The time had arrived for the writing of the final chapter in the History of the Squadron.
No training flying was carried out during the month so as to conserve engine hours for the expected to move to North Africa. Trooping did continue until the 10th when aircraft were ordered to stand down. The aircraft which conveyed members of the D.A.F. Cricket team to England returned to the 12th, one aircraft flew to Calais to fetch special army equipment on the 10th and an aircraft was also flown to Malta for supplies for D.A.F. on the 17th. No other flying took place until the Fly-out to GIANACLIS, (North Africa) which commenced on the 22nd when three aircraft took off. The route flown was BARI, (Night stop) EL ADEM, GIANACLIS. The last aircraft left RIVOLTO on the 30th. All arrived fully serviceable and were grounded upon information being received that the Squadron was to be disbanded.
On the ground, too, early preparations were made for the Move. The main difficulty encountered was to decide which personnel should go in the Advance Party, which ground personnel should fly with the aircraft, and who should remain with the rear party, the difficulty being caused by the fact that the authorities at that time were not in a position to acquaint us to the length of time that would elapse between the departure of the one party and the other, nor were they able to assure us that flying would or would not take place in the interim period as new and varied instructions were received. All of course, realised the reasons for the continual change of plan, our final destination and nature of departure being dependent particularly upon that most valuable of all amenities at the moment – shipping.
Finally the “A” Party vehicles were loaded and driven to TRIESTE, where Lieut. Coggan, the Transport Officer of this Squadron, upon request from Wing, undertook the job of loading all the Wing transport on to the vessels available. These vehicles finally reached Port Said on the 4th October, drivers were sent from Gianaclis to fetch them and they arrived on the Saturday and Sunday, after a 200 mile journey full of troubles, due largely to poor condition of the batteries after the sea voyage. A week later they were to retrace their tracks, their destination and ours being SHANDUR, the new home of 3 Wing, where we are now already heavily depleted in personnel and a Squadron in little more than name.
The “A” Party personnel finally left Udine by train on the 14th, reached BARI on the 18th and were then flown over in Liberators to GIANACLIS. A number of ground staff were also flown over in our own aircraft, the last of which arrived on Monday, October the 1st. Lt. Col. Davis arrived a few days later, he and Capt. Napier taking turns at the controls of a Wing Marauder and a Spitfire.
Tonight, Friday October the 19th, the Rear Party, which has been awaiting shipping in Italy is expected to arrive at midnight. They will find us very depleted, the “As”, “Bs”, “Cs”, “Ds” and “Es” having already left for ALMAZA and the XXX these categories in the rear party are expected to leave early next week, when the Squadron will finally lose its identity and will be merged into a 3 Wing Dispersal Centre, the personnel merely waiting their turn to find ship or aircraft to take them back to South Africa, tho’ it is still apparently possible that some of our aircrew may be called upon to fly the aircraft back to the Union for which purpose TEN crews were being retained.
That the last six weeks in the Squadron should have been described in this dull manner is unfortunate, for no member of the Squadron, however eager to return to his family and his home, however extended his tour, can or has failed to appreciate in some way the opportunities afforded him during this time to see some of the most beautiful and historical places in Eurpoe under conditions in some degree resembling that of peace. As a Unit we were most fortunate in being in Northern Italy upon the cessation of hostilities. The other ranks adopted a little town on the way to Venice, Pordenone where they had regular dances and which they eventually came to regard as their own area, so much so that they resented members of neighbouring R.A.F. Units even visiting the town and still more attending the dances. This resentment came to a climax and there was serious trouble between the R.A.F. men and our own. The town was placed out of bound for a few days, the particular R.A.F. Unit was transferred to winter quarters, and Pordenone because again our own particular centre for recreation. A great number of the men were really sorry to leave Italy and Pordenone in particular.
On the 19th of September, Lt. Col. J.F.O. Davis, D.F.C. and Bar took over the Squadron from Lt. Col. D. Ord. D.F.C. and Bar. Col. “Don” had been with the Squadron for a very long time. He knew and took a real interest in all ranks and we were all sincerely sorry to see him go. As he had to go, we could not have been more fortunate than that Lt. Col. Davis took over from him. Col. Davis had seen previous service with all Squadrons in the Wing apart from 21 and it was good that we should have had him to watch over the final break up.
In a earlier diary a full account was given of “Jackie”, the Squadron Mascot, an Egyptian Gazelle. Perhaps the best months of his life were those spent in long grass at Rivolto. He flew back with us to North Africa, to Gianaclis, very near the district from which we originally came. One night he was attacked by dogs and died the next day. We all took the loss and the manner in which he met his death very deeply. He had for so long been a real institution and friend to everyone, irrespective of rank, in the Squadron.
Before Col. Ord left, he wrote a short account of the Squadron’s history and sent it to the Glenn Martin Company, since throughout the war, the Squadron had flown nothing other than Glenn Martin aircraft.
It will be fitting to conclude the History of the Squadron with the account:-
To: The Glenn L. Martin Coy.
BALTIMORE. 3. M.D.
U.S.A.
On the conclusion of hostilities it was thought that your Company would be interested in a short history of this Squadron, which throughout the War has flown Glenn Martin aircraft exclusively.
The Squadron is a member of 3 South African Wing which formed the nucleus of the famous DESERT AIR FORCE.
In 1941 the Squadron was equipped with Maryland aircraft, which were used as Long Range Fighters and Bombers against enemy shipping, aerodromes, railways, gun positions, fuel dumps etc., being based in Egypt and Cyrenaica.
In 1942 the Squadron was equipped with Baltimore aircraft, and participated in the North African campaign from E. ALAMEIN in support of the 8th Army until that Campaign’s successful conclusion, this Squadron actually participated in the last operation against the enemy in N. Africa.
21 Squadron formed part of the air attacks against the two island fortresses of Pantelleria and Lampedusa, it was then switched to attack targets in Sicily, at the same time converting to night operations, still on Baltimore aircraft. A move was then made to MALTA and the invasion of Sicily supported from there. Moving to Sicily day and night attacks were carried out against targets in Italy.
The Invasion of Italy at Salerno was supported mainly by night. Moving to Italy the Squadron continued to support the ground forces on both fronts in the advance up Italy. The Squadron played an active part in supporting the landing at ANZIO. Throughout the Italian campaign 21 Squadron participated in all the major engagements and it’s records show such names as “CASSINO, HITLER LINE, GOTHIC LINE, RIMINI, PO RIVER etc.” During the Winter months when army support was not needed, enemy lines of communication, marshalling yards, bridges etc., was attacked.
In July, 1944 the Squadron was at a place called Termoli on the Adriatic Coast still flying Baltimore aircraft. In 28 days the entire Squadron converted to Marauder Aircraft and proceeded to do daylight operations against the enemy in Italy, Austria, Yugoslavia from based in Italy, and also in support of the Army during the final battle in Italy.
Two of the Squadron’s aircraft became particularly famous, one a Baltimore completed 172 Operational Sorties, the other a Marauder christened “B” for BLIKSEM completed 113 Operational Sorties, and when it had completed 400 hours was given an extension to 450 hours, on reaching this figure this aircraft was in perfect condition that a further 50 hours extension was granted. “B” for BLIKSEM was the pride of the Squadron and was revered by both Air and Ground Crews, it never failed to take off on a raid, never made an early return and led many successful raids. Photographs of this aircraft are enclosed.
21 Squadron, S.A.A.F. is justly proud of its association with your aircraft, many of its members have been decorated for gallantry and briefly this Squadron has flown Glenn Martin aircraft in active Operations against the enemy from “EL ALAMEIN TO THE ALPS.” (Our present site being at the base of those mountains)
(Sgd) D. Ord Lt. Col.
Officer Commanding. 21 Squadron. SAAF.