The
Spirit of Augsburg Lives On
By Alex. W.
Hamilton
The motto on the Force Badge is Alae Praesidio Patriae
- "Wings Guard Our Country"
THE
FATHER OF THE AIR FORCE
The spirit of determination which was the
hallmark of the Augsburg raid in April, 1942, carried to such desperate
limits by the members of 44 (Rhodesia) Squadron, lives on. The present
generation in the Rhodesia Air Force is represented by the sons of the
Fathers.
The official date to mark the beginning of the present day
Rhodesian Air Force was 28th November, 1947. Sir Ernest Guest, then
Minister of Defence, and Colonel S. Garlake, C.B.E., Commander of Military
Forces in Southern Rhodesia at the time, were feeling expansive. Together
they voted the princely sum of £20 000, with instructions that an Air Unit
be formed. This amount was hardly likely to make the embryo of an air
force in Rhodesia into a world shattering power in the air, but the
gesture was received with enthusiasm by a small band of enthusiasts,
headed by the irrepressible Lt.-Col. (later Air Vice Marshal) E. W. S.
Jacklin, C.B., C.B.E., A.F.C. If soldiering is 99 per cent boredom and one
per cent fright, the Rhodesian Air Force started with 99 per cent
enthusiasm and one per cent equipment.
The driving force, a power
house of energy matched only by his boundless enthusiasm, was undoubtedly
"Ted" Jacklin. Here was a man who combined love with ability, and produced
a masterpiece.
Edward Ward Seymour Jacklin was born in Pretoria on
24th November, 1917.
The Late Air Vice Marshal Jacklin
C.B.E., A.F.C
With the same thrust and natural powers of leadership which had
marked his career on the rugby fields of England. Ted Jacklin led his
loyal band of personnel with such enthusiasm that they came to be regarded
with justifiable suspicion by those who had material or equipment which
could in any way be of use on an airfield. The Royal Air Force contributed
a war-surplus Anson which was possibly the safest and the slowest reject
aircraft available from the war. Bomber Command of the Rhodesian Air Unit
was in business! The small band conducted forays on a major salvage
exercise, visiting old Royal Air Force maintenance depots from the
left-overs of the Rhodesian Air Training Group, scrap dumps and tool
sheds. Their untiring efforts were rewarded.
The scrap heaps
yielded basic tools, equipment and the semblance of aircraft long
forgotten. With patience and infinite respect for the old ladies of
Training Command, six Tiger Moths from scrapped and abandoned heaps slowly
took to the air. The crumbs which had been left behind from a richer man's
table became the first available aircraft to be taken on strength by the
new Southern Rhodesia Auxiliary Air Force. The small, but dedicated and
resourceful band, were rightly proud of their achievements, and from the
original £20 000 there was still some money in the kitty. Against
seemingly insuperable odds, the team put seven ageing but ageless aircraft
into the air, and the Rhodesian Air Force was born.
Six Harvard
advanced trainers were bought from the Rhodesian Air Training Group which
had closed down the previous year, and a further twelve were acquired from
South Africa at nominal prices. The tiny Air Force continued to improvise
and the work paid off in gradual expansion. Anything which looked like an
aircraft was welcomed with open hangar doors, and by 1951, the collection
grew motley with a Leopard Moth, a Dakota, Rapides, Ansons and Austere. It
was an ill assorted lot, but it was the beginning and the Unit now
operated with a small number of regulars, aided by one Auxiliary Squadron.
Being the first in the field, it became the original No. 1
Squadron.
On 21st August, 1957, an invitation was received by Ted
Jacklin from Air Chief Marshal Sir Dermot Boyle, G.C.B., K.C.V.O., K.B.E.,
A.F.C. An Air Council dinner was being held at Lancaster House in London
in honour of the visiting Commonwealth Chiefs of Staff. Sir Dermot Boyle
himself was proposing the toast of the "Air Forces of the Commonwealth".
As head of the youngest Air Force in the Commonwealth, Ted Jacklin was
invited to reply.
The invitation came as a very pleasant surprise,
bringing with it a flood of memories to Air Vice Marshal Jacklin. In the
short decade which had passed, the original six Tiger Moths and the
reliable old Anson had been augmented by the odds and sods, plus immortal
Spitfires in 1950; Vampire and Provost aircraft in 1953; the prefix
"Royal" granted to the Rhodesian Air Force title by the Queen in 1954, and
in 1955, Dakotas and Pembroke’s had been added. The Royal Rhodesian Air
Force became a separate Force under its own Commander, Air Commodore E. W.
S. Jacklin, in the same year, and Thornhill was re-opened as the R.R.A.F.
base. By 1957, and the year of the invitation to London, negotiations had
been taking place for the purchase of two squadrons of Canberra’s, and
these arrived' in Rhodesia in 1958.
Ted Jacklin had every reason to
be able to look back with both satisfaction and a great deal of pride in
the achievements of his "youngest Air Force in the Commonwealth" which had
been his baby from the beginning.
The invitation from Sir Dermot Boyle
was a most singular and crowning honour which was richly deserved. In the
spirit in which the imitation had been issued, it was
accepted.
Before retiring in 1961, the anticipation and forethought
of Ted Jacklin was once more apparent.
Helicopters have
revolutionised modern warfare. In terrorist warfare, carried out in rugged
country, it has no substitute. The success of any venture, whether in
business or in battle, is having (he right man in the right place, at the
right time. In delivering fully equipped and highly trained soldiers smack
into an area of terrorist contact, the nimble workhorse of the helicopter
has no par. Stories of their success in the present conflict are legion.
For obvious reasons, most will have to remain in the lop secret files
under the Officials Secret Act for a period which is normally 30 years,
but the Alouette helicopters of No. 7 Squadron have experienced more than
a decade with few dull moments.
Although Ted Jacklin spent his
entire flying career as the more orthodox "fixed wing" pilot, he was
sufficiently astute to appreciate the value of helicopters to cover the
vast spaces in Rhodesia and land on a pin-point which was quite
inaccessible to any fixed wing aircraft. Before his retirement, he
initiated the purchase of the ubiquitous Sud-Aviation
Alouettes.
THE SONS OF THE FATHER
Air Vice-Marshal A.
M. Bentley, C.B.E., A.F.C., assumed command in 1961, to be followed by Air
Vice Marshal A. H. Hawkins. C.B.E., A.F.C. in 1965. Air Vice-Marshal
Hawkins had very little time in his new post before the Anglo-Rhodesian
dispute was climaxed on 11th November, 1965 by Rhodesia's Declaration of
Independence.
Our aircraft and equipment had been traditionally
British in origin and. with sanctions, access to spares, new equipment or
aircraft was denied Rhodesia. Once again, the Air Force as a whole, had to
fall back upon ingenuity and improvisation to maintain efficiency and keep
their ageing aircraft in the air. To a man, the Rhodesian Air Force
responded. Necessity knows no laws, and apparently insurmountable
difficulties were cleared with a touch of improvisation genius. One of the
earlier successes which deepened the mystery of Rhodesia's ability to
survive, particularly in Air Force terms, was the arrival of still another
squadron of aircraft.
Air Vice-Marshal Hawkins was succeeded in
1969 by Air Vice-Marshal A. O. G. Wilson. LCD., O.B.E., who, like his
hand-shake, continued to keep a very firm grip on matters operational. It
was decided in March of 1970 that the prefix "Royal" be dropped from fhe
title, and the Force, accordingly, became simply the Rhodesian Air
Force.
The dropping of the title "Royal" in Rhodesia, and the
elimination of the word 'Rhodesia' after No. 44 Squadron in England, was
not of the making of the Air Forces concerned, but both served to sever a
tie between the men of both Air Forces which had been built up over a
period of 36 years, in war and in peace. By force of political
circumstances, Rhodesia was out on a limb and the Rhodesian Air Force
which had been variously described as a "substantial commitment given in
the air to Commonwealth defence" in the London Times of 1958 to a
commendation made by Air Chief Marshal Sir Hubert Patch when he visited
Thornhill during the days of Federation The Rhodesian Air Force forms a
nucleus which can lie expanded easily if it is required. Its equipment is
good and its economy of manpower is outstanding. The efficiency of the
Force down through the ranks is to be commended. But I have known
Rhodesian airmen for some time. During the war I had a long acquaintance
with No. 44 Squadron."
The original seven aircraft have now grown
to seven squadrons. The same grit and determination which seems to have
been a necessary complement to the growth of our Air Force is no less in
evidence today, and the Force has responded quietly and well to a diet of
blood, sweat and tears.
No. 1 Squadron holds pride of place
being the first to be formed. Equipped with Hunters, No. I Squadron is
equally at home at high altitude work or low-level ground attack. In
February 1973. the first low-level attack was carried out by Hunters of
No. I Squadron. During "Operation Hurricane" conditions were difficult. As
a base, the terrorists had shown a degree of cunning by having their
headquarters in a ravine. The attack was complicated by a low cloud base
of 250 odd feet, with the rugged ravine backed at the far end with the
ground rising sheer to 150 feet. Due to the low cloud, a clear view of the
terrorist target was impossible from any distance, and the approach speed
of the Hunters on target called for quick win on the part of the pilots.
The target was successfully Misted. In May of the same year, the Hunters
were called upon to provide top cover and act as a deterrent to the
Zambian soldiers who had gunned down the two Canadian girls and the
American who had chosen to visit the gorge on the Zambezi. While rescue
operations were being carried out, the Hunters circled and wheeled
aggressively, keeping the heads of the Zambian soldiery well
down.
One of the more publicised exploits of No. 1 Squadron was
"Operation Dustbin". A South African magazine was loud in its praise of
the accuracy with which the squadron carried out air-to-ground attacks.
The magazine reported that the pilots displayed such skill that they could
riddle a dustbin in a open clearing in the bush. With the friendly rivalry
which exists the world over between different squadrons. No. 4 Squadron
presented No. 1 Squadron with an unblemished dustbin. The challenge was
accepted and the dustbin duly appeared in the centre of the air-to-ground
firing range.
Sqn.Ldr. Rich Brand, Officer Commanding No. I
Squadron, has flying in the blood. He is the nephew of Sir
Quintin Brand, the first pilot to land in Rhodesia
in 1920, with his co-pilot, Sir Pierre van Ryneveld, and he accepted the
challenge on behalf of his squadron.
A dustbin does not present a
very large target from a distance at any time. It is even less when
approached at a speed in excess of 400 miles per hour. The fraction of
time available when the dustbin sits accurately and at the correct
distance within the gun sight, leaves no margin for error. Rich Brand
pressed the button, 'The dustbin is no longer unblemished. It stands at
Air Force Headquarters beautifully galvanised, sporting a ragged great
hole.
The Officer Commanding No. 2 Squadron, flying Vampires, is
Sqn. Ldr. Chris Dixon. The motto of the squadron is "Strike from Above"
and it is the responsibility of Sqn. Ldr. Dixon to take over when the
pupil pilots have successfully passed their elementary and advanced flying
training and arc ready for their operational training role. The Vampire
has a history almost as long and illustrious in its own field as its elder
brother, and from the same drawing office, the incomparable wartime
Mosquito, (The "Wooden Wonder") to pilots of the 1939-45 war.
"The
first Vampires were purchased for Rhodesia in 1953 and a bouquet must be
due to someone for keeping these aircraft fully operational close on 25
years later!
No. 2 Squadron was reformed in March, I960 as
a flying training unit to train flying instructors on both the Percival
Provost T I and the Vampire T 11. The primary ' role of each aircraft was
to cater for the basic and advanced flying training of pupil pilots under
the new pilot training course scheme. The aircraft played a secondary role
with internal security duties for the Provosts, and ground attack/day
fighter operations for the Vampire.
The outbreak of the
anti-terrorist war in 1967 found the Vampires sweeping our borders on
reconnaissance flights, and it could be armed with cannons, rockets or
bombs.
The squadron was finally "blooded" in a live air attack
against terrorists in March, 1968. Since then, further air strikes have
been carried out against terrorists and terrorist encampments, all with
the same speed and ruthless efficiency.
No. 2 Squadron, however,
operates basically as the "finishing school" for pilots in the Rhodesian
Air Force where men arc taught to think for them selves, acquire the
necessary powers of leadership, remain flexible, and become fully
operational.
With the motto.” Swift to Support" in No. 3
Squadron, commanded by Sqn. Ldr. George Alexander who was awarded a
D.F.C. for air transport operations in Malaya, the squadron flies the
Dakota, one of the greatest work-horses of all time. It started out in
life as a medium bomber against Germany in the last war, possibly as far
back as 1942, proceeded to play a stalwart part in the Berlin air-lift,
and finally found its niche with transport command.
As far back as
February, 1960, No. 3 Squadron carried out its first live drop in
paratrooper training with the S.A.S. In the same year, refugees poured out
of Katanga and the squadron flew round the clock ferrying , the refugees
from Ndola to Salisbury, returning with full loads of bedding and rations
to border points. '
Early in 1973. and at the beginning of
"Operation Hurricane", weather conditions were excessively wet. Army
vehicles became bogged down in the area and movement of troops and
equipment became well impossible. Once again No. 3 Squadron worked aound
the clock, taking men, fuel, equipment and rations, to the forward
area.
In a parachute dropping accident, an S.A.S. officer lost his
fingers. It was essential that the officer be "casevaced" as soon as
possible. The pick-up was prejudiced by the only runway available being
both short and primitive. In addition, the "casevac" had to take placc at
night and in the dark. A Dakota took-off, found and circled the area, and
looked down upon a strip of cleared bush which had been lit by the light
of cars parked beside the "runway". The short landing and take-off run of
the Dakota was exercised to the limit, but the injured officer was safely
retrieved.
On 7th April, 1975, the proudest moment in the history
of the squadron, according to George Alexander, was reached. The squadron
had earned its Colours, and Air Marshal Frank Mussell. the present
commander of the Rhodesian Air Force, was invited to make the presentation
of the Colours to No. 3 Squadron.
The invitation and the
presentation by Air Marshal Mussell were singularly fitting. The Air
Marshal had been the third Commanding Officer of the
Squadron.
Visual reconnaissance is the quickest means of gleaning
information on the movement of terrorists. This has been perfected and
brought to a fine art by members of No. 4 Squadron, commanded by Sqn. Ldr.
David Jones. The Trojan aircraft used by the squadron has been found to be
ideal for a variety of purposes, not the least of which is aerial
tracking. Listed among the other tasks is search and rescue; courier
duties; leaflet dropping; air re-supply to Security Forces in forward
areas, and "casevacs".
No. 4 Squadron started out in life in
January. 1956, flying Percival Provosts. Maintenaoe of Internal Security
was the original task given to the squadron, and in the years preceding
the break-up of the Federation, the Provosts of No. 4 Squadron acted
swiftly where any tense situation threatened to degenerate. Prime among
these was the emergency in Nyasaland in 1958-1959 and the disturbances on
the border of the Congo.
Throughout 1964 the squadron was given an
additional role in elementary flying training, and moved to Thornhill.
Flying training was extended to Security when a detachment was sent to
Kariba, in 1967. to use weapons if necessary in self defence. This move
closer to action is referred to in the squadron diary as the Provosts of
the "Phyting Phourth".
The conversion course for members of No. 4
Squadron to Trojans in 1967, followed and the skill of aerial tracking
became the fine art of today. Pilots of a sufficiently high standard can
recognise the difference between a game trail and a terrorist track. It is
all done by mirrors.
The location of a total of 13 terrorist bases
were quietly located and pinpointed from the air by members of No. 4
Squadron. At the beginning of one of the most successful combined
operations of the war to date, the R.L.I. was notified and their troops
deployed accordingly. The initial attack on the bases was led by the
Trojans of No. 4 Squadron, with follow-up operations by members of the
R.L.I. The combined assault was entirely successful and accounted for a
number of terrorists, a hefty supply of their weaponry, and a revealing
amount of valuable documents.
The work of No. 4 Squadron continues
in close co-operation with the other branches of the services, but enjoys
a very high level of co-operation with the army.
The motto of the
squadron, "Seek and Strike" could not be more appropriate. Time, and the
fast elimination of terrorists, proves that it has been well
earned.
The Rhodesian Air Force purchased two squadrons of the
faultless Canberra’s in 1958 and they remain, without doubt, the very
front line of Rhodesia's defence.
The range of the Canberra, added
to its bomb load and speed, as a very powerful deterrent effect upon
possible opposition throughout Central and Southern Africa. The speed
record from London to New Zealand alone should sound a word of warning and
the Canberra’s arc in good hands.
Squander Leader. "Randy" Du Rand
commands No. 5 Squadron which is equipped with Canberra’s, and
their motto of "Find and Destroy" combines well with the squadron's speed,
versatility and adaptability to make it a frightening power in the
land.
The pilot personnel in No. 5 Squadron generally have
undergone several years of flying in both Provosts and Vampires before
being seconded to the Canberra squadron while the navigators double up
with bomb-aiming and aerial photography. The same spirit of close
co-operation which exists between pilot and navigator in No. 5 Squadron
extends to the ground crew of fitters, riggers and armourers. Perhaps more
than in any other squadron, The spirit of team work and co-operation is
essential in a bombing squadron when another bomb load has to be added in
a hurry, film changed from the cameras, and instruments checked before the
aircraft takes to the air again.
In an emergency, this is sometimes
known as "panic stations", but it is emergencies which cause the ground
personnel of No. 5 Squadron to thrive. Familiarity has not bred contempt.
In the quick turn-around of placing new eggs into the old basket, it has
sharpened wits, and the smooth, long arms of the Canberra’s in No. 5
Squadron arc ready to stretch out once more in defence of
Rhodesia.
They continue to "Find and Destroy".
No. 6
Squadron of the Rhodesian Air Force, commanded by Fit. Lt. David
Thorne is something very special.
Rhodesia can give silent thanks,
particularly for pilots-under-training, for a climate which rates second
to none in the world, in allowing flying training to continue, almost
without a break, under cloudless skies lot most mornings of the year.
Endorsing these sentiments, we have to look no further than the immediate
post-war era when the Royal Air Force chose to re-open the fly ins schools
in Rhodesia as their basic training ground iii preference to any other
country where flying training in wartime had been undertaken.
By
the same token, the young men in Rhodesia today who select to become
pilots as a career can be assured that flying conditions, instructional
personnel and machines cannot be bettered, in toto, anywhere else in the
world.
The Air Crew Selection Board is the first hurdle. It begins
at school, both in the classroom and on the playing Geld. The one is
complementary to the other.
Our schools offer an annual supply of
young men, the long and the short and the tall, who are not only prepared,
but dedicated to the satisfying ambition, amounting to a craving, of
becoming a pilot. For them, having passed the Air Crew Selection Board,
all roads lead to Gwelo.
Flt. Lt, David Thorne, in command of the
Provost trainer at Thornhill, has a job which is at once challenging and
rewarding. As an ex-Boeing 707 Intercontinental jet pilot, he finds that
there is a very special achievement about teaching people to fly. The
Africans, and R.A.F. Mount Hampden in wartime had a word for it. "Panu
mazinana ano bururuka" — "We give the fledglings their wings".
The
young pupil pilots whose ages vary from 17 to 24 arc rarely gangly, but
they may be forgiven if they gape during their first look inside the
cockpit of a Provost. The moment of truth is about to arrive, and the
first exercise is generally known as "Familiarisation with cockpit
lay-out". The unfamiliar dials seem to constitute a mass. Each has its own
particular purpose, all leading in the final analysis to being able to
take the aircraft off the ground and putting it back again while walking
away unscathed. The overall smell of high octane fuel only adds to the
excitement and the challenge.
The instructors, who seem to master
the ensuing impossible with a rare degree of case, assume an aura of
God-like quality. Before qualifying for their first solo flight, pupils
are taught the terrifying effect of a spin where the aircraft appears to
stand still while the whole world circles and tumbles. The pupils' first
recovery from a spin leaves a feeling of walking out of the gates of hell.
It is doubtful whether any of the numerous exercises to follow, including
the abandon of glorious acrobatics, will leave such an indelibly deep
impression as the first insertion in red ink in the pupils' log book,
reading "First solo". Little, if anything, can rank with this infinite
feeling of accomplishment of man over machine and air.
The
following six months of progressive flying training are accompanied by
hours in the classroom where the subjects are as variable as the
weather-man and the principles of flight can make them. All add up to a
basic training which would be difficult to better, an understanding
between pupils and ground staff in the "make and break department" which
only those who have served can appreciate, with the proud, budding airman,
hell-bent for the next step on the ladder, and his advanced flying
training.
The helicopters of No. 7 Squadron are an
invaluable unit in terrorist warfare. Their motto proclaims that the
squadron is available to "Fight Anywhere and Everywhere". The
incident-packed log of the Squadron, commanded by Sqn. Ldr.,. Harold
Griffiths, beats witness to the description of their motto.
The
"chopper" pilots and the technicians who make up the squadron have never a
dull moment and spend 80 per cent of their time in the proverbial
"sticks". The work is, of necessity, demanding, unceasing, versatile and
at all times flexible. It is of interest that most trainees in No. 7
Squadron arc volunteers. "For the duration" they submit themselves to the
worst part of each year on hard labour. Unlike their fixed-wing
counterpart, helicopters are designed to take-off or land on nothing more
than a "pad" and herein lies the constant demand for their services by
both Police and Army authorities. The incredibly versatile helicopter is
quick to respond.
The helicopter is a relatively recent addition in
aerial warfare. The Alouettes of No. 7 Squadron arrived to establish the
squadron in February, 1962. Within three months the first three Alouettes
were called upon to help control the politically inspired unrest in some
of Salisbury's African townships. They were called out to assist police
patrols and it was the beginning of the close liaison work which has
continued with all the other branches of the Security Forces.
Since
then, they have been constantly and increasingly involved in
anti-terrorist work at which they excel. One of the more spectacular
successes in this sphere took place at the beginning of 1976. In an
operation which involved a P.A.T.U. stick, the Police Reserve Air Wing,
police trackers and finally the redoubtable R.L.I, the contact with the
enemy was resolved. No less than 17 terrorists were killed and one was
captured.
Two members of the squadron have been awarded the Bronze
Cross of Rhodesia and the squadron has received more awards for gallantry
than the personnel of any other squadron. Among these can be counted
Silver Crosses and a number of commendations.
Close proximity to a
contact has its perils. At the beginning of "Operation Hurricane" in
December, 1972, a helicopter was engaged in dropping an Army stick. Never
the most difficult of targets when near the ground and hovering, the
helicopter was hit. The pilot received injuries to his right arm and right
leg, but close co-operation between pilot and his technician succeeded in
landing the machine some distance from the trouble spot.
Of prime
concern to the helicopters of No. 7 Squadron is casualty evacuation. The
casualties of war vary from Security personnel to African and European
civilians injured in land-mine explosions. The injured are generally taken
to the nearest Joint Operations Committee headquarters for preliminary
medical treatment from where, if necessary. a fixed-wing aircraft can then
fly the patient to the nearest hospital.
Where injuries are deemed
to be critical, or the nature of the injuries to the patient requires the
minimum of movement, the helicopter flies straight for the larger
hospitals in Bulawayo or Salisbury.
Always up front, in the thick
of it aggressively attacking or gently retrieving, the helicopters of No.
7 Squadron are an irreplaceable workhorse for all reasons.
No less
than the other squadrons, they have earned the gratitude of
all.
Aircraft
of the Rhodesian Air Force.
i
|
|
|
 |
|
Top to bottom: Hawker Hunters,
Vampire and Provost T.52. |
|
Top to bottom: Canberra B2.
Alouette 111 and DC3 |
| |
|
|
 |
|
 |
|
From top to bottom, Tiger
Moth, Harvard. Pembroke and DC4. |
|
Top to bottom: Hawker Harts,
Leopard Moth, Spitfire and
Anson. |
Southern Rhodesia Air Unit
1938
Back Row: Flt.Sgt. A Greenwood, Sgt. C.P. Horton, A/C R.C.
Palgrave, A/C K.L. Wilson, Cpl. A.B.P. Simpson, Cpl. A Higham L.A.C M.
Madders, Sgt. V.J. Royce, A/C R.H. Kranner,
Middle Row:
Lieut. J.B. Holderness, 2/Lieut. H.C. Peyton, 2/Lieut. E.W. Jacklin,
2/Lieut R.J.D. Christie, 2/Lieut. Hutchinson,
2/Lieut E.C.
Spence, Lieut E.T. Smith, 2/Lieut N.S.P. Tyas
Seated: Lieut. M.C.H.
Barber, Capt. C.W. Roberton, Flt. Lt. V.E. Maxwell, Major D. Cloete, M.C.,
A.F.C., Squadron Leader J.A. Powell, Capt. C.S. Styles D.F.C., Lieut G.A.
Smith.
Photograph by National Archives of
Rhodesia
End of
Article
Extracted, and recompiled by
Eddy Norris for use on ORAFs - OurStory from the Fighting Forces of
Rhodesia Magazine Number Four Pages 41 to 53 which was made available by
Diarmid Smith. Thank you Diarmid
This was done for no, or intended
financial gain but rather to retain the memories of
Rhodesia.
Magazine was Designed, Compiled and Published by: H. C.
P. Andersen, P.O. Box 1566, Salisbury, Rhodesia.
Printed in Rhodesia
by: Mardon Printers (Pvt.) Ltd., at Salisbury.
July,
1977.
Suggested Further reading "Lest We Forget" (the Augsburg Raid) can be viewed at the link
below:-
http://www.ourstory.com/thread.html?t=481432#598094
Please feel free to send comments to me on ora...@gmail.com
Refer: http://www.ourstory.com/thread.html?t=525770#648823 for this story
Kind Regards
Eddy
Norris |
