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Fiat CR.20 Part 2: Lithuania and Austria

Luis Tuya: South American Paladin
ISAF Emblems and Unit Badges
The LVA in 1916: Part 1
vol. 40 no. 3 (159) January 2017

74
The transport of an Austrian Fiat C.R.20bis by a half-track vehicle. (Stefan A lne up of Austrian CR.20bis (Jerzy Bukiewicz)
Reitgruber)
Austrian CR.20bis. (Hans-Jürgen Becker) Austrian CR.20bis in 1937. (Wernfried Haberfellner)
Small Air Forces Observer Vol.40, No. 3 (159) January 2017

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76 Small Air Forces Observer Vol. 40, No. 3 (159) January 2017
The LVA in 1916
Part 1
Frits Gerdessen
[Editor’s notes: This is the 1916 chapter of Frits Gerdessen’s monumental study of the history of the (LVA) during World
War One. Earlier chapters are found in SAFO #154 (October 2015) and #156 (April 2016).]
The year 1916 saw many changes in the LVA. among the other ranks. (Note 1) Both VA’s remained based
Personnel had increased from 81 to 294, with officers at Soesterberg.
increasing from 32 to 41. This was accompanied by On the landing ground at the Oldebroek artillery range
building new barracks: in April for 50 men and in (Legerplaats bij Oldebroek = LbO) a hangar was ready in
September for 149 men, as well as officers’ quarters - until March. Often aircraft were based there for artillery
then, officers had lived in boarding houses. In addition, observation.
more hangars were built, as well as a garage, houses for The LVA had no problem in attracting personnel.
senior NCO’s, and the workshops were extended. The Many craftsmen in the mobilised army were interested and
Dienst der Genie built its own office on the base as it their number was such that the C.LVA could pick the best.
became impractical to survey the ever increasing building He interviewed each candidate for their skills and
activities from Amersfoort. motivation. Once accepted, the men had 3 months
Also, new service branches were started which in due probation and then could be contracted for 2 years. Despite
time had their own buildings - transport, photography, the number of applicants the C.LVA sometimes had to
radio, instruments workshop, engine workshop, etc. advertise for personnel with special skills.
A new fuel depot was built with two explosion-proof
tanks. Before then, fuel was stored and transported in cans Aircraft inventory
and barrels. The fuel was obtained from the trade company The LVA started 1916 with 19 aircraft - Farmans
NV Acetylena and came from a small refinery at Pernis, HA.20: LA3/4 and K3 (NEI), and HF.22: LA6/11,
Rotterdam (later Shell). LA15/19, and M1/2 (Navy), as well as 3 interned aircraft:
One important service was organised as late as 1919, Albatros B.I LA12 and Avro 504 LA13/14. Six more
the Vliegmedische Dienst (Medical Service). Of course, usable aircraft had been interned in 1915 and were bought
some medics served with the LVA before then, but the in 1916.
doctors were initially a local family doctors, whose Early in 1916, Trompenburg delivered HF.22
whereabouts always had to be known. Of course, the LA20/21, LA26/27 and later, on in a separate order, the
C.LVA tried to recruit military doctor, but none were naval M3. In addition the LVA built two more from spares
interested. In 1919, the medical service was organised by and parts: LA30 and LA32. Most likely, LA17, which had
res.lt. P.M. van Wulfften Palthe, who had completed his broken its back, was used to build one of them.
medical studies. The colonial HF.20 K3 was replaced by HF.22 K4.
Apparently the LVA exchanged a Farman. According to
Reoranization photos LA21 is an HF.20, whereas the colonial K4 was an
The expansion of the service required changes in the HF.22.
organisation. On 1 February 1916, a Vliegtuig Afdeeling During 1916 the LVA lost 5 HF.22 in crashes and
(VA = Flying unit) was formed, commanded by Lt. van mishaps: LA6, LA8, LA17, LA19, and LA30.
Heijst, who also served as an instructor. This unit was Thus at the end of the year ,the LVA had 31 aircraft: 3
comprised of pilots who were not in a detachment. The HF.20, 11 HF.22 and 17 interned aircraft, 6 of which
idea was to find out how to work with and within would be bought in 1917. In addition, there were 3 naval
operational units. The 2nd VA was formed 1 September, and one colonial HF.22. The LA-serials had now reached
with Lt. Versteegh as commander and instructor. LA39. 8 aircraft had been w/o.
At the same time, personnel was organised in a
company, commanded by Lt. A. Coblijn. This hussar was Pilots
not too popular. He introduced cavalry orders which were Holland had 18 military pilots by the end of 1915: LVA
not appreciated by the men from other army branches, like 11, Navy 4, and Colonial 3. Of these, Lt. Hofstee was badly
infantry, artillery, engineers etc. In addition, the cavalry wounded in a crash on 27 September, and had to stop flying.
considered itself the top of the army and all ranks looked 3 more pilots were from abroad (USA and France). At the
down on the other services. This often strained relations end of the year there were 15 officer pilots with 5 under
training.
Interned aircraft 3 in 1913 with the 3 HF.20
This year, 10 aircraft were interned, of which 8 were 2 in 1914 with the 2 HF.22
in good shape. Two were bought in 1916 and six in 1917. 1 in 1915 with Leo van Steijn’s HF.20 (K3)
In all, 8 interned aircraft were bought in 1916: LA22 19 in 1915-16 from the factory
Voisin LB.4 (the Kitchen Truck), LA23 REP Parasol, 1 brought by ir. J. Rozendaal from Germany (an
LA24 BE.2C, LA25 LVG B.I, LA28 Albatros B.III, LA29 Oberursel)
LVG B.II, LA31 Albatros B.II, and LA35 Morane L. 2 in 1915 in interned Avro 504
The parasol-winged Morane Lwas converted into a 2 in 1915 from the colonial Brouckères
shoulder-wing aircraft. At least serials LA33 (Sopwith Of these engines, 25 factory numbers are known.
1½Strutter) and -34 (Fokker A) had been allotted in 1916, The Farman contracts in 1913-14 did not mention
before the planes were bought. spare engines. The planes had to be delivered with
The aircraft interned in 1916 were most welcome, engines, each engine with an appropriate set of tools and
especially two Sopwith 1½ Strutters, a German Aviatik accessories. The spares mentioned in the contract were
C.III, and a Belgian Farman F.40. The German B-type aircraft parts etc. and did not include engines.
trainers were among the best available, and there was the All 50 hp and 60 hp Gnomes apparently were w/o in
first Fokker. (Note 2) Of these 8 aircraft, Albatros B.II 1915.
LA31 and LVG B.II LA29 were bought in 1916, the other In November 1916, the Naval Staff received
6 in 1917: Sopwith 1½ Strutters LA33 and LA38, Aviatik information about aircraft and aero engine production in
C.III LA36, Fokker A LA34, Farman HF.40 LA37 and Sweden. There were two factories: Aktiebolaget Enoch
Albatros B.II LA39. Thulin Aeroplanfabrik (AETA) in Landskrona, headed by
For conversion from the Farman to tractor types some Doctor/pilot Enoch Leonard Thulin, and Södertelge
interned aircraft were fitted with dual controls, most likely Verkstäders Aviatikavdelning, led by aviation pioneer
the Avro 504 and Albatros B.II. Flygbaron Carl Cederström. AETA was the most
From two wrecks interned in 1916, the engines were promising.
recovered and bought. No doubt, other materials and parts Early January 1917 this possible source of equipment
recovered from the wrecks were put to good use (fuel and was discussed and it was decided to send a committee to
oil tanks, piping, linen etc.). Remaining fuel and oil, Sweden.
always in short supply, were carefully tapped.
Equipment
A new airfield: Schiphol. In 1915-16 sgt. ir. N.E. Groeneveld Meijer had
In case Holland was dragged into the war, the LVA presented his semi-automatic bomb-sight, which was
might have to abandon Soesterberg, so as early as August adopted by the LVA, but it was not yet ready for
1914 an airstrip was selected near Amsterdam. However, production. (Note 3)
since Holland remained outside the conflict this field was Several aircraft had bomb-racks fitted and bombs were
not needed. Yet studies continued for a suitable site, and in thrown, but bomb-sights are not mentioned.
1916 a site was chosen in the Haarlemmermeer polder, The problem of communication between pilot and
near Fort Schiphol. On 21 April 1916, all 12 ha (200 x 600 observer seemed to be solved with the thermotelephone.
m) was bought from farmer Knibbe. Soon a contractor This device was in use in fortresses and enabled
started to build four wooden hangars. These were communication during artillery fire. The first
completed in time for exercises in September 1916. In demonstration, on 3 February 1916, was most promising.
1917, the field was extended by requisitioning and in 1918 During this demonstration, the C.LVA was able to talk
had an area of nearly 77 ha (ca. 800 x 900 m). with Lt. van Heijst standing beside a running aero engine,
whereas bystanders could not understand a word. Thus, a
Engine problems set was ordered and tested on 25 February, but did not give
By the end of 1916, the LVA was in dire straits. The acceptable results. Further tests had no success and the
C.LVA reported that of the 30 Gnome engines he had idea was abandoned. Until 1940, two-seaters had no
received, 10 had been written off and another 10 were only intercom, not even a speaking tube. (Note 4)
safe for local flying. Thus, only10 remained for The Donath signalling lamp could be copied in
operational duties. It became necessary to use more and Holland, but not its special bulbs.
more of the interned aircraft which had more reliable In mid-1915, the LVA experimented with aerial
engines for operational flights. photography with satisfactory results despite that the
As far as can be determined, the LVA received cameras were not quite suited for the job. Special cameras
following 80 hp Gnomes: were ordered from Switzerland, but well before these
arrived an excellent German camera was interned one 28 to Holland. They arrived (at last) at Soesterberg in June
August 1915. (Note 5) This camera was copied, but it took 1918. (Note 8)
time for the the optical parts to be obtained from France.
Anyway, the observers had sufficient cameras for training. Trompenburg
A German w/t set was interned on 1 December 1915. Early in 1916, the Farman production was at its end.
(Note 6) This was fitted in an Avro in February and The type was outdated and the supply of Gnome rotaries
successfully tested. Ten were ordered from the from France had stopped. Yet one more HF.22 was built
Nederlandsche Radio Industrie, but none arrived in 1916. for the Navy: M3. (Note 9) The C.LVA suggested to order
One thus had to continue with the not too reliable some more Farmans, to prevent the experienced working
skywriting. force being discharged. Plans were drawn up to build the
In the summer, satisfactory tests were made with Sopwith 1½ Strutter and a landplane fighter, derived from
carrier pigeons in co-operation with the an interned Sopwith Baby 8140, the so-called S.L.J.
Rijkspostduivendienst (State carrier pigeon service). It was (Sopwith Land Jager). The Baby was interned on 27 April,
decided to build a pigeon-loft and train birds. salvaged from the North Sea, but once checked proved
almost irrepairable. Its Clerget rotary had survived the
Aircraft from France ordeal. The plane was copied (but not bought) and the
On 9 June 1915, lt. J. Labouchère departed for Paris. copy ended up with the Navy with serial T-1. Trouble with
He was initially charged with the acceptance of the these plans was that no suitable rotaries (110 hp) were
ordered Gnome rotaries. Labouchère was posted at the available.
Dutch Embassy and charged with the purchase of In April-May, a discussion in the newspapers arose
equipment and materials, and to report extensively on about the situation of the LVA. This was caused by the
everything of aeronautical importance, and on the tour on 6 March 1916, in which 9 Farmans took part.
availability of aircraft. He also reported on the economic There was no criticism of the crews, who did their utmost
situation, prices, availability and scarcity of goods, etc. with the obsolete equipment available, but the blame was
On 2 May 1916, the C.LVA sent another proposal to directed to the ministry, army leadership, etc.,who did not
the OLZ for the purchase of aircraft, engines and provide the LVA with adequate equipment.
equipment. Three weeks later, the OLZ authorised the Trompenburg director, Henri Wijnmalen, fully
C.LVA to purchase 10 aircraft and 38 engines. admitted the poor state of Dutch aviation, but noted that
After receiving the approval of the War Ministry, the LVA had considerably expanded from 1914 both in
Labouchère went into action at once. On 19 June, he equipment and personnel and it had a competent technical
reported that the Caudron G.4 was the best available recce service. And there was now an aircraft factory in Holland.
plane and the Spad was the fastest fighter, but no doubt not And he told that at the time Trompenburg had started
available for export. The next best were the 110 hp construction of a completely new aircraft.
Nieuport and the 110 hp Morane two-seater. This new aircraft was a single-seater biplane with 80
The Dutch Government applied for 5 Caudrons and 5 hp Gnome, the V.1, designed by H.A. Vannehard, who had
Nieuports, but by 6 September the French Governmet had much practical experience but no theoretical education.
not yet reacted. Yet there must have been contact on a (Note 10) This project did not progress smoothly and the
government level, as in December 1916 an amount of C.LVA had misgivings. In September, the plane came to
ƒ 1.000.000 was mentioned in the 1917 State Budget for Soesterberg. There it became clear that the u/c legs were
the purchase of 5 Caudrons, 5 Nieuports, 8 Le Rhône too short - the propeller was hitting the ground. The plane
rotaries, guns, and radio sets. (Note 7) was sent back to the factory, where longer legs were fitted
In December 1916, the C.LVA apparently became and other modifications made. Also load tests were carried
impatient and on the 26th sent Labouchère a telegram out on the wings, with disastrous results. New wings had
demanding to explain what he was doing. to be made. Early in 1917, the plane was again tested.
Around New Year 1917, the French government gave
an export license for 10 Caudrons, 5 Nieuport 23 (120 hp) Naval air service.
and 5 Nieuport 21 (80 hp). The 10 extra aircraft were from A seaplane base was built near Amsterdam, at
an unfulfilled Rumanian order. That country had been Schellingwoude, where in 1916 the first seaplanes were
occupied by the Central Powers and delivery was flown. This base had no slipway. Aircraft were hoisted in
impossible. and out of the hangar. By the end of the year, the navy had
These planes (10 Nieuports and only 5 Caudrons) only 3 seaplanes: White & Thompson G-1, FF 19 R-1, and
arrived in November 1917 at Vigo in Spain to be shipped an FF 29 S-1 interned in 1916. (Note 11) There were many
technical problems and mishaps. The LVA gave assistance Farman LA32 was damaged, but could be repaired. A new
with repairs and overhauls (now LVA) hangar was built in 1917, but the detachment
The Sopwith Baby which was interned on 27 April, was not continued. No doubt the civil administrator Bram
was unusable and it wasn’t until 1917 until a copy of this Olthoff was discharged.
plane could be flown. The position of the ENV, which had started and hired
On 24 January, the crew of the lightship Noord Hinder Gilze-Rijen airfield back in 1910 until 1915, is not clear.
observed an abandoned flying boat, RNAS FBA 3113. Apparently Van Meel took over the lease of the field. Of
They boarded it and took a machine gun and some other course when the LVA took over, all became different. The
objects. Later, 3113 was salvaged by the Royal Navy and ENV was no longer heard of.
scrapped. His Majesty’s Government was not amused J.D. (Joop) Carley, who started an aircraft factory at
about the “stealing” and the Foreign Office had to put Ede airfield, later bought the inventory that Van Meel left
things right. behind, including an Antoinette, once used by aviation
On 19 September, famous German pilot, Oberleutnant pioneer ir. G.P. (Gijs) Küller.
Wolfgang von Gronau, (Note 12) was rescued with his Apart of patrols, all detachments took part in local
shipmate Matrose Menzing by the lifeboat Brandaris from army exercises. The air- and ground crew were regularly
Terschelling. Their FF 33E 471, was run down by the relieved.
Brandaris. The crew was released. Generally, the pilots and observers at the detachments
Also remarkable, was the interning of Fl.Lt. C.T. are known. The aircraft are only known when a mishap
Freeman, who was rescued from his Bristol Scout 8953 on was reported.
2 August. Freeman succeeded in attracting attention from
the Belgian SS Anvers with pistol shots. He was brought Operations
ashore with his plane, the wings of which had been cut off, 1916 started with very bad weather and heavy storms,
and released on 6th. Freeman told he was on a test flight, which hardly allowed flying. The observer training was thus
but in reality he had come from the aircraftcarrier Vindex severely hindered.
and had attacked, in vain, the airship L17 with darts. His On the night of 13-14 January, many dikes around the
plane was most likely useless and scrapped. Zuider Zee broke and considerable areas were inundated.
In 1916 the first naval NCO’s arrived at Soesterberg This was a major disaster with enormous damage and some
for flying training. 50 deaths on land and at sea. The army and navy were
active with rescue and repair. The LVA could only give
Detachments minimum assistance. The weather made recce flights almost
On 10 June 1916, the detachment at Vlissingen was impossible. Only near Amersfoort and Rotterdam were
posted again. The first pilot was LTZ K. Muller. This some photos were made. (Note 13)
detachment was soon involved in salvaging interned On 6 March, a military tour was held with 9 Farmans,
aircraft in the area, being the first on the site. Interning which attracted much interest of public and press. The idea
squads from Soesterberg finished the jobs. was to show what the LVA could do. The crews had to fly a
The detachments were quite independent. As early as prescribed route, make observations , and bombing attacks
1915, the detachment at Vlissingen had its own letterhead. (with flour bags). It was very cold. The Farmans landed at
On 10 May 1916 , the LVA wrote to Gilze-Rijen that the Gilze Rijen on Scheveningen beach where Queen
printing of a letterhead and a stamp would not be paid for. Wilhelmina, her husband Prins Hendrik, Gen. Snijders and
On the same day, Kemperheide was ordered to perform the C.LVA were among the officials present. There was
small repairs by itself. On 28 October, Gilze-Rijen and criticism after this exercise, not of the personnel, but on the
Kemperheide were ordered to send in the motorbooks and bad situation of the air defence.
lists of operations. Before this tour, which was postponed twice due to bad
A plan to withdraw the Kemperheide detachment in weather, 7 Farmans flew from Soesterberg to Gilze Rijen
winter 1916-17 was withdrawn. and back.
Transport at Gilze-Rijen apparently gave problems. Later, the LVA often took part in army exercises, with
Around 1 July, the Motordienst drivers were replaced, but up to 4 aircraft. Sometimes the crews were advised to take a
on 26 August the Motordienst informed the C.LVA that food parcel with them. Also the detachments often took
the trucks were not in good repair. On 30 August, two part.
drivers were sent back to the Motordienst. Several times, weather and technical problems
The unit at Gilze-Rijen had to be withdrawn as on 24 intervened, causing aircraft to return to Soesterberg or make
December the hangar that was still being rented from Van forced landings. A few times adverse weather prevented
Meel at ƒ 150 per month, collapsed in a heavy storm. flying for a week or longer.
On 7 September, the first exercise was held with the had a gun (Madsen, Lewis, carbine). The REP LA23 carried
newly founded Luchtwachtdienst (Observer Corps). The a large bomb and a Hotchkiss gun, the BE.2C LA24 a
next was held on 15 November with 9 aircraft flying carbine and bombs. In all there were 21 LVA aircraft: (11
prescribed routes. Farmans, 10 interned), one naval Farman (MA3) and the
The new air base at Schiphol was first used on 19-21 colonial Farman K4. This was not recorded in the Diary of
September for manoeuvres around Amsterdam. Taking part the C.LVA and the monthly reports, but the reason is
were 3 Farmans. LA4 (Lt. Roeper Bosch), LA16 (Lt. Drost) unclear. Newspapers do not mention a visit by top brass.
and M2 (LTZ Muller). LA11 (Lt. van Oosten) was held in On 23 November, the Order Book mentioned that three
reserve. Ground crew comprised 8 men with a truck and Farmans had to be tested on the 29th. Ing. Vreeburg would
trailer. No doubt they had ample supplies, bedding etc., as give details. No other details are known. These Farmans
Schiphol at the time was far from civilisation. Of the 3 were also in the line-up: LA16 and LA27 with roetapparaat
observers, kpt. Hardenberg and lt. van Ede van der Pals later and LA9 with bomb gear.
went for the army manoeuvres to Waalre. Twelve aircraft were notin the lineup, of which at least
During manoeuvres, the LVA often used improvised 2 were under repair (Farman LA7 and Strutter LA38), one
fields where tents were erected. The personnel was billeted just arrived (Albatros LA39) and 2 detached (incl. LA32 at
in boarding houses and private homes (officers usually with Gilze-Rijen).
the local elite). Willem Warnaar took part at Waardenburg In December, orders were issued about the distribution
24-26 October, as crew chief and passenger with Lt. Coblijn of the Gnomes and aircraft. On the 20th, 16 Motorbooks
Jr. They got on very well. The other pilot was Lt. Duinker. had to be handed in at the TD. On the 22nd, unit
There were five observers and they used Farmans LA11 and commanders/instructors Lts. van Heijst (1 VA) and
LA27. The planes arrived just before the trucks, and the Versteegh (2 VA) were each allotted 4 school engines and
crews pointed out where the hangers were to be erected. 2 Farmans, Van Heijst LA10 and LA26 and Versteegh the
Once the planes were in their hangers, the local LA7 and LA14. The navy received 2 school engines.
constable brought a list of boarding houses. Warnaar and For cross-country flights and observer training, 8
two colleagues were sent to a pub. The landlord brought Gnomes and 4 Farmans were allotted: LA11 and LA27 in
them to a loft under the bare roof tiles, with three iron beds 1 VA, LA4 and LA16 in 2 VA. The 8 Gnomes included
and poor blankets. Washing had to be done at the pump those interned in the two Avro 504 in 1915.
outside and food would be provided in the pub. But the In addition, 9 pilots (8 LVA, 1 navy) had an interned
landlord was far from having a meal ready and thus the aircraft allotted, 5 of them a German type. LTZ
hungry corporals went to the village and bought bread. The Nieuwenhuis received the BE.2C LA24.
baker asked where they were billeted and whether they got The activities of the LVA were often mentioned in
food there. He shrugged his shoulders and smeared on extra newspapers. For example, the local newspaper at Heusden,
slices of cheese. Warnaar asked whether they could be which is on the route Soesterberg-Gilze Rijen, recorded
billeted there and after consulting his wife the baker agreed. many aircraft passings with the utmost accuracy, for
The men immediately went to Lt. Coblijn. After he example: 5 September 1916, 1055 hours. biplane flying
consulted with the constable, the men arrived back at the North at 1165½ m.
baker’s whose wife had prepared a big pile of pancakes. The
landlord of the pub was severly reprimanded. Army manouvres in September 1916
Warnaar, who had to consult Lt. Coblijn regularly, was In 1916, it was decided to organise once more army
invited to stay in Lt. Coblijn’s comfotablr boarding house, manoeuvres including the use of aircraft in the autumn. On
but he preferred to remain in the kitchen, with the maids and 16 September, the C.LVA gave orders for the move to
titbits….. (Note 14) Ravenstein and Waalre. Two columns of trucks with
On 14 November, a major Luchtwachtdienst (Observer trailers transported fuel, oil, tents, bedding etc. The LVA
Corps) exercise was held, with 9 aircraft flying from the did not have enough trucks and borrowed a number from
Kemperheide, Geldrop, and Gilze-Rijen. The pilots the the Korps Motordienst. The next day local army units
pilots were advised to take provisions with them when prepared the airfields and guard detachments were
departing from Soesterberg. organised.
On 27 November, the Order Book stipulated that on the The manoeuvres were held on 20-27 September, in the
29th at 0930 hours 23 aircraft had to be lined up in front of eastern part of Noord Brabant and adjacent Gelderland. As
the hangars with prescribed armament and equipment, all usual, the Red and Blue Armies were to compete. The
with crew in flying gear, some with cameras. Aircraft with northern army (Blue) was the IInd Division and the
bomb gear had to carry dummy bombs. Arrow boxes had to southern army (Red) was the IVth Division. Both were
be at hand. All except Farman LA9 (bombs and wireless) supported by four aircraft. For the Blue Army there were
two Farmans with “roetapparaat” and two interned types. e. Communications are vital. When the division staff
The Red Army had four Farmans, includinge LA21. The moved, contact with the LVA unit was lost and caused
detachments at Vlissingen and Gilze-Rijen. The much delay in the transfer of messages. For each aircraft
commander of the Red Army, 1st Lt. C. Land, came from two despatch motorcycle riders are required, and messages
Gilze-Rijen, most likely with his Farman LA32. The must always be delivered by two riders who use different
commander of the Blue Army, LTZ H. Nieuwenhuis, came routes. In case the telephone connections cannot follow the
from Vlissingen with his M1. They may have brought division’s staff, the use of wireless stations with the LVA
some ground crew with them. units and the staff should be considered.
Bases were near Ravenstein (Blue) and Vetbergen Soon after the manoeuvres the C.LVA was ordered to
(Red), then open country, but now part of Waalre near destroy the reports.
Eindhoven.
The Blue Army was to attack from the north, with Meteorlogical flying
pontoon bridges over the river Maas, and was to be beaten In April, the LVA started meteo flights - 63 in all were
back by the Red Army made in 1916. Which aircraft were used is not recorded, but
The aerial reconnaissance had different results for the Farmans are unlikely.
Armies, as apparent from the final reports written mid- Some were altitude test flights. On 25 April, Lt. van
1917. Despite many daily sorties, Blue received hardly any Heijst reached 3000m with REP LA23 and on 11 November
useful information, except the for the last day. However, he attained 4241m with Morane LA35, On 17 November,
Red was always very well informed. The Blue observers Lts. Versteegh and De Blaauw reached 3700m with 1½
had even missed a pitched battle of infantry, cavalry, Strutter LA33. The meteorograph was mounted in several
artillery, and cyclists. The Blue commanders’ report was positions, but the best position on biplanes was on the
just 1½ typed sheet, whereas his Red colleague gave a day- outermost wing struts, outside the propeller wake and
to-day report mentioning nearly all sorties and engine exhaust fumes, in an aerea with minimal vibration.
observations, often with a note in pencil: excellent The KNMI, which since 1911 had a base at
information. Soesterberg, made observations with cable balloons and
When the reports of the division commanders were kites. On 7 June, lightning struck the kite cable when 3140
evaluated, the reason for the different results was expalined: m was winched out.
Blue, as attacking army, was always on the move in open The LVA was regularly informed about the KNMI
country and used pontoon bridges to cross the river Maas observations.
and a canal. These activities could not be missed by the Red
observers. The Reds operated in a more wooded area, and Glenn Martins in the NEI
being on defense, was much less on the move and therefore Two Martin TA were delivered to the NEI in 1915 at
hardly noticed by the Blue observers. $20,000 apiece, but they were shortlived. TA1 crashed on
The C.LVA was present at the maneuvers and kept a 14 February 1916, severely wounding its pilot Lt. Ter
keen eye on the operations. In his monthly report (dated 12 Poorten and killing the army commander lt.gen. J.P.
October) he had some comments and advice: Michielsen. TA2 was w/o in 1917.
a. The air unit will usually be based at remote places. On 30 November 1915, the NEI army command asked
Therefore a kitchen truck is indispensable. The LVA had permisssion to purchase ten seaplanes and two landplanes,
two on loan which gave sterling service. as well as six spare engines. The Colonial Office gave its
b. The air units cannot guard themselves, thus an army permission on 12 January 1916.
detachment must be available to counter attacks on the Glenn Martin wired that these aircraft could be
ground or from the air. One unit commander, however, delivered beginning on 22 March 1916 with one per week
complained that his guard detachment consisted of drop- afterwards - at $ 10.000 apiece. Engines would cost an
outs with an incompetent sergeant. Such a guard is of no additional $4,200 apiece.
use. A committee was sent to the US, first led by kap. C.L.
c. The hangar tents are very suitable for billeting the Vogelesang and later by Lt. ter Poorten, who had to
personnel, but should have hammocks to avoid sleeping on recover from his injuries. Since the Martin TA was no
damp ground. For the staff tents with furniture are needed. longer available, . Thus, two TT with 90 hp Hall Scott
d. The observers badly need a contact person engines were ordered on 19 April.. They were accepted in
(officer/observer) on the division’s staff who receives the July and arrived in the NEI on 5 September. Their serials
reports and co-ordinates orders. Due to the shortage of were TT3 and TT4. (Note 15) In September, ten more
observers this was not possible. aircraft would be ordered: eight R and two TT.
In all, 16 Martins were delivered to the NEI. TA1/2; Zuiderzee and on the old Fort Wierickerschans. Once parole
TT3/6 and TT15/16; and R7/14. The R’s were delivered as was allowed, they were free to reside elsewhere.
landplanes, the TT’s as seaplanes which were soon The British were succeeded at Wierickerschans by
converted to landplane. German officers, until their parole arrangements were
The navy also planned to buy Martin aircraft. LTZ determined.
H.G. van Steijn departed for the USA in August of 1915 Internees escaped from both Urk and Wierickerschans:
and ended up at the Martin factory where he met the NEI Leutnant Hans Hesse (interned 20 August 1914,
officers. The navy decided to order via Trompenburg, Albatros Taube) and Fähnrich zur See Carl Georg Philipp
which sent aviation pioneer ir. G.P. Küller to the USA as (interned 14 August 1914, FF 19 seaplane) escaped on 12
representative. Küller, who had given up flying in 1911, November 1914. Although life at Bergen was pleasant,
flew the Martin aircraft. On 4 December, he signed an Hesse became restless. They had assistance from civilians
order for four Martin S. LTZ Steensma arrived in the USA and returned to their units without problems. They were
in November 1915 in order to replace Van Steijn. welcomed - but not for long. They were summoned to
From the beginning, both aircraft, their floats, and their Berlin where they were accused of illegal escape and parole
Hall Scott engines gave endless trouble, including structural breaking. Parole breaking was in Germany (and England) a
problems and inadequate performance. The floats had to be serious offense. Thus, they were returned to Holland and
redesigned (and re-redesigned), the engines and propellers jailed in the camp. They tried again on 1 February 1915 and
modified, and this required many repeated tests, some of crossed the German border near Nijmegen. They reported to
which ended in failures or accidents. LTZ H.G. van Steijn a German border guard and were greeted with, “We
and OMSD H. Steensma did not see much future in the expected you last week!” Hesse was now in disgrace with
purchase. The problems troubled Van Steijn so much that he the Kaiser, and downgraded to Vizefeldwebel (sergeant).
committed suicide in his hotel room on 4 July 1916. He was Yet he finished the war as a Hauptmann (captain).
succeeded by NEI Lt. J. Engelbert van Bevervoorde who British Fl.Cdr. T.A. Rainey was interned at Urk. In the
had just completed his training with the LVA. Steensma summer of 1915, he arranged with the help of his sister to
returned to Holland to discuss the problems. After his return obtain a boat to escape. On 29 May, as the boat approached
to the NEI, he tested the modified S and nearly crashed due Urk, Rainey escaped his guards and swam to the boat. In the
to a broken float. evening he was caught at Edam and returned. He escaped
By the end of 1916, the first of four Martin S seaplanes again on 2 November in Den Haag, where he lived in a
were accepted and in 1917 shipped to Trompenburg for barracks. Internees had to sign a typed form that they would
assembly. Early in 1917, the navy ordered two Martin R, not plan to escape while out on parole. Rainey had typed out
which arrived for assembly at Trompenburg in August. a similar looking form excepy that it said he would escape.
The LVA became involved, but kapt. Walaardt Sacré The officer escorting him did not notice the very subtle
had serious misgivings about the whole affair, which turned difference. Once in the street, Rainey ran to a car and
out to be justified with all the troubles that occurred. In disappeared. Once home, the Admiralty distrusted the
November, a test rig for the Hall Scott was built at legitimacy of his escape and Rainey had to prove it was
Soesterberg. The tests were completed in January 1917. really correct. His behaviour in Holland, of which no details
are given, was such that there was some consideration to
Interned Airmen remove him from the service. That appararently was not
German internees were billeted in Bergen, a well-know done.
seaside resort - officers in boarding houses and other ranks Later more internees escaped by subtle changes in the
in a camp. The former were thus far better off. Once the parole form.
front had stabilised in 1914, new internees came from the A real notorious internee was capt. A.L.J. Coutisson, who
Fliegertruppe and the Marine. The Kasernedienst as arrived with Voison LB.4 V245 (later LA22) on 3 February
introduced when the camp came in use, did not appeal to the 1915. He tried six times to escape, and in between was court
NCO newcomers. In the Fliegertruppe, contact between martialled for improper behaviour. He ended up at Urk
officers and other ranks was very different. Officers and where British internees complained about his scandalous
NCO’s, as aircrew, had to rely on the other ranks behaviour. He had to be billeted in a separate house. He was
(mechanics, etc.), whereas the latter saw their superiors do allowed to have his wife with him, but not for long. The
the dangerous jobs. lady was not his wife. He started a tunnel which was
Most of the British internees were billeted in a large discovered in time. On 14 July 1916, Coutisson escaped in a
camp in Groningen. Initially, officers were not allowed motorboat. The alarm was given all along the Zuiderzee,
parole and they were interned on the island Urk in the with Rainey’s escape fresh in mind. Coutisson reached
Zwolle, had a ride in a car, and was last seen in
Amerfoort with on a bike. He made it home and afterwards posted the guards before d’Humières was locked in. That
bitterly complained about conditions in Holland. wouldn’t have made much difference for the guards’ rifles
d’Humières escaped on 29 March 1916 and also made it were unloaded and they had the cartridges in a sealed parcel
home. He was under treatment in the military hospital at in their pockets.
Utrecht, under guard as he had twice tried to escape. Yet he On 4 May 1916, an RNAS pilot was interned minus
was given parole daily 1000-2100 hrs. That evening, he had aircraft. Fl.Lt. R.E. Greensmith’s BE.2C 8412 was hit by
a short talk with the guard commander, lt. F.H., and was Flak near Zeebrugge and he had no choice but to steer for
locked up. A guard was posted outside his room, but Holland. He didn’t make it and ended up 50 meters from
d’Humières climbed down from his room and over a wall, the border at the inlet Zwin. Because of approaching
and departed in a car. This was seen from another building German troops Greensmith had no chance to destroy his
and someone called an alarm. The guards corporal saw a plane and waded through the Zwin to Holland, where he
rope hanging from d’Humières window and a pile of sewer was received by border guards. The BE was gladly
pipes against the wall. It later turned out that he had filed received by the Germans. (Note 16)
through the window bars.
The guards commander, Lt. F.H., was court-martialled Frits Gerdessen (#12), Netherlands.
and sentenced to 5 days in jail or ƒ 25. He should have
Notes
1. Memories Willem Warnaar. and other equipment. The MoW 12. He became famous for his long-
2. The first Fokker of the LVA was reduced the application range flights with Dornier Wal
an A.I (factory type M.8). This considerably. flying boats. In WW2
highly manoeuvrable 2-seat recce 8. In many sources, it is mentioned, Generalmajor Von Gronau was
monoplane had given sterling that these aircraft were ordered in military attaché in Japan.
service in the Fliegertruppe in 1915. This is due to an error in 13. This flood prompted the decision
1914-15, and now served as the draft of a monthly report by to build the Afsluitdijk, which
advanced trainer. the C.LVA in 1918. Documents turned the Zuider Zee into a lake,
3. See SAFO 141. prove clearly that the order was the IJsselmeer.
4. The Fokker T.5 bomber in 1938 placed early in 1917. 14. Warnaar’s memories.
had an excellent intercom. The 9. In 1917 the navy ordered three 15. At the end of the year, the PVA
DB-8A also had an intercom. For more Farmans. posessed 1 TA and 2 TT
the G.1 intercoms were delivered 10. This resulted often in arguments seaplanes. Total flying hours in
but never fitted. with ir. A.G. von Baumhauer, 1916 were 3.05.
5. With LVG B.I 223/14, later who had studied in Delft, 16. On 22 January 1915, Morane L
LA25. Göttingen, and Zürich. Von s/n 1845 (RFC No. 3 Sq.), later
6. In Albatros B.III 876/15, later Baumhauer (10 Oct. 1891-18 LA35, was interned minus its
LA28. March 1939) designed a pilot. The pilot after landing
7. The C.LVA had asked for 10 helicopter in the mid-twenties. He asked directions and set off for
Morane fighters, 10 Caudron was killed in the crash of the Vlissingen, never to be seen
recce planes, 25 110 hp Le Boeing 307 NX-19901. again. His name has been given
Rhônes and 30 80 hp Le Rhônes, 11. FF 29 209, beached on 21 in literature as A.J. Evans, but
at a cost of ca. ƒ 700.000. In November 1915 at that is improbable as he was still
addition an amount of ƒ 296.000 Schiermonnikoog. liasted as an observer at the time.
for automobiles, radio sets, tents,
Photos on pages 85 & 86.

All photos are via the author unless otherwise noted.
More photos will appear in The LVA in 1916: Part 2
The first landing in the tour the 6th March was at Gilze-Rijen. Gen. P.W. The next stop was at Scheveningen beach, where H.M. Queen Wilhelmina,
Weber (centre, C.O. IVth Division) gave a pep-talk. accompanied by Gen. Snijders, inspected aircraft and aircrew.
Small Air Forces Observer Vol.40, No.3 (159) January 2017

Bram Olthoff mailed this photo the 9th June 1916 to a friend. Lt. Duinker was
the duty pilot at Gilze-Rijen. Right to left: ing. H.A. Vreeburg, lt. J.G.C.
Duinker, lt. G.A. Koppen, lt. W.C.J. Versteegh, Bram Olthoff. Versteegh and
Koppen apparently made a visit. 3 Farmans are visible. The notes on the
photo are made by Wim Boomgaard. Collection Wim Boomgaard.
Farman HF.22 LA11 with a Madsen rifle and a roetapparaat under the
fuselage. The observer could not see his signals.
85
86
Colonial Farman K4, possibly after an emergency landing. Lt. Versteegh with mechanics. At left Albatros B.II LA31, at right LVG B.II
LA29. LA31 was ex 610/15, interned 28th February 1916.
After the hangar collapsed due to a heavy storm on 24 December, the place
The aircrew of the Red Squadron in the army manoeuvres in September is cleared. The Farman LA32 is due to be transported off.
1916 - posing before Farman HF.20 LA21.
Small Air Forces Observer Vol.40, No. 3 (159) January 2017

The Fiat C.R.20 in Service
Part 2
Lithuania & Austria
Rudolf Höfling
[This is the continuation of a translation of an article that appeared in Flieger Revue X #51. The first part appeared in SAFO #158 and
covered the C.R.20 in service with the Regia Aeronautica. The following parts will cover service with the air forces of seven other
countries in the order in which they were received beginning with Lithuania and Austria. The translation is by Goggle with assistance
from Jim Sanders and clarifications by the author, Rudi Höfling. All photos are from the author unless otherwise noted.]
Lithuania
In 1927, Lieutenant Colonel. Karucevicius, By July 1941, all seven Lithuanian Fiats were in
commander of the Karo Aviacija (of the Lithuanian Soviet possession, but two were in damaged
Air Force), was replaced by Lieutenant Colonel. condition. The use of these Fiats by the German
Stasys Pundzevicius, who continued the Luftwaffe or the Lithuanian “air force” is not known,
modernization program begun by his predecessor. In but it seems unlikely that these obsolete aircraft were
addition to the accelerated production of indigenous placed into service.
aircraft (for example, ANBO aircraft from the Note
military aircraft workshop in Kovno), in 1928 Of the seven Lithuanian Fiat C.R.20, only five were operational,
Lithuania ordered 15 Fiat C.R.20 for its air force. namely 34, 35, 36, 38, and 40. Numbers 31 and 41 were in repair
at the Karo Aviacijos Dirbtuvės, the workshops of the
These C.R.20 were purchased in 1929, delivered the Lithuanian Air Force.
following year, and put in service with the 2nd Fighter
Group. In what was probably a purely Lithuanian
modification, skis were installed for use during the
severe Lithuanian winters.
In its ten years of service, this fighter delighted
the pilots of the Karo Aviacija, but achieved no great
popularity because of frequent accidents resulting in
the death of five Lithuanian pilots.
On 15 June 1940, the day of the occupation of the
country by the Soviet Union, the 2nd Fighter Group,
under the command of Maj. J. Adomaitis, was at the
airfield Freda in Kaunas. It had seven C.R.20 in
Fiat C.R.20 of the Lithuanian 7.Squadron prepare for
service. (Note 8) The eighth aircraft of this unit was takeoff .
an ANBO-51 trainer.
Lithuanian C.R.20 over Kaunas.

In 1930, to moderize its air units, Lithuania ordered fifteen
Fiat C.R.20.
Austria
Early in July 1933, Defense Minister Karl The first five Fiats had been joined in August 1933 by
Vaugoin ordered fighter planes from Italy which were two Fiat C.R.20B two-seater that were given the
to be delivered by September of the same year. The registrations A-103 and A-203. C.R.20B A-103,
acquisitions was under the direction of General of which carried service number 11, later received the
Infantry Artur Schiebel, the commander of the registration A-202. The seven C.R.20bis at Graz-
Austrian Air Forces. On 18 July 1933, Alexander Thalerhof received civilian designations: A-209 to
Löhr and the Italian military attaché Lt.Col. Fabbry A-215.
began negotiations over the types of aircraft, the In the following years, more Fiats gradually
number of each type, and payment and delivery arrived from Italy, and by April 1936 the Austrian Air
terms. Löhr chose the Fiat C.R.20B and C.R.20bis. Force had a a total of 34 Fiat C.R.20bis, C.R20bisAQ,
Six aircraft were purchased with equipment, and C.R20B. Jagdstaffel 1 had eleven single-seaters
armament, and spare parts. One half of these and three two-seaters, and Jagdstaffel 2 had eleven
machines would be permanently kept ready for use, single-seaters and one two-seater. These aircraft were
while the other half would be used for training and as stationed at Graz-Thalerhof, Klagenfurt-Annabichl,
a reserve. Two pilots, Lieutenants Walter Vogler and and Vienna-Aspern. The remaining eight machines
Johann Schalk, and Capt. Ing. Hämmerle, and aircraft were held in reserve by Jagdstaffel 1. The operating
guard Wawrin were sent immediately to Furbara, a cost per flight hour calculated by the Austrian Armed
military airfield south of Rome for training on the Forces were: 96.26 schilling for the Fiat C.R.20bis
new aircraft. After the arrival of the first aircraft at and 92.66 schilling for the C.R.20B. The Fiats carried
Graz-Thalerhof, the training of the other pilots and the Austrian cockades and military service numbers
mechanics would be carried out in Austria. 11 to 19 and 110-134.
The first five Austrian Fiat C.R.20bis arrived on On 9 April, 1934, eight months after the arrival of
18 August 1933 at Graz-Thalerhof and were assigned the first Fiats in Austria, the first major accident
temporarily civilian identifications A-23, A-33, A-43, occurred. At Graz-Thalerhof, student pilot Andreas in
A-53 and A-63. (Note 9) There were only two pilots C.R20B A-63, with an Italian flight instructor on
who possessed the necessary training to fly the Fiats – board, collided of with a Udet U 12 Flamingo A-74
those who had been trained in Italy. Austrian pilots flown by Lt. Friedrich Tomaschek and Gfr. Wolfgang
who already had acquired the A-license in an Mayer. Both crews survived the crash unscathed, but
Austrian flying school were sent to the German Pilot A-63 was 70% damaged and the Flamingo was a
School for obtaining the B-certificate. Also needed complete write-off.
were Austrians trained to maintain these Italian Since the Austrian Fiat C.R.20 were employed
fighters as well as armorers. In addition, the increased mainly as trainers, further accidents were inevitable.
fuel requirements had to be covered in neighboring Between 1934 and early 1938, because of accidents
countries. Initially, the requirements for operating five machines of this type were written off as a total
supplies for C.R.20s (fuel, etc.) were provided by the lose.
FIAT representative in Vienna. As part of the training of fighter pilots, gunnery
On August 28, 1933, Alexander Löhr appointed practice was carried out at Oggau near Lake Neusiedl.
First Lieutenant. Johann Schalk as commander of On 6 April 6 1937, Fiat C.R.20bis service number
Jagdstaffel 1 (Fighter Squadron 1) at Graz-Thalerhof. 113 had its propeller shot off. On 21 June of the same
Thus, Schalk became the first commander of an year, Lt. Gamringer in the same aircraft lost a
Austrian fighter squadron since the end of the First propeller blade to his machineguns. Four days later,
World War. On 5 September of the same year, the Fiat with the service number 15 had it propeller
training of additional officers as fighter pilots was riddled, and on 7 July 1937, in a similar incident,
ordered. Until the arrival of the first two-seat Fiat C.R.20, service number 114, had nine holes shot in its
C.R.20B, air combat and gunnery practice were with propeller. These incidents were attributed to poor
the existing single-seaters. Italian ammunition which tended to misfire, and from
On 4 April 4 1934, a total of seven Fiat C.R.20 that moment on this ammunition was used only on the
were on the inventory of the Austrian Armed Forces. ground for aligning the machineguns.
In 1936, German planes violated Austrian
airspace to drop propaganda leaflets over Salzburg.
Austrian Fiats intercepted these German planes and
escorted them back across the border. The
deployment of Fiat C.R.20bis to border airfields
resulted in no further leaflet drops over Austrian
territory by German aircraft.
In the following years, the operational readiness
of the one- and two-seat Fiat C.R.20 in the Austrian
Air Force continuously declined. By 5 December
1936, only 13 C.R.20s were operational (eight
additional C.R.20bis were still held in reserve). On 15
June 1937, only 11 machines were reported in flying
condition. At the time of the German invasion on 13
March 1938 and the annexation of Austria into the
III Reich, the remaining Fiat C.R.20 (19 C.R.20bis
and three C.R.20B) were taken over by the Luftwaffe.
At least seven of these were issued to Training
Regiment 24 in Klagenfurt where they were still in The C.R.20 served with the Austrian air force as a primary
service as late as 1940. The remaining ten C.R.20bis, trainer.
among whom some were wrecks and a C.R.20B were
transferred to the Zeugamt Erding in Bavaria, from
where these planes were sent to various workshops
for disposal. (Note 10)
Notes
9. These civilian identifications were the original markings of:
Magdlener II, a two-seat biplane A-23 - crashed on June 6, 1927,
two Junkers F 13 (A-33 and A-53) of the Austrian air traffic AG
(ÖLAG), a Udet U-12 Flamingo A-43 - crashed on July 6, 1928,
and a De Havilland Moth DH60G (A-63).
10 According to other sources, all four Fiat C.R.20B were
transferred to the Zeugamt Erding and still ready to use. All
single-seat C.R.20bis went to Training Regiment 24 of the
Luftwaffe. Seven machines were provided for sale to Hungary.
The CR.20bis arrived in Austria carrying Civil Registration.

(Jerzy Pukiewicz)
Austrian CR.20bis at Graz-Thalerhof, 1934
More photos on pages 74, 107, & 108.
International Security Assistance Force Aviation
Part 2
Emblems and Unit Badges
Ted Koppel
It should be noted that the accompanying depictions most adopted their own version of a unit badge or even something
frequently simplified certain color areas (usually in cases of very different. But all reflect a period or wartime history.
white lettering on multicolored backgrounds). The drawings are [Identifying the exact rotation-timing from the numbers on the
intended primarily for the identification of the pertinent designs. emblem designs can be a bit tricky as rotation durations
Most of the emblems shown were for wear on uniforms/flight sometimes varied between different ISAF contributors or even in
suites, but some also appeared on signage and equipment and, units from different branches of service within one nation.
rather rarely, on aircraft (as German and Spanish examples). Complicating matters at times was the usage of Roman numerals
They could be manufactured in cloth (most common), plastic, or as rotational designators, which may or may not match the
as decals, and in a few instances even as metal badges. They Roman numerals usually used to identify each ISAF mandate
could be official, semi-official, or quite frequently contracted from the United Nations Security Council. Even the UNSC
unofficially by a unit or individual. There were at times also mandates varied a bit. For example, what came to be ISAF I
commercially-produced souvenir designs. Many emblems covered the period 22 December 2001 to 18 June 2002 and ISAF
appeared in full color depictions, with some having also a VI was from 9 August 2004 to 12 February 2005, most being
subdued version in dark colors or, more often, in low-vis desert roughly six-months periods. The drawings are identified by
tones of tan and browns. As can be seen from the examples [page/number].
herewith, often each personnel rotation (as the Canadian "rotos")
Australia
"AUSTRALIAN AIR COMPONENT / TASK GROUP 633.2 / MIDDLE EAST" [7/45]
"AUSTRALIAN AIR COMPONENT / TASK UNIT 633.2.7 HERON UAV / LITTLE AUSSIE DEVILS –
AFGHANISTAN" [8/A]
"AUSTRALIAN CH-47 / BRAHMANS" [1/1]
"AUSTRALIAN CH-47 DET / OP SLIPPER / TG 633.7 / KANDAHAR AFGHANISTAN” [1/2]
Belgium
"ISAF - OPERATION FINGAL / 501 SQN - KARACHI 2002 -15 WING" (Joint detachment: the 501 is Portuguese) [5/39]
"F-16 FIGHTING FALCON / ISAF" [1/6]
"l NLD/BEL EEAW F-16 DET ISAF / 2005 / EASTERN EAGLE" [4/27]
"EASTERN EAGLE 2005 / 2 NLD/BEL EEAW F-16 DET ISAF" [4/28]
"OPERATION GUARDIAN FALCON / (ISAF) / KANDAHAR 2008-2009" [7/46]
"GOING SOMEWHERE? TAKE OUR HERC! / ISAF XII (TAKSI) / BE DET C130" [7/47]
Canada
"CDN-NLD COMBINED AIR BRIDGE / (Arabic script) / CAMP MIRAGE" [1/3]
"TASK FORCE FREEDOM / CHE (A) ROT0 8” (Is ''E'' error for "F" -or "Element"?) [2/10]
"CANADIAN HELICOPTER FORCE / AVIATION BATTALION / ROTO 8/ AFGHANISTAN" [7/48]
"TF GANDER / CANADIAN HELICOPTER FORCE (AFGHANISTAN)" [1/5]
"CHF(A) ROTO 11 / PUGNAMUS FINITUM / TF FREEDOM" [7/49]
"ROTO 11 / KANDAHAR" (final aviation personnel rotation, 2011) [7/50]
"TASK FORCE EREBUS ROTO 9 / SEMPER VIGILO" [8/F]
"ROTO 7 / HOMELESS HOOKERS" [2/9]
"TASK FORCE EREBUS / ISAF" [8/E]
"HERON / WRAITH /UAV FLIGHT" [8/B]
"HERON UAV FLIGHT / ROTO (1?) / AFGHANISTAN" [8/C]
"HERON UAV / ROTO 7 / TFK AFGHANISTAN" (TFK = Task Force Kandahar) [8/D]
"HOMELESS HOOKERS" [2/8]
"FIRST IN LAST OUT / TASK FORCE CANUCK / AFGHANISTAN / ONE TEAM ONE MISSION"[7/51]
Denmark
"HWKAR / RDAF HELDET ISAF 08" (KAR = Karup, in.Denmark) [1/7]
"KANDAHAR / RDAF C-130J AFG" [2/11]
France
"OPERATION SERPENTAIRE" [1/4]
"SERPENTAIRE 2 / ISAF -OEF" [2/12]
"SERPENTAIRE 2 / TALIBANS CAN'T HIDE ANYMORE / ISAF - OEF" [2/13]
"KANDAHAR / MIRAGE F-l CR" [7/52]
"FRENCH SUICIDE HELICOPTER BOMBER TEAM / KABUL" (featuring the "Scratchy" character from TV's "The Simpsons")
[7/53]
Germany
"EINSATZGESCHWADER TERMEZ / (ISAF) / UZBEKISTAN" [2/14]
"SANITATSSTAFFEL TERMEZ / (ISAF) / C-160 AIR MEDICAL EVACUATION CH-53GS" [2/15]
"TERMEZ 2004 / CSU AIR MED EVAC CH-53" [3/17]
"ISAF KABUL / HELI UNIT" [6/left]
“CH-53 GS / NAZGUL" [3/16]
"KMNB / ART AUFKL BTTR ISAF'" [8/G]
"EINSATZGESCHWADER MAZAR-E SHARIF" [1/bottom]
"FOLLOW ME / CAMP MARMAL BASE COMMAND AFG / WE KEEP THEM FLYING" [8/lower]
Hungary
"MI-17 AMT / ISAF" (Could be for Mi-8/17AMT or Air Ment. Tm.?) [3/19]
"HUNGARIAN AIR FORCE / MI-24-HIND" (In low-vis. desert colors) [3/18]
Italy
"ISAF XII / (script) / ATTACK HELICOPTER SQUADRON" [7/54]
"ISAF / 21st TIGER SQN. AFGHANISTAN" [3/21]
"T.G. ALBATROS / AFGHANISTAN" [3/20]
"TASK GROUP ASTORE / JATF / HERAT - AFGHANISTAN" [8/H]
"ITAF TASK FORCE 'SEAGULL' / ISAF / KABUL 2006" [3/22]
"TASK GROUP SHARK / (ISAF) / VAE VICTIS / CAMP ARENA - HERAT" [7/55]
"TASK GROUP BLACK CATS / HERAT" [3/23]
Lithuania
"438 AEW, 738 AEAG / LITHUANIAN AAT-4" (fifth rotation) [3/24]
NATO [6/bottom]
"NATO AWACS / MAZAR-E-SHARIF / E-3A COMPONENT"
"OPERATION 'AFGHAN ASSIST') (ISAF) / SQUADRON 2"
"AFGHANISTAN ROT0 20 / AGE QUOD AGIS / NATO AWACS" (for Canadian crew contribution)
Netherlands
"MANAS 2004 / RNLAF / NATO ISAF" [4/25]
"TERMEZ 2004 / PRT ISAF / RNLAF GAF" (PRT = Provincial Reconstruction Team) [4/26]
"CND-NLD COMBINED AIR BRIDGE / CAMP MIRAGE" [1/3]
"FIRST FIGHTER WING / ISAF AFGHANISTAN 2005" [4/29]
"F-16 FIGHTING FALCON / ISAF" [1/6]
"1 NLD/BEL EEAW F-16 DET ISAF / 2005/ EASTERN EAGLE" [4/27]
"EASTERN EAGLE 2005 / 2 NLD/BEL EEAW F-16 DET ISAF" [4/28]
"1 (NLD-NOR) EEAW F-16 DET ISAF-4 / 2006" [4/30]
"2 (NLD NOR) EEAW F-16 DET ISAF-5 / 2006" [4/31]
"ISAF / 311 SQN / KANDAHAR AB" [4/33]
"312 RNLAF ISAF SQN / KANDAHAR AB" [4/34]
"ISAF / 322 / KANDAHAR AB" [4/35]
"1 NL HELODET ISAF / AH46D APACHE" [4/32]
"ISAF KABUL / HELI-DET" [6/bottom]
"ISAF / DET 4 / LAST TO LEAVE / NETHERLANDS APACHE DETACHMENT" [7/56]
Norway
"I (NLD-NOR) EEAW F-16 DET ISAF-4 / 2006" [4/30]
"2 (NLD NOR) EEAW F-16 DET ISAF-5 / 2006" [4/31]
"RNoAF - F16 / (ISAF) / OPERATION AFGHAN FALCON" [4/36]
Poland
"ISAF 2008/ POLISH HELICOPTER DETACHMENT" [5/38]
"56 PSB / VI / SGP AFGANISTAN" (sic) 5/37]
Portugal
"ISAF - OPERATION FINGAL / 501 SQN - KARACHI 2002 - 15 WING" [5/39]
Singapore
"SINGAPORE / ACCURATE RELEVANT TIMELY / UAV TASK GROUP" [8/I]
Spain
"KIRGUISTAN MIZAR / B. A. MANAS" [5/41]
"ALA 35 / ALCOR / ISAF" [5/40]
"ISAF / ASPUHEL X" [6/top]
"HELISAF / AFGHANISTAN / ISAF" [6/top]
"UAV PASI / ISAF / QUOCUMQUE FUGIES PASI TE VIDEBIT" [8/J]
"UPASI X / (USAF) / RINT UNIDAD UAV 'MAESTRAZGO'" [8/K]
"UPASI XII / RINT 1 / UNIDAD UAV" [8/L]
Turkey
"APOD - KABUL / ISAF / TURKISH AIR FORCE" (APOD = Aerial Port of Debarkation; also seen as "Airport of
Disembarkation") [8/bottom]
"RC-C TU HELl DET / ISAF" (RC-C = Regional Command - Capital) [5/43]
United Kingdom
"JOINT HELICOPTER FORCE (AFGHANISTAN)" [5/44]
ISAF MARKINGS
As evident in the illustrations, the mission title appeared in aircraft of only a few of the air arms, and then primarily on
various lettering styles, most frequently in white. The ISAF initial deployments from 2001 on. As in later years the combat
emblem was usually used in its original white-on-green colors, conditions became more intense, in general most bright
with only a very few low-visibility depictions. (It may be noted markings were removed from, or never applied to, the
that the title and logo were presented in even, greater variety on subsequent aircraft deployments.
ground vehicles!) The ISAF identifications were used on the
Individual Aircraft Markings

The practice of decorating a specific aircraft was seemingly Italian Navy EH 101 was seen with a small silhouette map of
not as prevalent in Afghanistan as it had been during the past Afghanistan on its side with the scorpion logo of Camp
wars, from WWI through Iraq. A few photos show some Arena/Herat superimposed. Other aircraft displayed an
examples. Two RAF Harriers sported different seemingly-nude additional national flag, as in the cases of Italy and Turkey. A bit
"pin-up" female silhouettes on the nose ("Michelle" and "Lucy"). more common may have been the smaller mission tallies of
One Polish Hip had two large staring eyeballs above the cabin. various kinds, seen on the noses of Italian Hercules and British
An overall low-visibility-finished Australian Chinook seemed to Harriers, Tornados, and Hercules. Even a "wound" tally
incongrously carry big light-colored disc-design amidship. A appeared on an Italian Chinook. On most aircraft, especially on
few Canadian Chinook, similarly in dull camo, showed artwork the low-vis camo ones, these would at times be difficult to
on the side of the nose, for example: a red female-demon with discern in reproduced photos.
wings; a design with the words "JACK'D UP;" another with In general, it is hoped that more detailed surveys will
"BLACK JACK;" and a glamorous female pin-up, "MISS. emerge on all the aviation aspects of ISAF, along with further
BEHAVIN'" (in the style of the old WWII/Korea aircraft pictorial information.
decorations)! An Italian AMX had a tail-fin/rudder
commemorative design (in black) of a jet and script lettering, Ted Koppel (SAFCH #118), USA.
"Task Group 'Black Cats’ 500 fh" [flight hours]. At least one
Luis Tuya: South American Paladin
[Author’s note: This is an article about Luis Tuya an Uruguayan airman who took part in the both the
Chaco War and the Spanish Civil War:. It is a translation from a Spanish website from whom I received
authorization for translating and publishing it in SAFO. I wish to thank them for their kindness. Christian Hotte
(#902), France.]
Luis Tuya was born in Duraznito, Uruguay, in want a plane. I do not need money to defend
1905. From a very early age he was attracted to justice!”'
aviation. He enlisted in the Military Aviation of Based on the experience had acquired in Uruguay
Uruguay, experiencing his first flight on March 3, and Paraguay, he easily passed the tests to qualify as a
1928. He soloed on an Avro 504K on October 24, combat pilot. After demonstrating his skills in several
1928. On March 15, 1929, he obtained Pilot's brevet units, he was assigned to a fighter squadron equipped
No. 26. He immediately began the course to obtain with the famous Polikarpov I-15.
the Pilot's Military brevet, but he left the Military On April 16, 1937, during combat, over the Teruel
School of Aviation in April, 1929. During his time in Front, he was shot down and was killed. There are
the military, he accumulated 58 hours 40 minutes of several versions of this action, but they all confirm
flying time. Luis's heroism while facing the enemy.
After leaving the military, driven by his According to the article “El Héroe Olvidado” by
adventurous spirit, he travels to Paraguay where he Colonel (Av.) Rodolfo Pereyra, “Luis Tuya was a
volunteered to fight in the war between Paraguay and brave man with firm convictions who the end found
Bolivia – the Chaco War. During his participation in him doing what he wished - flying and fighting for
that conflict, he proved his skills as a pilot while the sake of his ideals”. He added, “He was the first
flying a Potez 25A2, successfully fulfilling a variety Uruguayan aviator who risked his life in combat
of missions. Considered brave and very professional, showing all the conditions that a pilot must possess
he always seemed to be looking for glory with a touch for the protection of his Fatherland, distinguishing
of aggressiveness and irrationality. him as ‘The precursor of Combat Aviation of the
He was decorated for his accomplishments during Uruguayan Air Force.’"
the conflict and was considered a hero in Paraguay.
He was Promoted to the grade of the First Lieutenant Memorial
and was granted the Cross of Chaco among other In Santiago Vazquez, a city to the west of
honors. Montevideo, in the square “Segunda República
When he arrived back to Uruguay, he did not Española”, there exists a monument with names of 54
receive the same accolades that he had received in Uruguayan who fought, including several who died,
Paraguay. Mariano González Cardona, the editor of while serving in the International Brigades opposing
the newspaper La Época, reported, “When the war Francisco Franco and the fascist troops of Benito
was over, he got back to his village thinking, perhaps Mussolini and the Nazi, defending the Spanish
with logical optimism, to find a crowd waiting for Republic.
someone who was triumphantly returning to his
country. He felt the bitter reality of the P.S: It is estimated that between 40 thousand and
incomprehension and neglect." 50 thousand persons, of several nationalities, went to
After the Spanish Civil war broke out in 1936, Spain to defend the Republic. More than 10 thousand
like many other Latin Americans, he traveled to the died during the civil war.
“Mother Country”, arriving in September of 1936. At
this time, there were many mercenaries who were From: http://www.ecorepublicano.es/2013/11/luis-
entering the fight for monetary reasons, but when tuya-un-aviador-un-heroe.html
Luis Tuya presented his credentials he said, ”I only
-books-books-books-books-books-books-books-books-books-books-books-books-books-
These profiles are well-drawn in a format, 3.2MB) Payment by IBAN/BIC
large format with no more than two to a transfer in Europe, or by PayPal
page. (worldwide). Price: SEK 99.00 (approx
There are nine pages of maps. Three USD 11.00) E-mail your order to Order
cover Central America presenting the klan[at]z-bok.se.
major players in the drama: Guatemala, [Author’s note: “I would like to inform
Honduras, El Salvador, Nicaragua, Costa our readers about a new book that I have
Rica, and Panama. Four other maps just finished. It’s an e-book, my first, and
display the frontier with the distribution the decision to do an e-book is a bit of an
of the attacking Liberation Forces. Two experiment. The subject is so narrow that
are of the movement of troop during the only other option was print-on-
critical battles. [Editor’s note: Long-time demand.”]
SAFO readers know how much I [Editor’s note: I’m not a fan of e-books. I
appreciate maps, but these disappointed. find them fatiguing to read from a
Several could have been combined and computer screen and difficult to toggle
the art work over all is rather juvenile. back and forth on while doing a review.
The appendices are: “Abbreviations However, this book is so interesting that
and CIA Code Names” (2 pages), I’ve had fun reviewing it.]
PBSuccess: The CIA’s Covert “Liberation Air Force Aircraft” (one page The Preface describes the purpose of
Operation to Overthrown Guatemalan listing 12 aircraft), “Guatemalan Air the book: “This book is a detailed study
Present Jacobo Arbenz; June-July Force Aircraft, June 1954” (one page of aviation in the city of Canton and in
1954, by Mario Overall and Dan listing 23 aircraft), and “PBSuccess Air the Kwangtung Province in South China
Hagedorn. Latin America @ War, No. 1. Operations Phase IIIB and IV” (5 pages during the period before 1927. It is based
128 A4 pages. Softcover. 120 b&w detailing every combat sortie from 27 on original reports and other material
photos, tables, maps, and 12 color May to 20 June). found in American, British, German, and
profiles. $49.95. Casemate Publishers. It is amazing to read how naïve and Russian archives, as well as
www.casematepublishing.com. incompetent the CIA was. If there is any contemporary Chinese newspapers in
“In January 1954, at the peak of the lesson to be learned from ‘Operation English. Compared with my book A
so-called ‘Cold War’, the U.S. PBSuccess’, it is that a democracy can History of Chinese Aviation.
Government set out to overthrow the not, and should not, engage in clandestine Encyclopedia of Aircraft and Aviation in
Government of Guatemalan President of operations – it will always end up with China until 1949, this is the result of an
Jacobo Arbenz, who had been deemed a egg on its face. even deeper digging into available
Communist and a dangerous influence in sources that provides a much better
Central America. Hence the Central understanding of the aviation scene in
Intelligence Agency was ordered to South China during this early period.
launch a clandestine paramilitary “Aviation is often closely linked to
operation, code-named ‘Project politics and war, and the constant
PBSuccess’, thus setting a precedent in a struggle between those in power in China
region that was considered the U.S. at this time constitutes the background
backyard. Six months later, Arbenz was for most of the aviation activities. Canton
out and a new ‘rulling junta’, more was one of the most prominent power
agreeable to U.S. interest had replaced centres, and aviation in this part of China
him.” can be regarded as a separate entity that
This book covers all aspects of developed independently of what
‘Operation PBSuccess’ including the CIA happened, for example, in Peking.
involvement, combat on the ground, and “In fact, several different air forces
action in the air. With Dan Hagedorn as a existed also in Canton, even in the period
co-author, readers can be assured that the prior to 1927. The first one was organised
story of the Guatemalan and the by Sun Yat-sen and his first government
‘Liberation’ air forces are extensively and in Canton. When he was forced away in
accurately covered. 1922, his adversaries set up their own air
There are 12 color profile drawings: force in the city, and Sun organized a
• Liberation Forces Cessna 180 & The Eagles of Canton: Aviation in new air force that later moved back to
140, and unmarked C-47, P-38L, & South China. The Early Period, by Canton when he returned there in 1923.
P-47N. Lennart Andersson. 94 pages. English When the Nationalist Government moved
• Guatemalan Air Force C-47, text. Published 2016 as an E-book (PDF to Nanking in 1927, the air force was
AT-6 (2), P-26A (2), AT-11, & P-47N). split in two. The Central Government Air
Force was built in Nanking from a Presse. www.avions-bateaux. Com. “Conclusion” (2 pages)
number of aircraft removed from Canton, 17.50 €. Appendices: (a) “Formations et
but simultaneously a ‘new’ air force was This book is a useful compliment to units du de l’U.S. Air Force Bomber
organized and then greatly enlarged by Doug Dildy’s series in SAFO on the Command in Extréme-Orient” (b) “Les
those in charge in Canton. Thus, the North Korean Air Force during the unites du 64e corps aérien de chasse (62
fourth Canton air force became one of the Korean War. As the title indicates, it IAK)” (c) Résultats des combats aériens
largest in China and existed as a more or covers the combat of Chinese and contre les B-29 (Novembre 1950 à
less separate entity until 1936. This book Russian MiG-15 (with the latter adorned Octobre 1951)” (d) “Résultats des
deal with the first, second and third with North Korean national markings) combats aériens contre les B-29 (Juin
Canton air forces.” against USAF B-29s. The text is in 1952 à Janvier 1953)”
The text, in English, is illustrated by French. Almost all the 27 MiGs-15 Since the authors are both Russian, I
61 photos of personnel and aircraft, three profiles are of aircraft in the ubiquitous suspect the text will provide new insights
useful maps, a color profile drawing of a color scheme of overall silver. However, into the Russian interpretation of the
Polikarpov R-1 (Russian-built DH-9A), the modeller looking for something events described. However, with the
and color drawings of the Kuomintang different will be delighted by the usual Lela Presse presentation consisting
flag and the Canton air forces national inclusions of three “North Korean” of numerous well-reproduced photos and
insignia. Mig-15s camouflages in two tones of brilliant color profiles, this book is highly
A table “Aircraft used during the brown. recommended for enthusiasts interested
period 1917 to 1927” list: Aeromarine The book is divided into three parts in the air war over Korea – even those not
39B, Breguet 14A2, Caudron C.59, and four appendices: be fluent in French.. It is available from
Curtiss H-16, Curtiss HS-2L, Curtiss Part 1 “La guerre de l’aube au the SAFCH Sales Service
JN-4 Jenny, Curtiss N-9C, Curtiss Oriole, coucher du soleil” (The war from dawn safo@redshift.com for $17 plus postage.
Curtiss Pusher, DH-4, Friesley Falcon, to sunset). (56 pages) Thirty color
Junkers F-13, Morane MS 35, R-1 (DH- profiles: B-29 (10), Chinese MiG-15 (4)
4A), Rosemonde, Schreck FBA, & North Korean Mi-15 (16).
Standard, and U-1 (Avro 504K). The subsections are:
If you’re interested in early aviation • Une operation de police. (A
and are not allergic to e-books, you will police action.)
find this book interesting. If this book • Le bond vers le nord. (A leap to
sells well, Lennart might be encouraged the north.)
to publish more of the stories that the • L’histoire de la “devinette
fans of the small air forces enjoy, but are coréenne”. (The story of the "Korean
too exotic to be published in hard copy. riddle".)
• Les premières rencontres dans
“l’allée des MiG”. (The first
encounters in "MiG Alley”).
• La protection des ponts.
“Protection of the bridges.”
• La grande journée du Bomber
Command. (A great day for Bomber
Command._ Les Kamikaze: Le sacrifice ultime de
• Une bombe “intelligente”. l’aviation japonaise, by Michel Ledet.
Vraiment? (A "smart" bomb. Batailles Aériennes #02. 128 A-4 pages
Really?) in French. Softbound. 210 photos and 30
• Objectif: lea terrains d’aviation. color profiles. Lela Presse. Ww.avions-
(Objective: Airfields.) bateux.com. 18.90 €.
• Le “Mardi noir”. ("Black While not about a small air force,
Tuesday".) this book will be of interest to many
• Les derniers cambats de jour. SAFO readers. The usual Lela Presse’s
(The last daylight combats.) extensive photo coverage consists mostly
Part 2 “La guerre aérienne du of burning USN ships, but does not
B-29 contre MiG-15 dans le ciel de crépuscule à l’aubore” (The air war neglect coverage of Japanese and USN
Corée, ou la dernière guerre des from dusk to dawn) (26 pages) Ten color aircraft. However, the main attraction for
Superfortresses, by Leonid Krylov and profiles: B-29 (3), North Korean MiG-15 those not conversant in French is the
Yuriy Tepsurkaev. Hors-Série Avions (7) large number of color profiles of
#43. 96 A-4 pages in French. Softbound. Part 3 “Les rôles invisibles des Japanese aircraft.
160 photos and 40 color profiles. Lela Superfortress” (The invisible roles of The chapters are:
Superfortress) (2 pages) • “Les Philippines” (40 pages);
• “Iwo Jima” (13 pages) • Aichi D3A2 Val (1) B7A2 • Yokosuka D4Y3 (1) & D4Y4
• “Okinawa, le champ d’honneur Grace (1)), and E13A1 Jack (1). (1) Judy, P1Y1 Francis (1), and Ohka
des Kamikaze” (35 pages); • Kawasaki Ki-45 Nick (1), Ki-48 Baka (1).
• “Les deniers mois des Lily (1), and Ki-61 Tony (1). This book is highly recommended to
Kamikaze” (7 pages). • Nakajima Ki-43 Oscar (5), Ki- everyone interested in the Pacific War,
• Appendices: I. “Ohka ou Baka, 48 Frank (2), Ki-84 Frank (1), B5N1 especially in its last phases. Knowledge
l’histoire d’une arme foole” (9 pages); II. Kate (1), and B6N2 Jill (1). of the French language is not necessary
“Yokosuka D4YA modèle 43 Suisei • Mansyu Ki-79 2-seat Nate (1). to appreciate the color profiles. This book
(Judy)” (3 pages); III. “Les autres armes • Mitsubishi Ki-51 Sonia (1), is available from the SAFCH Sales
des Kamikaze” (8 pages). Ki-57 Topsy (1), Ki-67 Peggy (2), A6M2 Service safo@redshift.com for $19 plus
The 30 color profiles are large (no Zero (2), A6M3 Zero (3), B6M2 2-seat postage.
more than 2 or 3 to a page) and of Zero (1), F1M2 Pete (1), and G4M2
excellent quality: Betty (3).
-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-kits-
Junkers Ju 52/3mg4e bomber versions. for the Spanish Civil War versions are how I got it! I do not speak or read
1/72-scale conversion kit with cast resin not very accurate – period b&w photos Czech.”
parts, etched brass parts, and decals. Owl should be consulted. This large-format booklet consists of
Models, Opava, Czech Republic. All components necessary to four pages of history (in Czech), two
After decades of waiting, there is accomplish this conversion are provided pages of muti-view scale drawings, two
finally a set of parts available to convert a as seen in the parts layout below: pages of drawings of interior and external
1/72-scale kit of the Junkers Ju 52/3m These conversion kits can be details, two pages of instructions and
into the bomber version. I’ve been obtained from Owl Models for 580.00 drawings on how to construct the modle,
hoping for such a set ever since Wes czk each or from Hannants (UK) for a page of photos of the completed model,
Moore produced a 1.72-scale Ju 52/3m ₤ 25.00 each. an excellent cover painting, a page with 7
ventral ‘dustbin’ decades ago. Tom Sarbaugh (#497), USA. color profiles, and finally three pages of
The Owl Model conversion set is the kit’s parts on sturdy glossy paper
designed for the Italeri kit #1265, and is Mitsubishi A6M5 Model 52 Zero. 1/32- stock. The photos of the model show that
available in four different variations. scale paper model with history (in it is so well designed that it’s hard to
Each kit contains exactly the same parts – Czech), scale drawings, and color believe this is a paper model.
only the decals are different. Available profiles. 12 pages. 8.5 inches by 12.5 This unique blend of a booklet and
are: R72026 Spanish Republican; inches. paper model kit is available from the
R72052 Austrian; R76059 Spanish A. van der Aa (#1731) from the SAFCH Sales Service safo@redshift.com
Nationalists; and R72061 Portuguese; Netherlands sent this interesting for $5.00 plus postage. I hope somebody
R72063. publication commenting “Found this can give it a good home.
Four-view color drawings are while cleaning the house. I’ve no idea
provided for all aircraft. These drawings
-decals-decals-decals-decals-decals-decals-decals-decals-decals-decals-decals-decals-
[Editor’s Note It has been a long time since I have been able to review new decals from Antarqui. This was caused by minor
production problems at Antarqui. With the arrival of two new twin-packs, the drought is over – and the wait was well worthwhile with
decals for Paraguay and Venezuela Fiat CR.32.]
For the modeler interested in adding for the usual four places, two rudder
a model of the Fiat CR.32 in other than stripes (with yellow star), two “1.7’ for
Italian or Spanish Civil War markings, I the fuselage, and two unit emblems for
recommend this attractive pair of Latin the wheel spats.
American Fiats.
The decals for the Venezuelan CR.20
(75 mm by 40 mm) consist of roundels
for usual four places, two of the
complicated fin flash, and two ‘20’ for
the fuselage – all printed on an aluminum
Venezuela & Paraguay Fiat CR.32. background.
1/72-scale decals. Twin-pack. Antarqui The decals for the Paraguayan CR.20
Decals. $9.00. (85 mm by 50 mm) consist of roundels
-letters-letters-letters-letters-letters-letters-letters-letters-letters-letters-letters-letters-
“Here are some addition comments Kandahar Airfield in 2009, and I “With regard to the Exotic Birds 7
for Ted Koppel’s article on the ISAF observed the following aircraft. photo exposition by Greg Kozak: the
(SAFO #158). The Norwegian Afghanistan: ANAAC flew a couple FAH (Honduran) Bell 412EP on page
Aeromedical Detachment (NAD) was MI-17 helicopters flying out of 29 really isn’t displaying a ‘new
deployed in Meymaneh between April KAF during the latter half 2009. roundel’ but, rather, a convention of the
2008 and October 2012 with three Bell One was downed during that traditional wing bands configured for
412 helicopters and crew on 24 hours period. helicopters which who do not have
standby for evacuating patients from United Arab Emirates: UAE had a wings on which to affix the traditional
the field. One of the helicopters were squadron of UH-1 Hueys at KAF. bands!”
armed with two Miniguns to provide United Kingdom: RAF flew Raytheon Dan Hagedorn (#394), USA.
close protection. 100,000 flight-hours Sentinel for a SIGINT mission.
with the Norwegian Bell 412 was One helicopter crashed in mid- “I’m not sure if you can help or
commemorated in December 2009 in 2009 and had to be destroyed. not, but I am trying to identify a single
Meymaneh. The helicopter deployment Not necessarily small air forces; the Polish RWD-8 that was demonstrated
ended after 4.5 years in October 2012 U.S. Department of State flew a in Brazil circa October 1934-March
with 245 missions completed Bassler DC-3 between Kandahar 1935. Do you have any Polish aero-
evacuating a total of 270 people.[ A and Bagram Airfields.” historian members that you can refer
two-part documentary named Alan Hawk (#721), USA. me to?”
"Livredderne i Afghanistan (Lifesavers Dan Hagedorn (#394), USA.
in Afghanistan)" about the NAD was “I am tardy in getting some notes [Editor: If you can help Dan, let me
produced by Bitmill for Viasat 4 in to you on Santiago Rivas’ article in know (safo@redshift.com) and I’ll put
2010. No.157 on the elegant I.A.30 Nancu you into contact with Dan.]
<https://www.youtube.com/watch?v=p (which, for years, I have had in my files
YvTnBuh8wI> and as Namcu!) This was a very welcome “Paul Whelan informed me he
<https://www.youtube.com/watch?v=N article, but as Santiago did not give the found two new photos (on
TznC1nIRqw>. (In Norwegian with actual date of the loss of the aircraft in ebaydeutschland.de) of Condor Legion
English sub-titles available). 1949, the AOB data I have may be Bf 109E-3 of 1/J88 ‘6o93’ that may
<https://en.wikipedia.org/wiki/Provinci suspect. The AOB’s for 1 January, 1 show Jose ‘Falco’ Sanmartine’s second
al_Reconstruction_Team_Meymaneh>. April and 1 July 1949, all show one victory on February 6, 1939. The first
“In addition, six RNoAF Bell 412s aircraft, but so does the one for 1 shows ‘6o93’ at Vilajuiga before being
were upgraded from the original SP January 1950. This is probably dismantled. The second shows ‘6o93’
(Special Performance) to HP (High understandable because, as Santiago after being dismantled and hidden
Performance) for operations with noted, it probably languished under some trees.
special forces and use in international “repairable” after the crash and was “Jose stated that the Nirminger
operations. Bell 412HP helicopters thus probably still counted on strength. parachute tag that he kept did not come
were also given better protection However, subsequent and much later from the cockpit of ‘6o22’, but from a
against heat-seeking missiles, fitted AOB’s still showed one aircraft! The second Messerschmitt he encountered
with armored seats, and had improved AOB ending in December 1954 still while walking from his crash-landed
communication equipment including showed one, as did that for 1 January I-15.”
SATCOM. This enabled NAD to have 1955 (‘not assigned to a tactical unit’), Tom Sarbaugh (#797), USA.
three helicopters in Afghanistan at any 15 May 1952 (listed as ‘test’ in the
time. The helicopters usually operated attack category), 1 July 1952 (‘no unit "Jack Herris is preparing a book on
in pairs, one configured for medivac, of assignment’ and listed as a bomber) Albatros aircraft of WWI. Three
the other as an escort armed with two and, finally, and perhaps most volumes actually. He needs photos of
M-134 Gatlings firing out of the side incredibly, that for 2 January 1957 the restored Albatros B.II ( I think) in
doors, gunners mostly drawn from which listed it as a ‘…potential mission Poland. Who would be a good
special forces personnel.” aircraft!’ This seems to suggest that contact?”
Knut Erik Hagen (#904), Norway. perhaps some repair was attempted Colin Owers (#261), Australia.
“A couple additions to Ted after all and that the aircraft languished, [Editor: If you can help Jack, let me
Koppel’s International Security intact at FMA/DINFIA. know (safo@redshift.com) and I’ll put
Assistance Force Aviation. I was at you into contact with Colin.]
In 1936, German planes violated Austrian airspace dropping propaganda Fiat CR.20bis in Austria. (Harold Thiele)
leaflets over Salzburg. The stationing of Fiat C.R.20 on border airfields
stopped further incursions. (Wernfried Haberfellner)
Small Air Forces Observer Vol.40, No.3 (159) January 2017

After the Anslossch on 12 March 1938, 19 C.R.20bis and three C.R.20 B In 1940, at least seven former Austrian C.R.20 were still in use with
were absorbed into the German Luftwaffe. (Wernfried Haberfellner) Luftwaffe Ausbidungsregiment 24 at Klagenfurt.
107
Austrian Fiat CR.20bis at Aspen, Austria, 1937.
108 Small Air Forces Observer Vol.40, No. 3 (159) January 2017

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small vol. 40 no.

Fiat CR.20 Part 2: Lithuania and Austria

vol. 40 no. 3 (159) January 2017

Austrian CR.20bis. (Hans-Jürgen Becker) Austrian CR.20bis in 1937. (Wernfried Haberfellner)

Small Air Forces Observer Vol.40, No. 3 (159) January 2017

CONTENTS the cyber editions cost $12.00. Carmel, CA 93923.

Photos on pages 85 & 86.

Small Air Forces Observer Vol.40, No.3 (159) January 2017

Small Air Forces Observer Vol.40, No. 3 (159) January 2017

Lithuanian C.R.20 over Kaunas.

The CR.20bis arrived in Austria carrying Civil Registration.

Austrian CR.20bis at Graz-Thalerhof, 1934

More photos on pages 74, 107, & 108.

Individual Aircraft Markings

Small Air Forces Observer Vol.40, No.3 (159) January 2017

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