Bristol Beaufighter, part six. Turkish Beaufighters.

 

Note: The Turkish Air Force employed army terms such as regiment or company for their aerial units.
Turkey and its air force (Hava Müstesarligi first and Türk Hava Kuvvetleri -THK for short- later) were the largest export customer for the Bristol Beaufighter and, apparently, during the war, at least one Beaufighter Mk. I was sold by the Royal Air Force (RAF), together with other types. As the information about the Turkish Beaufighters is confusing, some documents don't acknowledge the existence of this aircraft.
However, it seems that in 1944, when the THK was founded, at least nine ex-RAF Mk. X were supplied to Turkish control, followed in 1946 ordered additional twenty-four machines from Bristol. However, in the official lists, there are only twenty-three Beaufighters listed, so there is some confusion about the number that was actually sold.

Anyway, between April and August 1947 the Beaufighters TF. X were delivered to replace the almost derelict Bristol Beauforts that were sold back during the war. Just like the Beauforts, the Beaufighters were assigned to the 105th Torpedo-Bomber Group based at Köseköy (this unit was created  to maintain an effective anti-shipping force in the Black Sea), with nine aircraft assigned to each company and six being kept in reserve. 
As the airfield in Köseköy was not big enough, many accidents took place. 
On 23rd August 1947 the 105th Torpedo-Bomber Group was merged into the 10th Reconnaissance Regiment (15th according to some sources), formed at Afyon, with the Beaufighters forming the 1st and 2nd companies. 
However, the airfield at Afyon was at an altitude of 2.000 feet (610 m) above the sea level, the take-off performance was not enough for the time and it was decided to put the Beaufighters into storage, so they Eskisehir. Later, in 1948 they were replaced by the American Martin B-26 bombers and, when the 10th Recon Regiment was disbanded in early 1951, the Beaufighters were sold for scrap.

Sources:
1st Turkish Air Force - Türk Hava Kuvvetleri
2nd Signal Squadron - Aircraft In action -153 - Bristol Beaufighter in Action
3rd Scale Aircraft Modellers Datafile 6 - Bristol Beaufighter
4th https://web.archive.org/web/20211028194120/http://www.tayyareci.com/digerucaklar/turkiye/1923ve50/beaufighter.asp

Supermarine Spitfire. Asian Users, part six. The Spitfire in Turkey.

 

The Hava Müstesarligi (HM) which was the forerunner of the Turkish Air Force (TAF) operated the Supermarine Spitfire too. 
The HM wanted to reinforce their fighter force in the late 1930s as Europe approached to a new war, so they ordered 15 Spitfire Mk.Ia. 
However, Great Britain decided that they needed the Spitfires more than the Anatolian country would, so, eventually only two aircraft were shipped. In 1939, Poland set an order for some Spitfires and one machine was sent there via Bosphorus strait and Romania, however, when Germany invaded in September 1939, Romania forbade any arms traffic into Poland and the Spitfire was reshipped to Turkey. All three of them were assigned to the 42nd Fighter Squadron, based at Çorlu, in Tekirdag province, but by late 1940 they were grounded due to the lack of spare parts. However, in 1942 two machines were ferried to Egypt to serve with the Royal Air Force.
Two years later, in July 1944 thirty-nine Spitfire Mk.Vc Trop were supplied to the newly created Turkish Air Force. This shipment was followed by additional 71 Mk.Vc Trop, plus three PR.IX more in February 1945. The fighters served with the 5th Regiment while the PR.IV served with the High-Altitude Reconnaissance Squadron. 
After World War 2, the TAF sought to make the Spitfire the backbone of their fighter force, so an agreement was signed with Vickers to overhaul and maintain the Spitfires. Between January 1947 and February 1948 a total of 170 Spitfire Mk.IX were supplied to the TAF which served until 1954. 
Some more photo-reconnaissance Spitfires served with the TAF. One PR.XI is known to have been in service with the aforementioned High-Altitude Reconnaissance Squadron, however its exact date of arrival and deployment is unknown. In March 1947 this squadron was reinforced with four PR.XIX and served until the mid-1950s.

Sources:
1st https://en.wikipedia.org/wiki/Turkish_Air_Force
2nd https://msomuseum.com/en/supermarine-spitfire/
3rd https://web.archive.org/web/20220128153130/http://www.tayyareci.com/digerucaklar/turkiye/1923ve50/spitfire.asp
4th Hellion & Co. - Europe @ war series 29 - Chasing the Soft Underbelly Turkey and the Second World War

Miles M.25 Martinet. Part One, Foreign Users

 

The Miles M.25 Martinet was a target tug aircraft that served with many users, among them, the following ones:

• Belgium: A total of 9 Martinet were ordered by the Belgian Air Force to be used at the Fighter School of Koksijde, West Flanders. All of them were delivered in 1947. However, two machines were in bad shape that they were refused by the Belgians and were replaced by two other Martinets. Initially they served with a ghost unit (IE a de-facto unit) that didn't exist on paper and gathered all available aircraft for the fighter school. They were in active until being replaced by the De Havilland Mosquito TT.Mk.35, the target tug variant, in the early 1950s.
• France: The French Armée de l'Air (French Air Force) employed a total of 41 Martinet TT.1 at many of their Aerial Schools. These were delivered between 1945 and 1948 and, according to some sources, were kept in active until 1958. 
• Greece: Actually, Greece didn't have Martinets, however, some efforts were made to sell some surplus Martinets as artillery spotters, general observations or even close support to the Royal Hellenic Air Force. Eventually they were not sold, however, we drew an hypothetical-looking version of the Martinet serving with the Greeks.
• Ireland: Two Martinet TT.Mk.1 were delivered in 1946 to the Irish Air Corps. They were probably replaced later, during the 1950s by other type of aircraft.
• Portugal: In September 1943 ten Martinets were supplied to the Portuguese Arma da Aeronáutica Militar (Military Aeronautics Arm-AAM). Six were employed by the AAM and four by the Forças Aéreas da Armada (Navy Air Forces).
  When the Força Aérea Portuguesa (FAP) was established in 1952 the Martinets were still in active service, and were transferred to the FAP, however soon after, they were replaced. 
• Sweden: A Swedish regional airline called Svensk Flygtjänst AB bought 9 Martinets and employed 8 of them as tugs between the years 1946 and 1951.
• Turkey: In March 1945 seven Martinets were supplied to the Turkish Military Aviation. They were supplemented by 12 additional ones in the following months. They were used as target tugs in various regiments until they were eventually replaced by the North American Texan in 1948.

Sources:

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

2. https://www.belgian-wings.be/miles-m-25-martinet-tt-1

3. https://www.key.aero/forum/historic-aviation/91078-portuguese-miles-martinets

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

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

6. Putnam - Miles Aircraft

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 one, Asian and Oceanian users

 

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

• Australia: At least up to five Magisters are known to have served with the Royal Australian Air Force (RAAF), some of them prior to the war and some of them during the war, with Nos. 451 and 456 Squadrons, used mainly as squadron hacks. 
• British Malaya: The Malayan Volunteer Air Force is known to have employed some 'Maggiebombers' (Magisters fitted with small practice bombs) for training roles. As we couldn't find graphical evidence of this, the drawing below should be considered as speculative.
• New Zealand: The Royal New Zealand Air Force (RNZAF) employed two Magisters with Nos.1 and 42 Squadrons. After the war many were used by private aero clubs, like the one depicted below.
• Turkey: In 1941 the British government sold an initial batch of 25 Magisters Mk.I, followed by 75 more in 1942. Eventually, 76 in total were delivered in 1941, but six of them were lost en route. A Turkish aircraft manufacturer, Kayseri aircraft Ltd., obtained the rights for manufacturing the type and, therefore, five machines were built between 1941 and 1942. Those rights were transferred to THK (Türk Hava Kurumu - Turkish Aeronautical Association), in Ankara, which manufactured additional 20 machines. 
  Every Turkish Magister served with the Hava Harp Okulu (Turkish Aerial Academy), assigned to the two companies of the 1st Training Battalion. They served between the years 1942 and 1950 and, eventually some of them until 1963 after the refoundation of the Turkish Air Force in 1951.
• Thailand: Both Royal Thai Air Force and Royal Thai Navies employed an unknown number of Magisters as trainers after World War 2. 

Sources:

1. en.wikipedia.org/wiki/Miles_Magister

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

3. https://collection.motat.nz/objects/2475/aircraft-miles-m14a-magister-zk-ayw-painted-as-l8353

4. http://www.tayyareci.com/digerucaklar/turkiye/1923ve50/miles-magister.asp

5.Scale Aircraft Modelling Magazine - October 1997 - Miles Military Trainers

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

Martin Type 139 - Various Foreign Users

 

The Martin Type 139 was an all-metal monoplane bomber that was used by the United States Army Air Corps and by many other countries:

• China: The National Revolutionary Army, (Kuomingtan's Armed Forces) ordered six 139s which Martin called them 'Type 139WC' (the letter 'C' standing for 'China'). This version was powered by two Wright R-1820 Cyclone engines which could deliver up to 850 hp of power each. 
  They arrived in China in February 1937 and were used in August against the Japanese in the Battle of Shanghai, where the Chinese Nationalist Air Force (CNAF) launched a major strike with a formation of various types of aircraft. One of such attacks took place on 14th October 1937 when three 139WC, two Heinkel He.111A, five Douglas O-2MCs, five Northrop Gammas and three Curtiss Hawk IIIs, based in Nanjing, bombed Japanese positions.
  Later, on 19th May 1938, the Type 139WC has the honour of being the first aircraft to conduct a raid into Japanese mainland. On that day, two 139WC belonging to the 2nd Bomber Group, 14th Squadron, commanded by Cpt. Hsu Huan-Sheng and Lt. Teng Yen-bo successfully flew a nighttime raid over Japan. However, instead of dropping bombs, they dropped propaganda leaflets over the cities of Nagasaki, Fukuoka, Kurume, Saga and some others, while making reconnaissance duties over ports, airports, warships and factories. 
  Most of the 139WC were destroyed during the course of the war.
• Japan: After the fall of the Dutch East Indies, three Type 139WH (the export version made for the Dutch colony) and Type 166 were captured intact by the Nippons and shipped to Haneda, Tokyo to be evaluated by the Testing Division of the Army Aircraft Authority. Their ultimate fate is unknown, but they were most likely destroyed during an air raid.
• Philippines: Apparently, some few B-10B (regular production variant) were leased to the Philippine Army Air Corps (PAAC) by the 4th Composite Group. They were most likely, destroyed during the Japanese invasion of the Philippines. As we couldn't find graphical evidence of a B-10B serving with the PAAC, the drawing should be considered as speculative.
• Thailand: Six Type 139WS (the 'S' standing for 'Siam') were sold to Thailand in April 1937. They saw action against the French in the Franco-Thai War in late 1940 and January 1941 and later they were used to support Japanese troops in their advance towards Burma in early 1942. They were complemented by an amount of ex-Dutch airplanes given by the Japanese later that same year. They were kept in active service until 1949.
• Turkey: When fascist Italy sought to expand their empire in the Mediterranean, the Turkish Government, decided to equip their air force with a long-range bomber. Therefore Cpt. Enver Akoglu was sent in a mission to the United States to purchase 20 Type 139WT ('T' standing for 'Turkey'). This variant was powered with uprated engines which could, theoretically, deliver up to 1.000 hp of power instead of the regular 750 hp. They arrived to Turkey in September 1937 and were assigned to 55 and 56th Tayyare Bölügü (Flying detachment, a squadron-sized unit) based at the city of Çorlu, in the Marmara region. Those were part of the higher 9th Tayyare Taburu unit. During 1941 and 1942 they were employed extensively in reconnaissance patrols over the Black Sea. When the type was showing its obsolescence, they were reassigned to other secondary and transport units. They were in active until 1946 with four of them crashing in 1945.

Sources:

1. en.wikipedia.org/wiki/Martin_B-10

2. http://www.joebaugher.com/usaf_bombers/b10.html

3. http://www.tayyareci.com/digerucaklar/turkiye/1923ve50/martin139wt.asp

Junkers Ju.52, Middle-East and one African users

 

Preliminary note: Yes, we know that the French Amiot AAC.1 Toucan was covered in a previous post. However, as we were not happy with the final result, we decided to remake them.

The Junkers Ju.52/3m is a German cargo plane that saw an enormous success, thanks to which, it was exported to many parts around the globe. On this post we cover the next users:

• Lebanon: It seems that Lebanon had in force a very small number (probably it was just one airplane) of AAC.1 Toucan (the French version of the Ju.52/3m which was produced during and after the World War 2). Anyway, this was never an important asset for the Lebanese Air Force. As we couldn't find any graphical evidence of a Lebanese Amiot AAC.1 Toucan, the drawing and its markings should be considered as speculative.
• Portuguese Mozambique: In 1936 the airline DETA (acronym for Direcçao de Exploraçao de Transportes Aéreos - Direction for Aerial Transport Explorations) was established with a small fleet of British-made aircraft that were used for airmail services. Soon after, this airline started carrying passengers too and, given the rapid expansion, they acquired Junkers Ju.52/3m in 1938. 
  This airline flew, during  the late 1930s domestic flights inside Mozambique only. With the start of the World War 2, most operations were halted.
  DETA resumed operations after the war and started to open new aerial routes with foreign neighbour countries or regions like Rhodesia, South Africa and Madagascar. The Ju.52/3m served with DETA until April 1960, making it one of the last worldwide operator of the Ju.52/3m on scheduled services. In June 1961 the company ordered three Fokker F.27-200 to replace their ageing Ju.52/3m.
• Syria: Just like in the case of Lebanon, it seems that Syria had a very small number of Amiot AAC.1 in inventory, probably just one airplane. In any case, this Toucan was never given any important task. Please note that the drawing is considered as speculative as we couldn't find graphical evidence.
• Turkey: In 1943 five Ju.52/3m that belonged to Lufthansa were sold to Turkey. These were delivered one year later and assigned to Devlet Hava Yollari (the immediate forerunner of Turkish Airlines) The Ju.52/3m served on the Istanbul-Ankara route and other secondary domestic routes until 1948 when they were replaced by American DC-3 for passengers and Douglas C-47s for cargo duties.

Sources:

1. https://en.wikipedia.org/wiki/List_of_Junkers_Ju_52_operators

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

3. https://wwiiafterwwii.wordpress.com/2020/04/11/aac-1-toucan-frances-post-wwii-ju-52/

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

5. https://www.aircraftresourcecenter.com/Gal3/2701-2800/Gal2785-Ju-52-Gerdan/00.shtm

6. http://www.thy-heritage.com/flit/

Morane-Saulnier Ms.406, foreign users, part two

 

The Morane-Saulnier Ms.406 was a French fighter aircraft designed, developed and manufactured by Morane-Saulnier from 1938 onwards. With more than 1.000 aircraft having been manufactured, it was France's most manufactured fighter of the time and it was exported to many countries, or it was going to be exported:

• Belgium: The Ms.406 had attracted considerable foreign attention during the late 1930s and was showing signs of commercial promise. In fact, during 1937, when the prototype was shown at the Brussels Aeronautical Exhibition, negotiations were underway to undertake the licensed production of the type by Belgian aircraft manufacturer Avions Fairey for both the Belgian and French Air Forces. Those negotiations, however, came to nothing. Anyway, we decided to draw a hypothetical Belgian variant of the fighter.
• Independent State of Croatia: In July 1943 the Luftwaffe sold 36 Ms.406 to the Air Force of the Independent State of Croatia. Those machines were acquired to increase combat effectiveness against the increasing Allied air raids over the Balkans. They were assigned to the 21st, 22nd and 23rd Jato (Squadrons) of the 11th Group of the Croat Air Force. Ten more machines were incorporated in December 1943. Most of them were either destroyed or captured during late stages of the war.
• Poland: The Polish Air Force ordered 160 aircraft in September 1939. An initial batch of 30 machines was already shipped via the Mediterranean, the Black Sea and Romania, but as Poland fell, they were diverted to Turkey. We've drawn an hypothetical version of the Ms.406 serving with the Polish Air Force in 1939.
• Turkey: The initial batch of 30 fighters originally planned for Poland was diverted to Istanbul, and later to Yesïlkoy (Turkey) where they were assembled, under the supervision of French technicians and put into service with the Turkish Undersecretariat of Military Aviation (the forerunner of the Turkish Air Force). They were followed by 45 additional machines in March 1940, just before the fall of France. They were assigned to the 43rd and 48th Companies of the 11th Battalion of the 4th Regiment, based at Kütahya. 
  In 1943 the Ms.406 was already been withdrawn from the active duty as a fighter and they were used as advanced trainers in the Flying School at Eskisehir. In 1945 they were definitely retired from service.
• Yugoslavia & Yugoslav partisans: The Royal Yugoslav Air Force, ordered 25 fighters, however, the fall of France prevented their delivery. That's not excuse for us to draw an hypothetical-looking version in Yugoslav colours. 
  Anyway, during the closing stages of the War, in 1945, Yugoslav partisans managed to capture some of them. They were not used by the subsequent SFR Yugoslav Air Force so they were either destroyed, scrapped or withdrawn from use early after the end of the War.

Sources:

1. https://en.wikipedia.org/wiki/Morane-Saulnier_M.S.406

2. https://world-war-2.wikia.org/wiki/Morane-Saulnier_M.S.406#Croatia

3. http://www.tayyareci.com/digerucaklar/turkiye/1923ve50/ms406.asp

4. Salamander Books - The Complete Book of Fighters

Avro Anson, part eleven, Middle-East users

The Avro Anson is a British multi-role, twin-engined aircraft that, with more than 11.000 machines manufactured, it saw action with many countries all around the globe. It was used by the next countries:

• Israel: An unknown number of Anson Mk.I were sent to Israel in 1948 acquired in the British civilian market. They were used by the No. 114 Squadron of the Israeli Air Force in the multi-engined, navigation trainer role, where they enjoyed an excellent safety record. All of them were written off in early 1956 and were used for fire dump exercises or were scrapped.
• Iran: When Iran declared War on Germany on 9th September 1943 forty-eight Ansons Mk.I were delivered to the Imperial Iranian Air Force via the maintenance unit stationed at RAF Habbaniya, in Iraq. They were delivered in three batches between May 1944 and June 1945 to equip the No.1 (Bomber) Squadron based at Doshan Tappeh Air Base, near Tehran. By 1945 the squadron was, most probably, operational. Additionally, a single Mk.XII was provided for the personal use of the Regent of Iran.
• Saudi Arabia: A single Anson Mk.I was operated by Airwork Ltd. before August 1948 at Taif, in the Mecca province. It was assigned to the British Training Mission but, by December 1949 it was already scrapped. As we couldn't find any graphical evidence of this airplane, the drawing should be considered as speculative.
• Syria: Six Ansons ended up in Syria from unknown origins (most probably second-hand markets) between 1948-1949. Two of them were converted for bombing purposes and were employed in the First Arab-Israeli War in May-June 1948. Some reports claim that they were armed with two 0.303 in machine guns placed in the rear turret and carried a bomb load of up to 500 lb. We couldn't find any graphical evidence of the Anson with the Syrian Air Force, so the drawing should be considered as speculative.
• Turkey: Before the beginning of the War, in 1938, Turkey ordered a total of 25 Ansons. The first six ones were shipped to Turkey in May 1940 with the remainder of the order not being delivered. They were assigned to the Air School in Eskisheir, in the homonymous province, to replace the De Havilland DH.84 Dragon. The Ansons were used as bomber trainers and light transports. It's interesting to point out that the entrance door was placed on the starboard side of the rear fuselage. The last two Turkish Ansons were written off in 1946.

Sources:

1. Hall Park Books - Warpaint 53 - Avro Anson

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

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

Martin Baltimore, part four

The Martin Baltimore Mk.V saw service with many foreign countries. That way, the Baltimore equipped a wing from the Italian Co-Belligerent Air Force, the so-called Stormo Baltimore. They used them for around six-months and mainly operated over Greece and Yugoslavia during 1944-1945 provinding supplies for the partisans operating there.
It also served with the Free France's Air Force as, together with Douglas A-24 Dauntless, it equipped one of their squadrons, the GB I/17 "Picardie" which was based in Syria from 1943 to 1945.
It played a key role when serving with the Royal Hellenic Air Force when, from early 1943, the 13th Light Bomber Squadron received the Baltimore which employed them in various types of missions. In May 1944 they were rebased to southern Italy where, as part of the allied Balkan Air Force, they performed operations in the Balkans, in Yugoslavia and Albania mainly. In November 1944 the axis troops began to retreat from Greece and the squadron was transferred to Hassani Airfield, in Athens, where they took part in operations against the remaining axis forces mainly in Crete and the Aegean isles. Later they took part in the Greek Civil War for a brief period as they were retired in April 1946.
It saw also service with the Turkish Air Force as 72 of them were sold to the neutral Turkey in August 1944 in order to form and equip their first bomber regiment.

Sources:
1. https://en.wikipedia.org/wiki/Martin_Baltimore
2. AJ Press - Mongrafie Lotnicze 97 - Martin Baltimore (translated)
3. https://en.wikipedia.org/wiki/13th_Light_Bomber_Squadron
4. http://www.americancombatplanes.com/a23_1.html