Last Denel Rooivalk (Red Kestrel) rolls off assembly line - end of an era?

Last Denel AH2 (CS2) Rooivalk (Red Kestrel) 

rolls off assembly line

The South African Air Force (SAAF) has taken delivery of the final operation-ready Rooivalk helicopter from Denel Aviation.

Mike Kgobe, the chief executive of Denel Aviation says the acceptance of the locally developed combat support helicopter marks the culmination of a 26-year partnership between the SAAF and Denel. 

"We took this proudly South African aircraft through all its stages - from design to manufacturing, upgrading and retrofitting "

Denel will continue to be involved with the Rooivalk through on-going maintenance and repair services and providing the continued airworthiness engineering support to ensure the fleet of 11 helicopters remains mission ready.

Kgobe says the Rooivalk project is indicative of the symbiotic relationship between Denel Aviation and the SAAF. "We are always ready to provide technical and ground support to ensure the operational readiness of the Air Force's fleet," he said.

"This is a win-win situation for both Denel and the SAAF which results in the retention of high-level skills, a focused service delivery and cost effectiveness for the SAAF," says Kgobe.

The company recently received a "zero defect report" from the SAAF to confirm that all 11 Rooivalk helicopters have been upgraded to block 1F baseline standards.

Denel Aviation is receiving excellent feedback from the SAAF - and especially from 16 Squadron at Air Force Base Bloemspruit - where the first batch of helicopters has now been flying since April 2011

Dewald Steyn, the project manager of Rooivalk, at Denel Aviation says the performance of the aircraft is being closely monitored and evaluated from a design and development perspective. The helicopter has exceeded the expectations and no major maintenance or repair work required thus far.

The Rooivalk project started its design phase in 1984 and had its first flight in April 1990. It attracted world-wide attention for its design and capabilities and has been displayed at major international air shows in England, Dubai and Malaysia.

I worked in the UK in 1995-96, and had occasion to be seated on a train travelling to London from the South-East across from 2 suited gentlemen, whom I presume worked for the UK Government in one or another capacity. They had drawings and spec sheets of the Rooivalk on their laps, and were hotly discussing its merits/failings and comparing to 2 or 3 other attack helicopters. 

We had of course, already seen and heard about the Rooivalk in SA, and were aware that Denel was tendering for the new generation of attack helicopters in the EU and UK. From their discussion it was already apparent that Denel was losing the race to the US competitors.

Denel Aviation was responsible for the final modifications to the helicopter to improve its safety and reliability and the accuracy of its weapons systems.

SAAF cannot afford to operate Gripens!

South Africa Unable to afford to operate Saab Gripens: 

12 Fighters Moth-balled!

12 Gripen fighter jets are in long-term storage is a massive indictment of the suspected corrupt Arms Deal

The Minister of Defence and Military Veterans, Nosiviwe Mapisa-Nqakula, made the astounding admission today that 12 JAS 39 Gripen Advanced Light Fighter jets, which were purchased as part of the Arms Deal more than a decade ago, and cost billions of rands in public funds, are in long-term storage.

Replying to a parliamentary question on how many Gripen fighter jets were in long-term storage, the minister replied:

 "The South African Air Force (SAAF) has 12 Gripen Fighter Aircraft placed in long-term storage. These aircraft are placed in a storage as a planned activity in line with their utilization and budget expenditure patterns/flow of SAAF.

The 12 Gripen fighter jets in long-term storage are presumably vacuum-packed, like frozen chickens, in a hanger somewhere in South Africa.

The Gripen fighter jets are supposed to provide the air combat capability for the South African Air Force (SAAF).

However, the Gripen fighter jets are effectively grounded because the operating budget has been stripped to the bone and the SAAF cannot afford to operate the "Gripen system".

The sad facts about the "Gripen system" are as follows:

26 Gripen fighter jets were delivered;
10 or fewer Gripen fighter jets are operational;
12 Gripen fighter jets are in long-term storage;
there are 6 qualified pilots; and
there are about 150 flying hours available to the entire squadron ("2 Squadron") for 2013.
One of the biggest scandals of the Arms Deal is that we bought military equipment we could not afford to operate.

And there is no better illustration of the point than the Gripen fighter jets in long-term storage.

It is imperative that the Minister of Defence and Military Veterans, Nosiviwe Mapisa-Nqakula, reviews the allocation of the operating funding to the "Gripen system" in the SAAF.

Statement issued by David Maynier MP, DA Shadow Minister of Defence and Military Veterans, March 12 2013

More about the SAAF De Havilland Vampires

More About the SAAF De Havilland Vampires

Vampire variants (SAAF planes in bold)

Links to other sites and pages in blue

Production History:

DH 100: three prototypes.

Vampire Mk I: single-seat fighter version for the RAF; 244 production aircraft being built.

Mk II: three prototypes:  Rolls-Royce Nene turbojet engine. One built and two conversions.

F.3: single-seat fighter for the RAF. Two prototypes were converted from the Mk 1; 202 production aircraft were built, 20 were exported to Norway

Mk IV: Nene-engined project, not built.

FB.5: single-seat fighter-bomber version. Powered by the Goblin 2 turbojet; 930 built for the RAF and 88 for export. Used in SA

FB.6: single-seat fighter-bomber. Powered by a Goblin 3 turbojet; 178 built, 100 built in Switzerland for the Swiss Air Force. (link to Swiss AF Vampires)

Mk 8: Ghost-engined, one conversion from Mk 1.

FB.9: Tropicalised fighter-bomber through addition of air conditioning to Mark 5. Powered by Goblin 3 turbojet; 326 built, mostly by de Havilland, but also by Fairey Aviation.

Mk 10 or DH 113 Vampire: Goblin-powered two-seater prototype; two built.

NF.10: two-seat night fighter version for the RAF; 95 built including 29 as the NF.54.

Sea Vampire Mk 10: prototype for deck trials. One conversion.

Mk 11 or DH 115 Vampire Trainer: private venture, two-seat jet trainer prototype.

T.11: two-seat training version for the RAF and export. Powered by a Goblin 35 turbojet engine; 731 were built by DH and Fairey Aviation. Used in SA

Sea Vampire F 20: naval version of the FB.5; 18 built by English Electric.

Sea Vampire Mk 21: six aircraft converted from F.3s with strengthened belly and arrester hook for trials of undercarriage-less landings on flexible decks.

Sea Vampire T 22: two-seat training version for the Royal Navy; 73 built by De Havilland.

FB 25: FB.5 variants; 25 exported to New Zealand (link to NZ Vampires)

F.30: single-seat fighter-bomber version for the RAAF. Powered by Rolls-Royce Nene turbojet; 80 built in Australia.

FB.31: Nene-engined, 29 built in Australia.

F 32: one Australian conversion with air conditioning.

T.33: two-seat training version. Powered by the Goblin turbojet; 36 were built in Australia.

T.34: two-seat training version for the Royal Australian Navy; five were built in Australia.

T.34A: Vampire T.34s fitted with ejection seats.

T.35: modified two-seat training version; 68 built in Australia.

T.35A: T.33 conversions to T.35 configuration.

FB.50: exported to Sweden as the J 28B; 310 built, 12 of which were eventually rebuilt to T.55 standard.

FB.51: export prototype (one conversion) to France.

FB.52: export version of Mk 6, 101 built; 36 exported to Norway and in use from 1949 to 1957 and SA and NZ

FB.52A: single-seat fighter-bomber for the Italian Air Force; 80 built in Italy. .

FB.53: single-seat fighter-bomber for the French Armee de l'Air; 250 built in France, as the Sud-Est SE 535 Mistral.

NF.54: export version of Vampire NF.10 for the Italian Air Force; 29 being built.

T.55: export version of the DH 115 trainer; 216 built and six converted from the T.11.

Full record of Service w SAAF:

Type/model SAAF serial / 1 Squadron code History

Vampire FB5 201 AX-X

Vampire FB5 202

Vampire FB5 203

Vampire FB5 204

Vampire FB5 EP42784 205 SAAF Museum Port Elizabeth. Ex Fort Beaufort

Vampire FB5 206 AX-G

Vampire FB5 EP42916 207 AX-KSAAF Museum Swartkop. Ex SAAF Gymnasium Gate Guard

Vampire FB5 EP42917 208 AX-D SAAF Museum Ysterplaat. Ex Fort Klapperkop

Vampire FB5 209 Scrapped

 Vampire FB5 210 AX-A

Vampire FB6 V0489 211 To Rhodesia R8128 wfu 18/4/81, To Australia 1988 pole mounted, Braybrook, Victoria, painted as RAAF A79-321.

Vampire FB6 V0513 212 Crashed 04/02/53

Vampire FB6 V0533 213 AX-N To Rhodesia R1833 w/o 21/10/76. Flt.Lt. Roy Hulley -   Kutanga weapons range accident.

Vampire FB6 V0538 214 Crashed 04/04/53

Vampire FB6 V0582 215 AX-Z To Rhodesia R8134 wfu 7/12/78. Flt.Lt Dave Bourhill -                  
crashed on approach to Thornhill Airbase post air test. 

Vampire FB6 V0583 216 To Rhodesia R1829 Flying up till March 1981, to Australia1988,  currently in storage Old Aeroplane Company, Tyabb
.
Vampire FB6 V0584 217 AX-T

Vampire FB6 V0585 218 AX-V        SAAF Museum Ysterplaat. Ex AFS VTH  Gate Guard.

Vampire FB6 V0592 219 Preserved SAAF Museum Swartkop.

Vampire FB6 V0593 220

Vampire T11 15013 221 d/d 1952-3 To Rhodesia 13/12/72. In the UK. ALlen, Hemel Hempstead (Private, Cockpit Section)

Vampire T11 15025 222 d/d 1952/3 Derelict at SAAF Museum. (Wonderboom) Ex Denel TA

Vampire T11 15041 223 d/d 1952/3 To Rhodesia R4323? 13/12/72. Reportedly  never flown                                                
spares only. Believed to be one of the early 'top hatch' canopy type 

Vampire T11 15043 224 d/d 1952/3 To Rhodesia R4324? 13/12/72.


Vampire T51 15065 225 d/d 1952/3 Collision 27/03/1968

Vampire T51 15077 226      d/d 1952/3 To Rhodesia R4325? 13/12/72.

Vampire FB52 V0567 227       Believed preserved SAAF Museum

Vampire FB52 V0574 228

Vampire FB52 V0581 229 d/d January 1952. To Rhodesia. Preserved SAAF Museum            
Swartkop. Ex 15 AD, AFS Snake Valley. Restored to  static display as SAAF 229 by the Friends of the SAAF Museum Pretoria 

Vampire FB52 V0599 230 Scrapped

Vampire FB52 V0678 231 Preserved Stellenbosch University (Stellenbosch FC?)

Vampire FB52 V0600 232

Vampire FB52 V0605 233 Crashed 08/10/1954

Vampire FB52 V0679 234 To Rhodesia R1380. Preserved in Zimbabwe's Gweru 
                                                                      Military Museum - last flight late 1981 early 82.

Vampire FB52 V0615 235 Preserved AFB Langebaanweg, Cape Town. Gate guard

Vampire FB52 V0627 236 Crashed 23/09/1954

Vampire FB52 V0682 237 Force landed 16/03/1970

Vampire FB52 V0630 238

Vampire FB52 V0635 239 Crashed 18/06/1958

Vampire FB52 V0646 240

Vampire FB52 V0657 241 National Museum Bloemfontein. (Loan Stellenbosch FC)

Vampire FB52 V0636 242 Cape Town. Pole mounted. Ex-Military Academy Saldhana

Vampire FB52 V0641 243
Vampire FB52 V0647 244

Vampire FB52 V0659 245 To Rhodesia R1835. Flew up till May 1982. One of the last to be retired. Imported to Australia 1988. Fully restored in RhodAF colours to taxi condition. Based at The Old Aeroplane Company situated at Tyabb on the Mornington Peninsular about 45 minutes from Melbourne.

Vampire FB52 V0652 246 Crashed 24/11/1955

Vampire FB52 V0664 247

Vampire FB52 V0664 248 Preserved Museu do Ar in Portugal

Vampire FB52 V0668 249 To Rhodesia R1318. 18/01/1977 Engine failure near Gwelo, Air sub Lt N. Lamb force landed it in the bush. A/c scrapped.

Vampire FB52 V0673 250 To Rhodesia R1386 w/o 23/11/1977. Air Lt. Phil Haigh - hit by ground fire whilst on Op Dingo, Chimoio terrorist training camp, Mozambique. He force landed the a/c but unfortunately hit a deep trench resulting in the disintegration of the a/c and Phil losing his life.

Vampire FB52 V0674 251 To Rhodesia R1378 wfu 12/81. Imported to Australia 1988, currently in storage Old aeroplane Co. Tyabb.

Vampire FB52 V0683 252 To Rhodesia R1382. Date wfu unknown but probably 2nd half of 1981. It was still flying March 1981. Imported to Australia 1988. Currently (January 2012) at Moorabbin Aircraft Museum, Victoria finished as RAAF Red Devils display a/c A79-417.

Vampire FB52 V0689 253 Preserved NADS Devon. (Also reported as SAAF Museum, Swartkop, derelict store). Ex School For Technical Training Gate Guard

Vampire FB52 V0697 254 To Rhodesia R1388. Reported as never flown in Rhodesia, stored only, returned to RSA early 1980s. Cockpit section preserved SAAF Museum Swartkop.

Vampire FB52 V0699 255 To Rhodesia R1839. Reported as never flown in Rhodesia, stored only, returned to RSA early 1980s before being donated to Israeli a/f museum, Hatzerim but displaying Lebanese markings.

Vampire FB52 V0700 256 To Rhodesia R8140. Reported as never flown in Rhodesia, stored only, returned to RSA early 1980s.

Vampire T55-2 15431 257 7/54 to 5/56. Ex Test Flight & Development Centre (TFDC) from 1975 to early 1980s. Believe in storage SAAF Museum, Swartkop.

Vampire T55-2 15432 258 7/54 to 5/56. To Rhodesia 13/12/72
Vampire T55-2 15433 259 7/54 to 5/56. To Rhodesia 13/12/72
Vampire T55-2 15472 260 7/54 to 5/56. To Rhodesia 13/12/72
Vampire T55-2 15435 261 7/54 to 5/56. To Rhodesia 13/12/72
Vampire T55-2 15436 262 7/54 to 5/56. To Rhodesia 13/12/72
Vampire T55-2 15453 263 7/54 to 5/56. To Rhodesia 13/12/72
Vampire T55-2 15454 264 7/54 to 5/56. To Rhodesia 11/12/72

Vampire T55-2 15486 265 7/54 to 5/56. To Rhodesia R4221 17/12/70. Retired 1982. Imported to Australia 1988, restored to flying condition 2001 by Old Aeroplane Co. Tyabb, and is still airworthy. Finished in RRAF scheme, representing RRAF119 (R4032).

Vampire T55-1 15487 266 7/54 to 5/56. To Rhodesia R2424 14/7/71. Retired 1982, Imported to Australia 1988, currently in storage Tyabb.

Vampire T55-1 15488 267 7/54 to 5/56. To Rhodesia R4126? 17/12/70

Vampire T55-1 15489 268 7/54 to 5/56. To Rhodesia R4220 29/7/70. Retired in 1982. On display Gweru Military museum, Zimbabwe.

Vampire T55-1 15490 269 7/54 to 5/56. To Rhodesia R4217 29/7/70 SCR 24/3/80. ZU-VAM / ZU-MES / RR417 / RR2417. Final RhodAF sortie back to RSA in 1980. Transferred to Atlas Aircraft Corp. Apprentice Training School for many years. Relocated to Wonderboom airport near Pretoria and (January 2012) under restoration.

Vampire T55-1 15491 270 7/54 to 5/56. To Rhodesia R4219? 29/7/70

Vampire T55-1 15492 271 7/54 to 5/56. To Rhodesia R2418 14/7/71. SCR 14/8/79. Returned to RSA 1980, possibly by road from New Sarum. Derelict at SAAF Museum. (Cockpit Section).

Vampire T55-1 15493 272 7/54 to 5/56. To Rhodesia

Vampire T55-1 15494 273 7/54 to 5/56. w/o 3/8/1959

Vampire T55-1 15495 274 7/54 to 5/56. Hendrik Venter, Wonderboom, Pretoria (Rebuild). Ex Krugersdorp

Vampire T55-1 15496 275 7/54 to 5/56. To Rhodesia R4223?

Vampire T55-2 15497 276 7/54 to 5/56. SAAF Museum Swartkop

Vampire T55-2 15498 277 7/54 to 5/56. To Rhodesia R4152 13/12/72. Final RhodAF sortie back to RSA early 1979. To SAAF Museum Swartkop. Flying December 2011. Registered as ZU-DFH

 SA Vampire Survivors:

Vampire FB5 205 Static Port Elizabeth
Vampire FB5 207 Stored Swartkop
Vampire FB5 208 Static Ysterplaat

Vampire FB52 227 Stored Swartkop
Vampire FB52 229 Static Swartkop
Vampire FB52 253 Stored Swartkop
Vampire FB52 254 Static (Under restoration) Swartkop

Vampire T55 257 Stored Swartkop
Vampire T55 276 Airworthy Swartkop
Vampire T55 277 (ZU-DFH) Airworthy Swartkop

Vampire FB52 235 Static AFB Langebaanweg
Vampire FB52 241 Static Stellenbosch Airfield (near Cape Town)
Vampire T55 274 Static Vampire Nursery (Krugersdorp)

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.