21 Squadron War Diary
0200 hrs
The National Archives' reference AIR 27/271/921 SQUADRON. S.A.A.F. 268WAR DIARY : SEPTEMBER, 1945. The time has 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 move to North Africa. Trooping did continue untilthe 10th when aircraft were ordered to stand down. The aircraft which conveyedmembers of the D.A.F. Cricket team to England returned on the 12th, one aircraftflew to Calais to fetch special army equipment on the 10th and an aircraft wasalso flown to Malta for supplies for D.A.F. on the 17th. No other flying tookplace until the Fly-out to GIANACLIS, (North Africa) which commenced on the 22ndwhen three aircraft took off. The route flown was BARI, (Night stop) EL ADEM,GIANACLIS. The last aircraft left RIVOLTO on the 30th. All arrived fullyserviceable and were grounded upon information being received that the Squadronwas 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 AdvanceParty, which ground personnel should fly with the aircraft, and who should remainwith the rear party, the difficulty being caused by the fact that the authoritiesat that time were not in a position to acquaint us as to the length of time thatwould elapse between the departure of the one party and the other, nor were theyable to assure us that flying would or would not take place in the interim period.Tentative lists were however completed which were regularly, almost daily alteredas new and varied instructions were received. All of course, realised the reasonsfor the continual change of plan, our final destination and nature of departurebeing dependent particularly upon that most valuable of all amenities at themoment — 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 sentfrom Gianaclis to fetch them and they arrived on the Saturday and Sunday, after a200 mile journey full of troubles, due largely to the poor condition of thebatteries 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 arenow 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 numberof ground staff were also flown over in our own aircraft, the last of which arrivedon Monday, October the 1st. Lt. Col. Davis arrived a few days later, he andCapt. 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 shipp-ing 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 Union ofthese categories in the rear party are expected to leave early next week, whenthe Squadron will finally lose its identity and will be merged into a 3 WingDispersal Centre, the personnel merely waiting their turn to find ship or air-craft to take them back to South Africa, tho' it is still apparently possiblethat some of our aircrew may be called upon to fly the aircraft back to the Union:for which purpose TEN Crews are 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 toreturn to his family and his home, however extended his tour, can or has failed toappreciate in some way the opportunities afforded him during this time to seesome of the most beautiful and historical places in Europe under conditions insome degree resembling that of peace. As a Unit we were most fortunate in beingin Northern Italy upon the cessation of hostilities. The other ranks adopteda little town on the way to Venice, Pordenone where they had regular dances andwhich they eventually came to/ page 2/The National Archives' reference AIR 27/271/9to/page 2/269 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 thedances. This resentment came to a climax and there was serious trouble betweenthe R.A.F. men and our own. The town was placed out of bounds for a few days.the particular R.A.F. Unit was transferred to winter quarters, and Pordenonebecame again our own particular centre for recreation. A great number of themen 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 theSquadron for a very long time. He knew and took a real interest in all ranksand we were all sincerely sorry to see him go. As he had to go, we could nothave been more fortunate than that Lt. Col. Davis took over from him. Col. Davishad seen previous service with all Squadrons in the Wing apart from 21 and it wasgood that we should have had him to watch over the final break up. In an earlier diary a full account was given of "Jackie", the Squadron
Mascot, an Egyptian Gazelle. Perhaps the best months of his life were thosespent in the long grass at Rivolto. He flew back with us to North Africa, toGianaclis, very near the district from which he originally came. One night hewas attacked by dogs and died the next day. We all took the loss and the mannerin which he met his death very deeply. He had for so long been a real institu-tion 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 Squadronhad 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 Co.,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 thewar 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 EL ALAMEIN in support of the8th Army until that Campaign's successful conclusion, this Squadron actuallyparticipated 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 targetsin Sicily, at the same time converting to night operations, still on Baltimoreaircraft. A move was then made to MALTA and the invasion of Sicily supportedfrom there. Moving to Sicily day and night attacks were carried outagainst targets in Italy. The/The National Archives' reference AIR 27/271/9270<u>Page 3.</u> In 1944 conversion was made to Marauder aircraft, and the
Squadron moved to the Italian mainland, participating in the ItalianCampaign from the Allied landing at SALERNO until the cessation ofhostilities. The types of missions carried out in Italy consisted of
bombing of Railway Marshalling Yards, Bridges, Fuel and Ammo.Dumps etc., in close support of the Allied Armies. After the cessation of hostilities the Squadron was
employed in a trooping capacity, and during this period carriedapproximately 2,500 personnel. The Squadron is justifiably proud of its record and the
fact that it has operated Glenn Martin aircraft throughout thewar. (Sgd.) D. ORD. Lt. Col. OFFICER COMMANDING, 21 SQUADRON. S.A.A.F.
The actual flying during the month was as follows :-
Trooping flights - 13. Trooping hours - 57.05 hours. Other flights - 2. Other flying - 9.00 " Fly out to Gianaclis :- 16. Flying hours -106.35 " ------ TOTAL HOURS FOR THE MONTH 172.40 hours. -------------
I have read over this Diary and the facts are correct.
[handwritten signature] J.F.O. Davis LT. COL. COMMANDING, NO. 21 SQUADRON, S.A.A.F.OPERATIONAL (Exercise) REPORT. 2O. O. Nos. A16 and A21 COPY NO. 7DATE. 23rd. Sept. 41.MAP REF. Matruh 1:500000DATE OF OP. 22nd. Sept. 1941NUMBER AND TYPE OF AIRCRAFT. 12 Marylands.21 SQUADRON.DUTY. Exercise in getting off to time, rendezvous with Fighters,W/T and R/T, close formation flying, and navigation.NARRATIVE. 12 Marylands took off at 1412 hours L. T. One returned at1425 hours L. T. with propeller pitch switch trouble.The Fighter escort of 10 Hurricanes was picked up at1427 hours L. T. over L. G. 010. The formation flying V5and V box 6 at 6000 ft., proceeded to 595330, then toPt. Maddelina, then South along the wire to a point justNorth of Giarabub, then Eastwards to the Siwa - Matruhtrack, and North East to Charing Cross and then home.At grid 24, on the wire, the Fighters left for home.All Observers reported that the wire is indistinct, butthat a well worn track is VERY visible. SeveralObservers noted a small Aircraft on the ground at 512302,and a larger one with twin rudder, at 527308.Much W/T (British) was reported.Communications were found to be rather poor, and this isbeing taken up immediately.Formation keeping and Navigation were excellent.WEATHER. Fine 2/10 - 3/10 cloud.TIMES. Airborne 1412 hours L. T.Return 1728 hours L. T.DISTRIBUTION. * H. Q. RAF. ME., S. I. O. * 204 MGp. * 204 OPS. * S. S. O. NO. 258 WING S. I. O. * S. A. Liaison Officer. H. Q. RAF. ME. * WAR DIARY. * FILE.[handwritten signature] L. C. J. Saunders Lt.S I O21 Sqn SAAF.