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Lugmag - Zuid-Afrikaansche Republiek

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apophenia:
This whif springs from a scenario where they is no Second Boer War and where an independent Afrikaner republic survives into the 20th Century. This Zuid-Afrikaansche Republiek (ZAR) represented a union of the original Transvaal ZAR with the Orange-Vrijstaat (OVS) with Swaziland as a ZAR Protectorate. I may write up a fully alternative history for southern Africa as a story later but, here, I'll just present the ZAR's air force and aircraft ...
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Zuid-Afrikaanse Lugmag - Formation of a South African Air Force

Contrary to expectations, the ZAR was compelled to enter the Great War on the side of the Allies. This was the result of the Republiek's 1890 Mutual Assistance Agreement with the África Oriental Portuguesa (Portuguese East Africa or Moçambique). When German colonial forces crossed from Tanganyika into Moçambique in late November 1917, Pretoria's hand was forced. The ZAR suddenly found itself involved in a war with its long-time friend, supporter, and supplier. While ZAR forces saw virtually no combat in Moçambique, the lessons of the Great War could not be ignored - not least, the necessity of air power.

As a result, in January 1919, the Volksraad (ZAR parliament) approved funding for the creation of an air force - the Zuid-Afrikaanse Lugmag (ZALM, or South African Air Force). Despite the name, this was not an independant force. Rather it was a Militêre Afdeling (Military Division) of the nation's larger Gewapende Dienste (Armed Services) better known as the ZAR-Kommando. In effect, the ZALM would be a new branch of the ZAR-Kdo, akin to the Artillerie Korps or Genie Korps. [1]

In early 1919, agents of the Zuid-Afrikaansche Republiek began purchasing war-surplus aircraft in Europe to equip the newly-formed ZALM. To fulfil the fighter role, procurement agents were able to purchase Fokker D.VII biplanes from a number of sources. A contract for support and spares was also arranged with the N.V. Nederlandsche Vliegtuigenfabriek - as Anthony Fokker had re-named his operation once relocated to Amsterdam.

Procurement agents focused on three selected aircraft types - the Aviatik C.III and Halberstadt C.IV reconnaissance aircraft and the Fokker D.VII fighter. All three airframes were powered by the same engine - a 160 hp Mercedes D.III water-cooled 6-cylinder - which would simply ZALM groundcrew training and spares supplies. It was intended that the Aviatiks would be stripped of much of their operational equipment for use as trainers. The Halberstadts (all of which built by LFG 'Roland') would continue as recce-bombers. Some of the Fokker D.VIIs would operate as advanced fighter-trainers.

All airframes were shipped to (or supplied by) the Nederlandsche Vliegtuigenfabriek which performed inspections and basic refurbishment. Some work was undertaken in Amsterdam to standardize equipment but a rapid introduction into ZALM service was the higher priority. [2] Refurbished aircraft were then crated for shipment to Lourenço Marques in Portuguese East Africa. There, the crates were transferred to cars of the Zuid-Afrikaansche Spoorwegmaatschappy (ZASM), the railway line running from 'LM' through the Drakenberg range to Pretoria before being routed the short distance south to Johannesburg. Re-assembly and test-flying took place on the civilian airfield at Jo'burg.

The main ZALM operational base was at Lugveld Riebeek at Klerksdorp, south of Pretoria on the Vaal River. [3] Other operational airfields were developed along the borders with British South Africa (BSA). [4] The main training bases were back from the BSA frontiers at Pietersburg (Tranvaal) and Winburg (OVS). The operational training (TaktOpleid) bases were at Leydsdorp (east of Pietersburg) and Steyndorp to the south. In other words, operational airfields faced the perceived major threat of the British Empire while flight training was undertaken in presumably safer locations closer to the borders of a ZAR Protectorate (Swaziland) and an ally (Moçambique or África Oriental Portuguesa). [5]

The arrangement of ZALM airfields was well thought-through but it failed to take into account the fast-shifting post-WW1 politics of its neighbours. In the end, the immediate military threat came not from the hated British but from Portuguese 'friends'. A military coup in Portugal left the leaders of the Estado Novo or Second Republic in urgent need of a quick PR victory to knit a divided populace back together. Any gratitude felt for ZAR help in defending Moçambique against German aggression in WW1 was forgotten in Lisbon's lust to control the gold fields of the Witswatersrand and the diamond mines of the Jagersfontein.

(To be continued ...)
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[1] Within the ZAR-Kommando, neither Infanterie nor Ruitery (Calvary) were considered Korps. Rather, each Regiment stood on its own. Technically, the ZALM would considered a Korps but it was never referred to as such.

[2] This haste was prompted by the announcement of a military aviation corps for the neighbouring Cape Colony. This Cape Colony Flying Corps (CCFC) was being equipped through a combination of donated aircraft (Airco DH.4 and RAF B.E.2e recce biplanes) and through a post-WW1 'Imperial Gift' (of Avro 504K trainers, Airco DH.9 recce-bombers, and RAF S.E.5a fighters).

[3] Klerksdorp was chosen for its location on the border of the ZAR's two founding Staats. Formerly a minor calvary station, Lugveld Riebeek was named after CJ van Riebeek - a volunteer pilot who flew reconnaissance missions over Moçambique in his private aircraft until his death in a landing accident at Gomashi in July 1918.

[4] British South Africa included possessions bordering the ZAR - the Cape (now combining the former Cape Colony and Natal),  Matabeleland, and Bechuanaland - as well as Zambeziland to the north and the newly-captured German South-West Africa (being governed by the Cape as a Protectorate).

[5] Basic flight training was later centred at Vintersburg (NNE of Bloemfontein, the capital of the OVS). ZALM Weermanne pounded square at ZALM Basis Waterval (north of Pretoria) while Kandidaat offisiers learned their trade at the ZALM HQ in Johannesburg.

apophenia:
South African Fokkers - Fighters for the Zuid-Afrikaanse Lugmag

To fulfil the ZALM fighter role, procurement agents were able to purchase Fokker D.VII biplanes from a number of European sources. [1] The first Fokker 'D.7' - as these fighters were known to the Afrikaners - was assembled at Johannesburg in the late Spring of 1920. However, the Fokker fighter wasn't fully operational until later in the year when 2e JagEsk (Jagvliegtuie Eskader or Fighter Squadron) was formed at Lugveld Polfontein just east of Mafeking. By the Summer of 1921, sufficient 'D.7s' had been re-assembled to form a second fighter unit, 4e JagEsk, at Jacobsdal in Bloemfontein, OVS.

Verberging en Vermoming - ZALM Markings and Camouflage

Such was the speed of service introduction that the ZALM 'D.7s' originally flew with their German markings intact. The exception was 'die oranjebum', where rudders were painted entirely orange before the fighters' delivery to operational units. In short order, the old balkankreuz were also covered with orange paint - either in blocks or simply as orange crosses. However, the ZAR nasionale merke were still in flux at this stage. An orange roundel was approved as the ZAR Lugmag's national marking but this was quickly reconsidered. Not only was the orange disc almost identical to then-current Dutch markings, it was also seen as easily mistaken for the circular RAF roundels worn by British South African aircraft.

Top An O.A.W.-built Fokker D.7 nr.01954 of 4e JagEsk (Jagvliegtuie Eskader) based at Lugveld Jacobsdal in late 1921. Note the early-style 'data block' applied beneath the cockpit.

Fokker D.VII nr.01954 retains its original German camouflage with the markings overpainted. German wing balkankruez have simply been painted orange. The briefly-worn orange roundel is seen on the fuselage. Aft of this orange disc are individual aircraft/squadron marks and airframe serial, etc. The serial nr.01954 bore no relation to the Fokker's original construction number. Instead, it indicated a ZALM airframe number ('19') and its assignment (as aircraft number '5' to 4e JagEsk). For the larger individual aircraft number '5D', the letter 'D' is substituted for '4'). [2]

'Die Groot Oranje' ('The Big Orange') was quickly replaced in official orders by a new national marking - the 'Jagersfontein Diamant'. This emblem was derived from the orange tactical shoulder flashes - the so-called 'Reitz Diamant' - worn by OVS units in Moçambique during the Great War. For ZALM use, the 'Jagersfontein Diamant' consisted of a black-outlined orange diamond. In some instances, early repaints featured the black outline place on an orange panel wrapping entirely around wings or rear fuselages. (However, the black-outlined orange 'Jagersfontein Diamant' would remain the standard ZALM national marking until replaced by lo-viz markings in the 1990s.)

The original German camouflage - painted and lozenge-printed fabric coverings - were obviously designed for European conditions. Found quite unsuitable for operational conditions in the veldt, a new scheme was devised and paint stocks issued to squadrons and repair depots. Dubbed Hiëna Bont Verberging (or 'Hyena Fur' Camouflage) these scheme consisted of dark brown blotches (B3 donker bruin) dabbed over light brown (B1 veldbruin or Field Brown aka 'droë gras'/'Dried Grass'). As time permitted, the undersides of operational ZALM aircraft were to be overpainted in G2 luggrys (Sky Gray). [3]

Bottom A M.A.G.-built Fokker D.7 i]nr[/i].04732 of 2e JagEsk, with the Limpopo Aftakeling (Detachment) at TB Matamin (Tydelikke Basis or Temporary base) in occupied Moçambique, November 1926.

Fokker nr.04732 was flown by veldkornet [4] J.H. Snijman, best known for his victory over famous Portuguese pilot, capitão João Barata Salgueiro Valente. [4] The striken Aviação Militar do Ultramar Breguet XIV came down in the Umbelúzi River. Capitão Valente survived to be captured but his observer, Alferes (Ensign) José de Almeida Santos, had been mortally wounded in VK Snijman's first firing pass.

This fighter wears the standard 1926 Lugmag combat scheme of 'Hiëna Bont' over grey undersides. Quite unofficially, nr.04732 was decorated with rather garish lion's jaws - reflecting the aircraft's equally unofficial name of 'Leeukos' ('lion food', presumably meant as a reference to potential victims of the fighter). [6] As was common in the field, this fighter's top cowling and engine access panels have been removed to aid in cooling (and to speed maintenance turn-arounds). At this stage, 'Leeukos' has also received replacement undercarriage legs (with streamlining slats yet to be taped onto these legs' unpainted tubing).

The Fokker 'D.7' would remain the standard ZALM fighter until 1931 when replacement Fokker D.14s (D.XVI) began to arrive in the ZAR. By then, 4e JagEsk had been stood down due to insufficient airworthy fighters.

(To be continued ...)
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[1] The majority of the surplus Fokker D.VIIs bought for the ZAR had been built by M.A.G. (near Budapest) or by O.A.W. (the Albatros works at Schneidemühl).

[2] This aircraft's squadron letter hints at prior 'ownership' by 2e JagEsk. 'Die Groot Oranje' wheel discs were common on Fokkers but such fabric wheel coverings were generally discarded over time.

[3] No exact formula for underside luggrys (later G1) was ever issued. The vetmans ('erks') were expected to tint their own paints with standard-issue white and black pigments.

[4] The old rank of veldkornet (VK, or 'field cornet') was equivalent to a Luitenant (or 1st Lieutenant). Prior to 1940, there was no ZALM rank equivalent to a Tweede Luitenant (or 2nd Lieutenant).

[5] The RW Capitão Valente died in a 1928 crash. Calvary Alferes (Ensign) Valente had trained as a reconnaissance pilot in the US before receiving his brevet in 1916.

[6] The title 'Leeukos' was never applied in the field but, when VK Snijman's mount was retired in 1928, it was preserved at the Lugmag museum in Jo'burg. There, LEEUKOS was neatly - if inauthentically - painted on in white lettering beneath the port cockpit rim.

Brian da Basher:
They've got a Dutch look to them, that's for sure!

Absolutely masterful rendering, especially the spotted camo on the bottom one.

Outstanding, apophenia!

Brian da Basher

apophenia:
Cheers, Brian! Here's another spotty one ...

ZALM Fighter-Trainers - The H 9 'Hoof' and Fokker 'School-Jagvliegtuie'

Initially, the Zuid-Afrikaanse Lugmag's 'S.3' - the WW1-era Aviatik C.III biplane - was a one-size-fits-all aircraft for the ZALM Opleidingskommandement (Training Command). The 'Tiks' gentle handling would seem ideal for instruction ... but not so for training fighter pilots. Accordingly, a half dozen Hüffer H 9 two-seat fighter-trainers were bought from Germany in May-July 1927. Since the Hüffer was based on a Fokker D.VII airframe, the ZALM could not have found a better lead-in trainer for their D.7s. Despite this, the 1925 purchase was the only ZALM order for the 'Hoof' ('Chief'). Over time, a hybrid species began to appear of Hüffers sporting D.7 components to keep them airworthy.

By 1929, the days of the Fokker D.7 as an operational fighter were numbered. On the last day of that year, 4e JagEsk was stood down. Its remaining Fokkers were transferred to 2e JagEsk - the only way to keep the squadron at full strength. A major refurbishment programme was undertaken at Fokker Johannesburg (aka ZAR-Fokker) to make more aircraft airworthy ... but not as fighters. Some became Fokker SD.7a/b single-seat fighter-trainers. [1] Other D.7 airframes were cannibalized to keep the surviving four Hüffer H 9s flying. Another six D.7s were more thoroughly rebuilt as SD.7c two-seat advanced trainers to supplement the remaining Hüffers. [2]

Top A ZAR-Fokker SD.7c advanced trainer of LugOp-C at Winburg, OVS, in 1932. This SD.7 wears a fairly standard 1930s trainer scheme. The fuselage is doped G5 liggrys (Pale Grey), the wings are entirely O1 'Groot Oranje' (Insignia Orange or 'Big Orange') as is the fuselage band and rudder. [3]

Lug Opleidings (Flight Training) bases were assigned unit letters - in this case, 'C' is for LugOp-C at Winburg. Rather than individual aircraft numbers, trainers had ID letters applied to their rear fuselages - in this case 'F' (for the sixth aircraft of LugOp-C). Some training units - including LugOp-C - also applied ID letters to the aircraft's nose. As was common to training units, the home Lugveld ('LUGOP WINBURG') is marked on the tail fin. 

This SD.7c displays signs of the mix-and-match approach to maintaining SD.7s and Hüffer H 9s. The undercarriage at least - with its distinctive wheel hub covers - are ex-Hüffer components. However, the radiator and cowling, clearly identify this airframe as having originally been a M.A.G.-built Fokker D.VII. [4]

Fresh Fighters - Fokker D.16 into ZALM Service

The replacement for the D.7 fighters didn't begin arriving until late 1931. These fighters were designated D.XVI-W (for their Wright Cyclone engines) by the manufacturer but were Fokker D.16s to ZALM. [5] To speed delivery, the ZALM accepted Dutch elements in the scheme. The distinctly South African Hiëna Bont camouflage dominated but, as delivered, the new fighters also sported paintwork elements dictated by D.XVI orders for the Netherlands' Luchtvaart Afdeeling. These included machined forward fuselage panels left in polished metal as well as Dutch sky-blue undersides and wing struts (except the foremost).

Bottom A newly-delivered Fokker D.16 fighter of the re-established 4e JagEsk. Lugveld Jacobsdal in Bloemfontein, Orange-Vrijstaat, late March 1932.

On Fokker D.16 'D7', note that the squadron letter and individual aircraft number has been reversed when compared with earlier practice. The rear fuselage 'block' has also been revised, now being 'stacked' in one column. The Fokkers' fuselage titles read 'Fokker D.16W' but, outside of official records, it was rare to see that 'W' used. This aircraft - nummer 2274 - mounts a fixed-pitch wooden propeller. The first three D.16s (nr.2270-2272) featured adjustable Curtiss propellers but these were rather expensive.

The appearance of the Fokker D.16 changed with depot level overhauls. Post-overhaul fighters were readily identifiable by the addition of Hiëna Bont paint to their forward fuselages. A more important change was radical exhaust modifications. In tests, it was found that Wright engines overheated less frequently when fitted with individual exhaust stubs. Accordingly, the D.16s' exhaust collector rings and extended exhaust pipes were removed. The result was a few extra km/h in top speed but, more importantly, the otherwise-reliable Cyclones were less likely to overheat when idling on the ground.

(To be continued ...)
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[1] The Fokker SD.7a was effectively an unarmed D.7 fighter. The SD.7b differed only in mounting a single, synchronized 7.92 mm Spandau machine gun for armaments training. The 'S' designation prefix is for Skoolvliegtuie (School Aircraft) - Afrikaans for, what in Dutch, would be a Lesvliegtuie (Lesson Aircraft). In generic terms, the SD.7 was a 'Skool-Jagvliegtuie'.

[2] The SD.7c conversions retained ZAR D.7 fighter characteristics while the rebuilt cockpits combined elements of two Hüffer types - the H 9 and later Schul-Doppeldecker (aka H.S.D. II).

[3] Some trainers - especially basic trainers - also had orange horizontal tailplanes. Home Lugveld was marked on tail fins.

[4] Note that all SD.7s retained their original ZALM D.7 serial nummers (in this case, nr.01954).

[5] D.XVIs for the Dutch LvA were powered by Armstrong-Siddeley Jaguar. Such a  British engine was unacceptable to the ZAR. ZALM chose the more expensive US Cyclone over the alternative French Gnome-Rhône 9K radial.

Brian da Basher:

--- Quote from: apophenia on September 06, 2019, 06:53:12 AM ---Cheers, Brian! Here's another spotty one ...
<snip>

--- End quote ---

And here I thought I was done with "spotty ones" after I got past my teenage years...

Great stuff again and I really like the spotty, radial-engine version!

Your work is always pure eye-candy, apophenia!

Brian da Basher

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