CHAPTER 2 
31 SQUADRON AND 34 SQUADRON SAAF AND THEIR ROLE IN 
WORLD WAR II 
2.1 INTRODUCTION 
31 squadron and 34 squadron SAAF participated in probably the most 
hazardous operations undertaken by the SAAF during the war when they took 
part in supply dropping operations to warsaw in August and september 1944. 
Their efforts proved that they were as good as any other squadrons within the 
Allied Air Forces. Although subsequent events showed that little was 
accomplished by these operations, they nevertheless represent one of the 
most outstanding achievements of the SAAF.1 
Although this thesis is especially concerned with the participation of these two 
SAAF squadrons in the warsaw Airlift, it will be indicated that they were not 
only involved in the warsaw Airlift, but also took part in many other operations 
during the war. The main concern in this chapter will be to investigate the 
contribution of these squadrons in the other theatres of the war, excluding 
warsaw, which will be analysed in later chapters. Their participation in other 
operations earlier had an effect on their preparedness when they participated 
in the warsaw Airlift and contributed to the success they achieved. The 
experience they obtained during the warsaw Airlift was again to their 
advantage when they were later involved in supply-dropping operations in 
Yugoslavia. Therefore, it will only be possible to evaluate the contribution of 
these two squadrons in the warsaw Airlift when their involvement in all other 
theatres of the war is also taken into consideration. 
To present a better understanding of the daily activities and personal 
circumstances of the aircrews who were involved in the flights to warsaw, 
their daily activities at Foggia are also briefly described. Available 
1 o.w. Pidslev, The south African Air Force: a Perspective in the context of the Growth and 
Development of the south African society up to 1985, p.63. 
37 
documentation,2 and personal interviews provided vital information on the 
daily camp activities. 
2.2 31 SOUADRON SAAF 
I 
on 1 December 1939, 31 Squadron <Coastal Patrol) was established from both 13 
squadron, which was based in Durban, and 14 squadron, which was based in 
Port Elizabeth. 13 Squadron became 31 Squadron "A" Flight and 14 Squadron 
became "B" Flight and operated Junkers JU 86's in a coastal reconnaissance 
role.3 They were later re-equipped with Avro Ansons, but after less than a year 
the flights were redesigned to No 31 and No 33 coastal Reconnaissance Flights.4 
In January 1944, the squadron became operationally active.s The aircrews were 
posted to Palestine, where they used converted 824 Liberators and were also 
involved in bombing strategic targets in Eastern Europe. Lieutenant-Colonel 
J.A. Williams6 became the Officer commanding with the task of building the 
squadron entrusted to him.7 
After having arrived in the Middle East on 19 February 1944, the crew trained 
and equipped themselves for the tasks lying ahead. The first eight big four­
engined monoplanes, the Liberator MKVI's,8 arrived on 27 April 1944. Each 
2 
3 
4 
5 
6 
7 
8 
Lawrence lsemonger who served as a corporal in the Technical stores of 31 squadron 
SAAF wrote of his personal experiences during the second world war. He also gathered 
recollections of former members of 31 squadron and 34 squadron SAAF who 
participated in the warsaw Airlift. 
D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, pp.78505,78564. 
D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, pp.78505,78564. 
L. lsemonger, Target warsaw. The story of south Africa's First Heavy Bomber squadron, 
p.2. 
Jim Williams was a 35 year-old Johannesburg businessman whose family firm of 
construction engineers was well known throughout the country. He had joined the SAAF 
at the outbreak of the war and served 24 squadron with great distinction, first as an 
ordinary lieutenant and eventually as officer commanding. He was one of the first 
civilians in the active citizen force to obtain command of a squadron; H.J. Martin & N.D. 
orpen, Eagles Victorious, p.191. 
L. lsemonger, Target warsaw. The story of south Africa's First Heavy Bomber squadron, 
p.2; H.J. Martin & N.D. orpen, Eagles Victorious, p.191. 
For more information on the Liberator refer to chapter 4. 
38 
Liberator MKVI usually required eight crew members. It cruised at 313 
kilometres per hour at 6 100 metres, with a still air range of 1 600 kilometres 
when carrying a bombload of 5 800 kilogram. The planes were American-built 
and armed with four 0,303 and eight 0,20 mm machine guns.9 These planes had 
an additional navigation aid, known as 'Gee', with which the aircraft's position 
could be fixed precisely even hundreds of kilometres from a fixed master 
station. The Liberator MKVI's also had three types of radar counter-measure 
equipment: Mandre1.1o Boozer.11 and Window.12 
J.A. Williams became Wing-commander of 2 Wing in April 1944 and was 
promoted to Colonel.13 Lieutenant-Colonel D.U. Nel succeeded him in 
command of 31 Squadron .14 
More Liberator MKVI's arrived and Williams left for Foggia in Italy to study heavy 
bomber operations. By the 3rd of May, 31 Squadron was allotted another 16 
Liberators. The first operation was scheduled for 21 May, then postponed to 25 
May, but had to be cancelled again because of foul weather conditions. on 23 
May, aircrews of 31 Squadron collected another six Liberators at Heliopolis in 
Egypt.15 
on 27 May, 31 Squadron launched its first raid on the runway at Kastelli Pediada 
in Eastern crete, defying the weather which had kept them at bay for so long. 
This attack proved to be a failure. one aircraft had to land at Genaclis in Eastern 
crete with engine trouble. The others all returned safely, but had no success 
because of dense cloud cover over the target area. on 31 May 1944, after more 
favourable weather had set in, ten of 31 Squadron's high-winged Liberators left 
9 
10 
11 
12 
13 
14 
15 
H.J. Martin & N.D. orpen, Eagles Victorious, p.191. 
Mandrell -a jamming transmitter. 
Boozer- an enemy radar detector. 
Window- a code-name for foil which was dropped to create a misleading cloud of 'blips' 
on enemy radar screens. 
H.J. Martin & N.D. orpen, Eagles Victorious, p.191. 
Dirkie Nel first served with 12 squadron SAAF in East Africa. He was then posted to 24 
squadron where he was appointed Flight commander. on 2 May 1944 he was promoted 
to Lieutenant-Colonel and became Officer commanding 31 Squadron; H.J. Martin & N.D. 
orpen, Eagles Victorious, p.191. 
H.J. Martin & N.D. orpen, Eagles Victorious, p.192. 
39 
again for the same target. Nine Liberators satisfactorily bombed the target and 
returned safely. Only one had to return early because the top of its revolving 
cupola had been blown off.16 From June onward 31 Squadron also carried out 
operations from Gebel Hamzi in Egypt.17 
From early June 1944, 31 Squadron mounted raids against Heraklion in crete, 
after which the squadron moved across to the Celone landing ground in 
southern Italy. From here they carried out their first attack on 25 June 1944, 
when they bombed the Shell Koolaz oil refineries at Bucharest.1a on 26 June, 
their target was the Aquila oil refinery in Trieste in Italy and, on 28 June, ten 
Liberators were detailed to bomb the oil refineries at Giurgiu, Romania, on the 
oanube.19 Three aircraft were lost during these operations.2o Another aircraft 
was lost on 2 July, when the squadron attacked the Prahova oil refinery at 
Bucharest. The main object of this operation was to destroy the oil storage 
tanks of the refinery.21 
In July, crews of 31 Squadron participated in several operations. on 19 July, 
they attacked and bombed the Romsa oil refinery at Turin, on the 19th the 
refinery at Rijeka in Yugoslavia, on the 21st the Pardubice refinery in 
czechoslovakia,22 on the 23rd the refinery at Prahova, and on the 26th the 
16 
17 
18 
19 
20 
21 
22 
H.J. Martin & N.D. orpen, Eagles Victorious, p.192. 
H.J. Martin & N.D. Orpen, Eagles Victorious, p.192. 
D DOC s, Pretoria, SAAF, war Diary, container 44, File 1, p.S3962; L. lsemonger, Target 
warsaw. The story of south Africa's First Heavv Bomber Squadron, p.40. 
D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p.S3962. 
Three Liberators were shot down. one of these was piloted by Major J.A. Mouton, second 
in command of 31 squadron. The other men who died were the crews of captain L. van 
der spuy and Lieutenant J.S. Haggie. This represented a great loss to the Squadron; H.J. 
Martin & N.D. orpen, Eagles Victorious, p.240. 
L. lsemonger, Target warsaw. The story of south Africa's First Heavy Bomber squadron, 
p.42. 
34 Squadron operated with 31 Squadron for the first time during this operation to 
Fanta. It turned out not to be a very successful beginning for them. Two of the aircraft 
returned early with engine and electrical defects, one accidently jettisoned its bombs 
fifteen minutes before reaching the target and the fourth failed to return. It was 
obvious that the aircrews of 34 Squadron were comparatively untrained at this stage 
and it was decided that they should stand down for intensive training; H.J. Martin & N.D. 
orpen, Eagles Victorious, p.241 ; L. lsemonger, Target warsaw. The story of south Africa 's 
First Heavv Bomber squadron, p.48. 
40 
Romana Americana refinery at Ploesti in Romania. on 27 July, the Prahova oil 
ref inery at Bucharest was again attacked.23 This attack was not completely 
successful, because of problems with smoke screens and decoys_24 on 30 July, 
mines were laid in the Danube in Romania.2s 
2.2.1 FOCiCiiA 
31 squadron was moved to Foggia, in Italy, during August 1944 and all the men 
were accommodated in tents. The squadron was, by now, 700 men strong. The 
Foggia camp was situated in the district of Celone in southern Italy. The camp 
was roughly divided into four sections. The tents of the air mechanics and 
corporals were placed along the edge of the camp. The sergeants' lines were 
adjacent to these and the officers' tents were located a little further away. 
Since April 1944, members of an American expeditionary force had been 
operating a radio station at the Foggia camp. Every morning at approximately 
06hOO the men were woken up by the sound of music. The first item of the day 
was a 30 minute recorded program of light and jazz music entitled "Music while 
you wake". One of the important contributions the station made was providing 
the exact time. At 07hOO and again at 08hOO, news from the BBC in London was 
broadcast. At 08hOO the radio station echoed the chimes of Big Ben in London. 
The chimes indicated the end of the early morning session.26 
The administrative nerve centre of the Foggia camp was located near the 
middle of the camp. It consisted of the adjutant's trailer, the orderly room, 
post office and pay office. Close by was the hospital and medical inspection 
room, where the daily aches and pains were attended to. The motor transport 
23 
24 
25 
26 
D DOC s, Pretoria, SAAF, war Diary, container 44, File 1, p.53963. 
H.J. Martin & N.D. Orpen, Eagles Victorious, p.241; D DOC s, Pretoria, SAAF, war Diary, 
container 44, File 1, p.53965. 
L. Jsemonger, Target warsaw. The story of south Africa's First Heavy Bomber Squadron, 
p.41 . 
L. Jsemonger, Target warsaw. The story of south Africa's First Heavy Bomber squadron, 
p.58; J.L. van Eyssen, Personal interview, Johannesburg, 15 August 1983; R.C.W. Burgess, 
Personal interview, cape Town, 7 December 1984; R.R. Klette, Telephone interview, 
somerset west, 13 December 1984; J.R. Coleman, Personal interview, cape Town, 7 
December 1984; A. Blake, Die Vlug na warschau <unp. document, south African Military 
History Museum, Johannesburg, n.dJ. 
41 
section, with a fleet of more than fifty three-ton trucks, formed the northern 
camp boundary. 
A short distance further was an old farmhouse which occupied the "Q stores" 
where the supplies were kept. Military operations were also directed from the 
di lapidated out-buildings of the old farmhouse. Aircraft were directed from a 
barn wh ich was converted into an operations room and quarters for the 
intelligence officer and his staff. 
Not far from there, neat little farmhouses with red-tiled roofs and 
whitewashed walls, could be seen in the distance. It was here that Mussolini 
founded a collective land settlement plan for Italian farmers. During the war 
there were no signs of cattle or any of the usual farm animals anymore 
because all the livestock had been swept away by the Nazis. 
A few weeks after the crews had set up camp, it could no longer be recognised 
as a military establishment. It rather resembled a squatter camp. scrap timber, 
galvanised iron sheeting and stone were scrounged to enlarge the tents, which 
now had box sides and stoops. Almost every tent had its own water supply, 
which was supplied by an old drum or discarded fuel cell, fitted with a tap. 
some tents had crude showers or private wash places.27 
The airfield of Celone, with a runway of 1,6 kilometers, was located almost two 
kilometres from the domestic camp at Foggia. Here the aircraft were parked 
on the far side of the runway. The Balkan air force controlled many of the 
operations. consequently supplies could not always be stored in the Foggia 
area. The aircraft participating in the airlift were thus forced by circumstances 
also to use the airfield at Brindisi to load supplies. They also used the facilities 
at this airfield for briefing purposes. 
27 L 1semonger, Target warsaw. The story of south Africa's First Heavy Bomber squadron, 
p.59; R.c.w. Burgess, Personal interview, cape Town, 7 December 1984; R.R. Klette, 
Telephone interview, somerset west, 13 December 1984; J.R. Coleman, Personal 
interview, cape Town, 7 December 1984. 
42 
Available documentation2 8 provides information on the daily camp activities of 
the air force personnel who participated in the campaign to fly supplies to 
warsaw. 
Aft er waking up in the mornings, they would wash and shave. There would be 
a breakfast consisting of porridge, fried bacon, and scrambled eggs made from 
egg powder. They shared the mess with the other inhabitants of the camp. 
According to a description by lsemonger, the first topic of the morning was 
invariably the previous night's operation. Everybody wanted to know whether 
all the "kites" which flew on a mission the previous night had returned. usually 
a groan followed the news that a Liberator had failed to reach its target. If one 
of the aircraft had been lost the previous night, a sobering quietness would 
descend over the mess. The conversation would then shift to a discussion on 
the possible whereabouts of the crew and its individual members. Many 
questions were on their minds. Had the crew members survived? were they 
captured? Had they succeeded in counteracting the Germans? 
After breakfast the crews were transported by truck to the airfields or to the 
operations Room to determine which operations were scheduled for the day. 
usually operations where scheduled for the evenings. When news of an 
important mission or operation was received, a red flag was hoisted on a pole 
protruding above the roof of the Operations Room. This meant that the crews 
were to assemble there as soon as possible. The crews would then be briefed 
on the night's operation by an Intelligence officer. At the far end of the 
Operations Room was a large map of Europe. The location of the target of a 
specific mission was of great importance. Therefore it was indicated as clearly 
as possible on this map. Then a detailed description of the operation was 
given. The reason for the operation was explained and the necessary 
background information was clearly indicated. Photographs, which provided 
perspective views of the target from various angles of approach, were handed 
round so that everybody would have an accurate mental picture of the target. 
28 L. lsemonger, Target warsaw. The Story of south Africa's First Heavy Bomber Squadron, 
p.58; J.L. van Eyssen, Personal interview, Johannesburg, 15 August 1983; R.c.w. Burgess, 
Personal interview, cape Town, 7 December 1984; R.R. Klette, Telephone interview, 
somerset west, 13 December 1984; J.R. Coleman, Personal interview, cape Town, 7 
December 1984; A. Blake, Die Vlug na warschau cunp. document, south African Military 
History Museum, Johannesburg, n.dJ. 
43 
Information on the flight route, the bomb loads or supplies the aircraft were 
to carry, as well as the number of aircraft taking part, was also provided.29 
Although acute gastric enteritis and malaria were common diseases in the 
Foggia area, the living conditions and spacing of individuals were a lot better 
than earlier in the war, with better feeding arrangements and increased water 
supplies. From the start, however, many difficulties were experienced, with a 
shortage of many crucial items. Since their arrival at Foggia the squadrons had 
experienced a lack of technical equipment and aircraft stores. Simple items like 
nails, nuts, bolts, spanners and distilled water were in short supply and they 
had to improvise, beg or borrow parts and other equipment from allies, or just 
had to do without many of these at times. ln. spite of all these problems, the 
squadron's morale and enthusiasm never seemed to fail. 3D 
on 3 August, Liberators of 31 Squadron were switched to south-eastern France 
to blast the railway marshalling yards at Partes Les Valence south of Lyons.31 on 
7 August, the Steina Mager aerodrome near the szombathely marshalling yards 
in Hungary was successfully attacked and many JU 88 night fighters were 
destroyed. one aircraft and crew of 31 Squadron was lost. The Romana 
Americana oil refinery at Ploesti was once again attacked and bombed on 9 
August by a force of 82 planes. Eleven of these aircraft were part of 31 
Squadron.32 
During August, 31 Squadron was also detailed to mine the Danube beds 
downstream from Belgrade.33 All the beds were successfully mined.34 31 
29 J.L van Eyssen, Personal interview, Johannesburg, 15 August 1983; R.c.w. Burgess, 
Personal interview, cape Town, 7 December 1984; R.R. Klette, Telephone interview, 
somerset west, 13 December 1984; J.R. Coleman, Personal interview, cape Town, 7 
December 1984; A. Blake, Die Vlug na warschau <unp. document, south African Military 
History Museum, Johannesburg, n.d.l. 
30 D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p.53969. 
31 L lsemonger, Target warsaw. The storv of south Africa's First Heavy Bomber squadron, 
p.53; J.L. van Eyssen, Personal interview, Johannesburg, 15 August 1983. 
32 H.J. Martin & N.D. orpen, Eagles Victorious, p.243; L lsemonger, Target warsaw. The storv 
of south Africa's First Heavy Bomber Squadron, p.54. 
33 The Germans began to rely more on the use of the Danube to convey oil and other 
materials to feed their hungry war machine. Allied aircrews were involved in laying 
mines in the Danube in a bid to disrupt this line of communication. These mines, 
cylindrical-shaped metal containers filled with high explosives, had small parachutes 
fitted to their top. This parachute unfolded automatically as it left the bomb bay and 
ensured a steady descent before the mine hit the water and sank to the bottom of the 
river; L lsemonger, Target warsaw. The storv of south Africa ·s First Heavy Bomber 
Squadron, p.41. 
44 
squadron carried out a number of these mmmg operations, which were 
known to the Operation Room as "planting vegetables in the Danube bed." 
Great skill in navigation and courage in flying through flak and mountainous 
terrain were required of the airmen. The aircrews were subjected to many 
dangers. usually the mines were dropped from a very low altitude of 
approximately 80 metres. The enemy was fully aware of this threat to their 
river lifeline and anti-aircraft defences were placed on the river banks. The 
aircraft were also subject to dangers from natural features, such as high banks 
and hills. In addition, there were other military hazards such as small arms fire 
from the river banks and night fighters that regularly patrolled the river.3s 
From 13 August onwards 31 Squadron was involved in the Warsaw Airlift to 
Poland. This operation will be dealt with in chapter four.3s 
After the warsaw run 31 Squadron returned to attacking oil targets from 20 
August onwards. They once again attacked and bombed enemy installations 
like the Herman Goring Nibelungen werke near st Valentine.37 The next day, 
the 21st, five Liberators carried out a very successful attack on the szony 
refinery in Hungary. This success considerably boosted the morale of the 
aircrews. on 22 August, the marshalling yards in Miskole, Hungary, were 
attacked. This was a significant attack, because this target played a vital part in 
the supply route to the Russian Front. On 23 August, Captain R.B. Bird, who had 
been reported missing on the 2nd of July,3s was reported to be interned in 
Romania.39 on this day Major G.A.P. Greindl and seven crews took off for Algiers 
in North Africa to Collect Halifaxes and Liberators from 144 Military Unit.4o The 
other crew members were informed that until replacement aircrews and 
34 
35 
36 
37 
38 
39 
40 
D.DOC s, Pretoria, SAAF, war Diary, Container 44, File 1, p.S3973. 
L. lsemonger, Target warsaw. The story of south Africa's First Heavy Bomber Squadron, 
p.41. 
These flights to warsaw will be described in detail in chapter 4 of this thesis. 
D.DOC s, Pret oria, SAAF, w ar Diary, container 44, File 1, p.53976. 
H.J. Martin & N.D. Orpen, Eagles Victorious, p.240. 
L. lsemonger, Target warsaw. The story of south Africa's First Heavy Bomber squadron, 
p.42. 
D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p.53977. 
45 
aircraft arrived, the squadron would be called upon to supply only two aircraft 
whenever in operation.41 
The marshalling yard at Bologna in Italy was bombed on the 24th of August. It 
seemed that 31 Squadron was now assigned to Tactical Targets viz the 
disruption of the enemy's supply Jines in Northern Italy. This resulted in 
frequent nightly bombing operations on tactical communication targets.42 
on 25 August 1944, two Liberators of 31 Squadron, with 70 Allied bombers, 
successfully attacked targets at the Ravenna marshalling yards and the canal 
terminus in ltaly.43 Replacement aircraft were tested and inspected on 26 
August. Because 31 Squadron now had only six aircraft available, 34 Squadron 
also became involved in these bombing raids, and made eight aircraft 
available. Night bombing continued on enemy ground forces and installations 
in the Pesaro area of ltaly.44 
on 28 August, the aircrews were once again detailed to mine the Danube beds 
in the vicinity of Belgrade and north of Belgrade towards Budapest. Operations 
against targets in the west of Italy had to be cancelled because of a 
deterioration in weather conditions. During the month of August, 31 Squadron 
flew a total of 628 effective operational hours.4s 
2.2.2 SEPTEMBER 1944 
The weather conditions at Foggia started deteriorating drastically from 
September 1944. Rain pelted down and generally bad weather conditions 
prevailed. The squadron nevertheless continued with bombing operations and 
41 D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p.53978. 
42 D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p.53978. 
43 D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p.S3979. 
44 Pesaro area: The east hinge of the Gothic line. 
45 D DOCs, Pretoria, SAAF, w ar Diary, container 44, File 1, p.S3981. 
46 
repeatedly attacked and bombed marshalling yards at Bologna, Ferrara and 
Ravenna in ltaly.46 
on 10 september, after a great deal of indecision and vacillation, the squadron 
again took part in the dropping of supplies to Polish forces in warsaw. These 
flights had to be cancelled on 11 September, due to bad weather conditions.47 
At the same time, some of the aircraft of 31 Squadron continued mining the 
Danube, west of Gyor towards Vienna. This operation became more and more 
delicate because of the many enemy anti-aircraft installations protecting the 
Danube. This also became very dangerous because of the presence of night 
fighters in the area.4s After the warsaw operations were cancelled on 11 
september, the other aircraft of 31 Squadron were also detailed for mining the 
Danube. The crews of these aircraft received orders on 13 and 14 September to 
continue with operations in Northern Italy and in the Athens area in Greece. 
The main objective of the squadrons was to render the landing grounds at 
Eleusis, Kalamaki and Tatoi unserviceable. These aerodromes, which were 
situated in the Athens area, were used by the Germans to withdraw supplies 
and troops from Athens by air transport.49 
on the 16th, four aircraft were detailed to drop supplies over warsaw, while 
another four formed part of a bombing force against the Milan Lambrate 
marshalling yards in Northern Italy. Both these operations had to be cancelled 
later, because of unfavourable weather conditions. The Brescia marshalling 
yards on the verona-Milan railway line in Northern Italy were successfully 
bombed on the next day by seven aircraft. on the 18th, nine squadron aircraft 
supported an attack against enemy ground forces north west of Rimini in the 
Adriatic sector. so 
46 D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p.53995. 
47 These flights will be discussed in chapter 8 of this thesis. 
48 L. Jsemonger, Target warsaw. The story of south Africa's First Heavy Bomber squadron, 
p.146. 
49 D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p.53996. 
so D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, pp.53996-53997. 
47 
on 19 September, eight Liberators bombed the railhead at szekesfehervar in 
Hungary. The squadron's operations were now transposed from night 
bombing on Italian targets to daylight attacks on communications in Hungary. 
The following day, seven aircraft bombed the railway marshalling yards at 
Hegyeshalom in ltaly.s1 Three other aircraft, with 68 Allied bombers, attacked 
the port of Salonica in Greece and caused extensive damage. The next day the 
squadrons were called upon to despatch two supply aircraft to drop supplies 
on the woods 16 kilometres from warsaw.s2 
on 24 september, a new policy was adopted concerning the squadrons of 205 
group. The new policy stated that one wing in the group would be stood down 
each night. This was done in order to give a very deserved break to both 
ground and air crews. The squadron continued with operations in Hungary, 
Northern Italy and Yugoslavia, when the weather permitted such operations.s3 
During September, 31 Squadron carried out 133 sorties, totalling 673 
operational hours.s4 This was done in spite of shortages in both crews and 
equipment. The attacks were generally against targets such as rail 
communication links and ranged from Greece, through Yugoslavia and 
Northern Italy into Hungary. Most of the attacks in September, however, were 
carried out against rail communications in Northern Italy. The squadron's 
operations also included attacks on small installations such as pontoon bridges 
and viaducts.ss The most successful raids carried out were the attacking of 
Brescia Rimini and Hegyeshalom in Italy, and also the destruction of 77 aircraft 
in the Athens area.s6 
During october, 31 Squadron dropped supplies to partisans in Yugoslavia and, 
apart from these supply-dropping operations, the main squadron activity was 
51 L. lsemonger, Target warsaw. The story of south Africa's First Heavy Bomber Squadron, 
p.152. 
52 These flights will be discussed in chapter 9 of this thesis. 
53 D DOC s, Pretoria, SAAF, war Diary, container 44, File 1, p.53999; L lsemonger, Target 
warsaw. The story of south Africa's First Heavy Bomber Squadron, p.153. 
54 D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p.54001 . 
55 A viaduct is a single bridgelike structure, especially a large one of arched masonry, over a 
valley or ravine; D.DOC s, Pretoria, SAAF, war Diary, container 44, File 1, p.54001 . 
56 D.DOC s, Pretoria, SAAF, war Diary, container 44, File 1, p.54001. 
48 
directed against communication targets in Yugoslavia and Northern Italy. From 
4 october, nine aircraft of 31 Squadron dropped supplies to partisans in 
Yugoslavia. These supply-drops were directed to three specific areas and could 
be carried out from less than 280 metres above the targets, because of very 
favourable weather conditions.s7 Aircraft also mined the Danube, north east of 
Gyor in Hungary, and bombed the Pontoon bridge at san Benedetto in Italy. sa 
All of the crews successfully dropped their supplies to the partisans. supplies 
consisted mainly of arms and ammunition, which enabled the partisans t o 
carry out their activities against German forces successfully. Captain L.S. Beukes, 
in addition to the task of supply-dropping, successfully laid bombs in the 
Danube, north east of Gyor, which was a region heavily protected by anti ­
aircraft guns and night fighters. on 25 October, the Germans started to 
withdraw from Eastern Poland. Partisan groups played a major part in forcing 
this withdrawal and therefore their contribution in the war became more 
important. 
supplies had to be delivered to the partisans so that they could further their 
activities, because they were far more effective than bombing attacks. seven 
aircraft successfully dropped supplies to partisans at Vociv and sanski Most in 
Yugoslavia. After these successfu l operations, the aircraft were forced to direct 
the drops to central Yugoslavia because of prevailing weather conditions. As 
soon as the aircraft were loaded, the crews had to take off as early as possible 
to evade bad weather conditions. Because of the early take-off, crews were 
over the areas in day-time and the supplies could be dropped on visual 
markings. Two of the aircraft experienced difficulties with cloud-cover. The 
next day operations had to be cancelled because of bad weather conditions.sg 
Apart from these supply-dropping operations, the main activity of the 
squadron during october was the bombing of communicat ion targets in 
Yugoslavia, Hungary and Northern Italy. These operations were very successful, 
57 
58 
59 
D.DOC s, Pretoria, SAAF, w ar Diary, container 44, File 1, p .54608. 
L 1semonger, Target warsaw. The story of south Africa ·s First Heavy Bomber Squadron, 
P.155. 
D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p .54612. 
49 
because no opposition was encountered. The squadron flew a total of 382 
operational hours, and completed 85 sorties for a loss of six aircraft_ Go 
on 4 November, another drop of supplies to partisans was made in Yugoslavia. 
Twelve aircraft took off at 13:00 hours. These aircraft encountered no 
opposition, and the operation was successfully completed. After the Liberators 
had returned, they were refueled and reloaded with 528 containers to be 
delivered to other Yugoslavian partisans. Twelve aircraft left at 22:10 hours to 
carry out this night-light operation. They were to drop supplies on targets 
marked by fires. The operation was successful and no opposition was 
encountered. Of the 500 containers which were dropped, 489 were received by 
the Yugoslavian partisans. Twelve aircraft were scheduled to carry out supply­
drops on 5 November. Only 11 of the aircraft left the airbase that morning, 
because one of the aircraft had been bogged down the previous night, and 
had a broken tail skid, which could not be replaced in time for the aircraft to 
take part in the operation. The aircrew were ordered to drop their supplies 
near smoke or marking signals, which would be put out by the partisans. In the 
event these signals were not seen; instead the crews saw white-cross pin points 
and dropped the supplies near these. From the 4th to the 6th of November, 
the partisans reportedly received 1 014 containers.61 After the aircraft 
returned, they were reloaded and refuelled. Ten aircraft left again to make 
drops to IX corps in North-West Yugoslavia. The squadron's two remaining 
aircraft were not in a condition to participate in this operation, because of 
technical problems. One of the ten aircraft that departed had to return, 
because the crew wrongly assessed that the engine was on fire. on their 
return, they discovered that the engine was not on fire but only torching. The 
other nine aircraft were ordered to drop supplies from 280 - 550 metres on 
areas where red sky-markers would indicate the dropping zones. If these 
markers were not spotted, then the crews were to drop supplies in a square 
where eight fires were lit. In the event of failure, or if they were prevented by 
cloud cover from identifying the zones, then the drops would be carried out 
60 D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p.54614. 
61 These numbers were sometimes very much exaggerated, a possible explanation being 
that these figures were reported to encourage the efforts of the Squadron's supply­
drops; D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, PP-54614-54615. 
50 
by a Gee-fix.62 The remaining nine aircraft successfully dropped supplies with 
the aid of sky-markers. No opposition was encountered. 53 
In addition to those previously mentioned, six highly successful supply-drops 
were carried out by the squadron to partisans in Yugoslavia. This was a major 
achievement and news of the event was broadcast by Golfer Talbot, a 
correspondent for the British Broadcasting Corporation <BBC>, from Italy to 
Britain. This address was also broadcast by the BBC on several overseas 
wavelengths. 54 
The operations were seriously hampered by winter weather conditions and the 
unserviceability of the aerodromes. Nevertheless, during the month of 
November, 31 Squadron carried out 194 day and night sorties, which totalled a 
record number of 772 operational hours.6s Remarkably, no losses were 
sustained during this great number of sorties. This achievement may be 
compared to that of May, when only 23 sorties were carried out, though no 
losses were sustained.66 Most of the operations carried out during November 
were in support of the partisan forces in Yugoslavia. This represented both 
daylight and night operations and included bombing and supply-dropping 
missions.67 
2.2.3 DECEMBER 1944 
31 Squadron completed 106 sorties during December 1944, flying a total of 502 
operational hours.6s The foul weather made living and working conditions at 
Foggia unbearable. The landing fields turned into a mud-bath and it became 
62 Gee-fix - an accurate fix on a position even hundreds of kilometres from a fixed master 
station, done with a navigation aid known as a 'Gee', with which the MKVI Liberators were 
equipped. 
63 D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p.54616. 
64 D DOCs, Pretoria, SAAF, war Diary, container 44, File 1, p.54599. 
65 D DOC s, Pretoria, SAAF, war Diary, container 44, File 1, p.54621 . 
66 D DOCs, Pretoria SAAF, war Diary, container 44, File 1, p.54621 . 
67 D DOCs, Pretoria, SAAF, War Diary, container 44, File 1, p.54616. 
68 D DOCs, Pretoria, SAAF, war Diary, container 45, File 1, p.30848.