Curtiss P-36 Hawk/Hawk 75/Mohawk. Part One. The Mohawk in service with South Africa.

 

The Curtiss P-36 Hawk is an American fighter plane which was designed in the mid 1930s. A contemporary of other famous fighters like the German Messerschmitt Bf.109 or the British Hawker Hurricane among others, it saw service with various air forces around the globe, among them, the South African Air Force (SAAF) during World War 2.

By late 1940 it was obvious that the United Kingdom had won the Battle of Britain and the fear of a German invasion began to dissipate from British society. During that battle, the Royal Air Force (RAF) had kept some Curtiss Hawks 75 (taken from France) and some Mohawks (bought from the United States) in reserve "just in case". However, those fighters were no longer needed and were problematic because they required completely different equipment than the Hawker Hurricane and the Supermarine Spitfire fighters, which were the standard frontline fighter of the RAF back then, and, moreover, they were equipped with a radial engine, which was never popular in the RAF's Fighter Command, with the exception of the Gloster Gladiator. 
Thanks to the defeat of the Luftwaffe, Great Britain's production capacity was increased and, although factories kept suffering bombardments, losing many aircraft each time, they were able to increase production output of fighters. At the same time, the Union of South Africa requested requested modern equipment and, since the RAF couldn't get rid of Hurricanes and Spitfires, it was decided to send the Mohawks to South Africa.
The SAAF was to receive 90 aircraft. The initial batch was shipped to Takoradi (Ghana), where a British assembly plant was located capable of assembling 200 aircraft of various type per month. From there they were then distributed to units in India, Sudan and Egypt. This batch was later complemented with another shipment which was initially sent to Aden and was diverted to South Africa.
The debut of the Mohawk IV with the SAAF was, to put it mildly, unsuccessful. The first four machines were assembled right after landing on 17th December 1940. Ground tests and component checks continued for another week and it wasn't until 27th December that the first aircraft, registered as AR673 was ready for its maiden flight. At the controls was Wing Commander A. Sweeney, of the RAF, who took off with any major problem. However those began when the fighter gained an altitude of 152 meter above sea level and the engine began to loose power, crashing the aircraft into the sea half a mile from the shore, killing its pilot.
After the accident the assembled aircraft were grounded and an investigation was carried on. It was quickly realized that Sweeney die because his aircraft had a French-style throttle opening and closing mechanism. The pilot had simply made a mistake, and the low altitude he was flying on, prevented him from correcting the error. The remaining aircraft were quickly re-inspected, and the needed modifications were made to those still equipped with French-inherited throttles. Other sources suggest a different cause for the accident, according to a commission set in June 1941 and led by J. Thomson and L. M. Townsend, the engine failure was due to a seizure. 
Anyway, the oil systems in every Mohawk were replaced and, on 13th July they were cleared for flight.
However, the problems with the Wright Cyclone engines that the Mohawks were powered by, confirmed the opinions of the pilots and mechanics. Parts of the oil system were made with inappropriate materials and the engine itself was often short on lubricator, due to the insufficient oil flow to the cylinders. This lead to another decision made on 3rd October 1941 ground all Mohawks. Curtiss-Wright (the manufacturer company of the Mohawk) quickly manufactured new components, this time from more durable materials and sent them to their users together with a manual called "Do It Yourself: How to Repair a Factory-New Wright Engine", as a joke. 
Additionally, the mechanics made additional holes in the oil ring to improve oil flow to the engine. This solution was never approved by Curtiss-Wright but it worked nonetheless.
After all those setbacks, the British revised the contract with the South African Government and the number of Mohawks were reduced to 70. By that date twenty Mohawks were landed in Mombasa and were transported to Nairobi, with twenty-four still on board the ship and twenty-six still waiting their turn in Great Britain for loading. 
Additional 16 aircraft arrived in Nairobi between April and May 1941. Those 16 machines were not, however, part of the main order, as they were, most likely, part of a batch destined to Greece which couldn't arrive before its capitulation.
The Mohawks were employed by the SAAF's No. 3 Squadron which was committed to aerial support during the East African Campaign in mid-1941 and took place in the Battle of Gondar, which marked the end of that aforementioned campaign. Afterwards, they were employed to patrol the border with Vichy-held Djibouti. 
The SAAF was greatly disappointed with the Mohawk, as was expressed in an official letter sent to the British Air Ministry. The RAF, however, did not want the aircraft back, not even as trainers, and stubbornly insisted on handling over the Mohawks still waiting transport in England. 
After the East African Campaign, most were used by SAAF's home defence units and some training units, with the last of them surviving until 1945.

Sources:
1st AJ-Press - Monografie Lotnicze 61 - Curtiss P-36 Hawk Part 1 (translated)
2nd https://en.wikipedia.org/wiki/Curtiss_P-36_Hawk#British_Commonwealth
3rd https://en.wikipedia.org/wiki/3_Squadron_SAAF
4th https://en.wikipedia.org/wiki/6_Squadron_SAAF

Bristol Beaufighter, part four. The Beaufighter in South African Air Force's service.

 

The Bristol Beaufighter operated with the South African Air Force (SAAF) during the mid-to-late stages of World War 2. 
It was operated by two squadrons, Nos. 16 and 19:

• No. 16 Squadron SAAF: No. 16 Squadron operated under Royal Air Force's (RAF) Command as part of the Desert Air Force. In April 1943 this unit was rebased to Egypt where they replaced their Bristol Blenheim Mk. V with Beaufighters in November and were assigned to anti-submarine duties in the Mediterranean, however, with the need of an air wing that could assist Yugoslav partisans in the Balkans, Albania and Greece, the Balkan Air Force was formed and from December 1943 this squadron operated within it, performing aerial strikes on the Balkans and some occasional anti-shipping raids on the Aegean Sea from February until August 1944.
  One of their most successful raids was the bombing of the bridges on the village of Zenica (Bosnia).
  They remained in that role, equipped with the Beaufighter until they were disbanded on 15th June 1945.
• No. 19 Squadron SAAF: This unit was reformed, taking personnel from No. 227 Squadron RAF and was officially numbered as No. 19 Squadron SAAF on 15 August 1944 at Biferno, Italy. They were equipped with Beaufighters Mk. VI and TF. Mk. X from the beginning and were assigned to the Balkan Air Force. Just like No. 16 squadron, they performed many raids on Yugoslavia and Greece, as well as some raids against coastal shipping in the Adriatic Sea. 
  The squadron was disbanded on 10th July 1945 and its personnel was sent back home.
  
  

Sources:

1st https://en.wikipedia.org/wiki/16_Squadron_SAAF

2ns https://en.wikipedia.org/wiki/19_Squadron_SAAF

3rd https://www.saairforce.co.za/the-airforce/squadrons/99/16-squadron

4th https://www.saairforce.co.za/the-airforce/squadrons/100/19-squadron

5th https://www.historyofwar.org/air/units/SAAF/16_wwII.html

6th https://www.historyofwar.org/air/units/SAAF/19_wwII.html

7th Scale Aircraft Magazine  - Modellers Datafile 6 - The Bristol Beaufighter - A comprehensive guide for the modeller

Supermarine Spitfire. African Users. Part Three. South Africa.

 

The Supermarine Spitfire equipped various squadrons of the South African Air Force (SAAF) during World War 2 and some time after. The following units employed it at some point in their service:

• No.1 Squadron SAAF replaced their Hawker Hurricanes for the Supermarine Spitfire Mk.V in November 1942 after the Battle of El Alamein. They saw action during April 1943 when the Luftwaffe was trying to supply their troops in Tunisia by ferrying supplies with the enormous Messerschmitt Me.323. 
  In an action that took place on 22nd April, the No.1 Squadron SAAF, together with other squadrons of the SAAF, claimed 16 Me.323 downed and two Italian fighters. 
  They served through the Sicilian campaign, southern Italy and Anzio. They were present at the Battle of Rome too, claiming 16 enemy aircraft.  
  They remained in Italy for the rest of the war, operating as a fighter squadron but also flying occasional ground attack sorties. In June 1945 they were intended to transition to the North American P-51 Mustang, however by that time most of the squadron's personnel was returning home and eventually, very few P-51 were delivered.
  After the war the squadron was put under No.7 Wing SAAF and was based at AFB Waterkloof, where they flew a mixture of North American Harvard and some Spitfire Mk.IX featuring a bubble canopy. 
  By 1954 the Spitfires were retired and replaced by the Canadair Sabre Mk.6. 
  
  
• No. 2 Squadron SAAF: From July 1943 until March 1944, this unit operated the Spitfire Mk.Vc during the Italian campaign. From February 1944 until July 1945 they also operated the Spitfire Mk.IXc and served through both Italian and Balkan aerial campaigns. After the war, in December 1948, it was reformed at Waterkloof by being equipped with the bubble-canopy variant of the Spitfire Mk.IX, in order to move over to the North American P-51D Mustang. 
  
  
• No.4 Squadron SAAF: Just like the previous unit, this one replaced their Kittyhawks with Spitfires in July 1943. In august it was rebased to Sicily and then, in September, to the Italian southern mainland, where it performed mainly aerial and ground attack roles, changing their base various times until the end of the conflict. The unit was disbanded in October 1945 while still in Italy. 
  It was reformed again in 1951 as part of the Active Citizen Force, when it flew a blend of Harvards and Spitfire Mk.IX, until it was disbanded again in October 1958.
  It's worth pointing out that this unit employed a special two-seater ad-hoc variant of    the Spitfire intended to be used as a squadron hack during the Italian campaign. 
  
  
• No.3 Squadron SAAF: This squadron received the Spitfire Mk.V while based at Aden, where they also performed coastal patrols over North African shores. In August 1944 it was re-equipped with the Spitfire Mk.IX and was sent to Italy, where it remained until the end of the war, providing ground support. Shortly after the war, it was disbanded.

• No.40 Squadron SAAF: This unit replaced their Curtiss Kittyhawk with Spitfires Vb at the end of February 1943. This variant was equipped with various photographic cameras for tactical reconnaissance duties. 
  Operating from Malta in June 1943 they took part in various recon flights over Sicily in preparation for Operation Husky, the Allied invasion of Sicily, after which, they served through the Italian campaign, before being re-equipped with the Spitfire Mk.IXc. For the remaining of the year 'A' Flight operated in the Italian Adriatic area, while the remaining of the squadron remained in Egypt, where they were rebased in order to be re-equipped with the Spitfire Mk.IX. In mid January 1944 the whole was reunited again, albeit not for a long time.
  'A' Flight took part on the Allied advance over Rome during June-July 1944, as they were attached to the US 5th Army. One detachment was sent to Corsica to take part in the invasion of the Italian island of Elba, an important objective in preparation of Operation Anvil, the invasion of southern France. On 25th August the squadron was re-attached to the British 8th Army and they took part on the assault on the Gothic Line suffering heavy casualties at the Battles of Gemmano and Rimini. I autumn they were rebased to Forli. 
  A detachment of this unit, flying Spitfire Mk.Vbs saw action against Greek ELAs forces during the early days of the Greek Civil War.
  After the war the unit was disbanded.
  
  
• No. 60 Squadron SAAF: Apparently one detachment of this unit employed some reconnaissance Spitfires after the war, based at Swartkop. 
  
  
• Air Operations School: Employed some bubble-canopied Spitfire Mk.IXs as advanced trainers.

Sources:

1st https://en.wikipedia.org/wiki/South_African_Air_Force

2nd https://en.wikipedia.org/wiki/1_Squadron_SAAF

3rd https://en.wikipedia.org/wiki/3_Squadron_SAAF

4th https://en.wikipedia.org/wiki/40_Squadron_SAAF

5th https://en.wikipedia.org/wiki/60_Squadron_SAAF

6th https://en.wikipedia.org/wiki/2_Squadron_SAAF

7th https://en.wikipedia.org/wiki/4_Squadron_SAAF

8th https://www.saairforce.co.za/the-airforce/squadrons/1/2-squadron

9th https://www.saairforce.co.za/the-airforce/squadrons/21/4-squadron

10th https://www.saairforce.co.za/the-airforce/squadrons/20/3-squadron

11th https://www.saairforce.co.za/the-airforce/squadrons/12/60-squadron

12th https://www.saairforce.co.za/the-airforce/squadrons/91/air-force-command-and-control-school

Miles M.9 Master. Part one. Some Foreign Users

 

The Miles M.9 Master was a British two-seat monoplane which was used as an advanced trainer. It was designed by Frederick G. Miles and manufactured by his own company, Miles aircraft Ltd. The Royal Air Force and the Fleet Air Arm were its main users, but the type was also used by many other countries, among them, the following ones:

• Egypt: The Royal Egyptian Air Force employed no less than 23 and no more than 26 Miles Master II (an improved variant powered by Bristol Mercury engines) in 1944. As we couldn't find graphical evidence, the drawing and markings should be considered as speculative.
• South Africa: The Miles Master II was one of the main trainer aircraft of the South African Air Force (SAAF) as 453 machines were supplied. Twenty-five Masters were lost at sea and didn't arrive to their destination.
• Turkey: The Turkish Undersecretariat of Military Aviation (forerunner of the Turkish Air Force which was officially formed in 1944) planned to order 100 Master II aircraft in the early 1940s. However, as their American-made Curtiss-Wright CW-22 were still working fine, the ordered number decreased to 27. In July 1943 the first 8 Master II were shipped to Turkey and two years later 12 additional machines were sent. They were used as target-tows in various air-regiments and were kept in active duty until 1948 when they were replaced by the North-American Texan.
• United States: Many United States Army Air Force (USAAF) units stationed in Great Britain during World War 2, employed a total of 44 Master II machines as target tugs and communication aircraft. As we couldn't find graphical evidence, the drawing should be considered as speculative.

Sources:

1. https://en.wikipedia.org/wiki/Miles_Master

2. Scale Aircraft Modelling - vol.19 nº08 (1997.10) - Miles Military Trainers

3. http://www.tayyareci.com/digerucaklar/turkiye/1923ve50/miles-master.asp

Miles M.14 Magister, part two, American and African users.

 

The Miles M.14 Magister is a two-seat trainer monoplane designed and manufactured by Miles aircraft which was used by various Commonwealth users around the globe, among them, the following ones:

• Canada: The Royal Canadian Air Force (RCAF) employed an unknown number of Magisters as basic trainers. As we couldn't find graphical evidence, the drawing should be considered as speculative. 
• Egypt: Forty-two Miles Magisters are known to have served with the Royal Egyptian Air Force (REAF). They constituted the main trainer of the REAF during World War 2 and the immediate post-war period. 
• South Africa: Many Magisters are known to have served with the South African Air Force (SAAF) as elementary trainers. They served along the M.2 Hawk, which was the earlier variant of the type.

Sources:

1. https://en.wikipedia.org/wiki/Miles_Magister

2. Scale Aircraft Modelling - October 1997 - Miles Military Trainers

3. Putnam & Co. - Miles aircraft since 1925 

Bristol Beaufort. Part One. Some Commonwealth and Turkish Users

 

The Bristol Beaufort was a British twin-engined torpedo-bomber designed and manufactured by the Bristol Aeroplane Company. It was developed based on the experience gained on the previous Bristol Blenheim light bomber. It was mainly used the Royal Air Force (RAF) and the Royal Australian Air Force (RAAF), but  a total of two-hundred were provided to other users, namely, the following ones:

• Canada: Two units of the Royal Canadian Air Force (RCAF) employed the Beaufort. No. 415 (which, during World War 2 was under RAF's command) had six Beaufort in strength between September 1941 and January 1942.
  A new Operational Training Unit (OTU) unit, initially under RAF's organic command was formed in November 194. This unit called No.32 (Coastal) OTU was formed at RAF Sidney, on Vancouver Island in the British Columbia. After the Japanese attack on Pearl Harbor, this unit was promoted to No.32 Torpedo Bomber Squadron and was tasked with patrolling the Eastern Pacific. At the appropriate time the RCAF decided to create a force of their own and, therefore, formed on 26th October 1942 the No.149 (Seawolf) Squadron at RCAF Patricia Bay, close to RAF Sidney. This squadron received the Beauforts of the No.32 OTU, when that unit replaced them with Handley Page Hampdens for crew training purposes. However, by that time, the Beauforts were outdated and they were withdrawn on 16th August 1943. They were eventually replaced by the Lockheed Ventura. Twelve Beaufort passed into private Canadian owners and three machines survived until March 1947 before being scrapped.
• New Zealand: A total of six Beauforts served with No.489 Squadron of the Royal New Zealand Air Force (RNZAF) at RAF Leuchars (Scotland) in August 1941, with the intention of forming a front-line unit like No.415 Squadron RCAF. However, two Beauforts were destroyed and the remaining four ones were transferred in early 1942 to other RAF units to replace their losses. 
• South Africa: During 1941 the South African Air Force (SAAF) ordered a total of 18 Beauforts to help them better protect shipping lanes around the Cape of Good Hope. The British Government confirmed that 18 was the maximum number available, and so two Flights were formed, Nos. 36 and 37 at Winfield with seven Beauforts each. There they made some patrols over South Atlantic before going North in April 1942 to take part in the Operation Ironclad, the invasion of Vichy-France-controlled Madagascar. They remained there until mid-November performing many patrols and anti-submarine sorties before being merged, on 3rd July with No.32 Flight (equipped with Martin Marylands) and forming the No.20 Squadron SAAF. Initially only the Northern part of Madagascar was taken, but, eventually the whole island was conquered and, on 4th September it was decided to put the unit under No.207 Group RAF. Therefore, the unit was renumbered to No.16 SAAF, to avoid confusion with No.20 Squadron RAF.
  Madagascar surrendered on 6th November 1942. 
  South African Air Force's Beauforts were returned to the RAF and were replaced by Blenheims, but these machines were grounded on 8th June 1943 after moving to the Middle East. Additional 40 Beauforts were supplied to the SAAF, both of Mk.I and Mk.II variants, to replace the Blenheims. These Beauforts served with the No.16 Squadron from 15th June 1943 until 28th February 1944. They flew patrols in North Africa and, during September, some sorties on Southern Italy to support the Allied crossing of Messina Strait. They also escorted the Italian battle fleet to its surrender.
• Turkey: In 1944 eleven (or twelve, according to some other sources) Beaufort Mk.IAs were supplied to the Turkish Air Force (TAF). Some Turkish had already trained with the type in the Middle East and England. At least ten additional Mk.IIAs followed in 1945 and were assigned to the 105th Torpedo and Reconnaissance Group, tasked to patrol the Bosphorus and the Black Sea. The Mk.IAs served until 1947 when they were replaced by Bristol Beaufighters and the Mk.IIAs remained until 1950, becoming this way, the last flying Beauforts. The Turkish Beauforts carried no torpedoes, but they were used as reconnaissance bombers.

Sources:

1 https://en.wikipedia.org/wiki/Bristol_Beaufort

2 https://en.wikipedia.org/wiki/List_of_Bristol_Beaufort_operators

3 Hall Park Books - Warpaint 50 - Bristol Beaufort

Bristol Blenheim, foreign users, part one

 

The Bristol Blenheim was a British a British twin-engined light bomber designed and built by the Bristol Aeroplane Company (commonly known by 'Bristol'). The Blenheim was extensively used during the first half of World War 2, with some machines being used as trainers even until the end of the war. 

The main user was the British Royal Air Force (RAF), but the type saw also use under other users:

• Australia: The Royal Australian Air Force (RAAF) operated the Bristol Blenheim in two squadrons, Nos. 454 and 459. 
  No.454 was equipped with Blenheims in November 1942 when it was based in Iraq where they were used as trainers. They were in service until January 1943 when they were replaced by the Martin Baltimore.
  No.459, was formed in February 1942 with just six aircraft (two Lockheed Hudsons and four Blenheims Mk.IV). The Blenheims were kept until May when they were replaced by Hudsons.
• British Raj: The Royal Indian Air Force (RIAF) had some outdated Blenheim Mk.I bombers serving with the No.3 Coastal Flight based at RAF Dum Dum, close to the city of Calcutta in 1942. Due to blogger's tag limitation of 200 characters, this couldn't be included in the list and, also, the drawing should be considered as semi-speculative as we lack clarification about their operational service with the RIAF.
• Japan: It's known that at least one Blenheim Mk.I and one Blenheim Mk.IV were captured and employed by the Imperial Japanese Army Air Force (IJAAF), as some wrecks were found in Semarang, Java after the war, in August 1947. It's interesting to note that the hulk of the Blenheim Mk.IV discovered there, appears to be modified to serve as a transport with extra windows and, apparently, refitted with Nakajima Sakae engines. 
  As our drawings are based on old blurry photos, they should be taken as highly speculative on how they looked like when in Japanese service.
• Indonesia: In 1945 or 1946, Indonesian forces acquired a Bristol Mk.IV from unknown sources (some claims are made they were acquired from the Netherlands). The aircraft was re-engined with Nakajima Sakae engines, so it's possible it belonged to the Japanese and it was re-captured by the Indonesians when the Japanese left in 1945. 
  This machine had not only its engines replaced, but the frontal cockpit completely faired over too.
• New Zealand: No.489 Squadron of the Royal New Zealand Air Force (RNZAF) served under RAF's Coastal Command and it was equipped with the Blenheim from August 1941 until January 1942 when it was re-equipped with the Blenheim Mk.IVf, which were in service patrolling the North Sea until March when they were replaced by the Handley Page Hampden as the squadron was re-converted into an anti-submarine torpedo bomber unit.
• Turkey: Turkey ordered 12 Blenheim from the United Kingdom in April 1936, making the Anatolian country the second foreign user of the Blenheim (the first one was Finland). The first two machines were shipped by sea in October 1937 while the remaining 10 were ferried by air between March and June 1938. Additional eighteen machines were ordered and delivered between November 1938 and February 1939 with additional 10 Blenheim Mk.I being given to the Turkish Undersecretariat of Military Aviation (the forerunner of the modern Turkish Air Force) in 1940.
  Three additional Mk.IVs, plus 17 Mk.V were supplied in 1943. These more modern machines came from RAF Middle East stocks. They served with the Turkish 3rd Regiment of the 2nd Air Division, at Gaziemir Air Base, in Izmir.
• South Africa: The South African Air Force (SAAF) evaluated a single Blenheim Mk.I in 1938, but didn't order the type. This single Mk.I was assigned to No.31 Squadron, which served with the South African Coastal Command and was used in late 1939 in the search of the German Pocket Battleship Graf Spee. This aircraft also shadowed two Italian ships as they were heading to neutral Portuguese Mozambique in June 1940 when Italy entered the war. The Blenheim attacked one of the ships with guns and bombs and forced it to run aground. 
  In spite of this service, the type was judged unsuitable for the SAAF and was returned to the UK.
  In February 1942 the No.15 Squadron SAAF, replaced its Martin Marylands by Blenheim Mk.IVf when they were assigned to the No.201 Group RAF. Some of these machines were up-armed with an additional 20 mm cannon placed in the nose glazing. A detachment was assigned to Kufra Oasis in April 1942, to prevent its use by the Germans, but the three aircraft were lost in the desert. They were not discovered until 1959.
  Later, in July 1942 No.15 replaced the Mk.IV by Mk.Vs and they were rebased to Mariut, in Egypt, where they conducted anti-shipping operations and saw some distinctive action. The unit replaced its Blenheims by Douglas Bostons in July 1943.
  Two additional SAAF squadrons flew the Blenheim Mk.V, Nos.16 and 17 from November 1942 until June 1943 and January-May 1943 respectively. They operated over the Indian Ocean and they were replaced by the Bristol Beaufort and the Lockheed Hudson respectively.

Sources:

1. https://en.wikipedia.org/wiki/Bristol_Blenheim

2. https://en.wikipedia.org/wiki/List_of_Bristol_Blenheim_operators

3. Hall Park Books - Warpaint 26 - Bristol Blenheim

4.Osprey Publishing - Combat Aircraft 5 - Blenheim Squadrons of World War 2

5. https://en.wikipedia.org/wiki/15_Squadron_SAAF

6. http://www.aviationofjapan.com/2016/06/japanese-blenheims-at-semarang-java.html

7. https://web.archive.org/web/20051214192414/http://nei.adf-serials.com/indonesian-aviation-1945-50.pdf

8. https://en.wikipedia.org/wiki/No._489_Squadron_RNZAF

9. https://en.wikipedia.org/wiki/No._454_Squadron_RAAF

10.https://en.wikipedia.org/wiki/No._459_Squadron_RAAF

11. https://www.iwm.org.uk/collections/item/object/205212382

12. http://www.adf-serials.com.au/2a8Blenheim.htm

Junkers Ju.52/3m in South Africa

 

The Junkers Ju.52/3m is a German transport aircraft that was designed by Ernst Zindel, manufactured by Junkers and thanks to its flying characteristics, it saw great success with many exports users. 

One of those users was South African Airways (SAA) which was founded on 1st February 1934 when the South African Government acquired Union Airways together with a small fleet of passenger aircraft, among them four Junkers F.13 (one of them leased) and a single Junkers A.50. In order to modernise the fleet, SAA ordered three Ju.52/3m which entered service in October 1934 and entered service in just 10 days.

These aircraft could carry up to 14 passengers with a crew of four and covered the route Durban-Johannesburg three times a week with weekly services on the Durban-East London-Port Elizabeth-George Mossel Bay-Cape Town route. From July 1935 another weekly Rand-Kimberley-Beaufort West-Cape Town route was set up and, in April 1936 every Rand-Cape Town service was taken over from Imperial Airways, all these routes were being covered by the Ju.52/3m for which, an additional fourth one was added to the fleet.

As the company was swiftly expanding, another ten Ju.52/3m were ordered raising the total number of SAA Ju.52/3m to fourteen, though three of the older models were sold when the newest models were bought. The airline enjoyed a rapid expansion, though in July 1937 the company suffered its first accident when one of the new Ju.52/3m crashed after taking off from Rand with one reported fatality. 

The company kept on growing, however at the start of the World War 2, its operations were paralysed and the ten Ju.52/3m were pressed into the South African Air Force (SAAF).

Serving with the SAAF the Ju.52/3m was used mainly by the No.50 Squadron SAAF during the whole duration of the war operating mainly as shuttle services from Nairobi, in Kenya to Egypt, Middle East and back to South Africa. When serving in this role, some of them were re-engined with American Pratt & Whitney R-1535 Twin Wasp engines placed straight instead of being splayed outwards. Some sources claim that they were also used as makeshift bombers during the East African Campaign.

In 1944 South African Airways restarted domestic air routes and the Ju.52/3m were put in storage until the late 1940s when they were mostly sold or retired when the company bought 28 Lockheed Lodestars.

One of them, a Spanish-built CASA 352L was bought in 1984 from England to celebrate the 50th anniversary of SAA and it's nowadays one of the few airworthy Ju.52 remaining.

Sources:

1. https://en.wikipedia.org/wiki/South_African_Airways

2. https://en.wikipedia.org/wiki/Junkers_Ju_52

3. https://www.britmodeller.com/forums/index.php?/topic/234969613-junkers-ju-86-z7-saaf-revell-conv/page/2/

4. http://www.saairforce.co.za/the-airforce/aircraft/174/ju-523m

5. https://ju52archiv.de/Ju52.pdf

6. https://de.zxc.wiki/wiki/Junkers_Ju_52/3m

7. https://en.wikipedia.org/wiki/50_Squadron_SAAF

8. https://en.wikipedia.org/wiki/List_of_airworthy_Ju_52s. 

Airspeed AS.10 Oxford, part six, African users

The Airspeed AS.10 Oxford was a British twin-engined multi-role aircraft that served in great numbers through the World War 2 and after. With more than 8.500 machines manufactured, it saw service with many air forces throughout the world. Among them the following ones:

• Belgian Congo: In April 1944 six Oxfords were acquired by the Force Publique (Public Force - the local Gendarmerie and Military force of the Belgian Congo). They served in the photo reconnaissance and light transport role until July 1955 when the Belgian Air Force declared the Oxfords as obsolete given the poor condition of their wooden fuselage. They were all moved to Brussels to be scrapped.
• Egypt: During World War 2 the Royal Air Force loaned some Oxfords T.1 (the trainer variant) to the Royal Egyptian Air Force. They were assigned to the No.4 Squadron. The loaning continued after the war and until 1948 when the last one was transferred. They were used most probably during the first Arab-Israeli War in 1948 as makeshift bombers but any further detail about their fate is unknown.
• Southern Rhodesia: As part of the Empire Air Training Scheme many flying schools present in Rhodesia during the World War 2, operated with the Oxford. These were the Nos.20, 23 & 21 SFTS (Service Flying Training Squadron), at Salisbury and Bulawayo respectively, No.24 Bombing Gunnery and Navigation (previously known as No.24 Combined Air Observation School), No.29 Elementary Navigation School all of them at Moffat, in Gwelo and the Rhodesian Central Flying School (AKA Rhodesian Air Training Group), No.33 Flying Instructors School and the Central Flying School (Southern Rhodesia), all of them based at Norton.
• South Africa: As part of the Commonwealth Air Training Plan, the South African Air Force was allocated around 700 Oxfords which arrived to South Africa in November 1940. They were assigned to many training units all around South Africa such as the 21, 41, 42, 43, 44, 45, 47, 62, 65 and 66 Air Schools. Due to the intense training many of them, 256 machines, were lost in accidents. Most of them were withdrawn in 1945 when the war ended and were sold two years later in 1947.

Sources:

1. https://en.wikipedia.org/wiki/Airspeed_Oxford#Other_users

2. http://www.belgian-wings.be/Webpages/Navigator/Photos/MilltaryPics/post_ww2/Airspeed%20Oxford/airspeed_oxford%20frontpage.htm

3. https://en.wikipedia.org/wiki/Force_Publique#Aviation

4. https://en.wikipedia.org/wiki/List_of_aircraft_of_the_Egyptian_Air_Force

5. https://en.wikipedia.org/wiki/List_of_British_Commonwealth_Air_Training_Plan_facilities_in_Southern_Rhodesia

6. https://en.wikipedia.org/wiki/List_of_British_Commonwealth_Air_Training_Plan_facilities_in_South_Africa

Avro Anson, part one, South African users

The Avro Anson was a British twin-engined multi-role aircraft built by Avro. More than 11.000 aircraft were manufactured and served with many air forces around the world, the South African Air Force among them.
In the South African Air Force (SAAF) the Ansons were used for operational duties, after the first deliveries in 1939.  Some few Ansons, four of them, served with the No.32 Squadron SAAF in the anti-submarine role, patrolling South African coastal territorial waters until January 1940 when the squadron was reduced to just one flight. However, as the British Commonwealth Air Training Plan opened seven flying training groups, four air observers and gunnery schools and five navigation training establishments, the Anson quickly became one of the main trainer aircraft serving with the SAAF. Up to 12 Air Schools in South Africa used the Avro Anson. These were:

• 41 Air School: Was formed at Collondale, East London on 30th December 1940 under the category of Type A School, which was the category assigned to the service flying. In July 1941 they were equipped with Ansons which employed them until they were disbanded on 18th May 1945.
• 42 Air School: Was formed on 27th March 1941 as Type A. By August it was equipped with Fairey Battles, Airspeed Oxford and Avro Ansons at South End, Port Elizabeth. The unit was disbanded on 18th March 1945.
• 43 Air School: It was formed on 12th January 1942 at The Kowie, in Port Alfred, and some years later, in July 1945 it was moved to Grahamstown. It started its career as an Air Gunnery School but changed its role in January 1945 to include navigation and air bombing. It was equipped with both Fairey Battles and Avro Ansons and was disbanded on 15th September 1946.
• 44 Air School: It was formed on 12th January 1942 at Grahamstown as a mixed Type A School for observer, navigator, air gunnery and bombing, using exclusively Ansons throughout all its career. It was disbanded on 14th June 1945.
• 45 Air School: Formed in England at Weston-super-Mare, South-West England, under the name of No.5 Air Observer and Navigator School. In September 1940, as the airfields in the United Kingdom were reserved for operational units (fighters and bombers), they were relocated to Oudtshoorn, in South Africa where it became an Air Observer school, or Type B school. The school was disbanded on 20th August 1945.
• 47 Air School: Originally named No.1 Air Observer and Navigator School at Prestwick, Scotland, the unit was shipped to South Africa in January 1941 where it became No.7 Air Observation and Navigation School at Queenstown, in Cape Province. It was of the Type B and was equipped exclusively with Ansons until it was disbanded on 7th April 1945.
• 61 Air School: On 30th September 1940 an element of the School of General Reconnaissance left Squires Gate, in Lancashire, for South Africa where it became the No.1 School of General Reconnaissance at George, in Cape Province, South Africa. On 30th April 1941 it was renamed as 61 Air School and was equipped with Ansons. It was disbanded on 14th June 1945.
• 62 Air School: It was formed in Bloemfontein, Orange Free State on 11th November 1940. It became the Central Flying School of the SAAF. It was disbanded on 24th February 1945 and had an unspecified number of Ansons in their rows.
• 64 Air School: This unit was formed at Tempe, a suburb of Bloemfontein, in February 1941 with the purpose of signals and wireless training with a number of Ansons in their ranks. It was disbanded on 20th December 1945.
• 65 Air School: Formed at Youngs Field, in Cape Town, this unit was established in August 1940 as an Armourers school sharing a number of Ansons with the 66 Air School. Both of them were combined in April 1944 to form 68 Air School.
• 66 Air School: This unit was formed at Youngs Field too and was later combined with 65 Air School.
• 67 Air School: It was formed at Zwartkop, in Transvaal, in November 1940. Originally an Air Photography School with a few Ansons on strength. Nowadays, it's still one of active SAAF units.

The Anson was also used by non-training, frontline units of the SAAF:

• No.31 Coastal Flight: This flight was formed in September 1940 from A Flight No.32 Squadron at Cape Town. Moved to Maputa, in Natal Provice, and later to Port Elizabeth in Cape Province. It was used in the patrol role and was upgraded to No.22 Squadron in 1942.
• No.32 Coastal Flight: It was also formed in September 1940 split from No.32 Squadron at Durban, in Natal. The unit was rebased to East Africa in 1942 and later formed the basis of No.20 and No.23 Squadrons.
• No.33 Coastal Flight: Formed in September 1940 from elements of the B Flight No.31 Squadron, at Wingfield airfield in Cape Town. It moved to Port Elizabeth and then to Durban in 1942. It was eventually upgraded and renamed to No.25 Squadron.
• No.34 Coastal Flight: Although this unit was formed in South Africa, it operated from Mombasa, Kenya. It was disbanded in 1943 with their aircraft (Ansons most of them) going to No.28 Squadron.
• No.36 Coastal Flight: Like the previous one this unit was formed in South Africa but it operated from East Africa. It was disbanded in 1942 and its aircraft were sent to No.20 and No.23 Squadrons.
• No.37 Coastal Flight: This unit operated in East Africa until 1942 when it was disbanded and their aircraft were sent to No.20 Squadron.
• No.12 (Bomber) Squadron: When this unit was based at Waterkloof, in Transvaal province, in 1940, it was equipped with Ansons.
• No.28 (Transport) Squadron: This unit was based in REAF Almaza, Cairo, Egypt. It was equipped with Ansons from 1943-1944 and again from 1945-1951.
• No.32 Squadron: As we said previously, this unit was formed in 1939 but was reduced to No.32 flight in January 1940.
• No.35 Squadron: This was a Sunderland unit but had an unique Anson sub-variant equipped with floaters for training crews on floating operations. It was based at Congella, in Durban.
• No.60 (Photographic) Squadron: Formed from elements of the No.62 Squadron, in Nairobi, Kenya in 1940. Was equipped with Ansons until 1941 and again, when rebased to Western Desert, in 1942-1943.
• No.61 (Communications) Squadron: This unit was formed in 1940 at Zwartkoop. They used Ansons until 1945, some of them fitted for ambulance role.
• No.62 (Survey) Squadron: This unit was formed in November 1940 by upgrading No.1 Survey Flight in Nairobi. Merged with No.60 Squadron in December 1940.

Apart from them some reserve squadrons, Nos. 141, to 145, 147 and 161 were formed using Ansons. Most of them were part of the Air Schools and used Ansons for reconnaissance and anti-submarine patrols. Additionally, No.1 Navigation Flight, based at Grahamstown, together with a Gunnery Flight. Bombing Gunnery and Navigation School employed Ansons based at Longboorweg from 1945 to 1947.

Sources:

1. Hall Park Books - Warpaint 53 - Avro Anson

2. https://en.wikipedia.org/wiki/Avro_Anson

3. https://en.wikipedia.org/wiki/List_of_British_Commonwealth_Air_Training_Plan_facilities_in_South_Africa

Fairey Battle, part two

The Fairey Battle was a British light-bomber which was designed and manufactured by Fairey Aviation Company. Though not as successful as expected, it served as a trainer and target tow during the whole World War 2. It was exported to many countries:

• Belgium: An order of 16 Battles were ordered to Fairey by the Belgian Military Aviation. The Battles, contrary to popular belief, were built at Fairey's plant in Stockport, United Kingdom. They were delivered in March 1938 and were differentiated from the British ones in having a longer radiator cowling and a smoother camouflage finish.
  They were assigned to the 5e Escadron, 3éme Regiment d'Aeronautique, (5th Squadron, 3rd Aeronautical Regiment) based at Evere airfield, near Brussels. Initially conceived as a reconnaissance unit, this squadron was quickly reformed into a bomber unit. During the period known as the "Phoney War", the British and Belgian authorities realised that the Battle was very vulnerable to German fighters due to its slowness, poor manoeuvrability and poor defensive armament and was, therefore, becoming obsolete. That's why Belgian authorities cancelled the initial supplementary order for additional machines. They instead tried to obtain, too late Bréguets, Douglas and Caproni bombers.
  The Belgian Battles became famous on 11th May 1940 when they took off on a suicidal mission to destroy three bridges (Veldwezelt, Vroenhoven and Briegden) on the Albert Canal. From the nine Battles that took off, six of them were destroyed (some other sources claim that all nine were destroyed) and, due to the light bomb load they were carrying, not a single bridge was destroyed.
• Greece: Back in 1939 nine Battle were ordered by the Royal Hellenic Air Force (RHAF), but because of the war, the order was cancelled and the production was reinstated for the RAF. However, British authorities changed their mind later and eleven Battles were delivered to the Royal Hellenic Air Force (RHAF) in late February 1940 as part of an order to twelve (the last one was sunk by a torpedo when it was aboard the merchant ship). They were given by the RAF to the Greek authorities as a compensation for 12 Bristol Blenheim IV that were sold in poor conditions due to war shortages. The Battles were assigned to the 33rd Bomber Squadron and they saw extensive action during the Greco-Italian War. On 28th October 1940 the 33rd Squadron, based at Koúklaina, was already in action. Battles bombed the Italian airfield in Koritza, in Italian Albania, destroying a Caproni Ca.133 and damaging four fighters for no Greek losses. Two Battles and two Blenheims were later engaged in another raid against Koritza airfield but they were intercepted by Italian Fiat Cr.42 and were shot down killing their crews and badly wounding another one.
  During the Greek counter-offensive in late November, three Greek Battles attacked a retreating Italian column between Koritza and Pogradets on the 22nd. Later, on 11th March 1941 the CO of 33rd Squadron was intercepted and shot down between Nivitsa and Slatinia.
  The remnants of the squadron were rebased to Menidi, due to the German advance in April 1941 and, as they couldn't hold off Luftwaffe's attacks, they were moved on to Tanagra, South of Athens, where the remaining machines were destroyed on the ground by the Luftwaffe.
• British Raj: The Indian Air Force received four Fairey Battles in 1942. A single Mk.I one and three target tows. They were sent to the Anti-Aircraft School in Karachi.
• Ireland: The Irish Army Air Corps approached the British authorities for a number of aircraft to meet their needs during the World War 2. In 1941 they asked for 13 Hawker Hurricanes, 10 North American Harvard and three Fairey Battle Target Tugs. The resulting offer was amounted later to 10 Hawker Hector biplanes, offer that the Irish authorities accepted. However, in an unexpected way a Battle TT registered as V1222 arrived on 24th April 1941 when it flew, at the hands of a Polish pilot from No.4 Observer School based RAF West Freugh, Scotland, and had to force-land at Corbally Strand, Tramore, in Ireland. The aircraft wasn't damaged and was flown to Baldonnel where it was officially interned. In June 1944 it was decided to put the Battle into use so target-towing equipment was fitted and received a new code, 92. It carried out camera gun exercises with Hurricanes and joined No.1 Squadron in September 1944 (note: our source claims it was in 1940, it must be a mistake) for air-to-air firing duties. It was withdrawn and flown to a maintenance unit in May 1946.
• South Africa: Thanks to the Joint Air Training Scheme, around 190 Battle were allocated for South Africa. But eleven were lost at sea, during delivery, other eleven were sent to Southern Rhodesia, four to India and four to Australia, so a total of 123 were destined to serve with the South African Air Force (SAAF), of which 51 were target tugs and 5 trainers. During the East African Campaign the SAAF used the Battles in their intended role, as light bombers. On 19th May 1940 R. Peller, CO of No.11 Squadron led the squadron to Nairobi, in Kenya, equipped with 24 Hawker Hartebeests and just a single Battle. The Battle was used for a reconnaissance flight over Mogadishu, over Italian Somaliland on 17th June. When it was leaving the area, they saw a Caproni Ca.133 parked near Afmadow, southern Italian Somaliland, and made a strafing run, only to be hit in the radiator by a stray bullet. Because of that, the Battle had to crash land, and the surviving crew set the machine on fire. The crew was eventually rescued.
  During mid-June the No.11 squadron was called back to South Africa to be re-equipped with 15 Battles, allowing them to strike hard on the enemy. They did that on many occasions, targeting Italian airfields, positions and vehicles with some successes but at the cost of sever losses. By June 1941, when No.11 Squadron SAAF was disbanded and their aircraft transferred to the No.15 Squadron, only four Battles were left active and one of them was soon lost on an accident. The remainder carried on until 19th August when the final example flew its last mission. The unit then withdrew to Kenya to be re-equipped.
• Turkey: The Turkish Government ordered some Battles before the World War 2. Four of them were being manufactured at Fairey's plant in Stockport (they had even been painted in Turkish Markings) but with the war in Europe, the deal was cancelled before they were delivered. After protracted negotiations, the British Government agreed to deliver 30 Battles which were initially destined for Poland and diverted them to Turkey instead.
  It was agreed that Flt. Lt. Sam Moseley would oversee and test-fly the Battles as they were assembled in Turkey, but when he arrived in Turkey, the enthusiastic Turks had already offloaded them from the ship, assembled the aircraft without any manuals, instructions or drawings and ferried them to Eskisehir, with the undercarriages deployed and flaps locked up because the hydraulics didn't work.
  Moseley's logbook confirms that 28 Battles were flight-tested with another two used for spares. A single Battle Target Tug arrived in May 1940 but plans for three more were called off. According to a memo from Turkish authorities, on 22nd January 1943 there still 25 Battles active, even though, Moseley said that Turkish pilots had a strong penchant for very low and fast flying.

Sources:

1. https://en.wikipedia.org/wiki/Fairey_Battle

2. http://www.belgian-wings.be/Webpages/Navigator/Photos/MilltaryPics/interbellum/Fairey%20Battle%20I/Fairey%20Battle%20I%20frontpage.html

3. https://www.haf.gr/en/history/historical-aircraft/fairey-battle-b-1/

4. http://www.letletlet-warplanes.com/2018/02/17/the-lost-battle/

5. Aeroplane Database June 2016 - Fairey Battle

Airspeed AS.6 Envoy, part two

The Airspeed AS.6 Envoy was a British light, twin-engined transport aircraft designed and built by Airspeed Ltd. in the 1930s. It was exported to many countries, among them:

• Finland: On 1st March 1942 the Finnish Air Force acquired one Airspeed AS.6E Envoy III from Germany which previously had belonged to Ceskoslovenske Statní Aerolinie (CSA - Czechoslovak's National Airline). It was given as a compensation for the De Havilland DH.89 'Lappi' (registered as OH-BLB) that the Luftwaffe shot down erroneously. The aircraft was used until 1943, when it was damaged beyond repair on 31st July 1943.
• South Africa: Seven exemplar were ordered for the joint use of the South African Airways and the South African Air Force. Three of them were delivered in a military form, and four of them were delivered in a civilian variant. They were used to cover the air route between Johannesburg-Bloemfontein-Port Elizabeth, which opened on 12th October 1936. Each of those aircraft could be transformed by a small work crew and in just a matter of hours, into the light bomber or reconnaissance version with a dorsal turret equipped with a Vickers K gun. Some transport versions were used in the East African Campaign as reconnaissance aircraft in 1940-1941.
• Slovakia: The Slovak Republic received the ex-Czechoslovak machine registered as 'OK-VIT' that had belonged to the Vitkovice Mine & Steel Company. It was delivered in the spring of 1940 and operated with the Slovenska Letecka Spolocnost (National Slovak Airline) operating from Bratislava. On 3rd May 1943, it suffered port engine failure and crashed on landing at Nozdrkovce airfiled, in Trencin, Slovakia. 

Sources:

1. https://en.wikipedia.org/wiki/Airspeed_Envoy

2. https://www.ab-ix.co.uk/pdfs/airspeed_prewar.pdf

3. http://www.saairforce.co.za/the-airforce/squadrons/12/60-squadron

4. http://britishaviation-ptp.com/airspeed_as6.html

5. http://www.axis-and-allies-paintworks.com/e107_plugins/forum/forum_viewtopic.php?2462

Martin B-26C Marauder, Free French and South African Users

The B-26C was the name given to those B-26 manufactured in Omaha, Nebraska, instead of Baltimore, Maryland that included all the improvements made to the B-26B-55. As such it served with the Free France Air Force and the South African Air Force during the World War II. When serving with the South Africans, it received the denomination of Martin Marauder Mk.II.
The last squadron of the Free France Air Force to receive the B-26 was the GBM 1/22 Maroc that together with its flights VB-109 and VB-125 was detached from the 31éme Escadre de Bombardement Moyen (31st Medium Bombing Wing). After operation Torch, it was decided to re-equip it with the B-26C Marauder replacing the old Lioré et Olivier LeO.45. So the were retrained in Rabat, Morocco and were officialy formed on 1st September 1943. On January 1944 they operated from Châteaudun-du-Rummel, Algeria and later, in March 1944 they moved on to Villacidro, Sardinia, where they remained until the end of the war performing bombing missions against Italy and supporting troops in southern France during operation Anvil-Dragoon.

In South African hands, the B-26C was operated by two squadrons, the No.12 and No.24. They were received in 1943 and were employed in bombing missions on the Aegean Sea, Crete and Italy. The No.24 Squadron received the B-26C in December 1943 when based in Algeria, later in 1944 they were rebased in Pescara, central Italy before moving on, later to Iesi, also in Italy where they remained until the end of the war. When the war was over, the B-26C were employed as transport airplanes, moved to Egypt in October 1945 and were disbanded in November 1945.
In the case of the No.12 Squadron, they replaced their Douglas Boston in December 1943 at Algeria and were rebased to Southern Italy in February 1944 where they remained until the end of the war.

Sources:
1. https://en.wikipedia.org/wiki/Martin_B-26_Marauder
2. https://www.enpa-capmatifou.com/Enpa2/Aero/EVENEMENTS/66_seconde_guerre_13.pdf (translated)
3. https://en.wikipedia.org/wiki/24_Squadron_SAAF
4. http://www.b26.com/page/south_african_air_force_saaf.htm
5. Signal Squadron - Aircraft in Action 50 - Martin B-26 Marauder in Action

Martin Baltimore, part three

The Martin Baltimore undertook various roles not only in the Mediterranean and North African campaigns, but also in the European one. It performed reconnaissance, target-towing, maritime patrol, night intruder and fast transports. When serving with the Fleet Air Arm, with airplanes transferred from the Royal Air Force, in the Mediterranean, it achieved a moderate success against submarines, achieving eight sunk u-boats operating from Malta. They served until 1947.
The Mk.IV was a version ordered by the United States Army Air Force to be lend-leased to the Royal Air Force. It featured four additional Browning machine guns in the wings and it served with the Royal Australian Air Force, the South African Air Force and the Royal Air Force.

Sources:
1. https://en.wikipedia.org/wiki/Martin_Baltimore
2. http://www.fleetairarmarchive.net/aircraft/baltimore.html

Martin Maryland - South African users

Today it's the time for a fine American light bomber that was used by many countries during World War 2, except for the USA itself.
It was named Maryland by the British and it served mainly in the African Theatre of operations both with the Royal Air Force and the South African Air Force. Those serving with the RAF or any Commonwealth country, were equipped with the Vickers K gun.
It fullfiled both reconnaissance and light bomber role, oftenly by the same squadrons. However, generally, the British squadrons used them for recon duties while the South African ones employed them in the light bomber ones.
The SAAF had three Maryland Squadrons, No.16, No. 21 and No. 24.
The Marylands of the No.16 Squadron SAAF saw combat first during the Operation Ironclad, the successful invasion of Madagascar in 1942 and it was disbanded the next year after the Italian capitulation. Those of the No.21 Squadron SAAF served in the East African Campaign against Italian forces in Ethiopia and later in the North African Theatre of operations until November 1943 when they were replaced by the more modern Martin Baltimore.
They also saw service briefly with the No.24 Squadron SAAF as they were formed in March 1941 and took part in the North African campaign alongside with airplanes of the No.39 Squadron RAF performing tactical raids, until, approximately one year later, they were replaced by the Douglas Boston.

Sources:
1. https://en.wikipedia.org/wiki/Martin_Maryland
2. https://en.wikipedia.org/wiki/16_Squadron_SAAF
3. https://en.wikipedia.org/wiki/21_Squadron_SAAF
4. https://en.wikipedia.org/wiki/24_Squadron_SAAF

25pdr SP, tracked, Sexton

Today we bring you another tracked land vehicle. The 25pdr tracked Sexton was a self-propelled artillery vehicle from the World War 2 that was based on the Canadian built versions of the M3 Lee and M4 Sherman tanks, which were built in Canada under the name of Ram and Grizzly.
When the production of the Sherman expanded and the supply of tanks wasn't no more a problem, it was decided, in 1943 to switch the Canadian production lines to manufacture the Sexton in order to provide the British and Commonwealth forces with a mobile artillery based on the QF 25pdr howitzer.
It was used by the British and Canadian forces during the Second World War and with South Africa and the Polish Forces in the west. After the war, some Sextons, together with some Grizzlies, were sold to Portugal where they served until the 1980s.
There were three versions of them, Sexton I, which was based on the Ram tank hull and only 125 of them were produced, Sexton II, which was based on the chasis of the Grizzly (M4A1 Sherman) and added boxes to the rear deck in order to carry batteries and an auxiliary generator to charge them and, finally, the Sexton GPO (Gun Position Officer) which was an unarmed command version.

Sources:
1. https://en.wikipedia.org/wiki/Sexton_(artillery)
2. Salamander Books - The Illustrated Encyclopedia of the World's tanks and AFV