Safo 147

small vol. 37 no.
3 (147)
January 2014
air forces
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Markings of Czechoslovakian Military Aircraft 1919-1939

Yugoslav & Croatian Avia-Fokker F.IX
Dutch Pre-WWI Military Aviation
Spanish Boeing Peashooter: Part 2
Brazilian North American B-25B
vol. 37 no.3 (147) January 2014

2
Brazilian North American B-25Bs.

See article on page 101.
1
74 Small Air Forces Observer Vol. 37, No. 3 (147) January 2014
SMALL AIR FORCES OBSERVER
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CONTENTS research are published in our SMALL AIR FORCES
Abstracts ................................................76 quarterly journal, the Small Air OBSERVER (USPS 439-450) is
Spanish P-26 Peashooter: Part2 Forces Observer (SAFO) Articles published quarterly for $20.00 (USA,
(Logoluso) .............................................77
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Pre WWI Dutch Military Aviation; Part 1 ....... obtained and the SAFO is identified Clearinghouse, 27965 Berwick Dr.,
(Gerdessen)............................................88 in the reprint. Carmel, CA 93923. Publication
Czechoslovak Insignia 1918-1939 (Ernst).....98
Brazilian North American B-25B
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-web-web-web-web-web-web-web-web-web-web-web-web-web-web-web-web-web-web-web-
[Editor’s Note: For more information ‘Rocas’ atoll, where two day earlier the being attacked could the Brazilian crews
on Brazilian B-25 attacks on German U- Brazilian merchant ship “Comandante respond. Accordingly, the Mitchell crew
Boats, check out the Website, História da Lyra" had been sunk by the Italian launched its load of depth charges which
Força Aérea Brasileira: submarine "Barbarigo". fell close to the submarine.
http://www.rudnei.cunha.nom.br/FAB/en “At 1400 hours, the B-25 crew – “Five days after this attack, two
/index.html. On the home page, select under the command of Cap-Av Parreiras other Brazilian B-25s from the same unit
English, choose Aircraft, and then Patrol. Horat (FAB).and including Cap-Av made attacks on German submarines.
The following is an excerpt from this Pamplona (FAB), 1st Lt Schwane Then, in August 1942, the German
Website.] (USAAF), Sgt Yates (USAAF), S/Sgt. submarine U-507 sank six ships with the
“The first attack on German U-boat Tyler (USAAF).and S/Sgt Robinson lose of 877 persons. As a consequence,
by a Brazilian crew was on 22 May 1942. (USAAF) found a surfaced submarine on 22 August 1942, the Brazilian
A B-25 Mitchell from the Aviões de which immediately started to shoot at the government declared war on Germany
Adaptação (Aircraft Adaptation Group) Brazilian airplane with it’s AA guns. and Italy.”
based at Fortaleza was on patrol near “As Brazil was still neutral, the rules
Fernando de Noronha archipelago and the of engagement dictated that only after
Small Air Forces Observer Vol. 37, No. 3 (147) January 2014 75
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AUSTRIA multi-view color drawings [F-84G, Agosto 2013 (100 pages) Color photo:
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The Spanish Boeing: The untold story
Part 2
Alfredo Logoluso
The Boeing is absent from the skies 1936. It was actually one of the Hawker-Hispano
According to a report signed by the Soviet Air "Fury". Actually, it was the Spanish "Fury" that had
Adviser in Republican Spain, Komdiv A. I. Bergolhts problems with its machinegun synchronization
and fighter pilot Starshij Lejtenant E.E. Erlhikin; at device. According to Lacalle, he flew the "Fury" and
the end September 1936, there were 18 serviceable Puparelli flew the "Boeing". Moreover, the Boeing
fighter aircraft at Madrid-Getafe: 9 Nieuports (Ni-H monoplane was not five years old in 1936, but first-
52), 4 Dewoitines (D.37), 2 Loires (46), 1 SPAD production "Furys" were. After Finick's articles were
(510), 1 Boeing (Model 281), 1 Avia (BH 33 published in the USA, guns synchronization troubles
probably unarmed for training), but with only 11 suffered by the Spanish "Fury" were wrongly ascribed
available fighter pilots: 6 Spaniards, 3 Russians, 2 to the Boeing Model 281 by some writers up to recent
Frenchmen. Also available were 18 bombers: 14 times.
Breguets (Bre 19), 2 Potez (54), 2 Douglas (armed In the middle of October, the Boeing monoplane
DC2 from LAPE’s commercial fleet). Between mid joined the Malraux "Escuadra España" on the Madrid
September and October 1936, Erlhikin flew 70 hours front where this "international" air unit had been
on 16 different aircraft types, probably including operating mainly from Barajas. Since September, it
testing the Boeing fighter. had lost most of its French-designed fighter aircraft,
During the first half of October, there were no mainly Ni-H 52s and Dewoitine D.37s shot down by
reported encounters with the Boeing monoplane by CR.32s of the "Aviación de el Tercio". Model 281
Nationalist airmen. Maybe the Model 281 was under was assigned to French mercenary pilot Jean Labitte,
repair after damage suffered by accident or due to an airman engaged by the Spanish Republican
enemy aerial bombing. Indeed, on the night of 3 Government in August 1936. According to Captain
October, a successful raid was carried out against Victor Veniel, a French pilot the "Armée de l'Air" and
Getafe airbase by two Ju 52/3m bombers (probably third-in-command of "Escuadra España" after André
flown by German crews), destroying on the ground Malraux and Abel Guides, Labitte overturned the
nine Republican aircraft, likely all the serviceable Ni- Boeing monoplane on his first landing in it without
H 52 fighters, as reported by Gavrijl Prokofjev who any serious injuries. The French pilot was saved by
serving with the "Escuadra Internacional" as a the efficient headrest and the aircraft suffered only
navigator on bombers. Possibly, more fighters parked minor damage thanks to its structural strength. It was
nearby were also damaged that same night, including rapidly repaired and made serviceable within few
the Boeing monoplane. days, being returned to a Spanish manned unit and
Beginning in October 1936, the American pilot, flown again by commander Puparelli.
Eugene Finick, engaged by the Spanish Republic the
month before, had reached Madrid and entered the “Boeing”, “Fury”, or Rata”
"Escuadra Internacional" at Getafe. He started as a Soon, the Boeing monoplane fighter was seen
gunner in Breguet 19s light bombers on the Toledo again on the central front. Italian Colonnello Ruggero
front. Remembering aircraft then available, Finick Bonomi, commander of the "Aviación de el Tercio",
wrote in 1937: “... we had a five-year-old Boeing wrote in his war diary on 19 October 1936: “A new
fighter on which they could never synchronize the type of fighter aircraft has been noticed on the Madrid
guns. It always came back with its own propeller shot front, I think it could be Russian....” This assumption,
full of holes. Lacalle -... he's the greatest ace the three weeks before the first I-16 fighters appeared
Spaniards have turned out... - flew the rattletrap old over Madrid, is probably the origin of Nationalist’s
Boeing....” This description has misled some trend to identify the Soviet monoplane fighter as a
researchers because Finick wrongly identified as a "Boeing" type built under license or copied by the
"Boeing" the fighter flown by Lacalle in October USSR. This, notwithstanding that an I-16 had been
statically presented in Italy, at the Milan Exhibition of listed the aircraft types then available. The transcript
1935, showing its cantilever wing structure and of his interview being archived by British Foreign
retractable undercarriage. The Boeing Model 281 was Office in FO 371 File (1936) 20547. (Research by B.
clearly a different aircraft - apart from the engine - Bridgeman, "The Fliers", self-published, 1989). Both
with its externally-braced wing and fixed a "Fury" and a Boeing were reported. Evidently there
undercarriage. As a consequence, during Spanish was no confusion between the two types (as happened
Civil War both Nationalists and their foreign allies, in Finick's press report) and Doherty's reference
Italians and Germans, often described the I-16 as a obviously refers to Model 281 fighter still serviceable
"Boeing" both in official and operational documents. on the Madrid front.
However, their most used name for the Soviet
monoplane fighter remained "Rata". The same Fiats vs. Breguets
happened with the Nationalist name for the Soviet SB By end October 1936, a series of occasionally
twin-engine monoplane bomber, that was called a correlated events signaled the final fate for the lone
"Martin Bomber" after its resemblance to the Martin Spanish Boeing fighter. First, 30 Soviet SB twin-
B-10, and because a negotiation for the purchase of engine bombers had been unloaded at Cartagena by
these American bombers was in progress between the the third week of the month, rapidly assembled to
Spanish Republican Government and the Glenn form three air-units within the so-called Grupo No. 12
Martin Company when the military revolt in Spain and based on three different airfields in northern
started. Finally, an American Curtiss "Hawk" biplane Murcia. From here, they began an immediate
fighter was also reported as ready for evaluation in bombing offensive against Nationalist airbases and
Spain before the civil war, thus accounting for enemy aircraft on the ground.
Nationalist name "Curtiss" later given to the Soviet I- At that time, the Nationalist fighter force
15 biplane fighter sent to Republican Spain in consisted of two CR.32 "Escuadrillas de Caza" of
October 1936. "Aviación de el Tercio" under the overall command
According to South African ex-RAF Flight of Capitano Dequal and based near Talavera de la
Lieutenant Vincent P.J.G. Doherty O'Loughlin, who Reína operating in the south-western sector of the
was engaged to fly for the Spanish Republic and was Madrid front. A third CR.32 Escuadrilla was being
serving with the "Escuadra Internacional" at Getafe in prepared at Seville-Tablada air-base in Andalucia,
September of 1936, on 20 October there were still with Capitano Maccagno as commander. One patrol
available near Madrid 4 Dewoitine 37s, 1 "Fury", 1 of CR.32s was detached from Seville to Granada
Loire, 1 Boeing, 3 Nieuport fighters; and 4 Potez 54s airfield for local air defense. Daily, a patrol of three
and 1 Bloch 200 twin-engine bombers, along with 1 CR.32s was detached from Talavera to Avila airfield,
Junkers and 1 Douglas transports armed and where a main force of Ju 52 bombers and He 51
converted into bombers (nine Soviet-produced fighters with German crews was based, covering the
fighters of an unknown type were also mistakenly north-western sector of the Madrid front.
reported as also present). Doherty served as a fighter On the evening of 27 October, after five days
pilot with the rank of Captain on the Toledo front without any encounters between Nationalist and
where, while flying a Dewoitine D.37, he was Republican airplanes near Madrid, a CR.32 patrol
seriously wounded by a 7.7 mm bullet in his left detached at Avila, led by ace Sottotenente Adriano
shoulder and another in his left leg, in combat against Mantelli with wingmen Sergente Maggiore Tullio
a FIAT CR.32. The Dewoitine returned to Getafe Serafini, and Sergente Raul Galli, was flying back to
with about 50 bullets holes in its fuselage. This Talavera when the Italians came upon a formation of
engagement likely happened on 25 September, the five enemy Breguet 19s in action near Peguerinos –
enemy pilot being Italian ace-to-be Guido Presel who without fighter escort. These Republican light
claimed on that occasion his first two air victories. bombers came from the last Breguet unit still
After more than two weeks to recover, Doherty operating on Madrid front, the "Escuadrilla
returned to England and visited the Air Ministry in González", led by Capitán Julio González Martín and
London on 28 October, where he reported on his based at Alcalá de Henares airport. The Breguets had
operations with the Spanish Republican Air Force and been sent unescorted over the front after an urgent
order given directly by Navy and Air Minister Meantime, Mantelli and Serafini continued their
Indalecio Prieto, to attack Nationalist troops of attack on the isolated Breguet. The Spanish his pilot
General Mola's 7th Division menacing Republican diving and maneuvering so violently that Ramos'
positions held by Comandante Niceto Rubio at machinegun broke off its bracket and fell out of the
Peguerinos. Since no fighters available to protect the aircraft. As remembered by Ramos: “Bullets
Breguets, the five Republican crews had been formed surrounded us everywhere; the oil-cooler had been
by volunteer personnel - five Spanish pilots, recently perforated and I was covered in oil and my goggles
trained apart their leader, with four Spanish and a were broken. I continuously called Alvarito; but he
Mexican machine gunner. didn't answer. Thinking he might be dead in the
As soon as Republican airmen took aim at their cockpit, I bailed out by parachute without knowing
target on the front along the Sierra de Malagón, the where I was....”. However, the pilot had not been
CR.32 patrol approached from out of the sun to killed and his Breguet was abandoned by the pursuing
intercept the enemy formation. The Breguets hastily CR.32s that went off to intercept the other four
unloaded their sixty 12 kg "Hispania" A5 bombs on aircraft of the Republican formation. He returned to
Nationalist vanguards and turned east towards their Alcalá de Henares airbase, although heavily damaged
base, but were soon overtaken by the faster fighters. and without its missing gunner. The gunner, Ramos,
As a first and unusual circumstance in Spain, all the landed near the left bank of the Aulencia River and
aircraft involved were camouflaged. The Breguets was initially keep in custody at El Escorial by a squad
had large ochre-yellow and olive-green irregular of militiamen who suspected he was Nationalist pilot.
patches applied on all upper-surfaces. Until then, they He was later freed by a Republican Army Medical
had flown in their prewar overall silver finish. Two Captain.
months earlier, the CR.32s had adopted a camouflage Meanwhile, while attacking the bulk of the
obtained by shaded reddish-brown narrow mottles on Republican formation, patrol leader Mantelli shot
sand-yellow painted upper and side-surfaces. down a Breguet that was seen to fall in flames behind
Four of the Breguets, with their leader, turned the Nationalist lines. This was probably the aircraft
right, and entered a steep dive, while the fifth bomber, flown by the unit commander González Martín who
occupying the far left side of the formation and was killed along with his gunner. This was the
initially distanced from the others, turned left instead, seventh individual victory claimed by Mantelli,
diving too, initially followed by the whole CR.32 known as the first Italian fighter ace in Spain.
patrol. Following the remaining Breguets eastward, with the
The isolated Breguet was then attacked from sun at their backs, the Italian pilots were in a
behind in turn by the three fighters. The Spanish pilot favorable position because the gunners defending the
dived low to prevent the CR.32s from firing from Breguets had their aim disturbed by the sun low on
below and out of sight of his tail gunner - the young the horizon and straight into their eyes. Attacking
and fresh trained José Ramos Miraut, who later together, Mantelli and Serafini shot down in
recalled: “... my machinegun malfunctioned; after succession the other three Breguets of the flight. The
firing the first shot, it continued firing when I released Republican aircraft were all shot down by light 7.7
the trigger, until stopping by its self. In these mm bullets: no CR.32 delivered to Spain being then
conditions, as soon as I had the target in my sights, I armed with the heavier 12.7 mm machinegun. One
opened fire as a man condemned to death who wanted Breguet fell to the ground killing both its crew-
to live, and although I had stopped pressing the members, and two crash landed in Republican
trigger, I followed the target with my gun until it territory near El Escorial, both crews saving their
disappeared out of sight....” One of the bullets from lives: pilot José María Romero Fernández with
7.69 mm bullet from Ramos' Vickers model K gunner Augusto Lecha Vilasuso, who were both with
machinegun had cut an aileron control cable on the "Aeronáutica Naval" at the beginning the civil
Galli's CR.32, forcing the Italian pilot to break off his war, and pilot Vicente Valls Llop wounded with
attack. Galli was able to skillfully fly his CR.32 for gunner Leopoldo Morquillas Rubio uninjured, both
40 kilometers and safely land at Avila were with the "Aviación Militar" on July 1936.
notwithstanding the serious damage to his controls.
Later, Romero became leader of RZ light bombers probable return route over the Sierra de Guadarrama.
1a Escuadrilla of Grupo 25 in 1937 and commander Soon the Italian pilot spotted the enemy patrol flying
of RZ Grupo 30 in 1938; Lecha became an I-15 east and chased it as it was approaching Republican
fighter pilot in 1937 and Dewoitine D.37 1a lines. Busy at his pursuit and unwary, Galli didn't
Escuadrilla leader in 1938, within Grupo 71 of coastal notice the lone Boeing fighter, flown by Puparelli,
defense. Morquillas became an I-15 fighter pilot and who was cruising above the Sierra de Guadarrama
Escuadrilla leader in the "Región Aérea del Norte" on front. Puparelli attacked the CR.32 from behind. An
the Cantabrian front in 1937, then CO of 2a accurate burst by Puparelli's machineguns struck the
Escuadrilla within Grupo 26 in 1937 and 1938. As a FIAT fighter, a bullet skimming Galli's head and
machinegun gunner during 1936, Morquillas was shot shattering the windscreen, but fortunately for the
down three times, always by CR.32s and with no careless pilot, nothing vital was hit on either man or
crewmembers killed: on 22 September in a Breguet machine. Recovering from the unpleasant surprise,
19 flown by Teniente Crescencio Ramos Pérez Galli carried out a successful evasion maneuver and
between Talavera de la Reína and Maqueda, hit by engaged in a keen air duel with the Boeing
Italian Escuadrilla leader Cap. Dequal; on 26 monoplane, while the SB bombers went away
September in a twin-engine Potez 540 bomber flown undisturbed.
by Teniente Gumersindo Areán Rodríguez shot down This aerial duel involved two skilled and
near Bargas, with five out of eight crew-members experienced pilots, and was only decided by the
wounded, hit by both Sottotenente Mantelli and strength and maneuverability of the nimble CR.32.
Sottotenente Cenni; finally on 27 October near El The FIAT survived the first burst by the American
Escorial, again shot-down by Sottotenente Mantelli fighter and then out turned the Boeing monoplane.
and Sergente Serafini. A fighter pilot since the After his first inconclusive attack, Puparelli didn't run
beginning of 1937, Morquillas was later credited as away - exploiting the higher horizontal speed of his
one of Republican top aces, claiming 21 individual aircraft - but made the mistake of facing the CR.32 in
and shared victories (confirmed or probable). When a dogfight. (The same tactical mistake was committed
civil war in Spain ended, he went to the USSR where later in Spain by several I-16 pilots.) After a tight
he flew with the VVS during the Second World War turn, Galli was able to reverse positions, easily getting
initially as the leader of an Il-2 Assault Squadron and on the Boeing’s tail. He fired his two 7.7 mm guns
then as an Air Division Inspector. seriously damaging his enemy’s aircraft. Puparelli
Mantelli and Serafini, with four more confirmed was not wounded, bailing out at high speed, he had a
victories to their credit, individual or shared, finally rib broken by the violent pull on the harness when his
landed at Talavera de la Reína as related earlier. parachute opened. Come down on Republican
During the next three days, Galli remained at territory near the city of Torrelaguna, about 25 miles
Avila, while his CR.32 was being repaired. north Madrid, Puparelli was recovered and
Meanwhile, the first SB bombers begun their planned hospitalized. Model 281 was destroyed beyond repair
air offensive, ordered by Soviet General Yakob when it crashed to the ground out of control.With his
Smushkevich alias "Andre Douglas", attacking aircraft damaged, Galli went back to Avila
Nationalist airbases at Caceres, Seville, Salamanca aerodrome, where his CR.32 was repaired once again.
and Talavera de la Reína. Many years after the civil war, Lacalle reported
that the Boeing monoplane was shot down near
The end of the Spanish Boeing Getafe, so that some writer wrongly supposed the
By the morning of 30 October, Galli had his event happened on 21 October, when CR.32s fought
CR.32 ready to go back to Talavera, but his against Republican fighters near and above that main
intervention was immediately required because a airbase. On that occasion, Italian pilots reported they
patrol of three enemy bombers flying deep into had seen a monoplane fighter retreating towards
Nationalist territory towards Salamanca had been just Madrid, identified as a Dewoitine D.500, quite unlike
pointed out. As reported later, three SBs bombed the American Model 281. The Italians claimed two
Matacán airport that morning. Avoiding a likely fighters; a Loire and a SPAD, as shot-down.
fruitless pursuit north-west towards Salamanca, Galli
flew north-east to intercept the intruders on their
Ramón Puparelli recovered from his fracture and Quevedo, authorized a payment of 26,000 dollars for
spent medical convalescence between the end of the lost aircraft. This was a little more than 25 percent
October 1936 and beginning January 1937. He was of the unit price initially asked, commissions
unable to participate in the defense of Madrid which inclusive. Money was withdrawn from a financial
was assumed mainly by just-arrived Soviet fighters fund at disposition of Spanish Republican "Oficina de
and pilots, together with some Spanish airmen Compras" in Paris, a hidden office entrusted with
assigned to first I-15 units. special war purchases. It was paid to a Boeing
Relieved from first-line service, Puparelli Company representative, Wilbur Johnson, who
remained temporarily in reserve until being sent to the presented himself with diplomatic credentials through
"Estado Mayor" of the Republican "Fuerzas del Aire". the USA Ambassador in France.
Later he was assigned as fighter-units commander of Exactly one year before the loss of the Boeing
the Republican "Fuerzas Aéreas del Norte" and fighter (30 October 1935), the man who demonstrated
transferred to Santander beginning June. Promoted to it in Spain, chief test-pilot Les Tower, lost his life in
the rank of Mayor de Aviación on 24 August 1937, the USA while testing the prototype B-17 four-engine
and back in central Spain Puparelli took command of bombers, when the Boeing Model 299, then only
the I-15-equipped Grupo 26. Later in October 1937 he three-months-old and still experimental "Flying
became commander of "Escuadra No. 11 de Caza", Fortress", stalled soon after take-off and caught fire.
until February 1938 when he was replaced by Mayor An inquiry established that the cause was a human
Luis Alonso Vega. Remaining in service within the mistake ascribed to the pilot’s controls having been
"Jefatura de la Escuadra de Caza", Puparelli was left inadvertently locked.
promoted to the rank of Teniente Coronel on 14 In Spain, the "Boeing fighter" continued to fly
December 1938, while in Catalonia. He survived the until the end of Civil War in 1939, confused by
Spanish Civil War and passed away many years later. Nationalists and, sometimes even by Republicans,
with the Soviet monoplane fighter I-16 that was
Epilog powered by the same American engine as the one
After the lone American monoplane had ended its fitted to that unique Spanish "true" Boeing.
short and somewhat hidden service life, destroyed in
the fertile countryside of Torrelaguna, the Spanish Alfredo Logoluso, Italy.
Republic Ambassador in Paris, Luis Araquistain
Capitán Ramón Puparelli Francia, standing center in white dress,

The only known photograph of Boeing Model 281 c/n 1962 in seen at the airfield of La Albericia near Santander in August
Spain. It was taken at Barajas National airport of Madrid in 1937. At the time, he was commanding Republican fighter units
April 1935, during official presentation flights performed before in the "Región Aérea del Norte", photographed with Spanish I-
Spanish Republic civil and military authorities, and published in 15 pilots then fighting on the Cantabrian front. Fourth standing
the May 1935 issue of the Spanish aviation magazine "Revista from right is the Escuadrilla leader Leopoldo Morquillas Rubio.
de Aeronáutica". The man aboard was likely Boeing's chief test-
pilot Les "Cowboy" Tower.
Probable appearance of the Boeing Model 281 as in
Republican Spain in July 1936. Wide red stripes were painted
around the semi-gloss metallic-silver wings and the matt Olive
Drab fuselage. The red-yellow-purple Republican flag is
painted on the rudder. In October 1936, the aircraft probably
received an ochre-yellow and olive-green patch-camouflage
finish at least on the upper-surface of the wing. This color
scheme was similar to the last operational Breguet 19 light
bombers flown on Madrid front by the end of that month.
Probable appearance of Fiat CR.32

NC 123 flown by Sergente Raul
Galli who was shot down by
Puparelli flying the Boeing Model
281 on 30 October 1936 near
Torrelaguna. It was camouflaged
by narrow reddish-brown patches
on sand-yellow upper and side
surfaces with semi-gloss metal-
silver under-surfaces and rudder.
Probable appearance of the Ju 52/3m g3e number 64 (type-code 22 not yet applied), 2a Escuadrilla Junkers, Escuadra B of Aviación
Nacional. It was flown by Capitán Eustaquio Ruiz de Alda when it was shot down on 26 September 1936 near Bargas by Teniente
Ramón Puparelli Francia flying the Boeing Model 281 of Spanish Republican Air Force.
The Avia-Fokker F-39 in Yugoslavia and Croatia
[Editor: This article first appeared in the French magazine, XXV, and the R-100, it was immediately used for
AirMagazine, and is printed here with the permission of bombing missions against the partisans in Bosnia-
their editor, Jose Fernandez. The translation is by Sandy Herzegovia. During 1942, the F-39 operated with the 9.
Schachter.] Jato (9th Squadron) of the 3. Skupina (3rd Group) based on
the Rajlovac airstrip (at Sarajevo).
Avia-Fokker Bombers for Yugoslavia On March 26, 1942, while it was on a food and
In parallel with the first F-IX.1 destined for the munitions delivery mission over Rogatica (the supplying
Czechoslovak air force (see SAFO #146), two bombers of of Croatian troops was often done by air since land
the same model called F-39 were constructed by the Avia convoys were often attacked by partisans), it was hit by
factory for the VVKJ (Vazduhoplovtvo Vojske Kraljevine antiaircraft fire. With a damaged engine it managed to
Jugoslavije = Royal Yugoslav Air Force). These planes return to Rajlovac.
were identical to the F-IX except for their engines and Nicknamed “Babaroga” (the Witch), the F-39 was
propellers: the Gnome-Rhone Jupiter of 450 hp driving a appreciated by Croatian airmen. The preceding example
wooden two-bladed propeller. The engines were being illustrates its capacity to fly on two motors when one was
produced under license in Yugoslavia by the Rakovica out of service. Its robustness and reliability added to the
company. fact that it was the heaviest plane in Croatian service,
The first of these bombers, registered F-39.101, made made it an icon. It could carry an offensive load of 70
its first flight on January 21, 1932, piloted by factory pilots bombs of 10 kg, which was considerable in relation to
Cerny and Koci, the same crew made further test flights what other planes could carry on missions against
between February 25 and 27 to verify the flight quality as partisans.
well as the speed and rate of climb. On the 28th, the plane During “Operation Trio” in the summer of 1942, it
was flown to Novi Sad to be delivered to the Yugoslav never ceased its missions over eastern Bosnia. During the
military authorities. On February 19, the second F-39, F- second phase of this operation, the partisans doubled back
39.102 flew from Cakovice to Kbley with Cerny as pilot. toward Bosanska Krajina. The F-39 was charged with
There were six test flights made by Cerny, Benes, and harassing them. The People’s Army of Liberation of
Venci (the last between the 2nd and 30th of March) before Yugoslavia general headquarters, in Mostar, was also a
F-39.102 was handed over to the Yugoslavs. No other target for the F-39.
information appears in the flight notebook. Its technical At the same time, during the spring of 1942 the
description is identical to that of the F-IX, except for the Germans furnished the Croats with seven Avia Fokker
mud guards adapted to the wheels. F.VII transport planes and an F.XVIII, which had
Except for the markings, the livery of the Yugoslav belonged to the Czech company Ceska Letecka Spolecnost
planes was the same as that of the F-IX, with the national before the war. These aircraft were equipped for
insignia on top and under the wings, and a tricolor flag passenger transport. With them there also arrived another
(blue, white, red, from top to bottom) and the model and Avia Fokker F.IX (also for transport). It received a code
serial numbers in black on the rudder, AVIA being written of “1952” on the fuselage.
in the Cyrillic alphabet, plus the inscription F-39.101 or F- In 1943, the Croatian air force received some Dornier
39.102 on the sides, under the cockpit. The two planes Do 17 from the Germans. It finally allowed the Croats to
were later repainted in a two-color camouflage scheme. use modern bombers (only relatively modern since the
Dorniers were versions the Luftwaffe no longer used in its
The Avia-Fokker F-39 in Croatian Aviation front-line units), and the F-39 and F.IX were confined to
Of the two models bought by Yugoslavia, one was more peaceful missions: reconnaissance, transport, and
destroyed during the German attack of April 1944, and the parachutist use.
other, which was being repaired at the Ikarus factory in At the beginning of 1944, the lone F-39 was still in
Zemun, escaped intact. In autumn of 1941, the service. It was based on the airfield of Borongaj (Zagreb).
independent state of Croatia (a satellite state of Nazi It was part of the 19. Jato – za vezu ( 19th Squadron –
Germany) built an air force, the ZNDH (Zrakoplovstvo liaison duties) of the 1. Skupina (1st Group). On April 12,
Nezavisne Drzave Hrvatske = Air Force of Independent 1944, the installations of Borongaj were bombed by the B-
State of Croatia). The Avia-Fokker F.IX was integrated 24 Liberators of the US 15th AF. The hangars of the 19.
into Croatian air force and was given the code 1801 on the Jato were devastated and the F-39 was destroyed. The fate
fuselage while keeping two- tone camouflage that it had of the other F.IX, ‘1952’, is unknown.
had in Yugoslavia. With the Breguet XIX, the Potez
Small Air Forces Observer Vol. 37, No.3 (147) January 2014 83
Yugoslav F-39 ‘101’ at the factory airfield at Prague-Cakovice. This plane with Gnome-Rhone Jupiter VI engines and metal
propellers had already received its cowlings. Note the dorsal firing position.
One of the Yugoslav F-39 (probably 101) with its original camouflage improved by the addition of irregular brown patches painted on
the top and side surfaces.
F-39 (probably 102) served in the HRZ. The Croatian national insignia is carried on both surfaces of the wings and on
the rudder. Note the underside of the wing tips are painted yellow.
This F.IX was sold by the Germans to Croatia. It would be called “Babaroga” (witch) by the HRZ pilots. The yellow number 1801
indicates that it belonged to the 19th Squadron of the 1st Air Group based at Zagreb.
Avia-Fokker F-39 in the winter of 1943-1944. The upper and side surfaces were painted over with irregular squiggles of aluminum
color. The vertical tail was painted in the same color and the number 1801 was black..
Captions for the Photos on Pages ____
1. F-39 ‘101’ was one of two planes dorsal firing position in one of the Jato of the 1st Air Group based at
acquired by the Yugoslav army. photos. Zagreb (Photo Mitja Marusko via R.
Note the upper turret, which would 6. One of the F-39 (probably 101) with Schneider)
later be removed. its original camouflage improved by 8. The same plane photographed in the
2. The nose of a F-39 on Kbely airfield the addition of irregular brown winter of 1943-1944. The upper and
before its transfer by flight to Novy- patches painted on the top and side side surfaces were painted over with
Sad. The pilot Cerny is in front of surfaces. After the division of irregular squiggles of aluminum
the plane. Note the wooden two- Yugoslavia, the plane served in the color, the rudder entirely painted in
bladed propeller and the engines Croatian air force (HRZ - Hrvatsko the same color, and the number 1801
without Townend cowling.. (Archive Ratno Zrakoplavstvo). (Photo Mitja was black. The photo was taken on
R. Schneider) Marusko via R. Schneider) Borongaj airfield where an Italian
3/5 Three photos of the Yugoslav F-39 7. This F.IX was sold by the Germans training plane A.V.I.A FL.3 can be
‘101’ taken on the factory airfield at to Croatia. It would be called seen in front of the F.IX. (Photo
Prague-Cakovice. This plane had “Babaroga” (witch) by the HRZ Mitja Marusko via R. Schneider)
Gnome-Rhone Jupiter VI engines pilots. The yellow number 1801
and metal propellers. Note the indicates that it belonged to the 19
2
4
1
6
8
5
Military Aviation in Holland before World War One
Part 1
Frits Gerdessen
Military aviation in Holland started, as elsewhere, Germany. He took up interest in aviation and got in
with balloons, when one was bought in 1886. This contact with the Wright brothers. On 9 October 1908,
was operated by the 6th Fortress Company of the he got a ride with Orville at Pau in France. Rozendaal
Engineers Corps, who made some balloons of their became a journalist and (especially in Germany) an
own. The balloon operations didn’t last long, but in authority on aviation, and as a consultant assisted in
1901 there was renewed interest in ballooning, and in the early years of the Luchtvaartafdeeling. In the
1902 1st Lt. P.J.P. van der Steur (engineers) was thirties he returned to Holland.
posted to the Militär Aeronautische Anstalt in Wien On 19 October 1907, an aviation society was
(Österreich) where he became the first certified Dutch founded, partly on the initiative of LTZ Rambaldo.
balloon pilot. The engineers corps or regiment (Korps The first president was col. C.J. Snijders (engineers).
or Regiment Genietroepen) was the only “technical” Soon this society was renamed: Nederlandsche
unit in the army. It was not only charged with Vereeniging voor Luchtvaart (NVvL, Netherlands
operational duties, but had also a branch (Dienst der Aviation Society). In November 1912, the NVvL
Genie) which was responsible for all military became the KNVvL (Royal Netherlands Aero Club).
infrastructures. It was thus logical that the engineers Kol. Snijders was soon posted to the General Staff as
were charged with the operation of balloons. In 1904, major-general and rose to CGS (Chief General Staff)
balloons were again acquired, but were now operated as lt.general. Since he was in charge of military
as target balloons by the 3rd Pioneer Company of the balloon operations, kapt. Walaardt Sacré became a
Engineers Regiment, until World War One broke out. board member of the NVvL responsible for civil
This company made more balloons and a number of balloon operations, in addition to his military
kites. The company had its quarters in Utrecht, and ballooning duties.
each year a number of detachments were posted in the Gen.maj. Snijders asked capt. H. Walaardt Sacré
LbO (Legerplaats bij Oldebroek, Oldebroek Army to specialize in aviation, and in October-November
Camp, the Artillery shooting range) to operate the 1909 Walaardt Sacré was sent to the Luftschiffer
balloons. Bataillon in Berlin where he qualified as a balloon
On 29 February 1908, capt. H. Walaardt Sacré pilot. He wrote some reports and advised on the use
was appointed C.O. for the 3rd Pioneer Company and of balloons and dirigibles pointing out that aircraft
the next day he was charged with “aviation in the were far from reliable. In 1910, however, he saw
regiment”. Soon he would be the expert on more use for aircraft and advised the government to
ballooning. Also in 1908, 2nd Lt. W.H. Schukking encourage officers to train as pilots. More postings
(engineers) experimented with a glider near the army abroad followed in Germany and in France. In 1911,
camp at Zeist. He had corresponded with Wilbur W. Jochems donated a Zodiac airship to the Dutch
Wright. After some tests, he gave up aviation. The State, and Walaardt Sacré was sent to Paris to accept
choice was to fly or to marry. (He became a and train on the ship. He was accompanied by one of
fortification specialist and became a POW in WW2.) his NCO’s, sgt. C.J.A. Hoogeveen. Walaardt Sacré
In the navy, there was also some interest in aviation. qualified as an airship pilot. Then, on 21 March 1911,
LTZ (Luitenant ter zee = naval lieutenant) A.E. he made his first flight in an aircraft as a passenger
Rambaldo was a balloon pioneer, but he was killed in with aviation pioneer Henri Wijnmalen at
a balloon crash in Java (Netherlands East Indies) in Soesterberg. From 1910, several Dutchmen qualified
1911. LTZ D. Vreede experimented in 1908 with a as pilots, mostly abroad. In Holland six got their
glider towed by a destroyer. license at the Molenheide with the ENV (Eerste
Also in 1908, the first Dutchman went aloft in an Nederlandsche Vliegvereniging = First Dutch Flying
airplane. Ir. John Rozendaal (01.07.1877/07.1955) Club), and two at Soesterberg and Ede.
had graduated and worked as mechanical engineer in
The beginnings of heavier-than-air flight in flying school, a factory, and organized
Holland demonstrations and contests. At Soesterberg, a large
The first heavier-than-air flight in Holland was assembly shop and 4 wooden hangars were built, as
made on 27 June 1909 by Count de Lambert with a well as numerous other buildings: office, restaurant,
Wright biplane. After that, interest in aviation hospital (this building still exists), toilets, kiosks etc.
increased. The next years, several Dutchmen took up Also a tramway connecting to the nearest railway
flying at home and abroad and built or bought their station was constructed and ample parking space
own aircraft. Among them were four lieutenants who provided. At Ede some hangars were built.
were encouraged by the Ministry of War and the Verwey & Lugard sent one of its technicians,
Colonial Office who gave them leave and continued NEI-born J.W.E.L. Hilgers, to France to learn to fly.
their salary. They qualified in 1911: H. ter Poorten When they became aware that pioneer-pilot Clement
(NEI Army, in Belgium), W.C.J. Versteegh (in van Maasdijk was preparing to make the first flight in
Austria), L.F.E. Coblijn (in France), and F.A. van Holland, Hilgers was summoned back with a Blériot
Heijst (at Soesterberg). Reserve officers also monoplane, but without a flying license. Hilgers made
qualified: J. Labouchère, a technical university the first flight by a Dutchman at Ede on 29 July 1910.
student who never graduated, joined the French Hilgers couldn’t make turns yet, thus he landed,
Zodiac company, obtained his license in 1910 and turned his aircraft around, and took off again. Van
worked as designer and demonstration pilot. P.M. van Maasdijk (French license dd. 1 July 1910) made his
Wulfften Palthe, a medical student, obtained his first flight in Holland with a Sommer biplane the next
license with Farman in 1914. H.G. van Steijn (Navy day, 30 July. Sadly, Van Maasdijk was killed in a
reserve) and his brother L.G. van Steijn qualified in crash with his Sommer on 27 August.
France in 1912 and 1913 respectively. The civilian The MvL appointed three managers: Henri
pilots, except for Henri Bakker, had all stopped flying Wijnmalen for training, Frits (Frederick) Koolhoven
before the outbreak of World War One. for operations, and Jan Hilgers for the workshop. The
The first airfield in Holland was the Molenheide, first plane they built was a Farman-type designed by
better known as Gilze-Rijen, established by the ENV. Koolhoven. Koolhoven possessed a Hanriot, which
The first flights were made in early August 1910, and was too light to carry this heavy pilot. At least three
it became a military air base in August 1914. (It is more aircraft were built based on the Blériot. One
still operational as a military air base.) The ENV built flown was the V&L monoplane. The European Tour
hangars and started a workshop and a flying school. (18th June - 7th July 1911) which started from
Six pilots graduated from there in 1911-1913, among Vincennes had Soesterberg as one of its staging
them Frits Bahle, Henri Bakker, and Heinrich van der points, and attracted appropriate attention.
Burg. The latter built some aircraft and was the There were up to eight pupil pilots, but only one
ENV’s chief designer. One future military pilot got qualified: Lt. F.A. van Heijst. Hilgers, who also gave
his license there on a Van der Burg monoplane: 2nd flight instruction, obtained his license on 12 August
Lt. L.J. Roeper Bosch. Van der Burg stopped flying in 1911. The promising enterprise was soon in trouble as
1914. the public interest in aviation waned and on 29
January 1912, the MvL went bankrupt, but not before
Flying begins at Soesterberg the three managers found employment abroad,
In 1910, J.F. Verwey, director of Verwey & Koolhoven joined Deperdussin in France, Wijnmalen
Lugard's Automobiel Maatschappij.at Den Haag, became factory pilot with Oertz in Germany, and
decided to enter aviation. The firm rented a heath spa Hilgers joined Fokker in Germany. In 1912 Hilgers
near Soesterberg (township Soest) and in short time flew demonstrations in Latvia, Estonia, and Imperial
had a well-equipped field ready. Another field was Russia. He then returned to NEI and later joined the
built at Ede. On the 26th and 27th of November, the aviation unit there.
first flying contests were held, with ir. G.P. Küller, The MvL continued paying rent to the township
Henri Wijnmalen and Frits Koolhoven participating. of Soest, but in October the town council decided to
The Maatschappij voor Luchtvaart (MvL, Aviation transfer the rent to the oil company NV Acetylena (a
Company), founded by Verwey & Lugard, started a subsidiary of Shell). In November, the council
discussed the interest by the War Ministry for the J. van Bussel 2-seat Blériot monoplane
field. They asked ƒ 280.000. (Acetylena sold petrol M. van Meel 2-seat Farman biplane
under the name Autoline, other oil firms supplied
petrol under the name Sumatrine and Carburine). The Volunteering as observers were: lts. Van Heijst,
buildings and inventory came into the hands of Coblijn, Visser, and Versteegh (all of whom were
Acetylena directors C.A.G. Deterding (brother of under flight training), LTZ Wijers, and lt. (NEI)
Shell director H.W.A. Deterding) and J.M.W. de Leenderts. The Dutch Automobile Club provided
Haan. three cars. The Royal Meteorological Institute at De
The only one still active at Soesterberg was Bilt had an observer at the camp with balloons and
pioneer pilot Marinus van Meel, who had been in the instruments. The camp was connected by telephone
cheese business. He had obtained his license in and telegraph to the Staff Headquarters.
France and took part in the European Tour. He was Apart from test flights, 9 “operational” sorties
too late to start from Vincennes and started at Luik were flown. On 21 September, the weather was
(Liège) in Belgium. Van Meel got in trouble over unfavorable, but on the 22nd Labouchère/Coblijn,
Holland. Once here, he gave demonstrations and Lütge, Bakker/Visser, and Van Meel/Van Heijst made
arrived at Soesterberg on 20 August. He remained useful observations. Lütge had engine problems and
there. The other Dutch participant, Henri Wijnmalen, was made a “POW” after his forced landing. After
didn’t make it either. He crashed at Roubaix on 1 being released and repairs were made, he crashed on
July. After he took off from there on 3 July with a take-off. Van Meel landed in the dark with help of
reserve aircraft, he crashed again. Van Meel then fires set up at the base.
occasionally worked for V&L and built an improved The 23rd started with a thick fog and a fuel
copy of his Farman. shortage. Only Lt. Ter Poorten made a sortie. At 1600
By now the army was interested in aviation and there was an armistice until 0800 on the 25th when 4
Van Meel, Bakker and Lütge, all reserve sergeants, sorties were flown: Bakker/Visser, Van Bussel, Van
signed 5-year contracts as reserve pilot. Van Meel and Meel/Van Heijst and Labouchère/Lt.Gen. Snijders.
Bakker, promoted to ensign in 1912 1911 CGS Snijders wanted to see for himself how things
respectively, were called up in August 1914, but did were going, and on his return commented, “This will
not fly. The LVA wanted only officer pilots, and as have some use.” Capt. Walaardt Sacré made a short
NCO’s they had no future in the service. flight with Labouchère. One observer’s report was
outstanding, but apparently anonymous. The
Army maneuvers 1911 maneuvers staff later found out it was from gen.
The army, which was modernizing, held its 1911 Snijders.
bi-annual exercises between 20-26 September in the The maneuvers ended on the 26th. After these
area between ’s-Hertogenbosch and Nijmegen. For maneuvers concluded, the two balloons made a flight
the first time aircraft were used. Six pilots made with observers. A lot was learned, and capt. Walaardt
themselves available with their aircraft. Also, two Sacré wrote an extensive report. It was clear that the
balloons participated. The first (temporarily) military army had to create a military aviation unit. Capt.
air base in Holland was established south of the town Walaardt Sacré advised the use of dirigibles, balloons,
near the inn “De Pettelaar”. This job was assigned to and aircraft. He also suggested the establishment of a
the 3rd Pioneer Company. They set up three tent base at Ede. This field had been abandoned by the
hangars and a camp for themselves. MvL on 1 September (possibly because of rumored
The pilots involved were: financial problems). This field had three hangars and
was located next to an army garrison.
res.lt. J. Labouchère 2-seat Zodiac biplane of his After the maneuvers, Lt. Ter Poorten was ordered
own design by the Colonial Office to start preparation for the
lt. (NEI) H. ter Poorten 2-seat Brouckère tractor introduction of military aviation in the Netherlands
biplane East Indies. After some time he returned to NEI.
reg.sgt. H.F. Lütge 1-seat Blériot monoplane Later in 1911, the organization of a military
H. Bakker 2-seat Blériot monoplane aviation unit was discussed in Parliament. The
budget was not a problem, but MP M. Tydeman matters concerning the future military aviation.
considered that the problems had not been Walaardt Sacré thus became the central figure for
considered that the problems had not been aviation matters in the army and he was relieved of
sufficiently thought over - and Parliament agreed his post as company commander.
with him. The introduction of dirigibles would An airfield had to be found, and Soesterberg was
require a lot of money; dirigibles would require an the obvious choice as it was near some garrisons, had
extensive infrastructure, lots of personnel, and high a lot of buildings, and was available as the MvL had
operation costs. The MoW withdrew his plans. abandoned the place. On 28 March 1913, Soesterberg
Next year, the case was again dealt with. In was bought by the government for ƒ 266.000. The
January 1913 MP Tydeman stated that military Acetylena directors sold the buildings for ƒ 44.600.
aviation should be based on aircraft and nothing On 16 April 1913, Queen Wilhelmina, on holiday in
else. This was accepted by Parliament on 15 January Oberursel (Germany), signed Royal Decree nr. 29
1913. Thus the use of balloons and dirigibles was which stipulated that on 1 July 1913 a
abandoned. Capt. Walaardt Sacré, as balloon- and Luchtvaartafdeeling (Aviation Unit) be established at
dirigible pilot, was not pleased. Soesterberg.
The development of the LVA had already been
Soesterberg becomes a military airfield planned. In 1913-1916 respectively. 4, 6, 8, and 10
In 1912, Van Meel offered his Farman copy to the aircraft would be purchased along with automobiles,
MoW as a trainer for the three officer pilots: lts. hangars, equipment, etc. The organization would be
Coblijn, Van Heijst, and Versteegh. The MoW gradually expanded and a number of hangars would
accepted and now Soesterberg became a bit of a be erected.
military air base. The nearby garrison at Amersfoort Once the field was taken over, it was put in charge
provided personnel for the ground service. All went of the Dienst der Genie1 (Engineers Service), which
well until around the 1st of December when lt. was (and still is) responsible for all military
Coblijn crashed the Farman. Just before, on 28 infrastructure. Soesterberg was in the engineering
November, Van Heijst and Versteegh had made the region of Amersfoort, a nearby garrison town. The
first meteo flights in Holland. The Royal local EaI (Senior Engineer) soon had a contractor at
Meteorlogical Institute (KNMI), at nearby De Bilt, work for the adaptation of the buildings for military
had a meteo station in a corner of Soesterberg to use. In April an inventory was made of the materials
operate kites and balloons. That day there was hardly that had been left behind. These ranged from three
any wind and no kite could be launched. Blériot-type aircraft (one complete) to tools, furniture
Coblijn and Versteegh were posted back to their and crockery.
army units, but Lt. van Heijst remained as Van Meel Once the LVA had been officially founded and
started to build another aircraft named “Brik” (break capt. Walaardt Sacré was in command, the cleaning
or brig). It was a single-seat improved Farman model up of the base was in full swing. Everything the LVA
that made its official first flight on 28 March 1913. didn’t need, such as fences, flagpoles, toilets, kiosks,
Now the three pilots could continue their training etc. was, if possible, put to use elsewhere in the army.
flights. With the foundation of the LVA on 1 July The tramway had already been broken up in 1912. As
1913, the “Brik” was leased by the MoW, and on 6 an engineers officer, capt. Walaardt Sacré was in his
September it was bought by the MoW. element. The LVA retained the office (as staff
After V&L went bankrupt, Ede was little used. building), the restaurant (as barracks), the hospital,
Henri Bakker brought his Blériot there in 1913 and the fuel store, the four hangars, and the assembly shop
occasionally flew there during WW1. The LVA (later known as the “factory”).
hardly used Ede. In 1917, Joop Carley established a To be continued
workshop and later a flying school. He built some
aircraft, but had no success. He closed his factory and Frits Gerdessen (SAFCH #12), Netherlands.
on 28 September 1921 an auction was held, which
meant the end of Ede as an airfield. [Author’s note: I would like to thank Klaas Jan
CGS Lt.gen. Snijders decided that capt. Walaardt Sijsling for reading the manuscript and making
Sacré would be seconded to him to deal with all additions and corrections.]
Notes
1. The Genie had its origins in 1748, when Regiment. Up to 1940 the Genie also operated the
Parliament decided that the army should have its searchlights.
own engineers regiment. In WW1 the Genie was 2. We have/had many fewer ranks for NCO’s and
the only technical branch of the army. By then it others than elsewhere: soldaat, soldaat 1e kl.;
had several specialized branches, among these the korporaal, korporaal 1e kl.; sergeant, sergeant 1e
railway troops and communications (telegraphy, klas (1½ chevron); sgt.major (double chevron,
later telephony). In 1906 one started with sometimes nicknamed “dubbele” (the double);
wireless. The Genie had two offspring: First the adjudant (button, nicknamed “stip” = dot).
Luchtvaartafdeeling (Air Force) and secondly the
Verbindingstroepen, the Communications
Captions for the photos on pages 93-97

All photos via the author unless otherwise noted
01. Capt. P.J.P. van der Steur (3rd Blériot. Verhagen joined the 11. A captain (3 stars), 2nd from
from left in black uniform and LVA, ending as sgt.major post right (it could be Walaardt
large moustache) and officers WW2. Sacré) explains to officers
of the Militär Aeronautische 06. Great activity at the during the maneuvers in Sept.
Anstalt in Wien, 1902. These Molenheide (Gilze Rijen) 1911. At left, a corporal
Austrian warriors could be during the European Tour in (yellow chevron). The 3rd is a
quite experienced. Their 1911. Aircraft 12 was a Blériot ritmeester (hussar’s captain)
colorful uniforms can be seen flown by Beaumont. has embroidery on his coat and
today in movies and operettas. 07. A Blériot belonging to the boots.
At the so-called “Military ENV at Gilze-Rijen with pilot 12. Van Meel enjoys having three
Borders” of the south and east Constant Busch. Also present passengers in his Farman:
(the Balkan side) of the are the pilots Mulder, Bakker, Miss Van Dijk (centre) and her
Doppelmonarchie there could Van Bussel, Bahle, and Jhr. brothers.
be action, especially when the Bosch van Drakestein. 13. Heinrich van der Burg with his
other side was still in Turkish 08. One of the Bleriots at De first airplane.
hands. Doppelmonarchie = Pettelaar airfield, September 14. Van Meel’s 2nd Farman at
Double Monarchy, Austria 1911. Two impressive Soesterberg, 1912.
(Kaiser = Emperor) and maréchaussee stand guard. At 15. V&L monoplane (Blériot
Hungary (König = King). In right with a double white model) with instructor Hilgers
these days the Kaiser was chevron is a maréchaussee 1st on top and pupil pilots in front.
Franz Josef. Often a prefix is class (corporal 1st class). Next Centre Lt. F.A. van Heijst.
used: K.u.K. = Kaiserlich und with narrow silver chevron is a 16. Van Meel demonstrating with
Königlich. wachtmeester (sergeant). Both his first Farman at Wadenoijen
02. Target balloons could go up to with white cords, etc. Quite in mid-July 1911.
600-800 meters. Repair impressive. 17. Henri Bakker with his Blériot.
patches are very visible. 09. Lt. H. Ter Poorten with a 18. 23. J.W.E.L. Hilgers and his
03. The Schukking glider. Photo Brouckère tractor biplane at mechanic with a Fokker Spin
in the Geniemuseum. the maneuvers in September. in Nõmme in Summer 1912.
04. Clement van Maasdijk during 1911. Nõmme is now part of Tallinn,
his ultimately fatal 10. Capt. Walaardt Sacré (in front) Estonia. Photo from Elmar
demonstration tour in the had a 10 minutes ride with Lt. Brantman (†).
summer of 1910. Labouchère in his Zodiac at
05. J.W.E.L. Hilgers and his De Pettelaar on 22 September
mechanic J. Verhagen with a 1911.
2
4
1
6
8
5
10
12
11
9
14
16
13
15
18
17
R. Ernst
Author’s note: This survey is not intended as a detailed only the lower surfaces of the wings and tail were silver.
description of the markings carried by Czechoslovak The black “type” designation remained as before on both
military aircraft in the period 1919-1939, but it is designed sides of the fuselage. This was the painting, marking, and
as a guide to basic principles followed in those days. It camouflage of the aircraft of the Czechoslovak Air Force
meant to facilitate general orientation. in the period 1920-1923.
The first specified Czechoslovak nationality mark was Beginning in 1923, the camouflage on Czechoslovak
a cockade with three colors white/blue/red (from the Air Force aircraft changed. The fields of brown, ochre, and
inside), in some cases with a white outer edging. (Fig. 1) green remained unchanged, but now the borders between
the colors were sharp, On 1 January 1924, the black “type”
designations on the fuselage disappeared and were replaced
by regiment emblems. These emblems were painted on
both sides of a fuselage in black on a 50 cm (height) by 45
This was painted on both surfaces of the wings as well cm white background bordered in black. (Fig. 4)
as on the fin. The wing cockades were originally situated
about mid-span on the wing, but were soon moved to the
wing tips.
The camouflage at that time varied: The Fokker D.VII
carried the typical German lozenge scheme consisting of
variegated hexagons, but others were grayish green, etc.
Black “type” numbers (or letters) were painted on both
sides of the fuselage between the cockpit and the tail. This 1st Regiment (Prague, Bohemia) was allotted the sign
system of marking was adopted from the Austro-Hungarian of a Czech lion.
Air Force. 2nd Regiment (Olomouc, Moravis) the Moravian eagle,
During 1920, the cockade was replaced by the national 3rd Regiment (Nitra) the Slovakian cross. (see below).
flag. This was painted on both sides of the wing and on the For extra ordinary performance during a year, some
tail. Originally, the flag did not occupy the whole chord, military units or individuals from the active flying crews
but ended a few inches in front of the trailing edge, e.g., on were given permission to have their emblems put on a
the Breguet 14 and Salmson. (Fig. 2) scarlet-red background. Such permission was awarded for
the period of one year only.
Simultaneously, all training aircraft were repainted in
an aluminum color to make the easily recognizable and
provided with a blank white emblem 50 cm by 45 cm
bordered in black. (Fig. 5)
The flags on the wings were always painted with the

red inboard, white outboard, and blue near the leading
edge. On the tail, red was always beneath, white up, and
the blue near the leading edge of the fin on both sides. (Fig.
3)
During 1926, a fundamental change was introduced
when the camouflage scheme was gradually replaced by a
uniform khaki color on all upper and lateral surfaces of an
aircraft while the bottom surfaces remained as before
(silver). Training aircraft did not change their painting,
retaining the same markings as effective in 1924.
The upper surfaces of the aircraft were sprayed in a At the same time, the national insignia was changed
camouflage pattern of earth brown, ochre, and green. The from the rectangular flag to a circular disk with three equal
boundaries between the colors were not distinct, but sectors in red, blue and white. Situated on the wings (upper
gradually faded into each other. All lower surfaces were & lower surfaces) and on the tail, the orientation of the
sprayed silver, including the engine cowling. On aircraft colors remained as for the flag insignia. (Fig. 6)
with a fuselage of elliptical cross-section, the entire
fuselage was camouflaged with the upper surface scheme,
lion, eagle, or cross. Emblems were painted on both sides
of the fuselage. Regiments assigned to each of its
squadrons a letter (with the exceptions of C and S). Then
the squadrons marked their aircraft by digits starting from
number ‘1’. The same system was used by the Flying
School and the Air Force Study Institute. Both the letters
They were bordered blue, but starting in 1933 sometimes and digits were 70 cm high with 8 cm wide strokes. The
they were bordered in red. These insignia were never to be width of the letter and digit was determined by the space
found on the fuselage. The regiment emblems remained available, These digits were 15 cm from letters.
unchanged on both sides of the fuselage. The follow rules were strictly adhered to: (A) Letters
As a general rule, if an aircraft carried the three-tone and digits are white if the ground color is khaki, or if it is
camouflage scheme, then it had a flag as its national of a dark shade (red, brown). (B) Letters and digits are
insignia. On the other hand, if it is khaki colored it carried blue if the ground color is silver or light gray. (C) Training
the circular national insignia. With the exception of a squadrons within the regiments (not the Flying School)
change in the designations of air force regiments during also had silver-colored planes, but the regiment and
1931, this latter way of painting and markings remained squadron markings were carried on both sides of the
standard with few exceptions until 1939. In 1931, new fuselage. During the mobilization of the Czechoslovak
regiment emblems were assigned to both original and army in 1938, the regiment emblems disappeared from the
newly established military units in the following way: fuselage sides, leaving only the letter of the squadron and a
(Fig. 7) number of the plane.
In 1935 some aircraft were painted in light gray (not
silver) on all bottom surfaces and, in some cases, even the
entire plane (e.g., Ab 101, B.71) was painted gray. The
three-tone camouflage re-appeared briefly in 1938 when
the prototype fighter Avia B 35.1 was painted in brown,
green, and ochre with gray lower surfaces. The boundaries
between all colors were gradual. The prototype Letov S-50
twin-engine bomber, as well as the SB-2 bombers in
service also appeared in a similar color scheme.
One characteristic feature of some squadrons was the
color of the propeller spinner and wheel hubs. All planes
of the same squadron (same letter) had the same color
paint on the spinner and hub, usually yellow, blue, white,
light green, or a similar bright color.
1st Air Force Regiment (Prague): A white Czech lion Some aircraft were seen with a blank white rectangle
on a blue background. on both sides of the fuselage. This indicated that the
2nd Air Force Regiment (Olomouc): A blue Moravian aircraft was to be assigned to one of the six regiments.
eagle on a white background. After arrival, the regiment emblem would have been
3rd Air Force Regiment (Piestany): A red Slovakian painted in the space. In several cases, various large
cross on a white background. numbers were painted on the bottom and upper surfaces of
4th Air Force Regiment (Hradewc Kralove - fighters): a wing or on the fuselage. Such markings were used during
A blue Czech lion on a white background. military exercises.
5th Air Force Regiment (Brno - (bombers): A red It is hoped that this brief summary will allow the
Moravian eagle in a white background. modeler, artist, and general enthusiast to better appreciate
6th Air Force Regiment (Prague - (mixed): A red the subtleties of the painting and markings of pre-WWII
Czech lion on a white background. Czechoslovak military aircraft.
The Air Force Flying School designated its airplanes
by the letter `C’ of the same size as the regiment emblems. [Editor’s note: The author submitted beautiful
Similarly, the Air Force Study Institute (VLUS) had all its drawings of the insignia in full color. Unfortunately, these
aircraft marked by the letter `S’. could not be used in the printed edition of SAFO. It is
The size of the regiment emblems remained 50 cm by hoped that the black and white figures made from these
45 cm. The shade of the colors of the emblems were the colored drawings convey some of the beauty of these
same as those used for the national insignia. The border, colorful Czechoslovak insignia.]
12 mm wide, of the regiment emblem was the color as the R. Ernst (SAFCH #198), Czech Republic.
100
Letov SM-1 Aero 12
Letoc S-20 Avia BH-9

All photos from the SAFCH archives
Small Air Forces Observer Vol. 37, No. 3 (147) January 2014
The B-25B Mitchell in Brazilian Service
Leif Hellström
Brazil is the largest country in South America and has and Brazilian crews. At this point Brazil was still a
a proud aviation heritage going way back. Between neutral. The War of the Atlantic was well under way,
the wars there was considerable activity establishing although most U-boat operations were further north.
military aviation services but the start of World War The Germans had a shortage of long-range U-boats
II still saw Brazil stranded with a wide assortment of and therefore asked Italy to send some of its larger
largely obsolete aircraft. boats based in France. Beginning in April 1942, nine
Brazil remained neutral for some time and aircraft different Italian submarines operated off the coats of
of the Força Aérea Brasileira (FAB) performed Brazil for varying periods, attacking a number of
neutrality patrols along the coast. The Brazilian ships. On 22 May and again on 27 May 1942, FAB B-
coastline is vast, however, and the FAB had few 25Bs attacked Axis submarines off the north-eastern
aircraft suitable to the task. The USA had been but coast of Brazil, claiming one submarine sunk
one of several countries supplying aircraft before the (incorrectly as it later turned out).
war. However, as time went on US influence in Brazil In mid 1942, the B-25Bs were split up, with three
was increasing. The US Government saw Brazil as a each going to the 1º Grupo Misto de Aviação at Natal
potential base for Axis operations in the Americas and the 1º Grupo de Bombardeio Médio at Recife,
and was anxious to keep on Brazil’s good side. This both of which are at the extreme eastern end of Brazil,
was the political background to the agreement some distance south from Fortaleza. Recife was the
reached in 1941 to supply a number of early B-25s to headquarters of 2a Zona Aérea of the FAB and
Brazil. This was done before the US entry into World quickly become one of the main bases for US air
War II. assistance to Brazil, including US Navy aircraft based
In the autumn of 1941, six North American B-25B there. The US support increased after Brazil declared
Mitchells were sent to Brazil, together with a dozen war on Germany and Italy on 31 August 1942,
Curtiss RP-36s and two Douglas B-18s. The B-25s following U-boat attacks on shipping near the
had all seen previous USAAC service, albeit briefly, Brazilian coast. In 1943, all the B-25Bs were
with the 17th Bombardment Group based at Pendleton concentrated at Recife with 1º Grupo de Bombardeio.
in Oregon. Most, if not all, had served with the 89th One more attack on a submarine was made on 14
Reconnaissance Squadron (Medium), assigned to the February 1943, but again without result.
17th BG. The Mitchells were delivered to Brazil over The Mitchells were not the most ideal aircraft for
a period of several months: 40-2245 in August 1941, patrol missions and from late 1942 they were
40-2255 in September, 40-2263 in October and 40- gradually replaced by Lockheed A-28A Hudsons and
2306, -2309 and -2310 in December 1941. At the time other types. The B-25B remained the only true
of the first deliveries, only 150 or so Mitchells had as medium bombers of the FAB for some time and
yet been produced. continued to see service with units in north-eastern
Brazil thus became the first foreign user of the B- Brazil. The FAB made a number of attempts to
25, long before anyone else. The aircraft were acquire B-25Ds to replace the remaining B-25Bs,
officially attached to the US Air Mission in Brazil and which were said to be “worn out”, but without
were initially operated from Fortaleza in north-eastern success. One of the B-25Bs had been lost by August
Brazil. For some time, the B-25 operations were 1943 and a year later only one of the five survivors
mainly in the form of operational training for the was airworthy. A single additional B-25B, serial 40-
Brazilian crews unused to high-performance, multi- 2316, was delivered to the FAB in late 1944 but went
engine aircraft. To the FAB, the unit was considered a directly to a technical training school.
conversion unit known as the Agrupamento de Aviões In September 1944, the FAB began receiving 21
de Adaptação, formed in January 1942. brand new B-25Js and these soon became the main
The B-25Bs were officially handed over to the equipment of the bomber units. The remaining B-
FAB in April 1942 and around the same time began 25Bs were all allocated by 1o Grupo Misto de
flying patrols off the coast of Brazil, using mixed US Aviação at Natal, to the north of Recife, by mid 1945.
In the early post-war years the FAB received on the fins and rudders, with the last two digits
additional B-25Js and the B-25Bs were relegated to repeated on the nose. The colour was most likely
second line use. In July 1952, a single B-25B was always yellow, although this sometimes looks dark in
listed as assigned to the Recife Depot of 2a Zona photos.
Aérea, together with a motley assortment of other From April 1945, the FAB introduced a new,
types, and was likely struck off charge soon four-digit serialling system for all aircraft. In this, the
afterwards, due to the FAB standardization of its original B-25Bs were given the serials 5028 to 5033,
aircraft establishment under the MDAP program even though one aircraft had been lost by this time.
during 1952. The last B-25Js, on the other hand, The technical training B-25B was serialled 5144. The
lasted until 1974. original national insignia were also no doubt replaced
On delivery, the B-25Bs were painted in standard by standard ones in due course. There may also have
USAAC camouflage, i.e. Olive Drab over Neutral been other variations in paint schemes and markings
Gray. From photos it is clear that the Olive Drab was on the B-25Bs over the course of their FAB service.
later touched up with other colours, sometimes Thanks to Dan Hagedorn for providing
resulting in a patchy appearance. Some photos also information for this short piece, written primarily to
suggest that black was used as an underside colour on accompany the photos which were found by chance
some aircraft, but this is likely just a trick of light and on eBay. Further information on the B-25 in FAB
film emulsion, as black undersides had as yet not service can be found in his article in Air Enthusiast
been introduced by the USAAC in 1941. Markings no.106, July/August 2003.
consisted of Brazilian insignia in a non-standard style,
on white circular backgrounds, applied in six Leif Hellström (SAFCH #786).
positions. The USAAC serial numbers were painted
Captions for the photos on page 74

All photos Louis A. Tyler
1-2) Two air-to-air photos of a FAB B-25B, possibly right-hand side. The photo is unfortunately
also 40-2245, showing the position of the national damaged.
insignia to advantage. Note the low contrast 4) Two USAAF mechanics in front of 40-2263 at
between the top and bottom surface camouflage Recife, some time in 1942-1943. The number “63”
colours. on the nose looks very dark, possibly a result of
3) The tail section of 40-2263, another of the early B- using ortho-cromatic film. Also note the blotched
25Bs, showing the positioning of the serial on the appearance of the camouflage paint.
Two shots of B-25B 40-2245, which was the first B-25B to be delivered to Brazil and thus also the very first B-25 to
serve with a foreign air force. The photos are likely from 1942 and taken off the coast of Brazil. Note the slightly non-
standard style of Brazilian insignia.
-books-books-books-books-books-books-books-books-books-books-books-books-books-
l09D, E, and F . Theses are all illustrated was simply excellent and because of the
with photographs that I for one have fact that this would have been an
mostly never seen before, complimented unknown matter in the knowledge of
by the usual excellent artwork. German aviation history, the company
The volume finishes with decided to publish the book in two
reconstructions of what aircraft served volumes. A contract was signed in 1995.
with what unit and various orders of “Unfortunately the publishing house
battle up to the end of the war and a was sold in 1998 and the new owner
glossary of rank equivalents. concentrated on another line of
Those of us wanting gen on the later publishing themes. So the work of Sergio
Bf l09s, Re2000, Me 210, and Fw 190 Luis vanished in the haze. It took the
must wait for volume 2. The authors have author another ten years to find a
tempted us by including the Table of publishing house that understood the
Contents for Volume 2 within this complexity and quality of the work and
volume as a trailer!! eventually found it worthwhile to publish
For all Eastern European aviation it. The delay of ten years however was
enthusiasts, this is highly recommended. not to disadvantage. New and hitherto
Hungarian Fighter Colours Volume 1 Malcolm Barratt (SAFCH #1716), unknown photos were added and more
1930-1945, Volume 1, by Denes Bernad England. written facts were discovered. The
& Gyorgy Punka. Published by MMP content grew to three volumes. It is
Books. Catalogue No 9119 Price in UK £ astonishing how the German aviation
29.99. Size 300mm x 210mm [A4] industry influenced the development of
Continuing their policy of the Brazilian aviation in those days. The
enlightening us on the subject of the exploration of the country was mainly
camouflage and markings of Small Air marked by aircraft types like Junkers F-
Forces MMP have arrived at a two 13, G-24 and Ju 52. Not to forget the
volume survey of Hungarian Fighter legendary Dornier Wal. The later epochs
Colours from 1930 to 1945. And it has were marked by more modern types like
been worth waiting for! Focke Wulf Fw 200 Condor airliners and
The book is in the by-now standard Dornier Do 26 flying boats. Also the
hardback format for MMP, thus ensuring basis of pilot training was on gliders like
maximum size for photographs and the, Grunau 9, Grunau Baby, DFS Kranich
as usual, excellent artwork, although I do and training aircraft like Bu 131
have to make my standard moan about Jungmann, Fw 44 Stieglitz, Klemm L 20
there being no indication of scale on the and 25. The Fw 44 Stieglitz and the Fw
colour artwork. There are ways around 58 Weihe were even built under license.”
this for the modeller so I will pass over Volume 1 begins with 62 photos of
further comment!!! ! Aviões Alemães no Brasil – Volume 01, gliders. This is followed by chapters on
The book commences with a pair of by Sergio Luis dos Santos. 199 A-4 Phoenix (photo #63), Raab-Katzenstein
essays by the authors on why they felt pages.Softbound. Portuguese text. 390 (photo #64), Heinkel (photo #75),
this book was necessary and also photos. (2012) Published by Adler Bayerische (photos #76-94), Klemm
provides an insight into the constrained Editora Ltda., www.adler-books.com.br. (photo #128), Bücker (photos #129-181),
lives of historians and modellers before E-mail: contato@adler-books.com.br. Blohm-Voss (photos #182-187), and
the fall of the Berlin Wall. We just don't In a true “labor of love”, Sergio dos Focke-Wulf (photos #260-391). There is
realise how lucky we are! Santos (SAFCH #1202) has collected also a section of the Brazilian Military
They continue with chapters photographs of all German-designed Mission to Germany in 1939 (photos
describing and illustrating the various aircraft that have appeared in Brazilian #188-259).
National Markings and codes carried skies whether or not they had received All photos are accompanied by
from 1919 to 1945 - quite a few, .and the Brazilian registration or military serials. captions whose length is commensurate
actual colours carried on the aircraft The genesis of the monumental work is with the importance of the aircraft. The
again not as straightforward as I for one best stated in the Forward to Volume 1 more important manufactures have long
had initially imagined. written by Manfred Franzke of Germany: sections of explanatory text. However, all
They then go through the fighters in “In 1993 a young Brazilian called the text is in Portuguese.
service from 1919 to the mid war period Sergio Luis dos Santos contacted our The great majority of these photos
commencing with the Fokker D.XVI, the German publishing house with the idea of are of aircraft in Brazilian civil
AVIS series of indigenous designs, via a book titled "German aircraft in registration or of aircraft that retained
the Fiat CR20, 30, 32, & 42 to the Bf Brazilian duty". The material he offered their German civil or military
registration. Examples of the latter Dutch text with English photo captions. who is interested in the early days of
include the He 115 and Ha 139. The only Published by Lanasta, 7812 HJ Emmen, WW2 and/or in a beautiful aircraft
aircraft in Brazilian military service Netherlands. Website: www.lanasta.com. beautifully described.
illustrated in Volume 1 are the license- Email: info@lansta.com. ISBN 978-90-
built Fw 44 Stieglitz (photos #261-290) 8616-121-8. € 37.95 plus postage.
and the Fw 58 Weihe (photos #314-351). The eagerly-awaited second volume
Sergio is to be congratulated on on Fokker’s elegant “jacjtkruiser”
producing a monumental study of a little describes the G-1s service.
known aspect of Brazilian aviation Chapter 1: “Vliegen met de G-1”
history. If you have an interest in Introduction of the G-1 into service and
Brazilian aviation or more specifically activities prior to May 1940. (24 pages
the influence of Nazi Germany on Brazil including 36 photos).
in the years immediately preceding Chapter 2: “De ML en de
WW2, I hope you will support Sergio’s mobilisatie” Mobilization. [58 pages
efforts. including 88 photos, 2 maps, one artist’s
[Editor: A set of photos that caught my drawing*, and 3 profile drawings (two 2-
attention was of a Navy Fw 58 being view drawings & one 3-view drawing)].
towed by a team of oxen after it had Chapter 3: “Oorlog!”: The G-1 in
crashed in the jungle. Sergio kindly combat with the Luftwaffe during the
provided a translation of the captions for German invasion of May 1940 (58 pages
these photos along with permission to including 85 photos, 7 maps, and 16
reprint the photos. The photos are on artist’s drawing.)
pages 107-108 of the issue of SAFO.] Chapter 4: “Capitulatie” (30 pages L’Aviation Brasilienne durant la
“On 20 January 1941, the including 83 photos of the aftermath of Seconde Guerre Mondiale. Ciel de
Aeronautics Ministry was created as well the bitter fighting. Guerre #22. Editor: Jose Fernandez. 78
as the Força Aérea Brasileira. At that Chapter 5: “De G-1 bij de A-4 pages softbound. € 14.00 plus
time all planes from Aviação Naval Luftwaffe” The G-1 in Luftwaffe service postage. Published by Artipresse, 119 rue
(Navy) and Aviação Militar (Army) (36 pages including 65 photos, one map, Anatole France, 93170, Bagnolet, France.
where handed over to the newly created 1 two-view drawing & 5 profile Email: airmagazine@rocketmail.com.
Força Aérea Brasileira. The photos show drawings). The book is divided into three parts:
Focke-Wulf F-58, s/n 2-V-8, being Chapter 6: “Een Duise G-1 Wasp “1ere Partie: Le Chemin vers la Guerre”
recovered from the jungle after it crashed ontsnapt” The story of the G-1 that (12 pages) covers the beginnings of
at Boqueirão das Araras close to escaped to England. [8 pages including 8 Brazilian Naval and Army aviation and
Fortaleza city, Ceará estate, on 23 photos, one map, & one profile drawing their uniting as the Força Aérea Brasileira
September 1941. The photos show the (RAF markings]. in 1941. This section includes 22 photos
plane still carrying Brazilian Navy Chapter 7: “Levensloop” History of and 3 color profile drawings. “2eme
marking instead of required FAB each individual G-1 (10 pages including Parrtie: Les Opérations sur le Littoral
markings.” one photo, one artist’s drawing, and 2 Brésilien” (25 pages) describes the
profile drawings). activities of US and Brazilian aviation
Chapter 8: “Wat er overbleef” units in combating Nazi U-Boats off the
Remaining relics of the G-1 (4 pages coast of Brazil. This section includes
including 14 photos). details maps of several of the more
Appendices: 14 pages including successful attacks and 34 photos and 29
“Radio G-1 Mercury”, “Motoren naar color profile drawings. The remaining
Finland”, and “Kleur, camouflage en section of the book (40 pages), titled “Les
kentekens” (3 pages including two plan- Opérations en Italie”, describes the
view drawings. Brazilian contribution to the Italian
English Summary” (4 pages Campaign in WW2. It begins with three
including one profile drawing and one pages on the use of their Piper Cubs (2
artist’s drawing). photos & 3 color profiles). The remainder
*The “artist’s drawings” refer to is devoted to the P-47D Thunderbolts
color drawings illustrating combat and with 67 photos and 19 color profiles.
other operations that were impossible to The modeler will drool over the 59
catch on photos. beautiful color profiles – almost all
If you can read Dutch and have an available as kits: [Boeing P-12 (4); North
interest in WW2, this book is a must. The American BT-9*, AT-6 (3), & B-25 (4);
Fokker G-1, Volume II – Operational price is very reasonable, but the postage Vultee BT-15, V-11, & A-31 Vengeance;
History, by Frits Gerdessen, Karel on 3 lb 4 oz (1.44 kg) will add a bit to the
Kalkman, Cor Oostveen, and Willem total cost. This book is also highly
Vredeling. 248 A-4 pages. Hardbound. recommended to the non-reader of Dutch
Fairchild PT-19; Douglas C-47, B-18 (2), The book begins with a 4-page Presse: E-mail: contact@avions-
& A-20K; Focke Wulf Fw 58 (4); Curtiss “Introduction” followed by the 6-page bateaux.com. Website: www. avions-
P-36 (4), & P-40N (2); Lockheed Hudson “Camouflage: Styles et tendances” where bateaux.com.
& PV-1 Ventura (4); Consolidated PBY; the camouflage of each of the title aircraft This is a book that will appeal to
Noorduyn Norseman; Piper L-4 Cub (3); types is discussed. Of particular interest both the student of acrobatic teams and to
and Republic P-47D (19)]. Several of is the discussion of the different the modeler who likes colorful aircraft.
these color drawings consist of multi- camouflage applied to the MS 406 French acrobatic teams are covered from
views [Fw 58, Vengeance, and P-47D produced by different companies while the Flying School Morane parasol
(2)]. identifying the range of s/n of the MS monoplanes of 1931 to the Patrouille de
* Dan Hagedorn points out that the ‘BT- 406 built by each company. France’s Alpha Jets of 2013. The
9’ was actually a NA-46 that was given The rest of the book is devoted to chapters are:
the FAB designation ‘BT-9’ after 1941. individual aircraft with a history of its 1. La patrouílle d’Étampes: 9 pages
L’Aviation Brasilienne durant la operations, several photos, and one or including 29 photos and 5 color profile
Seconde Guerre Mondiale is highly more full-page color profile drawings. drawings [MS.230 (1), MS.225 (2), &
recommended to all enthusiasts interested The D 520 is represented by 6 profiles, Stampe SV-4C (1)].
in military aviation in Latin America. In the MS 406 by 19 profiles, and the Potez 2. Les patrouílle d’escadre: 5 pages
particular, the modeler will be inspired 631 by 10 profiles. An example of each including 12 photos and 4 color profile
by the multitude of unusual markings and follows: “Triplette nocturne Potez 631 no drawings [Vampire 5 (2), F-84G (1), &
color schemes that can be applied to 71, 98 et 109” 2 pages of text including 3 Mystére IV].
familiar aircraft types. photos and 2 pages with 3 color profile 3. La Patrouille de France sur
[Editor: You can find a couple of short drawings. “À la chasse MS 406 no 837 au Ouragan: 13 pages including 39 photos
articles on the Brazilian B-25 elsewhere crocodile” 2 pages including 2 photos and 6 color profiles.
in this issue of SAFO.] and one color profile drawing. “Le lévrier 4. La Patrouille de France sur
de Rethondes D 520 no 215” 2 pages Mystére IV: 21 pages including 58
including 3 photos and one color profile photos and 3 color profile drawings.
drawing. 5. L’ére due Fouga: (a) La patrouille
This book will of interest to the de l’École de l’Air: 11 pages including
historian, illustrator, and modeler 31 photos. (b) La Patrouille de France: 56
specializing in French aircraft during the pages including 105 photos and 10 color
Battle of France. The review copy is profile drawings. (c) Rencontres de
available from the SAFCH Sales Service couleurs: 4 pages including 15 photos of
safo@redshift.com for $15.00 plus p&p, visiting aerobatic-team aircraft.
or directly from the publisher at the 6. L’Alpha jet et la Patrouille de
contact@avions-bateaux.com. France: 21 pages including 84 photos and
one color profile drawing.
7. Les avions d’accompagnement: 5
pages including 15 photos and 5 color
profile drawings [MD.312 (1), C-47 (2),
& Noratlas (2)].
The French text is supported by
copious well-reproduced photos, and
beautiful color profile drawings. The
modeler will particularly appreciate that
Histoires d’Avions; Volume 1:
the profile drawings are accompanied by
Dewoitine 520, Morane 406, Potez 631;
upper and lower plan-view drawings.
1939-1940, by Matthieu Comas and
Avion’s Hors-serie is highly
Yann Le Gal. Hore-Série Avions No.34.
recommended to all enthusiasts of
79 A-4 pages, 100 photos, 35 color
aerobatic teams and their aircraft.
profile drawings, soft cover. (2013)
The review copy is available from
€14.50. Lela Presse: E-mail:
the SAFCH Sales Service
contact@avions-bateaux.com. Website:
safo@redshift.com for $18.00 plus p&p,
www. avions-bateaux.com.
or directly from the publisher at
This book is unique; at least it is in
contact@avions-bateaux.com.
my experience. The subtitle, “Des
Hommes, Des Avions, Des Couleurs”, Les 60 Ans de la Patrouille de France,
explains that it presents the history of by Sébastien Guillemin, Jean-Louis
individual aircraft with text, photos, and Gaynecoetche, and Humbert Charve.
color profile drawings. Hore-Série Avions No.35. 128 A-4
pages, 180 photos, 52 color profile
drawings, softcover. (2013) €17.50. Lela
-letters-letters-letters-letters-letters-letters-letters-letters-letters-letters-letters-letters-letters-letters-
“I have a few observations on SAFO issues #145 and #146. “For #146: Santiago Flores continues to make deep inroads
For #145: Gerard Terry is not alone in not having a clue what his into our ignorance of Mexican Aviation, and Ted Koppel should
photo depicts. The cantilever wing and the large inline engine be reassured that applying the Mexican triangles in reverse
gives it a vaguely early Dornier look but I am more than happy would probably have been a genuine mistake. After all the
to await wiser counsel! Mexican Air Force would have been a totally unknown subject
“Santiago A. Flores has come up with some truly interesting down in Bristol. Rest assured however, the big boys get it wrong
information and photos of Mexican Air Force aircraft; a subject too. I have a photo copy of the 1943 service manual for the C-
not exactly well known on this side of the Atlantic. An 47, and on the page dealing with the finish of the aircraft, the
interesting point about the Bristol F2Bs is that they seem to be star is. up side down!
without the rear gun ring mountings - so would they have been “The Avia-Fokker F IX article will find it's way to the
for training/transport use? From the rudder shape I would guess original magazine (if I can locate it)! The only place I could see
they are Mark IV's a fixed forward firing gun being placed would be on the large
“Bristol Boarhounds are not exactly well known anywhere plate protruding under the cockpit window on the port side, the
and a quick check on various websites reveal that if they did device beneath it could be the end of a reduction gear. I don't
carry numbers, then they were always photographed with mean the venturi next to the serial number as on the front cover.
someone in front of the number Can someone please produce a “Iranian Aviation Review was sold for a while over here,
1/48 kit of a Vought Corsair! but when it didn't appear after #6 I wrongly assumed it had
“The late Frans Scheve's article on Gazelle F-GEHC was ceased trading. I shall check it out again. And, I do agree some
most interesting. I believe one of our TV programmes featured of the pictures are way too small.”
the Chateau with the racing circuit. I can confirm the continued Malcolm Barratt (SAFCH #1716), England.
existence of F-GEHC as G-OGEO; I checked the CAA website a
couple of days ago and it is now registered to a company in “Issue #145 is another exceptional SAFO issue. I really
Scotland. enjoyed the Hercules vs. Hercules article; I've never seen it
“The North Korean AF story continues to turn up little gems referenced before. Doug. Dildy's continuation of the NKPAF
of information and the Hercules bomber story is totally new to was, again, impressive and shows the great amount of research
me- someone is bound to make a model of it. he's put into this series. Hopefully, he'll have it published in
“I have included a copy of a print taken from one of my own book form one of these days. As for the ‘Information Wanted’
slides depicting the one and only Isle of Man [Manx] Air Force’s photo, of course it's a Loening design. I don't know which one
Reims F172 G-ASZW in Hangar 2 at Coventry Airport in July since he had so many.”
1978. This was at the time believed to be a practical joke played Joe Furst (SAFCH #376), USA.
on the then owner, but this can be discounted as it was then
owned by Luton Flying Club. Because of the lighting conditions “I just received the latest issue of SAFO (#146), and I would
the colour has degraded from a true RAF Green and Medium like to add some comments about Tim Callaway's ‘Mosquitoes
Sea Grey approximation. The aircraft is alive and well and Abroad’ article. I’ve recently finished writing a book about
currently registered G-ENOR. Brazilian mercenary pilots in the Dominican Republic from
“For those who don't know, the Isle of Man is part of the 1948 to 1950 and the attempt to bomb Venezuela by Brazilian
UK but due to various ancient Acts of Parliament it retains its commercial airline pilots. I would like to correct the information
own coinage and Parliament (the Tynwald), and is an offshore that the Dominican Mosquitoes and Beaufighters participated in
tax haven now having it's own International Registration code the attack on rebel forces at Luperon. The only two fighters that
letter ‘M’ generally seen on Biz-Jets and above! They also have participated in this event were P-51D, serial 405, piloted by
their own language related to their Viking roots.” Milton Ajuz and P-51C, serial 401, piloted by Carlos Alberto de
Malcolm Barratt (SAFCH #1716), UK. Freitas Guimarães, both Brazilian mercenaries. It seems that the
P-51s arrived on the morning after the invasion with the rebel
PBY already grounded on a sandbank. The P-51C attacked the
Catalina, but it was finally destroyed by a gunboat (Dominican
navy serial GC-9).
“According to Mr. Ajuz, the Mosquitoes and Beaufighters
flew very rarely due to the total disinterest of the British advisers
who preferred to stay drunk rather than instruct the Dominican
pilots.”
Hélio Higuchi (SAFCH #1511), Brazil.
“One remark concerning the ‘Spanish Boeing’ article in

issue #146: An article by Peter Bowers in Aerofax Minigraph 8
has a photo that allegedly shows the second Model 281
demonstrator with a very dark (black?) high-gloss finish on the
fuselage, light coloured (yellow?) wings and tail planes, and a
tapering fuselage flash (could be only a white border?).”
Nils Treichel (SAFCH #1467), Germany.
Photo #335: 2-V-8 in front of Aviação Naval´s hangars before its crash in 1941. Photo #340: Fw 58 coded 2-V-8 crashed at Boqueirão das Araras, next to
(Cláudio Lamas de Farias) Fortaleza, Ceará, on 23 September 1941. (Diretoria do Patrimônio e
Documentação da Marinha)
Small Air Forces Observer Vol. 37, No. 3 (147) January 2014
Photo #341: From this angle we can see the damage on the left wing. (Diretoria Photo #342: This photo of 2-V-8 tail is very interesting since it shows the
do Patrimônio e Documentação da Marinha) inscription "built at Fábrica do Galeão Rio de Janeiro". (Antônio Pereira
Linhares)
107
Photo #345: With the help from a team of oxen, the plane is removed. (Diretoria do Patrimônio e Documentação da Marinha)
Photo #346: Notice the canvas protection on the cockpit, engines, and propellers. Also note the small ‘8’ on the protective cover of
the gun sight on the nose. (Antônio Pereira Linhares)
Photos from the book Aviões Alemães no Brasil – Vol. 1. See review on page 103.

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small vol. 37 no.

Markings of Czechoslovakian Military Aircraft 1919-1939

vol. 37 no.3 (147) January 2014

Brazilian North American B-25Bs.

Capitán Ramón Puparelli Francia, standing center in white dress,

Probable appearance of Fiat CR.32

Captions for the Photos on Pages ____

Captions for the photos on pages 93-97

The flags on the wings were always painted with the

Letoc S-20 Avia BH-9

Markings of Czechoslovakian Military Aircraft 1919-1939

Captions for the photos on page 74

“One remark concerning the ‘Spanish Boeing’ article in

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