The next day troops found the engineless Trojan hanging by its tail in a large tree on the south side of the base Chris had discovered. The engine had been blown from its mountings by a Strela missile that had obviously entered next to the exhaust pipe and exploded between firewall and engine. The engine and its propeller were never found. The firewall was no more than a few inches above the ground and both doors lay open against the ground. Shallow graves next to each open door contained the maggot-infested bodies of the airmen.
Six men dead and three aircraft lost in sixteen days ended a very sad period for the Air Force. What made it all so much worse was the unexpected revolutionary change of government in Portugal following a left-wing military coup on 25 April. All in all April 1974 had been a very ‘black month’ for Rhodesia. Op Marble, due to resume on 26 April, seemed to have been a total waste of time and had cost us four dead plus the loss of two valuable Trojans. Its resumption was called off which, on a lighter note, cost me eleven bottles of Antiqua, unclaimed from the brigadier.
For ages I found difficulty in coming to terms with the fact that Chris and Willy had been taken out by Strela and that I, having spent so much more time over Mozambique and having deliberately operated the areas I considered most dangerous, was still alive. There were no simple answers; it was just a matter of getting on with the job in the knowledge that the war was about to intensify and that many dangers still lay ahead.
Chris Weinmann had been a great water-polo player and always wore around his neck a water-polo medallion inscribed with his name. In 1980, whilst serving as the Rhodesian Security Forces Ceasefire Commissioner, I was introduced to a FRELIMO officer at Nyamasoto. Not only was he wearing Chris’s medallion, he wanted to let everyone around know that he was the man who had fired both the Strela missiles that had downed our two Trojans. He said that he had been celebrating his first Strela success and was too drunk to fire at the aircraft he had seen flying overhead that night. How it came to be I cannot say, but he knew I was the pilot of that aircraft. Strangely enough I was not at all put out by his boastfulness. Times had changed too much to make the matter seem important.
Hunter commanders
THE OFFICER WHO BLEW UP a lavatory bowl, Mike Saunders made an excellent squadron commander because of his natural abilities and a very naughty nature. When making his last flight as OC of Hunters, he showed his displeasure at being replaced by Norman Walsh in the manner expected of him. He made a low-level supersonic pass over the airfield that resulted in cracked windows in a number of buildings.
Norman Walsh though outwardly quiet, was probably the naughtiest of all 1 Squadron commanders but he took his job very seriously and became a main player in Air Force affairs, as will be seen later in this book.
Rob Gaunt had been an excellent leader and I remember him best for his incredible anticipation and precision in FAC-led strikes. Rich Brand followed Rob in 1974 and Vic Wightman replaced Rich in mid-1978. As with all our squadron commanders, they were vastly different characters in all respects, but they were all great pilots.
Mike Saunders
Norman Walsh
Rob Gaunt
Rich Brand
Rob Gaunt spent some time in Air HQ before leaving the force to enter into politics. Mentally gifted, he followed in the footsteps of his father, John Gaunt, who had been an outspoken politician in Federal times and again as a minister in the first Rhodesian Front Government. Rob was still a member of the Rhodesian Front party after Robert Mugabe’s ZANU party came to power, by which time he had put on a great deal of weight. Rob had the unusual knack of criticising black ZANU politicians without really upsetting them. On one occasion, when ZANU was giving ZAPU’s immensely fat Joshua Nkomo a particularly hard time, Rob leapt to his feet and looking directly at Nkomo said, “Honourable Minister, you have no need to concern yourself with what you are hearing because I can assure you and all the honourable members present that you and I carry a lot of weight in this House!”
Rich Brand was the grandson of the famous Sir Quintin Brand who, together with Pierre van Reyneveld, made history in March 1920 by flying the Vickers Vimy bomber ‘Silver Queen’ from Britain to Cape Town. Rich was a quiet man, something of a loner that, in Air Force circles, made him appear to be at odds with most pilots. He spent much of his spare time building and flying radio-controlled model aerobatic aircraft. His talents here and his ability to deliver weapons with great accuracy were well known to all—but nobody ever recognised the huge potential that lay dormant within the man.
He left the Air Force in 1980 and moved to the USA where he was associated with an American tycoon who had an interest in building and flying model aircraft. Amongst other things, this tycoon owned a large hotel and casino in Las Vegas. When one day he asked Rich what he had in mind for his own future, Rich said, “I want to start at the bottom of your Las Vegas enterprise and work my way up until I head it.” Without further ado Rich was given the broom and mop brigade. He progressed rapidly through every position rising through management of the gambling halls, the hotel and finally becoming Managing Director of the entire Circus Circus enterprise. He endeared himself to every member of the enormous staff who he greeted personally by first name. Rich Brand, the quiet person in Rhodesian Air Force days, turned out to be a much-revered multi-millionaire in a niche none of us would have believed possible.
Vic Wightman was an eccentric who would not allow his family to use salt in any food. He had three hates. These were Americans, dogs and insurance agents. His worst fear was to be visited by an American insurance agent with a dog. Vic was an excellent squadron commander and strike pilot whose name comes up often in this book. When Vic left the force he ended up flying a Lear Jet out of Nelspruit in South Africa on cloud-seeding and other weather-related work. He started his day there by walking barefoot from home to work over a forested hill to enjoy the bush and the local wildlife. He remained without shoes when flying his executive jet and sometimes astounded his bosses in Johannesburg by emerging barefoot from his aircraft to attend company meetings. In addition to one already covered, some of Vic’s experiences will be revealed later.
Vic Wightman with Ginger Baldwin behind.
Army claims air kills
4 SQUADRON PROVOSTS WERE BECOMING MORE and more involved with internal strikes whether operating in conjunction with helicopters, being called to assist ground forces or acting against targets located during visual recce by other 4 Squadron pilots.
All 4 Squadron pilots were great operators but one junior pilot was already emerging as a star performer. Almost every action involving Air Sub-Lieutenant ‘Cocky’ Benecke with the callsign Juliet 4 turned to success. This had much to do with his amazing eyesight, as will be seen.
Brian Murdoch (E4), Cocky Benecke (J4) and Kevin Peinke (R4), all flying Provost, were involved in an action inside Rhodesia on 18 April when others of 4 Squadron were still tied up with the air search in Mozambique. Selous Scouts operator Mick Hardy and his pseudo terrorist group had initiated this widespread running action.
Mick had been successful in locating three bases that one particularly large ZANLA group used in random rotation. Mick’s problem was that he could not tell which of the bases was occupied at any given time. His Officer Commanding, Ron Reid-Daly, went to JOC Hurricane at Bindura to arrange for the grouping of all available helicopters and troops to move in behind simultaneous air strikes on all three bases. Unfortunately there was some confusion and the terrorists survived.
Undaunted, Mick picked up the trail and established two alternative bases for which a first-light attack by RAR was planned. Due to scepticism following the abortive attack of the previous day, the local RAR commander approached his task in an uncaring manner, causing Mick Hardy to realise that his target of about thirty CTs would be lost if he did not take the initiative. He did this by dealing directly with the Air Force.
Following the action that accounted for eight CTs killed and four captured the RAR, who came to the party late, p
roudly claimed all to their own credit. This was an ongoing difficulty for the Air Force; not that it should have mattered who achieved the successes. But apart from niggling the airmen, problems caused by ground forces claiming most Air Force successes, a consequence of inter-company rivalries, could prejudice annual allocation of funds to Air Force by the Government Treasury. Fortunately a more balanced situation developed as time went on but the reader can judge who did what in this particular action. The Air Strike Report is difficult to follow without an accompanying sketch, but it gives a fair idea of the widely spread actions involved. As with most hurriedly written ASRs, little attention was given to grammar.
Juliet 4 and Yellow section consisting of 4 helicopters were scrambled to just north of Banji acting on information received from c/s 91 that 14 terrs were heading in a north westerly direction from their location. This group was not seen and whilst orbiting overhead 4 terrs were seen to run into a thicket north east of 91’s location. J4 then directed two choppers onto either side of a stream that they had gone into, to act as stop groups and the one helicopter came under fire. J4 put in a strike using front gun and Sneb with no results. J4 remained in the area and saw one terr running east along the river just south of Bobgarande School. He carried out a front gun attack and was hit in the process. J4 was then informed of 4 terrs running in the fields to the south of the river and was directed to them. A strike was carried out by J4 and one terr with an RPD fell. E4 arrived at this time and carried out an attack on the subsequent three. All 3 fell, 1 then got up and started running again. E4 carried out another attack on him and he fell again. E4 then directed ground forces onto their position. The last terr to fall opened fire on the ground forces and he was shot by them. The other two who were shot by E4 were found dead by ground forces. J4 returned (from rearming) and directed ground forces to the body with the RPD; he too was dead. E4 then departed to rearm. J4 then directed troops to the area just south of Bobgarande School where he had come under fire. An air strike was carried out by J4 and the subsequent sweep revealed 1 dead terr. J4 returned to rearm and R4 took over. More firing had started from the same area, which was a thick reed area on a riverbank. J4 then rejoined R4 and led a further strike that resulted in 1 dead and 4 surrendering, all of whom were wounded. J4 returned to rearm. R4 did a further 2 strikes; as a result 2 more dead terrs were found.
Gungwa mountain
FOLLOWING A BREAK AT THORNHILL I returned to ops earlier than planned on 4 May. This was in response to a call from JOC Hurricane at Bindura. SB had received reports of a large ZANLA base just across the border in the vicinity of a high feature known as Gungwa mountain, upon whose summit was one of the border beacons. I was asked to pinpoint the base.
Flying a Cessna, I searched outwards from the mountain but failed to find any base. Only one place remotely resembled the type of temporary camp found inside Rhodesia. This lay in dense jesse bush at the base of Gungwa mountain itself. Because it was not possible to remain overhead for a detailed look, I had to fly all over the place before returning for a second and then a third look. I was not convinced that this was a base but I could not reject it either because too many cattle paths ran in parallel lines within and outside the jesse bush. If in fact it was the site of a CT base, I decided it was for no more than ten CTs residing on a temporary basis.
At Bindura I reported that there were no CT camps near Gungwa and that only the large patch of jesse bush offered the remotest possibility for a mere handful of CTs. I thought no more about the matter believing an OP (observation post) callsign would move in to monitor the site. However, a couple of days later I received instructions to fly to New Sarum and report to OC Flying Wing. On arrival, Wing Commander Bill Jelley told me that I was to fly lead Vampire on 6 May for the biggest air strike to date on the Gungwa mountain base. This was to be followed by every available helicopter making a vertical envelopment with RLI troops. I protested and made it quite clear that I felt that Air Force was being drawn into a huge ‘lemon’. My objections were noted, but SB interrogations of captured CTs had satisfied JOC Hurricane that the jesse bush lying at the base of Gungwa mountain fitted with the intelligence. The strike would go ahead as planned. It was then that I came to realise that the whole fiasco was going to be recorded on film. In fact I saw myself on national television giving the air briefing for the very air strike I had tried to prevent.
I flew in the lead Vampire piloted by Justin Varkevisser. We marked with a full load of 20mm cannon and two 50-gallon Frantans and were followed in rapid succession by two Vampires, six Hunters and three Canberras. Four Provosts came from behind the mountain just ahead of about twelve helicopters. The whole operation went like clockwork on a patch of bush that was devoid of any ZANLA presence.
As expected, I was used as the scapegoat for the wastage of air weapons. Because of this I refused, with Air HQ support, to be involved in a similar situation in late 1974.
Countering Strela missiles
AS I HAD PREDICTED, WE needed to lose aircraft to Strela missiles before the Treasury hurriedly provided funds for the research and modifications needed to protect helicopters and piston-driven aircraft. Flight Lieutenant Archie Ramsbottom was appointed the technical officer for the project. I became involved with him immediately on an ad hoc advisory basis and together we paid a visit to CSIR in Pretoria for discussions on Strela missiles and the steps to be taken to render them harmless.
These were the first schematic drawings from CSIR.
Strela missile
missile launcher
A sensor that could ‘see’ objects radiating infrared energy in the 2-micron wave band controlled Strela flight. Highest intensity emissions were from the relatively small exposed sections of exhaust pipes and hot engine parts. However, the cumulative value of infrared radiating from an entire standard airframe, although apparently cold, presented a good target. Strela would initially home on the entire heat signature of an aircraft and only seek out the hottest spot late in its flight; hence the strikes on the exhausts of the two Trojans.
Exhausted gas plumes did not present any problem but it was quite obvious that hot exhaust stubs and any exposed sections of engines had to be shielded. This needed some clever design and engineering work, which our technicians managed quite easily. Surface paint was the bigger problem. We established that colour was not the main criteria in selecting a paint mix that exhibited low radiation properties in the 2-micron wave band. In fact, and surprisingly, it was easier to achieve this with white paint than in the camouflage colours we intended to retain.
Archie worked long hours with paint manufacturers and the Paint Shop at New Sarum to develop the ideal paint mixes for our camouflage colours. What they eventually produced virtually eliminated radiation of infrared energy in the critical wavelength sector, even when the surface was hot.
The dedication and enthusiasm of Air Force technicians and paint manufacturers made Archie’s job easier and the results were impressive. Provosts and Trojans looked the same as before except for strange-looking fibreglass fairings shaped like half cups that screened exhaust stubs that had been turned to face upwards. Simple screens were also used to disallow Strela from ‘seeing’ hot components through the cooling-gills under the engines.
Dakota exhausts required a different solution. This involved extending the exhaust pipes all the way to the trailing edge of the mainplanes where the pipes turned upwards to exhaust gases vertically. A wide tunnel-like fairing through which air flowed to keep the outer surface of the tunnel cool surrounded each long exhaust line. At the trailing edge of the mainplane, the tunnel fairing rounded upwards to screen the hot upturned outlet of the exhaust pipes.
Counter-Strela modifications for Alouettes and Cessna 185 aircraft were created by SAAF in conjunction with CSIR. The Cessna modifications were much the same as those developed for the Trojan. Alouette helicopters presented bigger problems because the entire engine and exhaust pipe were exposed. As with fixed-wing aircraft, it was necessary t
o modify the jet pipe to exhaust upwards and the entire engine was shrouded in a bath-like shield. This shield was without a top to allow access for engine servicing in the field. Because of this, the engine and jet pipe could be seen from the ground when a helicopter banked steeply.
Pre-mod (top)—engine fully exposed, Post Strela mod (above)—engine screened.
All anti-Strela modifications were very successful and many Strela missiles were wasted against our slow aircraft.
Jets, however, could not be protected to the same degree. There was no easy fix to the exposed ends of jet pipes. All that could be done was to paint the airframes with the new paint to minimise total radiation, thereby limiting Strela’s ability to acquire target until a jet aircraft had passed its operator’s position.
When all the Strela protection work was completed, Archie and I paid a visit to Air Rhodesia’s top managers to suggest to them that their Viscount airliners should be protected along the lines of our Dakotas. The reason for our visit arose from tests we had conducted with a Strela missile that had been acquired by Air Force to evaluate our counter-missile work.
The missile’s firing mechanisms were neutralised and a battery pack replaced the regular pyrotechnic generator. As a mobile test bed, this modified missile worked very well. Our tests confirmed that our light aircraft and Dakota modifications were satisfactory, and that the missile could not easily ‘see’ Canberras and Hunters until after they passed abeam. During these tests we noted that, whereas a Viscount produced a stronger signature from its four exhausts than either a Hunter or a Canberra, its entire airframe and large under-wing exhaust pipes made the aircraft highly visible, irrespective of range and direction of travel.
Winds of Destruction Page 56
