Mirages and Choppers: SAAF in the 60s and 70s

Mirages and Choppers SAAF in the The Sixties and Seventies

In the early sixties South Africa’s deteriorating security position resulted in Government to take steps towards re-armanent. The SAAF’s arsenal was strengthened.

Line-up of SAAF aircraft in 60s livery: Mirage III CZ and EZ, Canberras, Buccaneers and F86s

The first Dassault-Breguet Mirage III CS fighter aircraft arrived in South Africa in April 1963 to replace the aging sub-sonic F86s and Vampires

One of the earliest customers for the Mirage, South Africa, initially ordered 16 III Cs for low-level strike duties. These aircraft served with No. 2 Squadron of the South African Air Force and could carry the Nord AS.20 air-to-ground missile. Three Mirage III BZ trainers were also ordered.

Subsequently, 16 Mirage III Es were ordered, these served with the SAAF's No. 3 Squadron; the service also had three Mirage III D two-seaters for training on the III E variant. 

Four Mirage IIIR/IIIRD aircraft were bought for photo-reconnaissance duties.

Differences between CZ and EZ (other than propulsion)

In June 1967, the name "Mirage" literally shot into prominence through newspaper headlines around the world. Israel's new Mirages were the spearhead of attack by the Israel Defence Force/Air Force in what has come to be known as the "Six-Day War". In capable hands, the French-produced Mirage proved what hitherto had been understood by knowledgeable aircraft engineers and military aviation specialists; in its class, the Mirage was and is par excellence. No military aircraft of the 1970s, emanating from Western Europe, including the United Kingdom, has a bigger or better reputation than  Dassault's Mirage.

RZ showing the phot-reconaissance gear

 Other aircraft aquired in the sixties and seventies included:

• Canberra light bombers

• Buccaneer S Mk 50 strike aircraft

• Lockheed C-130B Hercules 

• Transall C-160Z medium transport aircraft  

During the sixties new types of helicopters were also introduced, including the

Alouette II 

Alouette  III light helicopter

SA 330C Puma

A 32 IL Super Frelon medium transport helicopter 

Westland Wasp light anti-submarine helicopter.

More about the Mirage III and the Cheetah Project (click to follow link)

Flying Cheetahs: De Havilland Vampire in the SAAF

Flying Cheetahs III: 

De Havilland Vampire in the SAAF I

Serial no 277 The Only Airworthy Vampire in SA

When  2 Sq returned to South Africa they were equipped with the Vampire, but in 1956 they received the Sabre Mk6. Conversion to the new Mirage III occurred in 1963 and the squadron moved to AFB Hoedspruit at the end of 1978. They continued to fly the Mirages until October 1990 when they re-equipped with the Atlas Cheetah.

The fifties saw the delivery and retirement of various aircraft types in the SAAF:

• Spitfires were phased out in 1954 and the Short Sunderland’s in 1957. 
• Eight Avro Shackleton Mk IIIs were delivered in 1957 for maritime patrol duties with 35 Sqn. 
• The remaining Venturas from the maritime units were transferred to 35 Sqn before being finally retired in 1959/60. 
• The new F-86F Sabre (ground attack version) for 1 and 2 Sqn arrived during 1956 and by 1957 each squadron had 16 Sabres, 12 Vampires and 12 Harvard’s on strength.

A single Gloster Meteor III had been in South Africa from 1946-1948 and many SAAF pilots had flown it, when the choice of the first service jet fighter was made, the DH.100 Vampire FB.Mk.5 was selected.

The Mk.5 is a simple, sturdy and agile jet fighter, and a stable weapons platform for air to ground operations. When fitted with long range tanks  it could fly from Pretoria to Cape Town non-stop. Several Vampires set up new records doing that.

Serial 208 Finished in markings of No 1 Squadron

The SAAF Vampires were armed with four 20mm Hispano cannon in  the nose. The Spitfires sported two 20mm cannons and two 50 cal MGs. It could carry eight 3 inch rockets mounted on rails, and had hard points  two 500 lb or 250 lb bombs.

Initially 10 FB5 Vampires aircraft were ordered from de Havilland in 1947 ; and staff sent to the UK for training. The Watertkloof AFB runway was extended to accommodate the Vampires.
The first five Vampires arrived in Cape Town by sea in 1950 and were road freighted to Ysterplaat AFB for assembly.

Serial numbers assigned were 201 to 210, numbers which had previously been used on a batch of DH.4s in 1920 and later on the Hawker Furies in the WWII era.

242 Now at Thunder City, Cape Town

202 was the first to complete ground tests flew on 6 February 1950. On 8 February the aircraft was moved to Fisantekraal, which had longer hard surface runways where five SAAF pilots had their baptism on the new aircraft. They were Major Krummeck, Captains Davis, Odendaal and Lt’s Cooke and Pretorius. They made their first flights on the 8th February.

277 at Swartkops

On 18 February the aircraft were demonstrated to the Minister of Defence, and other MP’s at Brooklyn with 202 being the aircraft flown. Four of the aircraft were flown to Bloemspruit on their ferry flight to Waterkloof AS on 3 March. Pilots were Maj Krummeck, Capt Odendaal, Lt Cooke and Lt Pretorius. ‘Tank’ Odendaal, (so named for his tank-busting role in WWII) who had the unpleasant experience of explosive decompression at 30,000 ft over Sutherland when his canopy shattered. This was to be a recurring problem with Vampires.

FB 6s arrived in August 1951, ( Serial 211 to 220 ) Mk IIs in 1952 and from 1953 other marques.(221-226, and other serials following) FB9s (FB52s) in 1953 (227 to 256) and T55s from 1954.

The T55 was the last operational Vampire to be flown in SA (257 to 277) at TFDC (Test Flight and Development Centre)

SAAF Sabres: Canadair CL-13B and North American F86F

SAAF Sabres: Canadair CL-13B and North American F86F

The SAAF Operated North American F86 E/Fs and Canadian Built CL13-Bs:

North American Sabres:

The SAAF's use of the Sabre started during the Korean War when 2 Squadron had their Mustangs replaced by North American F86F-30 Sabres. This was due to the high regard and respect that the SAAF pilots had achieved with their tenacity in the ground attack role with Mustangs.

The first machines, on loan from he USAF, were delivered in January 1953, and the last returned to the USAF in October 1953.

These early Sabres, although F models, which in theory would of been fitted with the newly-developed "6-3" wing were in fact mostly all fitted with the older slatted non 6-3 wing. There is photographic evidence though that at least one of the attrition replacement aircraft was fitted with a "hard 6-3 wing".

At the cessation of the Korean hostilities 2 Squadron returned all their remaining Sabre's to the USAF. Aircraft losses amounted to four out of 22 Sabres.
Serial numbers  were in the 601 to 622 range.

Canadair Sabres


The SAAF Museum's Sabre is a Canadair CL-13B Sabre Mk 6, one of a batch of 34 acquired by
the SAAF. The specific aircraft in question, serial 367, was delivered to the SAAF on 11 October 1956. The construction number is 1476 and it was allocated the temporary RCAF serial of 23686.

Initially serving with 2 Squadron, it transferred to 1 Squadron in 1964 when they were replaced by Mirage IIICZ's. In 1976, 1 Squadron re-equipped with the Mirage F1AZ and 361 was transferred to the Advanced Flying School at AFB Pietersburg. Sabre 367 undertook its last flight on 3 March 1978 before
being retired from service.

Sabre 376 was placed in storage until 1996 when, under the inspiration of Col Rod Penhall, OC of AFB Bloemspruit and an ex-Sabre pilot at 1 Squadron, the decision was made to resurrect the Sabre for the SAAF Museum. The aircraft was transported by road from the SAAF Museum to AFB Bloemspruit on
15 January 1997. The team worked for slightly more than three years to restore the aircraft to full flying condition.

Three of the major problems facing the restoration team were the unavailability of pyrotechnic cartridges for the ejection seat, an unserviceable centre wing fuel tank and the requirement to manufacture a new
trunion for the engine. By March 2000, the restoration had been completed.
Since the aircraft had been in storage for an excessive period, the test flying programme conducted by the Test Flight and Development Centre was treated as a new aircraft being readied for its first flight. All electrical looming and connections, hydraulic and fuel pipes, and flight and engine control systems, were inspected by independent authorities, and safety and technical review boards were convened.

After numerous engine ground runs, compass swings and engine relights, approval was granted  to advance to the high speed taxi test. In this specific case, the aircraft was accelerated to 100 knots and the aircraft lifted-off approximately 2ft above the runway for about 4 seconds during which time the test pilot evaluated the aerodynamic responses.

The 'first flight' of the restored Sabre, still in its natural metal finish, was conducted on 30 March 2000 at 17h15B and lasted for 30 minutes during which no snags were reported.

Despite appearing in numerous airshows during 2000, Sabre 367 was only repainted in full 2 Squadron colours during October 2000.

SAAF Sabre Canadair CL-13 Mark 6 #367

SAAF Flying Cheetahs (Part 2): F 86 Sabre

SAAF Flying Cheetahs (Part 2): F 86 Sabre in Korea

When the P51D was retired in Korea, the SAAF upgraded to the North American F86 Sabre:

2 Squadron was South Africa's contribution to the United Nations war effort during the Korean War from November 1950 to December 1953. 2 Squadron was attached to USAF 18th Fighter-Bomber Wing for the duration of the war.[4] Initially flying the P-51 Mustang, the squadron re-equipped with the F-86 Sabre in February 1953. During the war the squadron flew a total of 12 067 sorties, most being dangerous ground attack missions. 74 of the 94 Mustangs and 4 out of the 22 Sabres were lost, along with 34 pilots.

For their actions, the squadron received the Republic of Korea Presidential Unit Citation and United States Presidential Unit Citation, along with numerous other awards and decorations.

In addition, the Commanding Officer of the USAF's 18th FBW, to which the squadron was assigned, issued a directive at the end of the war that:

In memory of our gallant South African comrades, it is hereby established, as a new policy that at all Retreat Ceremonies held by this Wing, the playing of our National Anthem shall be preceded by playing the introductory bars of the South African National Anthem, 'Die Stem van Suid-Afrika'. All personnel of this Wing will render the same honours to this Anthem as our own.

Flying Cheetahs: SAAF P51 Mustangs in Korea

Flying Cheetahs: SAAF P51 Mustangs in Korea

The Mustang and the SAAF did not meet for the first time in Korea. Early models of this British initiated, American built fighter, served with 5 Squadron in North Africa and Italy during the Second World War.The SAAf used the Mustang from 24 September 1944 when P-51B/C Mustang Is replaced Kittyhawks in 5 Sqn during the Italian campaign. P-51K Mustang IVa's, plus a few P-51D Mustang IV's were introduced later and 5 Sqn used the type extensively until is was disbanded in October 1945. 

War broke out in Korea on 25 June 1950 and on 4 August 1950 the Union Government announced its intention to place an all volunteer squadron at the disposal of the United Nations.

When the South African Government comitted a squadron to the United Nations forces in Korea, 2 Squadron was selected to join the fray with Spitfires. This decision was rescindered, and it was decided to operate an aircraft which was already in the theatre, and for which full logistic support was already established. 2 Squadron joined the 18th Fighter-bomber Wing, flying P -51 Mustangs and later on F-86 Sabres.

On 25 September 1950, 2 Squadron, the Flying Cheetahs, sailed for Japan. On arrival at Yokohama the squadron proceeded to Johnson Air Base near Tokyo where they completed their conversion and OTU on F-51D Mustangs supplied by the USAF. 2 Squadron served as one of the four squadrons of the USAF 18th Fighter-Bomber Wing and flew their first mission in Korea on 19 November 1950 from K-9 and K-24, Pyong Yang.

The SAAF flew with the distinctive Springbok in the centre of the roundel, introduced when 2 Squadron, was sent to Korea. Their role was close air support against enemy positions to soften them up for ground attacks, interdiction against the enemy's logistic and communication lines, providing protective cover for rescue operations, reconnaissance flights and to a lesser extent, interception of enemy aircraft. During the southward advance of the Chinese Communist forces these pilots attacked enemy troops, trucks and supplies daily in near zero temperatures. On 30 November the squadron moved to further south to K-13 from where they were evacuated further back to K-10, an airfield situated on the edge of the little bay close to the town of Chinhae. This was to be their permanent base for the next two years.

While equipped with Mustangs, the squadron flew 10 373 sorties and out of a total 95 Mustangs acquired, no fewer than 74 were lost due to enemy action and accidents. Twelve pilots were killed in action, 30 missing and four wounded.

In January 1953 the squadron received USAF F-86F Sabre jet fighter-bombers. Pilots and ground crew had to undergo courses in Japan to adapt to the aircraft. The first Sabre mission was flown on 16 March 1953. This marked the entry of the SAAF into a new era of jet warfare. Operating from K-55, the Flying Cheetahs took part in fighter sweeps along the Yalu and Chong-Chong rivers as well as ground targets. The squadron flew a total of 2 032 sorties in the Sabres. Only four Sabres were lost out of 22 supplied.

Once again the SAAF proved its worth. Serviceability in 2 Squadron was better than that of the other three USAF squadrons in the wing. The SAAF ground crew were volunteers and mostly WWII veterans, while the USAF ground crew were drafted to Korea. When there was a shortage of aircraft, three Mustangs that had been written off were cannibalised to make one. The work took a month and as the SAAF paid for aircraft issued, this aircraft was 'free' to the SAAF.

The war ended on 27 July 1953. 34 SAAF pilots had lost their lives and eight taken prisoner of war, including the future Chief of the Air Force, General D Earp. 74 Mustangs and 4 Sabres were lost. Prior to returning to South Africa, the Sabres were returned to the USAF.

In recognition of their association with the Flying Cheetahs, the OC of 18th Fighter-Bomber Wing issued a policy directive 'that all retreat ceremonies shall be preceded by the introductory bars of the South African national anthem. All personnel will render the honour to this anthem as our own'.

The SAAF Museum has been attempting to aquire examlples of important aircraft flown by the SAAF during its history, and one of the ex-Dominican F-51Ds was located in Florida, USA, in 1986 where the remaining aircraft had gone after resale. FAS1917 (c/n 122-38661_ was an F-51D-20-NA originally built as s/n 44-72202 and delivered to the USAAF on 9 January 1944. In 1945 it was delivered to the 8th Air Force in the United Kingdom but its unlikely to have seen combat.
In March it was delivered to Flygvapnet (The Swedish Air Force) where it received the identity Fv. Nr.26112 and was operated by F16 Wing based at Uppsala. A total of 161 Mustangs were delivered to Sweden.
On 31 October 1952 it was one of 42 Mustangs sold to Dominica and was accepted by the F.A.D on 1 January 1953. The aircraft saw considerable action against rebels who opposed the dictatorship of President Rafael Trujillo. Trujillo's son Ramfis was forbidden to become an operational pilot with the airforce. However in a flamboyant gesture of appeasement by Trujillo, the fighter squadron operating both F-51Ds and F-47 Thunderbolts was redesignated Esquadron de Caza Ramfis and later Grupo de Caza Ramfis. The Mustangs were periodically updated and overhauled by Trans Florida Aviation of Sarasota, California (which was later renamed Cavalier Aircraft Corp).
Trujillo was assassinated on 31 May 1961, but in the years to come, unrest in Dominica continued, culminating in the Civil War of 1965, in which Mustangs played an active part. A further upgrade programme took place in 1967/68 by Cavalier Aircraft but htey remained essentially stock aircraft. Surviving longer than any other operational Mustangs, they were finally replaced by Cessna A-37Bs and the twelve survivors were sold to the USA

The SAAF Museum brought a Mustang in the USA in 1987, and when it was shipped to Cape Town where it arrived 14 November 1987. It was found to be corroded, and stripping commenced as soon as the crated aircraft arrived at Lanseria (the SAAF Museum base at that time). Bad luck, missing parts, stretched cables and lack of funds, have made its restoration a long and laborious task, but after 12 years the labour of love is complete and flying. It first took to the skies on 13th of October 1998

The Museum Mustang bears the number 325. It is the third time a Mustang bears this number. The first 325 - named "PAPPASAN" - crashed in Korea, and instead of writing the aircraft off , the SAAF ground personnel rebuilt the aircraft from components salvaged from various wrecks. The resulting hybrid was again numbered 325, (PAPPASAN II) and was evidently the fastest Mustang in Korea.