Technical University as a specialist on combustion reserialled with chalk.
engines. In 1919, he succeeded ing. Vreeburg as Chef
TD. Lt. Labouchère, who had been sent to France in Trompenburg
1915, arrived on 1 May at Soesterberg and retired on The plans to expand the LVA lead to the
13 July. development of three Trompenburg types, the V.2
The fuel shortage made also an end to meteo trainer, V.3 fighter, and V.4 recce plane.
flying. Also the KNMI’s operations with kites and The V.2 arrived on 5 April at Soesterberg and was
balloons were curtailed due to shortage of wire and test flown on the 9th. The plane gave a good
gas. The flights were resumed in May 1919. impression and required few modifications. However,
Yet on 21 November sgt. maj. Van der Drift production was delayed, and delivery did not start
climbed to 6100 m a Nieuport 23. As no sports until October 1918 - 58 for the LVA, 18 for the MLD,
committee was present, this record was not official. and 2 for NEI. The latter were transferred to the
MLD. The type was known as “Spijker” (type letters
Thulin SP) after the original name of the Trompenburg
The Thulin LA production for the MLD was factory.
completed in February 1918. Palle Mellblom, head of During the V.2’s tests, MLD pilots considered it
the carpentry shop, noted on the 15th that a load test much better than the newly arrived Thulin LA, which
had been done and on the 20th that the work on his in their opinion were only suitable as firewood. (Note
part was completed. On the 18th, Lt. Nils Kindberg 3) The first naval V.2 (C12) first flew on 24 October.
made the test flights. The planes were quickly shipped The LVA received its first one on 29 October. Lt.
and were in use by April 1918. They received serials Versteegh made the first test flight on 19 November.
C1/10 but like the K’s not all were flown and at least The deliveries were completed in November 1919.
one had its wings of fabric for use as taxying trainer. Serials were SP26/83 for the LVA and C11/30 for the
Thulin A delivery (303) was completed mid-1919 MLD. C29/30 were taken over from the NEI contract.
and 295 motors are known. The engines were test-run For the V.3 and V.4, 130 hp rotaries were needed,
in Sweden for which the LVA supplied castor oil. The but it was impossible to obtain them from abroad.
110 hp Thulin G rotary was initially rejected because Trompenburg offered to produce the rotaries using an
of insufficient power, but in 1919 40 were delivered interned Clerget as a pattern. On 19/21 March,
and they were used in 1922 for the Fokker S.II director Wijnmalen and Munitiebureau director Prof.
trainer. van Royen signed a contract for 200.
The first of three sample motors was tested, in
Trompenburg-Nieuport mid-March giving 5% more power than the pattern
The Nieuport production by Trompenburg was engine. The production of the 200 was completed in
delayed by various shortages, but the first two arrived mid 1919, but by then they were of no use as the
at Soesterberg on 30 January. Up to 11 March 12 aircraft they were intended for had been cancelled.
arrived, all incomplete (no wheels and tail skid). Thus only a few copy Clergets were used, e.g. in
When the delivery was completed is not recorded, but Fokker aircraft. The remainder ended as scrap.
they were paid for still in 1918. They were stored and The C.LVA felt uneasy about being dependent on
not used before late 1920. Then they were of no use Trompenburg, whose output has proved to be far from
as all new (Fokker) aircraft had in-line engines. Only satisfactory. In April 1918, he considered it
a few were flown. impossible that Trompenburg within a year could
The model Nieuport, initially serialled LA40 but deliver 184 combat aircraft for the LVA, 25 for the
in 1918 N213, was returned in 1918. MLD, and 20 for NEI. He therefore suggested that the
Trompenburg applied serials from NSP214 on, at Munitiebureau order the recce aircraft from
least to NSP227, but as the LVA had already given Werkspoor, a waggon factory at Utrecht. On 18
these serials to the French Nieuports 21 and 23 and February, Sopwith 1½Strutter S412 had been
interned fighter planes, the batch was reserialled delivered to Trompenburg as a pattern aircraft, but
NSP230/249 before October 1918. Part of the nothing had yet been done with it.
The contract for 98 V.3 and 118 V.4 (Note 4) was year earlier had not yet arrived, and it was feared that
at last signed on 15 October 1918. This was this delay might be repeated. In addition, the
impossible any earlier since Trompenburg lacked raw 1½Strutter had been withdrawn from the Western
materials that had to be supplied by the Front.
Munitiebureau.
The end of the war changed everything. In 1919 Rumpler C.VIII (Note 5)
only one V.3 was completed and the V.4 remained a After some bickering over the deliveries,
project. A drawing of this type appeared in Jane’s in including 5000 horses, 8 Ru C.VIII were accepted in
1919. April and arrived at Soesterberg on 25 April.
Nineteen more arrived at Soesterberg on 21 August.
Aircraft from France The last 13, arriving on 25 September, were
The delivery of French aircraft was much delayed. temporarily stored at Schiphol as there was no room
The government had leased the Norwegian SS Rhea at Soesterberg.
to bring various cargo from Spain, and the Nieuports The Ru C.VIII soon caused mixed feelings. Many
and Caudrons were loaded at Vigo. After that it all LVA pilots had problems with handling the type,
went wrong. The Royal Navy seized the Rhea and which differed a lot from the Farman trainers. They
other ships. Lt. J. Labouchère, who returned to always had to be flown with ballast in the rear
Holland from France on 1 May, had met members of cockpit, an observer or sandbags (quite usual in
Rhea’s crew in London. They didn’t know what had Germany). (Note 6) The ground crews had to get used
happened to the ship (it was later torpedoed). The to more extensive and careful servicing.
cargo was apparently released and the crates arrived The Ru C.VIII, though not a bad airplane, had
at Soesterberg on 24 June. some built-in vices. For example, the copper fuel
The planes had hardly suffered from the long pipes were brittle and prone to breaking. The engine
voyage. By this time, the Caudron G.4 was fully was the 180 hp Argus As III, of less quality than the
obsolete, but both Nieuport types (21 and 23) were superb Mercedes, BMW, and Benz engines. The
still modern enough. On 30 July one Caudron (C427) carburetor was not of top quality (Note 7) and was
and one Nieuport 23 (most likely N220) were test located where there was a risk of fire once a fuel pipe
flown. The Nieuport were quite satisfactory, and broke.
N220 was soon tested with armament. No more In 1917, the German Fliegertruppe had concluded
Caudrons were assembled but most likely all that obsolete 2-seaters were inadequate for thorough
Nieuports were assembled. A number of pilots training in dangerous job of operational trainer for
qualified on these types. The Nieuport 23 were later army co-operation over the trenches. What was
used for meteo duties. needed was an aircraft with the same performance as
The Nieuport 21’s were serialled N215/219, the the operational types, but with alesser quality engine.
23’s N220/224. The Caudrons were C427/431. The Rumpler C.VIII had been designed to fit this
Some pilots trained on the C427 until the plane need.
was lost after colliding with a Farman HF19 on 1 The C.VIII’s were from Fliegertruppe production
November. Assembly of another Caudron was started, series, and thus built under the strict German
but abandoned as the war was over. The Caudrons Bauaufsicht (supervision). By this time, the German
were no more heard of. industry had to revert to lesser quality materials, but
Early in 1918, more aircraft from France might be the specifications were adapted so that the required
purchased. On 4 January, the Dutch ambassador in strength requirements were upheld.
Paris wired that Lt. Labouchère could buy at once 10 The Dutch Rumpler C.VIII was soon in use, but
or more 1½Strutters with 120 hp Le Rhône or 130 hp by the time the second batch arrived, already 4 (out of
Clerget, at favourable prices: Fr. 33.000 per aircraft 8) had been w/o. The first batch was serialled
and Fr. 12.000 per engine. These were intended for R417/424, the remainder R447/478 or R448/479. The
Russia but the revolution there prevented delivery. last 13 were initially stored at Schiphol.
The offer was passed to the Munitiebureau, which
advised the OLZ to reject. The 1½Strutter ordered a
Dutch aircraft production the total is 154. Four C.VIII were already w/o, but not
Van Berkel’s Patent in Rotterdam, producer of their engines.
weighing and meat cutting apparatus, became 17 trainers: 1 REP, 13 Farman, 2 Avro 504, and 1
interested in aircraft production. (Note 8) Therefore, Morane. With 56 V.2 on order. the total is 73 (in fact
the Hispano of SE.5A SE214 (B4885, interning #50 58 V.2 were ordered).
on 6 January 1918) was delivered there with license In addition there was one bomber: Sopwith-
production in mind. Nothing became of this. Hanriot S701.
However, on 15 November 1918, 35 Hansa This list mentions also the available and ordered
Brandenburg seaplanes were ordered as the Van engines. In case of the Thulins 4 per aircraft were
Berkel WA, a slightly modified W.12. Instead of the required: 1 in the plane, 1 as immediate reserve, 1 in
Hispano engine of the W.12, the 160 hp Mercedes overhaul, and 1 for spares.
was used, which was readily available in Germany Considering the known serials, the LVA had 150
once the war was over Delivery of Van Berkel WA aircraft on charge at the end of 1918. Of the interned
started in October 1919.. aircraft, several were due for repair and others just
The firm of Goedkoop, in Amsterdam, was also unusable (Handley Page O/400 and Friedrichshafen
interested in aviation and in Augusr 1918 it received G.III were too large).
SPAD S.VII SPA210 (interning #45 on 18 November
1917) as a sample. Goedkoop delivered one copy Jablonsky and the AVIA twoseater (Note 10)
SPAD in October 1920, but that plane was considered Ing. Bruno Jablonsky (*27 Aug. 1892) obtained on
unsafe to be flown and written off by the LVA. 28 September 1910 German DVL license No. 30, and
thus became the youngest German pilot at that time
Aviation Study Section and at least until 1912. He learned flying on a Wright
During the war it became clear that scientific biplane at Johannisthal near Berlin, the centre of
approach to aviation was of vital need. The KNVvL German aviation, and thus came to know “everybody”
(Aero Club) already had a laboratory in the Technical in German aviation, including. Anthony Fokker and ir.
University at Delft, but more was needed. On 15 John Rozendaal. He had a hangar at Johannisthal oin
April 1918, the Studie-Afdeling van de which Fokker rented a part.
Luchtvaartdienst (Aviation Study Section) was Jablonsky joined Rumpler as a test pilot and then
founded, led by dr.ir. E.B. Wolff. This Section was at became director of the Garuda propeller works. In
once very active. Already in April, a report on the 1912 he went to England as representative for Garuda
interned Halberstadt CL.II was made. Later more (propellers), Argus (aero engines), and Albatros
(interned) LVA and MLD aircraft were inspected. On (aircraft). He took an Albatros biplane with him.
23 September, a DH.9 wing set was test loaded at In August 1914, Jablonsky was in the wrong place
Soesterberg, most likely from D2781. (Note 9) Climb at the wrong time, and was interned in England. Most
tests were made with an 1½Strutter. likely his Albatros B.II ended up with the RNAS with
serial 890.
Aircraft inventory Late in 1917, Jablonsky was exchanged and
Only a few inventory lists for 1918 have been interned in Holland where he would remain until 1925
preserved. On 1 March, the LVA had 52 aircraft and when he return to England.
on 1 July it had 86 aircraft. By then, 15 had arrived In Holland, Jablonsky wasted no time to contact
from France, 8 from Germany, and a number aviation authorities, among them the C.LVA who
interned. introduced him to Munitiebureau director Prof. van
An inventory of October mentions the available Roijen. Jablonsky soon acted as consultant and was
aircraft and the expected Trompenburg deliveries: encouraged to offer a two-seat biplane of his own
42 fighters: 10 Fokker D.III, 1 Sopwith Pup, 1 design. With support by the Munitiebureau and others,
Nieuport XI, 5 Nieuport 21, 5 Nieuport 23, 20 Jablonsky started AVIA in Rotterdam. He engaged
Trompenburg-Nieuport. With 72 V.3 on order, the some interned Germans as work force. The LVA
total come to 114.
42 recce a/c: 1 Sopwith 1½Strutter, 36 Rumpler
C.VIII, and 5 Caudron G.4. With 112 V.4 on order
loaned him an Argus engine and a Rumpler C.VIII 226 and 227 must be the intact interned Fokker
gun ring and radiator. By the end of the war, the AVIA D.VII and the Sopwith Camel that needed repairs. But
biplane was as good as ready, but was no more needed which is which cannot be proved. 228 and 229 were
and therefore offered as mailplane. It was exhibited in later attributed to Fokker D.VII’s, but that is most
Rotterdam but never flew. Early in 1919, RSL unlikely as 230-249 were issued before 226 and 227
engineer ir. B. Grasé inspected the plane and wrote were interned.
RSL report nr. V.3. He considered the type not very Apparently serials were given to interned aircraft
modern and not presenting something new. By this which were in good shape and/or easily reparable.
time, the plane was owned by Burgerhout’s Shipyard
in Rotterdam, and test loaded there on 20 March 1919. Operational strength November 1918
The wings broke with load factor 5, whereas 6 was On 13 December 1918, the OLZ asked how many
required. combat ready aircraft the LVA had available on 1
With the war over, Jablonsky went abroad to November. GS answered on 30 December:
obtain engines for the WA. In Berlin he visited the Ready Repair Total
Reichsverwertungsamt (Note 11) and managed to Airco DH.4 1 - 1
obtain a number of Mercedes engines. There he also Airco DH.9 3 5 8
met his old pal Fokker whom he informed about the Bristol F.2B 1 1
situation in Holland. Fokker was in a somber mood as DFW C.V 4 3 7
the German aviation industry had collapsed and his Fokker D.VII 1 1
privately-owned factory thus was in great danger. On Halberstadt CL.II 2 2
his return to Rotterdam he met Fokker on a train on the Hannover CL.II 1 1
way to Den Haag. Apparently Fokker had something LVG C.VI 1 1
in mind to save his business. Sopwith Camel 1 1
Serial system 14 9 23
The change of serials on the LA-serialled aircraft Thus, only interned aircraft were available, just
took some time. Photos show LA37 in March and sufficient for two 6-plane units. In store were ca. 6800
LA4 in April. There is also uncertainty about serials German and ca. 14000 British rounds of ammunition.
of interned aircraft: 226-227, 439-446 (447), and 480
(479)-482. No documents remain and in the second Frits Gerdessen (#12) Netherlands.
half of 1918 very few aircraft were photographed.
Notes
1. A. Coblijn was honourably 3. An LA was the only Thulin to carry 8, During the war Van Berkel also
discharged in 1922 and promoted the red-white-blue roundel, when it produced high quality equipment for
ritmeester (cavalry captain). He was donated to an Amsterdam the defense industry and was highly
returned to France (he was born in museum in 1922. regarded by the Munitiebureau.
Paris). In June 1940 he volunteered 4. LVA: 72 V.3, 112 V.4. MLD: 20 9. Interning #65, 25th July 1918. The
for the French Red Cross and was V.3. NEI 6 V.3 & 6 V.4. plane could not be repaired but the
posted to Bordeaux. Driving there 5.. The Rumpler C.VIII was dealt with wings were intact.
with his mother, he crashed his car in SAFO #136. 10. Information about Jablonsky is from
on 23 June. His mother was killed at 6. This applied to all German two his biography, which is not too clear
once, he died the 25th. seaters, but apparently the (interned) and mentions no dates.
2. In 1907, he was sent to Russia with German types in use before the 11. The Reichsverwertungsamt was a
spares and tools to assist the Rumpler C.VIII had not given any bureau, founded after the Armistice,
Trompenburg’s driver (Godard) in problems. tasked to sell the now superfluous
the Peking-Paris race. In 1925, he 7. The Fliegertruppe also was plagued armament, equipment, etc.
joined Fokker as deputy director, and by this trouble (and the brittle copper
in 1935 he moved to Turkey as pipes), which resulted in a row with
government advisor until 1950. the factory Zenith.
94
Farman HF.20 LA4 at army camp Harskamp, 26 April 1918. It still carries
the LA serial.
Nieuport 23 N220 was flown with a gun on the top wing; on 7 August
1918.
Caudron G.4 C427 was test flown on 30 July 1918. No other Caudrons
The first Trompenburg-Nieuport fighter, NSP214, in February 1918. were assembled.
Photos continue on pages 74 and 107

All photos via the author

Aircraft Supplied to China through Lend-Lease
during World War Two
W. Yip
Lend-lease AT-6D in Chinese Air Force Markings.

(Courtesy of San Diego Air & Space Museum)
Following the passage of the Lend-Lease Act by However, further investigation into United States
the United States Congress, China was declared Army Air Corps/Air Forces (USAAC/USAAF)
eligible for Lend-Lease Aid on May 6, 1941. A Lend- records reveals that the quantities listed in the table
Lease Master Agreement was entered into with China above did not reflect the actual quantities of these
on June 2, 1942 and lend-lease equipment started to aircraft transferred to China. China received far less
flow into China. According to United States (U.S.) lend-lease training aircraft than U.S. official source
Government document (Ref. 5), the following types had stated.
and quantities of military training aircraft, were In January 1943, the Chinese Flight Training
supplied to China under lend-lease. School (CFTS) was setup in Walton field in Lahore,
India (now Pakistan) where Chinese pilots were
Advanced Trainer Number trained by USAAF personnel. So, the bulk of these
AT-6(D) 20 lend-lease training aircraft ended up in Lahore instead
AT-7 8 of China. At Lahore, some of these aircraft were
AT-17 15 reverted back to USAAF control. When the CFTS
Subtotal 43 was closed in November 1945, among those under the
control of USAAF, only some were released back to
Primary Trainer China. The rest were either sold to the Government of
PT-17 150 India or off-charged due to accidents or normal wear
PT-19 127 and tear. In this article, the following 4 types of lend-
PT-22 70 lease trainer supplied to China are described:
Subtotal 347
o Beech AT-7
Basic Trainer o North American Aviation AT-6D
BT-13(A) 30 o Vultee BT-13A
o Ryan PT-22
Grand total 420
Beech AT-7
In late 1940, USAAC ordered the twin engine 42-2505 3/43
42-2506 3/43
Beech Model C18S as advanced trainer to train 42-2507 3/43
student navigators. This advanced trainer was
designated AT-7 and delivery to the USAAC began in Note: The lend-lease AT-7s were not China’s first
February 1941. Externally, the AT-7 looks identical encounter with the Beech Model 18. In late 1939,
to the C-45 except that it has a rotatable astrodome China Nationalist Government negotiated with Beech
just behind the cockpit for sextant readings. Through to purchase six Model 18Rs as bomber trainer and a
lend-lease, China Nationalist Government received 8 contract was awarded in February 1940. These
AT-7s and they were delivered to China between aircraft were delivered to China between September
September of 1942 and March of 1943. These aircraft and November of 1940. Photos show that these
were brand new from the factory and not ex USAAC aircraft were delivered in olive green paint theme on
machines. According to Reference 1, these aircraft the upper surface and white paint on the under surface
were delivered to the CFTS in India in anticipation of with blue and white fin strip. The Model 18Rs can be
the formation of the Chinese-American Composite distinguished from the AT-7s supplied under lend-
Wing (CACW) which was activated in October 1943. lease in not having the rotatable astrodome
They must have been used to train Chinese student immediately behind the cockpit. Instead, the Model
navigators destined for the medium bomber group of 18R supplied to China had a clear plastic nose, a
the CACW. There was no record about the return of single gun turret on the upper fuselage, a machine gun
these lend-lease AT-7s to the U.S. after the war. located in a tunnel in the rear floor, and bomb racks
that could carry up to twenty 25 lb. bombs internally.
USAAF serials Delivered
42-2415 9/42
42-2416 9/42 c/n # built Remarks
42-2464 1/43 18R-375/380 (6) 18R-375 was reg.
42-2503 1/43 NX25474 when tested in U.S.
42-2504 3/43
North American Aviation (NAA) AT-6D

The AT-6 was originated from an earlier training under lend-lease. These aircraft left U.S. in October
aircraft designated BC-1A under the “Basic Combat” 1944 and arrived at India in early 1945. However,
trainer category created in 1936. It was based on they were all diverted back to USAAF in “DAUB” on
North American Aviation’s Model NA-16 proposed May 2, 1945. During World War Two, various air
to USAAC for its basic trainer requirement. The fields in the U.S. and overseas were assigned code
purpose of the Basic Combat trainer was to have an names and these code names were used in the
advanced type of training aircraft having flying USAAC/USAAF records instead of their real names.
characteristics similar to the high performance tactical “DAUB” was the code name assigned to the allied
airplanes in operation with USAAC. When the Basic airfield in Lahore, India. Eventually one AT-6D was
Combat category was eliminated in 1940, the Army released to China on May 23,1945 and one to COAA
resurrected the “AT-Advanced Trainer” category on December 9, 1945. 12 were sold to the
which was discontinued in 1929. The BC-1As Government of India on April 10, 1946 and the rest
produced after the Basic Combat category was were off-charged due to accidents (condemned) or
eliminated were redesignated AT-6s. wear and tear (investment lost). COAA is the
The AT-6 was procured in large number by the acronym for “Commission On Aeronautical Affairs”,
USAAC during World War Two and many were a China Nationalist Government committee
supplied to U.S. Allies. Noorduyn in Canada was responsible for procurement, maintenance,
allowed license production of the aircraft for Britain instructions, and administration of aviation matters in
and Canada. Those produced by Noorduyn in Canada China. So, out of the 20 AT-6Ds assigned to China
were designated AT-16 and were named Harvard. through lend-lease, only two were actually released to
Under Requisition CH-42, 20 AT-6Ds (USAAF China. USAAC/USAAF records also did not show
serials 42-85653 thru 85672) were assigned to China that these 2 AT-6Ds were ever returned to the U.S.
USAAF serials Remarks
42-85653 taken bk at Daub 2/3/45, sold to Govt of India 4/10/46
42-85657 taken bk at Daub 2/3/45, condemned/salvaged 5/3/45
42-85658 taken bk at Daub 2/3/45, released to COAA in 12/9/45
42-85662 taken bk at Daub 2/3/45, crashed at Daub on 3/10/45
42-85663 taken bk at Daub 2/3/45, released to China on 5/23/45 but taken bk again on the same date.
42-85664 taken bk at Daub 2/3/45, crashed landing at Daub on 3/19/45, off-charge
42-85666 taken bk at Daub 2/3/45, investment lost in 8/1946
42-85668 taken bk at Daub 2/3/45, released bk to China on 5/23/45
42-85672 taken bk at Daub 2/3/45, investment lost in 8/1946
This was not the first time China operated the C/n # built Remarks
NAA’s NA-16. Prior to World War Two, China had 48-732/746 (15) NA-16-3C (charge
obtained 100 NA-16s of different variants through #NA-48), P &W
direct purchase. They were armed version and were R-1340(S3H1) engine,
used as both trainer and attack aircraft. On February retractable landing gears,
23, 1938, China Nationalist Government placed an antenna wire post in front
order for 35 aircraft and they were designated NA-16- of cockpit, and rounded
4. They were armed with two synchronized 0.30 rudder.
calibre machine guns firing forward and a flexible
mounted 0.30 calibre machine gun mounted aft. NAA Between late 1938 and early 1939, a proposal to
charge number was NA-41. They were similar to BT- China on a single seat fighter based on the NA-16
9C with Wright Whirlwind engine and fixed landing design was made by NAA but for unknown reason,
gears. Since, they were direct purchase and not ex- none was procured.
USAAC machines, no USAAC serials were assigned. c/n # built Remarks
C/n # built Remarks N/A (0) NA-16-5 (charge # NA-53)
41-697/731 (35) NA-16-4 Proposed single seat fighter for
(charge # NA-41), Wright China based on the NA-16 design.
R-975-E3 engine, fixed On April 18, 1939, China Nationalist Government
landing gears, antenna placed a third order with NAA for 50 more NA-16-4
wire post in front of trainer. They received NAA charge number NA-56.
cockpit, and rounded They were similar to BC-1A (NA-55) with fixed
rudder. landing gear and powered by a Pratt & Whitney R-
On the same date, China Nationalist Government 1340 engine.
placed another order for 15 two-seat light bomber c/n # built Remarks
variants designated NA-16-3C and the NAA charge 56-1453/1502 (50) NA-16-4 (charge #NA-56),
number was NA-48. They were similar to BC-1 (NA- P& W R-1340(S3H1) engine,
36) with retractable landing gears and powered by a
Pratt & Whitney (P&W) R-1340 radial engine.
fixed landing gears, no Two. Reference 10 states that 170 were purchased
antenna wire post, and and these aircraft were designated by the China
triangular rudder. Nationalist Government as AT-16. These upgraded T-
6s can be distinguished from the AT-6Ds supplied
In all, 100 NA-16s were supplied to China through under lend-lease by a teardrop shape attachment
direct purchase before World War Two. located behind the cockpit which houses the radio
According to Reference 8, in 1951, the China compass loop antenna and the lack of wire post in
Nationalist Government, now exiled in Taiwan, front of the cockpit. Taiwan had to purchase military
purchased 12 exT-6Ds (upgraded by NAA) through a aircraft to build up its defense during that time period
private agency in the U.S. to fill the need of training because the United States did not include Taiwan as
military pilots. The author has seen a total of 27 part of the containment strategy to counter the
upgraded T-6s parked in formation in a photo taken communist expansion until 1953-1954 when massive
during an inspection ceremony in Taiwan. Therefore, number of military aircraft began to flow to Taiwan
it is likely that at least 27 of the upgraded T-6s and under the Mutual Defense Assistance Program.
not 12 were supplied to Taiwan after World War
Vultee BT-13A
Between the twenties and the forties, flight 1944. However, the author can only identify from
training of the USAAC aircrew went through three USAAC/USAAF records that only 16 BT-13As were
phases, namely, the “primary” flight training, then the assigned to China under lend-lease Requisition CH-
“basic” flight training, and finally the “advanced” 43. These BT-13As were ex USAAF machines and
flight training. Specific types of training aircraft were shipped from Newark, New Jersey in August 1944.
procured for each phase of the flight training. So, They arrived in India in early 1945. Similar to lend-
training aircraft procured for primary fight training lease AT-6Ds supplied to China as described earlier
were designated “PT-Primary Trainer”. Those in this article, these BT-13As were also diverted back
procured for basic flight training and advanced flight to USAAF control in “DAUB” on February 5, 1945.
training were designated “BT-Basic Trainer” and Reference 11 reported that these lend-lease BT-13As
“AT-Advanced Trainer” respectively. The Vultee’s were mainly used for night flight training or
single engine low wing BT-13 was procured for basic instrument flight training. USAAC/USAAF records
flight training and was essentially the only type of show that only five of these lend-lease BT-13As were
trainer in massive production for the USAAC during eventually released to China in December 1945. Most
World War Two for “basic” flight training. (One may others were off-charged due to accidents
argue that the Vultee BT-15s were also produced in (condemned) or wear and tear (investment lost).
large number too. However, BT-15 was essentially a Three were sold to the Government of India in April
BT-13 but powered by a Wright R-975-11 engine 1946. One of the five BT-13As released to China was
instead of a Pratt & Whitney R-985-AN-1 engine. identified from USAAC/USAAF record to have been
During that time period, a change in aircraft engine transferred to COAA (Commission on Aeronautical
type, in this case, from a Pratt & Whitney engine to a Affairs) of China. A Photo in Reference 11 shows one
Wright engine, would require a change in the aircraft BT-13A in China National Aviation Corporation
designation. The main reason why the BT-15s were (CNAC) markings which is a Chinese character
built was because Pratt & Whitney could not keep up representing the first character of the company’s
with the production of the R-985-AN radial engines name in a circular blue background. The author
and USAAC decided to installed the Wright R-975 believes that this must have been the BT-13A
engine in the production BT-13s which became the transferred to COAA on December 9, 1945 which
BT-15s.) was passed onto CNAC probably for the airline pilot
According to Reference 4, 30 BT-13As were training.
approved for lend-lease transfer to China in July
USAAF serials Remarks
41-10441 taken bk at Daub 2/5/45, Condemned/ Salvaged
41-10966 taken bk at Daub 2/5/45, released to China 12/29/45
42-88680 taken bk at Daub 2/5/45, Condemned/ Salvaged.
42-89087 taken bk at Daub 2/5/45, to COAA 12/9/45
Ryan PT-22
The PT-22 low-wing monoplane was derived for unknown reason in October 1944 of which two
from Ryan’s ST (Sport Trainer) intended for civilian were transferred back to China in June 1945 again.
flying school. In 1939, a ST-A was evaluated by Another seven more were also diverted back to
USAAC which led to the procurement of a relatively USAAF on unknown date. According to
small number as primary trainer and received Reference 1, after the flight training school was
USAAC designation YPT-16. This led to the closed in November 1945, 207 aircraft were shipped
progressive development of the PT-20, PT-21, and to Shanghai in April 1946. The author believes that
eventually the PT-22 which USAAC ordered the the surviving PT-22s must have been amount these
greatest numbers. PT-22 was powered by a Kinner R- 207 aircraft. Though these aircraft were lend-lease
540 radial engine and 1023 were built. There were material, US decided to let China keep them and there
only two lend-lease recipients of this type of training was no record of any of the surviving aircraft being
aircraft: China and Ecuador. PT-22s were also returned to U.S. possession.
ordered by the Government of the Netherlands East Some aviation books reported that these 70 lend-
Indies but the fall of Java to Japan in May 1942, led lease aircraft were a mix of PT-20s, PT-21s, and PT-
to the incorporation of these 25 planes into USAAC 22s. USAAC records do not support this claim. These
inventory and they were designated PT-22A. 70 aircraft were all PT-22s.
Under Requisition C-248, 40 PT-22s were
authorized under the Defense Aid in December 1941 USAAF serials # Remarks
and 30 more in January 1942 to be supplied to China 41-15177/15216 (40) del. in August 1943
under lend-lease. They were delivered in August of 41-15298/15327 (30) del. in August 1943
1943. These PT-22s were accepted by USAAF from USAAF Remarks
the manufacturer in November 1941 but stayed with
41-15177 to Lahore for Chinese Flight Training School
Ryan for almost 2 years before they were shipped to (CFTS) in 8/43
China. USAAC/USAAF records show that they 41-15178 to Lahore for CFTS in 8/43
41-15179 to Lahore for CFTS in 8/43
accumulated very little flying hours during this 41-15180 to Lahore for CFTS in 8/43
“storage” period which means that these aircraft were 41-15181 to Lahore for CFTS in 8/43
not used by USAAF for any flight training purpose. 41-15182 to Lahore for CFTS in 8/43
Similar to other types of training aircraft supplied to 41-15183 to Lahore for CFTS in 8/43
China, the PT-22s stayed in Lahore for flight training 41-15184 to Lahore for CFTS in 8/43
of the Chinese pilots conducted by USAAF 41-15186 to Lahore for CFTS in 8/43
personnel. Six PT-22s were diverted back to USAAF 41-15187 to Lahore for CFTS in 8/43
41-15188 to Lahore for CFTS in 8/43 41-15311 to Lahore for CFTS in 8/43
41-15193 to Lahore for CFTS in 8/43 41-15316 to Lahore for CFTS in 8/43,
41-15194 to Lahore for CFTS in 8/43 (*div. bk to USAAF on unknown
41-15195 to Lahore for CFTS in 8/43 date), investment lost in 4/1946
41-15198 to Lahore for CFTS in 8/43, 41-15319 to Lahore for CFTS in 8/43
(*div. bk to USAAF on unknown date), 41-15320 to Lahore for CFTS in 8/43
investment lost in 4/1946 41-15321 to Lahore for CFTS in 8/43
41-15200 to Lahore for CFTS in 8/43 41-15323 to Lahore for CFTS in 8/43, div.
41-15201 to Lahore for CFTS in 8/43 from China to USAAF in 10/44,
41-15202 to Lahore for CFTS in 8/43 investment lost in 4/1946
41-15205 to Lahore for CFTS in 8/43 41-15326 to Lahore for CFTS in 8/43, div.
41-15206 to Lahore for CFTS in 8/43, from China to USAAF in 10/44, then
(*div. bk to USAAF on unknown date), diverted bk to China in 6/1945
investment lost in 4/1946 41-15327 to Lahore for CFTS in 8/43, div.
41-15207 to Lahore for CFTS in 8/43 from China to USAAF in 10/44, then diverted bk to
41-15208 to Lahore for CFTS in 8/43 China in 6/1945
41-15210 to Lahore for CFTS in 8/43 Note *: Though not explicitly stated in
41-15211 to Lahore for CFTS in 8/43 USAAC/USAAF records, other telltale information
41-15212 to Lahore for CFTS in 8/43 suggests that these seven PT-22s were also diverted
back to USAAF control on unknown date.
Note: Lend-lease supply of PT-22s to China was not
41-15298 to Lahore for CFTS in 8/43, the first time China operated the Ryan’s ST-type
(*div. bk to USAAF on unknown date), aircraft. In 1940, China purchased 50 Ryan STM-
investment lost in 4/1946 2s(Sport Trainer Military) directly from Ryan of
41-15299 to Lahore for CFTS in 8/43 which 48 were 2-seat STM-2E trainers and two were
41-15300 to Lahore for CFTS in 8/43, div.
from China to USAAF in 10/44, condemned 3/45
single-seat STM-2P pursuit trainers. The STM-2Ps
41-15301 to Lahore for CFTS in 8/43, had the front cockpit covered and were armed with a
(*div. bk to USAAF on unknown date), single 0.3 calibre machine gun installed inside the
investment lost in 4/1946 fuselage and firing through the propeller. Delivery to
41-15302 to Lahore for CFTS in 8/43, China began from the factory in February 1940 and
(*div. bk to USAAF on unknown
date), investment lost in 4/1946
all were delivered by the Spring of 1941.
c/n # built Remarks
41-15305 to Lahore for CFTS in 8/43, div. 356/374 (19) STM-2E
from China to USAAF in 10/44, investment 377/405 (29) STM-2E
lost in 4/1946 375/376 (2) STM-2P
41-15306 to Lahore for CFTS in 8/43, div.
from China to USAAF in 10/44, Though the STM-2 and the PT-22 (Model ST-3)
condemned 12/1944. were similar types of aircraft from the same
manufacturer, the front section of these two types are
41-15309 to Lahore for CFTS in 8/43, quite different in appearance because of different
(*div. bk to USAAF on unknown types of engine installed. The PT-22s, with the Kinner
date), investment lost in 4/1946 R-540-1 radial engine, had a more streamlined bullet-
41-15310 to Lahore for CFTS in 8/43 shape front section with the engine cylinders
protruding out of the front fuselage for cooling. The cool the engine cylinders. Also the PT-22 was a bit
STM-2s, with the Menasco C-4S inline air-cooled longer in length than the STM-2 but this distinction
engine, had a more cylindrical shape front section was not readily obvious.
with a big forward-facing opening to allow air flow to
Summary
Through lend-lease, United States supplied China The fact that China Nationalist Government also
with eight AT-7s, 20 AT-6Ds, 16 BT-13As, and 70 purchased similar types of aircraft from the U.S.
PT-22s. Those supplied in 1943 and after were kept in before World War Two adds confusion to many
India where Chinese pilots were trained by USAAF in aviation historians on the exact identities of these
these aircraft. Some of these aircraft were diverted lend-lease training aircraft. The following table
back to USAAF control while in India. Among these summarizes the 4 types of trainer supplied to China
aircraft, only some (but not all) were eventually under lend-lease and the similar types that were
released to China when the CFTS in India was operated by China through direct purchase earlier:
disbanded in November 1945.
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Lend lease trainer supplied Similar type(s) operated by China through direct purchase
to China before lend-lease
AT-7 (8 supplied and 8 received) Beech Model 18R (6)
AT-6D (20 supplied, only 2 NA-16-4 (35)

received) NA-16-3C (15)
NA-16-5 (0)
NA-16-4 (50)
BT-13A (16 supplied, only 5 None
received)
PT-22 (70 supplied, 59 Ryan Models STM-2E (48) and STM-2P (2)
received)
W. Yip (#1421) USA.

Author’s Note:
This is author’s effort to research into under lend-lease. The source of information 1941 and this article covers the period from
four types of training aircraft supplied to for this article is mainly from the United 1939 to 1945. The author plans to present the
China through lend-lease during World War States Air Force Historical Research Agency. remaining three types of lend-lease training
Two with emphasis on the identities (USAAC It is unfortunate that the author does not have aircraft (Stearman PT-17, Fairchild PT-19,
serial numbers) of these aircraft. Lend-lease much to offer in this article on the service and Cessna AT-17) to China in future articles.
training aircraft supplied to China were history of these aircraft after they were Again, this article is by no means complete.
generally not well documented. There are a released to China and the serials (if any) The author welcomes comments and
good number of aviation books on Chinese assigned to these aircraft by China. Also, in corrections from readers on this subject.
military aircraft of World War Two mainly on this article readers can detect a mix use of the
the history of the Flying Tiger but there is terms USAAC and USAAF. The reason is
little mentioning of the training types supplied USAAC was renamed USAAF on June 20,
References
1. “A History of Chinese Aviation – Encyclopedia Allies 1938-1945 Purchases and Lend-Lease” by 9. American Aviation Historical Society Journal
of Aircraft and Aviation in China until 1949” by Phil Butler with Dan Hagedorn. Vol. 23, No. 2 (Summer 1979), “North American
Lennart Andersson 5. United States Government document titled, Aviation, Inc. Training Aircraft” by Dustin Carter
2. “The Modification and Development of Training “Lend-Lease Shipments, World War II” Section 10.http://www.cwlam2000.co.nf/cafx20.htm
Aircraft for AAF Use” by Dr. Edward O. Purtee, VII, dated 31 December 1946. 11.http://www.cwlam2000.co.nf/cafx43.htm
dated November 1946. Prepared by Historical 6. “Historical Aviation Album, Volume VI”, article 12. [U.S.] Air Force Historical Research Agency
Section Intelligence (T-2, Air Materiel Command, on Beechcraft Model 18 by Ron Neal Records ACR28 (for PT-22), ACRs 26, 32, 56, &
Wright Field. 7. “North American Aircraft 1934-1998 Volume 1” 71 (for BT-13A), ACR70 (for AT-6D) and ACR40
3. “The Aircrafts of Chinese Air Force in the Sino- by Norm Avery (for AT-7)
Japan War” published by Wings of China, Taiwan 8 “North American T-6 SNJ, Harvard and 13. “Ryan Guidebook” by Dorr B. Carpenter and
4. “Air Arsenal North America – Aircraft for the Wirraway” by Peter C. Smith Mitch Mayborn
-books-books-books-books-books-books-books-books-books-books-books-books-books-
service. There is also a summary of
model kits, past and present, in all
available scales.
Rich Dann has turned up many new
wrinkles in the Buffalo story, and the
book will please the casual enthusiast and
Buffalo expert alike.
Jim Maas (#411) USA.
Brewster F2A Buffalo and Export

Variants: Naval Fighters Number 104,
Richard S. Dann and Steve Ginter, Steve
Ginter 2017, ISBN 13: 978-0-9968258-6-
3, softbound, 176pp, 310 images
Maintaining the widely respected
and standardized format of the Ginter
Naval Fighters series, this tight, well-
Brewster F2A Buffalo and Export
crafted monograph at long last pulls
Variants, by Rich Dann and Steve
together, in one volume, the best overall Russian Aviation Colours 1909-1922
Ginter. Ginter Naval Fighters Number Vol. 3, by Marat Khairulin. MMP Stratus
summary on this study in contradictions
104 176 pages. ISBN 978-0-9968258-6- Publications. 167 pages. 8.5 inch by 12
ever published, in the opinion of the
3. Published July 2017 inch. UK cost ₤ 40.00.
reviewer.
Rich Dann, 30+ years asa naval Volume 3 is devoted to periods from
Rich in particular, in keeping with
aviator and man behind the USN's the formation of the Worker-Peasant Red
the standards of this series, with detailed
Centennial Heritage paint schemes, is Air Force in the wake of the October
images and excellent drawings – many of
also known for his previous histories in Revolution of 1917 to 1921. This
them crafted by Captain Dann – the
the Squadron-Signal series. His work on volume, in common with the first two,
roughly 52,960 word text is aided by 310
the Brewster F2A moves to the Ginter contains many rare photos and
images, and it would be my guess that
Naval Fighter series, giving him a larger complementary colour side-view
some 40% of these have probably never
canvass to portray the Brewster fighter's drawings that are to the same high quality
been published before or to this level of
history with the U.S. Navy and foreign as the earlier volumes. The artwork
clarity and interpretation.
air forces. More pages allow a detailed carried by the Russian aircraft is truly
Of particular interest to SAFO
look into the development of the F2A, its exceptional when compared to Western
readers are, of course, the pages between
service aboard carriers and at Midway, its Air Forces of the same era. Hopefully,
105 and 176, which deal with the use of
and eventual employment as a fighter some enterprising decal manufacturer
the redoubtable Finnish Model 239s, the
trainer in Florida. They also allow the will release some sets in the standard
ill-feted Belgian Model 339Bs, the
author to explore little-known aspects scales to help us modellers come up with
Netherlands East Indies Model 339C/D
like high-speed dive tests by NACA something truly different.
and the British Commonwealth Model
(NASA's predecessor) to measure trans- This volume begins with a brief
339Es. A surprise for this reader was the
sonic airflow over the wings, and Acknowledgement, followed by about
coverage of the little-known Netherlands
experiments with alternative armament fifty pages describing the development of
East Indies Model 339-23s, a designation
(the photo of a proposed eight-gun the now familiar Red Star insignia. Some
new to me and of course the spin-off
Buffalo is a bit stunning!). examples are bizarre to say the least as
Finnish VL Humu.
The photographic coverage includes the various units managed to find
There is also the standard kit
many previously unpublished factory different ways of getting it wrong! One
coverage for modelers, and I, for one,
detail shots, and at least one picture of thing new to me is that the well-known
was astonished by the information that
aircraft on the Lexington that amazed this Hammer & Sickle was originally the
apparently not fewer than 43 assorted kits
reviewer. Hammer & Plough.
have been produced to immortalize this
While the emphasis is on the U.S. The book then goes through the
controversial combat aircraft series!
use, there is good coverage of British, different Otryads, which is roughly a
It would be difficult to improve upon
Australian, Dutch, and Finnish aircraft, Squadron, recce units, the Moscow
this contribution to the literature, but it
aided by input from aviation historians Aviation School, variations on the Il’ya
can be hoped that the authors will find a
like Gerry Casius, Mark Haselden, Max Muromets unit markings and finishes,
USAAF evaluation report on the solitary
Schep, Ronnie Olsthoorn, and Kari and various individual pilot emblems.
F2A that somehow made its way to
Stenman. Fifty pages of the book are The colour illustrations cover some
Wright Field during the war! That would
devoted to foreign users with detail on 24 types. These are mainly Nieuport
be interesting reading as well!
the aircraft variants and an overview of scout variants (43), assorted French types
Dan Hagedorn (#394) USA.
(16) including the Salmson-Moineau side-view artwork on some 24 aircraft The 1969 conflict between El
SM1 one of the era’s odder looking together with upper surface views of the Salvador and Honduras was called the
aircraft, British types (17) mostly original finish and the later three-tone “Soccer War”, but it had much deeper
assorted Sopwiths but several DH-9s, scheme. roots than a game. In the early 1900s,
German recce aircraft (3) DFW & LVG Volume 3 of the same publisher’s short of laborers, Honduras imported
CVs, and Russian (7) two Anasal and work on Russian Aviation Colours has a workers from El Salvador, and more than
five Il’ya Muromets. Some of the above side view of an F.2B Fighter captured 300,000 Salvadoran settled in Honduras.
are captured aircraft from various fronts. and used by the Russians. These two However, when the Honduran
All in all, another triumph in this books have different opinions of the government felt the pressure of “land
series which makes me long for the final colours. reform”; rather than take land from the
volume next year (I hope) which will Also covered are the Sopwith rich landowners, they expropriated land
cover ‘Against Soviets’. Dolphin and Martinsyde Buzzard (the from the Salvadorians and repatriated
Malcolm Barratt (#1715) UK. one with overall red & white stripes). them to El Salvador. This influx of
A color three view and some photos destitute people put such financial and
[Editor’s note: It pays to shop around. At of a Sopwith Camel owned and flown by emotional stress on the Salvadorian
the current exchange rate (October 2017), an American volunteer is followed by government that they decided to use force
the UK price of ₤40.00 comes to $53.16. coverage of the few RAF SE5A aircraft to obtain land from Honduras. At first the
Amazon.com offers Vol. 1 for $75.00, showing two colour schemes and photo land campaign went well for El Salvador,
Vol. 2 for 32.29, and Vol. 3 for 43.50. coverage of several Savage Skywriting but it bogged down when the Honduran
Casemate has Vol. 1 on sale for $48.99.] aircraft which visited Poland. Air Force took command of the skies and
I have to confess that the previous 21 carried out devastating attacks on
editions of this series have eluded me so Salvadorian ground forces. The war was
far, but if this is the standard they are over in 100 hours.
well worth seeking out as they cover all This book describes both the land
periods of Polish aviation and have many and air combat in detail. There are over
rare and interesting photos. 90 photos – the vast majority of which
Malcolm Barratt (#1715) UK. are of aircraft. Sixteen pages of color
illustrations include 5 maps and 22
[Editor’s note: The volumes of Polish excellent color aircraft profiles:
Wings that I have seen are excellent and `Fuerza Aérea Salvadoreña (FAS)
can be highly recommended. Vol. 22 is Vought FG-1D Corsair (2), Douglas C-
available from Amazon.com for $18.12.] 47, North American Mustangs (4) and
SNJ-5, Cessna U-17A, 310 and T-41, and
Piper PA-28.
Fuerza Aérea Hondureña (FAH)
Vought F4U-4/-5N Corsair (5); North
American T-28A and SNJ-4, Douglas
C-47, and Cessna U-17A
These profiles are accompanied by
Polish Wings 22: Bristol F.2B Fighter, informative captions; as the following
RAF SE5a, Sopwith 1F.1 Camel, examples show:
Sopwith 5F.1 Dolphin, Martinsyde F.4 The most famous aircraft of the war
Buzzard, by Thmasz J. Kopanski. Status is Vought Corsair F4U-5N FAH-609: On
Publications. 80 A4-size pages. UK price 17 July, Captain Fernando Soto
₤15.00. Henriquez shot down two FAS FG-1D
This publication covers the British and a Mustang II,
fighter aircraft delivered to the emergent Also of special notice is T-28A
Polish nation after the Russian FAH-213 that Lieutenant Roberto
Revolution of 1917. There is a general Mendiza was flying when he damaged a
overview of the situation and a chapter on FAS FG-1D that was attacking the
the Camouflage & Markings mainly Honduran Air Force Headquarters.
British PC10 over clear dope, but also a The 100 Hour War: The Conflict C-47s of both the FAS (FAS-104)
Polish Green and in latter days the Polish between Honduras and El Salvador in and (FAH-301)_ were used as bombers
3-tone 1924 pattern and colours. July 1969, by Mario Overall & Dan as was Cessna T-41A (FAS-91) when it
The main content is the coverage of Hagedorn. Latin America @ War, No. 3. attacked Honduran military positions
the many Bristol F.2B Fighter bought by 72 A-4 pages (Soft bound) Published by rolling out 60mm and 81mm mortar
Poland; only three of which had the Rolls Helion & Company, UK. Distributed in shells.
Royce Falcon engine - the remainder the US by Casemate, 1950 Lawrence Rd., I found the maps of the ground
having Hispano-Suiza engines.. There are Havertown, PA 19083. $49.95. campaign difficult to coordinate with the
text, but two maps of aerial activity were “The Strategic Situation” The back
fascinating: The first shows the FAS ground of the conflict between Argentina
plans for an preemptive air strike on and the UK over the Falkland
strategic targets in Honduras on the first Islands/Islas Malvinas is covered up to
day of the war (July 14) – for reasons the time the British Task Force arrived in
unknown, the majority of these targets the area. Defending the Royal Navy Task
were not attacked., The second map force against Argentine Air Force (FAA)
shows FAH successful July 15 retaliatory attacks were two squadrons flying 20 Sea
attacks on Salvadoran targets. Harriers between them.
A story within a story is the FAS “The Combatants” describes the
acquisition during the conflict of various training of Sea Harrier and
versions of the Mustang - including Mirage/Dagger pilots, and the tactics
F-51D, Trans Florida Mustang II, and used by both aircraft types.
Cavalier Mustang. These were all civilian “Combat” begins on page 48. “FA
a/c that required re-militarized by fighter-bombers used daring and
installing guns and improvising gun courageous ltra low-level attacks
sights. frequently escaping the Sea Harrier’s
The two appendices provide order- limited capabilities to inflict serious
of-battle for both the FAS and FAH in Sea Harrier FRS 1 vs Mirage damage to task force elements,” The
July 1969. These tables list: Type, MSN, III/Dagger, by Douglas C. Dildy and authors go into great detail describing
Prev. ID, Serial, and Comments. At the Pablo Calcaterra. Osprey Duel Series. 80 each encounter between Sea Harrier and
beginning of the war on 14 July, the FAS pages (soft cover). Osprey Publishing Mirage/Dagger - as to be expected from
had 29 aircraft and the FAH had 34 www.ospreypublishing.com. an author who is a former F-15 pilot.
aircraft. I was not familiar with Osprey’s The book ends with “Statistics and
This book is highly recommended to “Duel” series, but when I received an Analysis” and “Aftermath’.
all aviations enthusiasts including the issue from these authors, I knew I was in The book is well illustrated with
modelers looking for something unique for a treat because of the high quality of color photos . One disappointment is the
for their next small-air-forces project. For their work in SAFO. lack of color profiles of the aircraft that
the aviation historian, It is an excellent The book begins with four chapters participated in the combats. However,
case study of the proper use of air power of background information: there are nice color 3-view drawing of a
(FAH) and the and the dangers of “Design and Development” covers FAA Dagger and a RN Sea Harrier.
maintaining a viable air force (FAS). the development of the Mirage IIIEA and Sea Harrier FRS 1 vs Mirage
The 100 Hour War is available from its evolution into the Dagger. Similarly, III/Dagger is a well-research book and a
Casemate for $32.50 and a real bargain the steps from Harrier to Sea Harrier are thoroughly enjoyable read. It is available
from Amazon.com for $20.67. covered. in the UK for ₤12.99 and the US for
“Technical Specifications” Technical $20.00. It is also available from
specifications for the Mirage IIIEA, Amazon.com for $15.28.
Dagger, and Sea Harrier FRS 1 are
described next.
-decals-decals-decals-decals-decals-decals-decals-decals-decals-decals-decals-decals-
decals- decals- decals- decals- decals- decals- decals- decals- decals- decals- decals- decals-
[Editor’s note: These Kits-World decals caught my attention in the “New Products” department in a recent issue of FineScale Modeler. The number
of countries cover by these three sheets is mind-boggling. I found kits-World on the Internet at www.kitswold.com.uk where these three decal sheets
are listed at ₤10.20 – approximately $13.50 at the current exchange rate (October 2017).]
KW172141 North American Rockwell KW172143 North American F-86 KW172144 Hawker Hurricane:
OV-10 Bronco Sabre Foreign Operators
1. OV-10F Bronco, operated by 1. F-86F-30, 251-02/C-102, Grupo 1 de 1. Hawker Hurricane Mk. I/Trop, Z4434,
Skadron Udara 21, Indonesian Air Force. Caza Bombardero IVº, Brigada Aerea, operated by the Groupe Bretagne, Forces
2. OV-10A Bronco, operated by the Fuerza Aerea Argentina, based at Aerea Aériennes Françaises Libres (FAFL), North
Naval Weapons Evaluation Facility, Militar El Plumerillo (Mendoza), 1960's. Africa, 1942.
based at NWEF Albuquerque, New 2. Sabre Mk.2 (F-86E(M)), 19241/241, 2. Hawker Hurricane Mk. IIb/Trop,
Mexico, early 1980's. 141 Filo, Turkish Hava Kuvvetleri, Z5664, operated by 2-VI-G IV,KNIL-LVA,
3. OV-10C Bronco, operated by the 1960's. Kalidjati, Java, Dutch East Indies, 1942.
16th Strike Squadron, 15th Strike Wing, 3. F-86F-25, '265', 1st Fighter Bomber 3. Hawker Hurricane Mk. IIc/Trop, 2-13,
Philippines Air Force, based at Danielo Squadron, Imperial Ethiopian Air Force, operated by the Imperial Iranian Air Force,
Atienza AB, 2005. Debre Zebit Air Base, 1960's. Doshan Teppeh AB, 1947.
4. OV-10E Bronco, operated by 4. F-86F, '132', Escuadron de Caza 12, 4. Hawker Hurricane Mk. IIc/Trop, 2-32,
Escuadron 40, Venezuelan Air Force, Fuerza Aerea Peruana, late 1950's operated by the Imperial Iranian Air Force,
Doshan Teppeh AB, 1947. (Aircraft has
mid-1980's. 5. Sabre Mk.6, 1815/815, 18 Squadron
been modified as a two-seat trainer).
5. OV-10E Bronco, operated by 'War Hawks', based at Masroor AB,
5. Hawker Hurricane Mk. IIc/Trop,
Escuadron 40, Venezuelan Air Force, Pakistan, 1981. HL988, operated by the Türk Hava
1990's. 6. F-86F-40, 54026/SA, flown by Sqdn Kuvvetleri (Turkish Air Force), Middle
6. OV-10A Bronco, operated by the US Ldr Mohammed Mahmood Alam, 11th East, 1942. Note overpainted original RAF
Naval Air Test Center, based at NAS Fighter Squadron, 32nd Air Wing, markings.
Patuxent River, Maryland, early 1980's. Sargodha AB, Iran, 1965. 6. Hawker Hurricane Mk. I, HC456,
7. OV-10A Bronco, operated by the 7. F-86F-30, 3-140, Imperial Iranian flown by Capt. Heikki Kalaja, 1/LeLv 30,
Royal Moroccan Air Force, 1981. Air Force, based at Vahoati AB, but used Ilmavoimat (Finnish Air Force), Utti, July
8. OV-10B Bronco, operated by the in UN operations over the Congo, 1963. 1941.
Schie platzstaffel, Luftwaffe, based at L 8. Sabre Mk.27, FM-1909, No. 11 7. Hawker Hurricane Mk. IIc,
beck, West Germany, 1985. Squadron, Tentara Udara Diraja, MP+B/624, operated by the Esquadrilha
9. OV-10C Bronco, operated by 411 Malaysia, 1970's. MP, Força Aérea Portuguesa (Portuguese
Squadron, 41 Wing, Royal Thai Air Air Force), Sintra AB, Portugal, 1950's.
Force, based at Chiang Mai, 2002. 8. Hawker Hurricane Mk. I, '2', flown by
10. OV-10A Bronco, operated by VMO- Adj. stag. av. Eugen (Evghenie) Camen-
2, based at MCALF Camp Pendleton, cianu, Escadrila 53, Grupul 5 Vânătoare,
1970's. Aeriene Regale ale României (Royal
11. OV-10A Bronco, operated by the Romanian Air Force), Mamaia, June 1941.
9. Hawker Hurricane Mk. IIb, Z3227,
Naval Weapons Center, NAS China
operated by the 769th IAP, 122nd IAD,
Lake, mid-1970's.
PVO, Poduzhemye airfield, March 1942.
-letters- letters- letters- letters- letters- letters- letters- letters- letters- letters- letters-
[Editor: I wrote to the author of the covers for Blenheim, Serbian AF trained military officers thus ending the
article on Yugoslav Hawker Furys that Memorial and RYAAF Combat Diary. It's Yemeni Mutawakkilite monarchy in
appeared in the French magazine Avions up to you. My website September 1962. The Yemeni Arab
asking for permission to publish an www.leadenskybooks is active, but not Republic (YAR) was created and fighting
English translation of his article. His its Paypal segment. It’s also not ignited the North Yemen Civil War. The
answer follows.] completed/updated at the moment war began in 1962 and ended in 1970; the
“I’m always willing to cooperate, but (couple of titles missing). I hope it will Republicans received support from Egypt
at this time I’m not in position to do so. be updated in near future with all gadgets and the Soviet Union while the Royalist
The Fury article represents almost one functioning. I’ll let you know. If anyone forces loyal to the imamate were
third of the material from my new book is interested in my books (couple of them supported by the monarchies of Saudi
(Hawker – The Yugoslav Story: Fury, left) I should be contacted via email. Arabia and Jordan.
Hind and Hurricane in VVKJ Service). “Give me some time and I will “I am looking forwarded to the new
The text and translation into English are prepare a nice small article for SAFO IL-10 1/72-scale Il-10 kit to be released
finished, as well as the Fury and Hind regarding Serbian/Yugoslav aircraft. It by FLY. It will be a welcome alternate to
color profiles; and I’m waiting for will be my pleasure.” the 45 year old KP kit. The
Hurricane profiles to be done. It will be Aleksandar M. Ognjevic Mutawakkilite Kingdom of Yemen
in A4 hardcover, about 200+ pages and used a solid red flag with a sword and a
photos and 30+ color profiles. It’s “I thoroughly enjoyed #162, red-white-red roundel for its aircraft until
scheduled for release in 2018 on the 77th especially the photos in Exotic Birds 11. the abolishing of the monarchy in 1962.
anniversary of the April War. The photo of the Tu-134A highlighted Perhaps, your readers could provide more
“I hope you understand my position the legacy of the Cold War with the information on the camouflage,
regarding the Fury article published in replacement of the Belarus white flag markings, and service for the Yemeni
Avions. If I can help in any other way, with red bar with the current Soviet era Il-10. The markings would truly be more
please let me know.” red and green flag sans hammer and exotic that the more commonplace
Aleksandar M. Ognjevic sickle. markings for Il-10 in Soviet, North
“The photo of the camouflaged Korean and Warsaw Pact air force
[Editor: In a follow-up letter, Aleksandar Morocco Sea Furies raised some service.”
wrote:] questions. The decal sheet from Print Vince Gostkowski (#860) USA.
“There is only couple of us here Scale released earlier this year noted the
writing about Serbian/Royal Yugoslav/ aircraft were either bare metal or painted “Congratulations on another
post-WW2 Yugoslav Air Forces. The grey with the Moroccan red disc with a excellent edition of SAFO. Though I’m
generation before us has done absolutely green or gold star insignia. It would be not keen on jet aviation, the items on the
nothing regarding these issues. great to get more information on the Mexican Vampires and 20 Arab
“Leadensky Books is a one-man camouflage colors and the rare green star Squadron were something of a revelation.
band (me) and beside that there is only a insignia on the fuselage and wings noted Part 2 of LVA 1917 was well up to Frits
very small publishing ‘business’. I’m in the photo caption. Gerdessn’s usual high standard in the
writing articles for Avions and some “The article of the pan-Arab No. 20 ‘I’ve never seen that photo before’
local magazines. I wrote and published Squadron, especially its service in department. And thanks to Greg Kozak
the books, Blenheim: The Yugoslav Story Yemen, raised some interesting for the Mali Let L-200 – some inspiration
(2014 English), Serbian AF Memorial: questions. I read that 24 Il-10 (B-33 for a model there, especially now that I
Col Miodrag Tomic Memoires (2015 Czech-built versions) were exported to checked it out in colour on Airliners.net.
English-Serbian), Combat Diary: Royal Yemen in 1957. Yemen was ruled as an Thanks to Rudi Hoefling for mentioning
Yugoslav Army AF, April 1941 Vol 1 one absolute monarchy at the time. The the Austrian Fait CR20 decals – alas my
of four planned (2016 Serbian), Secrets Mutawakkilite Kingdom of Yemen had eyesight will only accept 1/48 and bigger
of Royal Treasure (2016 Serbian; been proclaimed in 1926; Imam Ahmad these days.”
publisher was Evro Book), and I was one succeeded his father as temporal king as Malcolm Barratt (#1715) UK.
of main contributors to Brian Cull’s well as a (Zaydi) spiritual leader in 1955.
Blenheim over Greece and Crete (2014). His reign was marked by growing friction “I am looking for info on the F-86 in
“A couple of us here are writing for with Britain whose presence in the south Panamanian markings that was a ‘gate
foreign magazines. At the moment I’m stood in the way of his aspiration for the guard’ outside the Tocumen Air Force
stretched between four projects (read creation of Greater Yemen. In 1956, base in 1975. Dan Hagedorn's book
books) Hawker is one of them. Just to Ahmad, supported by Arab nationalism, contains a color picture of it. The aircraft
mention that my main interest is signed a mutual defense pact with Egypt. was called ‘El Halcon Gris’. Do any
Serbian/Yugoslav aviation history 1911- The Soviets supplied MiG-15 and SAFO readers have close-ups of the nose
1945 period. MiG-17 along with the IL-10's. or wing markings?
“I will send a photo of the book “Ahmad died in 1962 and was Greg Kozak (#1599) USA.
cover in pdf as soon as Hawker is succeeded by his son whose reign was
finished. If you want, I can send you the brief. He was deposed by Egyptian-
Lt. Van Wulfften Palthe crashed on 6 June 1918 during the visit by Prince On 9 March capt. F.A. van Heijst took the War Minister aloft in DFW C.V
Hendrik (at left). Rumpler R421 was w/o, but the crew suffered D406, ex LA47.
only bruises.

Rumpler C.I R410 (ex 2560/17) was short-lived. Interned intact on 1
December 1917, it was lost in a crash on 5 February 1918. The pilot, Lt. R.
Drost, was unhurt and the Benz engine survived and was later mounted in
Albatros C.III AL411 (6299/17, interned on 7 December 1917). On 6 June, Prince Hendrik was a passenger of capt. Van Heijst in DFW
C.V D406, ex LA47. At right sgt., J.W. van der Drift.
107
A-203 after the war. Armed with a pair of Matra R550 Magic “heat seeking” missiles, its “kill markings” are proudly displayed ahead
of the 2° Escuadrilla Aeronaval de Caza y Ataque “La Lora” (“Angry Parrot”) squadron emblem. (Juan Carlos Cicalesi Archive)
A-204 on exhibition during an ‘open day’ at BAN Comandante Espora, with its wide assortment of weaponry, as well as a
reconnaissance pod, on display around it. (Martin Otero)

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small vol. 41 no.

Argentine Super Etendard in Action

vol. 41 no. 3 (163) January 2018

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

CONTENTS Order, by. a check in US dollars, Clearinghouse. All rights reserved.

AUSTRALA Website: www.ediservice.it.

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

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

Photos continue on pages 74 and 107

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

Lend-lease AT-6D in Chinese Air Force Markings.

North American Aviation (NAA) AT-6D

AT-6D (20 supplied, only 2 NA-16-4 (35)

W. Yip (#1421) USA.

Brewster F2A Buffalo and Export

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

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