Sid Linnard joined the RAF in August 1937, attending the civil flying school at Filton until October, and thereafter completing his training at 4 FTS, Abu Sueir, Egypt.

Thereafter he was posted to 80 Squadron in December 1938.

He was promoted to Pilot Officer on probation on 20 December 1938.

He remained with 80 Squadron after the outbreak of war with Italy.

When the war started in North Africa on 10 June 1940, 80 Squadron was commanded by Squadron Leader R. C. Jonas and based at Amriya. It had 22 Gladiators (mainly Mk.Is) and one Hurricane Mk.I (L1669 – nicknamed Collie’s Battleship) on hand. Its main role was the defence of Alexandria. The pilots were divided into three Flights.
‘B’ Flight included Flight Lieutenant Thomas 'Pat' Pattle, Flying Officer Greg Graham, Flying Officer John Lapsley, Pilot Officer Linnard, Pilot Officer Vincent 'Heimar' Stuckey, Flight Sergeant Sidney Richens, Flight Sergeant Trevor Martin Vaughan and Flight Sergeant Charles Casbolt.

On 20 July 1940, Linnard was promoted to Flying Officer (gazetted on 8 October 1940).

At 17:00 on 8 August, Maggiore Carlo Romagnoli (CO of the 10^o Gruppo) took off from El Adem T3 airfield with 15 other aircraft from the 9^o and 10^o Gruppi to patrol along the Egyptian border and to give indirect cover to five SM 79 bombers and a single reconnaissance Ro.37, which were out to patrol the same area. The five SM 79s were a formation from the 44^a Squadriglia, 35^o Gruppo, led by Capitano Giuseppe Pagliacci, which were out to bomb enemy vehicles and aircraft in the Bir El Chreigat area.
Participating pilots were Romagnoli, Capitano Giuseppe D’Agostinis (CO 91^a Squadriglia), Tenente Enzo Martissa (91^a Squadriglia), Sergente Aldo Rosa (91^a Squadriglia), Tenente Giovanni Guiducci (CO 90^a Squadriglia), Sergente Maggiore Angelo Savini (90^a Squadriglia), Capitano Luigi Monti (CO 84^aSquadriglia), Tenente Vittorio Pezzè (CO 73^a Squadriglia), Tenente Valerio De Campo (73^a Squadriglia), Sottotenente Carlo Battaglia (73^a Squadriglia), Sottotenente Alvaro Querci (73^a Squadriglia), Maresciallo Norino Renzi (73^a Squadriglia), Sergente Maggiore Enrico Dallari (73^a Squadriglia), Sergente Antonio Valle (73^a Squadriglia), Sergente Santo Gino (73^a Squadriglia) and Sergente Lido Poli (73^a Squadriglia).
Immediately after take-off, Romagnoli started to climb, keeping the sun in the back. At 2500 meters over Gabr Saleh (around 65 kilometres south-east of El Adem and 35 kilometres east of Bir El Gobi, well inside the Italian territory) when the Italian formation was still climbing, Tenente Pezzè saw two formations of Gloster Gladiators higher and, after giving the alarm to the gruppo commander, tried to attack the enemy fighters frontally and from below.
Then, completely unseen by Pezzè and the other Italian pilots a third formation of Glosters attacked the 73^a Squadriglia formation from above (the surviving Italian pilots estimated that each British formation was nine planes strong so, after the combat, they assessed that they fought against 27 enemy fighters for fifteen minutes).
The Gloster Gladiators were from 80 Squadron (‘C’ Flight had arrived at Sidi Barrani during the day, led by the commanding officer, Squadron Leader ‘Paddy’ Dunn). At 17:40, 14 Gladiators from the Squadron flew an offensive patrol in the neighbourhood of El Gobi since it had been reported by observers that large formations of CR.42s had been patrolling a triangle between El Adem, Sidi Omar and El Gobi fairly regularly twice a day at about 07:00 and 18:15 and it was decided to attempt to destroy a portion of this patrol. The mission had been suggested by Squadron Leader Dunn to the HQ as a reprisal and to re-establish “the moral superiority already gained previously by other Squadrons” after the gruelling engagement on 4 August. Tactics had been carefully discussed by Dunn and his Flight Commanders on the agreed assumption that if the engagement could be controlled for the initial two minutes, a decided advantage would be with the side in control. To do this, it was arranged (as it was expected to be seen as soon as, or even before being able to see the Italians) that a Sub-Flight of the formation (Sub-Flight one) should fly low (at 8,000 feet) and slightly in front to act as bait. These three Gladiators were flown (after that lots had been drawn) by Dunn (leader) (Gladiator K8009), Flying Officer Peter Wykeham-Barnes (K7916) and Pilot Officer 'Heimar' Stuckey (K8022). The rest of the formation, divided in three Sub-Flights of three fighters with an independent aircraft between the lower Sub-Flights, would be stepped at 10,000, 12,000 and 14,000 feet. The independent machine was that of Flight Sergeant Trevor Martin Vaughan (K7903), who attacked with Sub-Flight one. It seems that Pilot Officer Anthony Hugh Cholmeley flew a fourteenth Gladiator but that he was forced to turn back early, probably with engine problems.
Sub-Flight two included Flight Lieutenant Ralph Evers-Swindell (leader) (L8010), Flying Officer Wanklyn Flower (K8011) and Flying Officer P. T. Dowding (K7912). Sub-Flight three included Pilot Officer Harold Sykes (leader) (K8003), Sergeant Donald Gregory (K8051) and Flying Officer Linnard (K8017). Sub-Flight four at 14,000 feet included Flight Lieutenant 'Pat' Pattle (leader) (K7971), Flying Officer Greg Graham (L8008) and Flight Sergeant Sidney Richens (K7892). The plan was for Sub-Flight one to engage (or being engaged) by the Italians, do what it could until Sub-Flights two, three and four would be ordered to enter the combat on seeing the trend, the overall control being given to Sub-Flight four. All formations flew in a broad vic and it was the first time that the 80 Squadron operated at full operational strength.
Just after 18:00, the Squadron crossed the frontier south of Sidi Omar, and immediately changed course to head north towards Bir Taieb el Esem. At 18:25, as they were approaching Bir el Gobi, a formation of CR.42 flying in echelons was spotted by Flight Lieutenant Pattle. The Fiats were flying approximately parallel but reciprocal to the course of the British formation and they were at 2 o’clock and slightly (500 feet) below the lower Sub-Flight. With a careful turning on the right, ordered by radio, Pattle put the 80 Squadron’s formation behind the Italian one, up-sun and between it and its base at El Adem, then a full boast and throttle stern chase began to catch up with the fast cruising (in fact climbing) Italian fighters. Pilots in the lower Sub-Flights now began to see their opponents, dead ahead and lower. The ideal attack position! Squadron Leader Dunn counted 18 of them in four formations of seven, five, three and three; he was very close to the truth but later Sub-Flight four reported that an additional Italian formation of nine planes was present and it was incorrectly assessed that the Italians were 27, flying in nine sections of three aircraft. After an unobserved astern chase Sub-Flight one engaged the starboard flank of three aircraft and shot down all of them (they were probably part of the 73^a Squadriglia). Squadron Leader Dunn later reported:

“(…) I followed my first target down, who rolled over slowly on to his back with smoke coming out: Observed P/O. Stuckey’s (No. 3 on my left) quarry in much the same condition and gave him a burst of my own, then pulled up and across the rear of the formation of 18 that was beginning to peel-off.”

“(…) our C.O. led the first Flight and attacked the right hand enemy flight.
I was No. 3 of the C.O.’s Flight and managed to get in a long burst with full deflection as my opposite aircraft stall turned out of his formation. (later the C.O. said that he followed this aircraft down giving it bursts and saw it crash.
Immediately after I attacked No. 3 aircraft of the farthest flight and gave it a short burst before that flight broke up as well.”

“(…) A C.R.42 did a steep diving turn away from his formation and I was easily able to give him a full deflection shot for about 8 seconds, he continued in a dive with smoke issuing from him but as the formation of 18 was approaching around about me with advantage of number and height, it was impossible to pursue him. I claimed it definitely shot down and consider it to be one of the five observed on the ground by Sub 4 before entering. Then followed a long period of loose play in which numerous targets offered themselves.
At the same time large numbers of enemy aircraft attacked me, chiefly from straight ahead and beam but not driving home determinedly. In one of them I throttled back and stall turned on the attacker’s tail before he was quite past me, he then rolled on to his back and dived down in the second half of a loop. I followed and gave this aircraft what I thought was an effective burst with the result that he did not recover and continued down with bluish smoke issuing from him.
The other flights had by now entered and attacked their opponents, and the number of enemy aircraft thinned down. Two or three enemy aircraft were still about ; I pulled up steeply to avoid one in particular who was dangerously near to my tail, having chased me down in the dive from the port quarter. In the ensuing black-out I have little knowledge of what he did but at the top of what was the first half of something like a rocket loop, I found myself going in the opposite direction with the aircraft climbing rapidly past me on my left and below, he then appeared ahead of me and did a slow roll, unfortunately, I was too surprised and failed to get him in my sight, whereupon he half rolled and dived out; another stall turn brought me on his tail, but he did a rapid dive, turned to the left and streamed off like a homing rabbit - next stop El Adem.
I engaged one more enemy aircraft but my guns failed to fire (after 300 rounds approx.) I tried to clear them but was only able to get one more short burst. I left the fight, gained height at 12,000 feet and returned to witness a dog-fight between three aircraft two of which were Gladiators. I then set off home and picked up two other Gladiators.”

“I was then attacked from about 2 o’clock by the two flights that had already broken; I pulled away and down from them, and as I came up in a climbing turn saw a CR 42 following one of our Gladiators in a loop. While it was going up I gave it a long burst and saw it fall away and dive, the pilot jumped almost as soon as I attacked him. Another 42 came straight towards me while I was circling the parachute but I made a quick turn in the opposite direction and he passed just under my port wings. I then saw a 42 with a Gladiator on its’ tail and as I flew in on a beam attack the 42 flick rolled two or three times and continued doing so in a dive. I followed it all the way in a steep turn and dive giving a lot of short bursts and saw it crash. I was then at only about 3,000’ and when I had climbed to about 5,000’ joined in a dog-fight that ended when the 42 dived away and headed for Bir El Essem.”

“(…) I saw the leading formation attack the right hand formation of 9 E.A: so I put my sub flight into line astern expecting the E.A. to break up which they did as soon the first machine was shot down by No.2 of the leading formation. I led my sub flight into the centre formation of nine E.A. which by then were scattered all over the sky. I did a diving quarter attack on an E.A. up to about 50 feet, it turned over on its back and went down in a steep spiral. I was then attacked head on by another E.A. after this I looked down and saw the first one crash in flames. The pilot still in the cockpit. I managed to manoeuvre myself on to the tail of a third and after having given him a longish burst, saw him go down in the same way as the first, but was unable to follow him down as an explosive bullet took away one of my port flying wires and another burst on the starboard side of the instrument panel. I got in two more quick burst on two different E.A. but don’t think I did any damage. My engine then started to pour out smoke and soon afterwards cut out. I glided down in a series of steep turns and found no E.A. following. I looked round and saw nine a/c burning on the ground and one pilot coming down by parachute. I glided for about three miles and at about 200 feet the engine seized up I did not have time to inspect the engine so set the aircraft on fire (…).”

“(…) I picked out a CR 42 flying in left hand turn ahead of me. I dropped in behind and fired three long bursts at close range – I last saw the aircraft diving vertically downwards. At this moment another C.R 42 fired a burst into my machine damaging the engine. I got away from him and, as there were no more enemy machines in sight, made for home (…)”

“(…) Before we had reached them they had already been broken up before we joined amongst them.
I then saw a CR.42 coming towards me on port beam, it pulled its nose up and did a half roll to the left. I got my sights on to it, as it started to pull its nose up, and followed it round as it did the half roll, giving it a longish burst. It went into a spin, and went down a long way until I lost sight of it.
When I looked again there was an aircraft burning on the ground at approximately the position where the one went down, but I cannot say for certain whether it was the same as the one I saw go down.
I also saw at least four other aircraft burning on the ground, and three people descending by parachutes (…)”

“(…) I was leading sub 3 flight and putting the flight into echelon right turned on to their right flank. The enemy aircraft suddenly reeled of from their echelon formation probably owing to the fact that the leading flight had come into firing range and had opened fire. A general dog fight then commenced, I engaged a CR.42 which commenced a steep climbing turn, I commenced firing at the beginning of the climb and continued until I saw him fall and commence a flay spiral. I saw fragments or splinters falling from the centre section or the cockpit and saw the aircraft drop about 4-5000 feet and then engaged another which I followed in a steep turn firing all the time. This enemy aircraft went into a spin suddenly and saw one of our own aircraft follow it down. There were no more enemy aircraft in sight. During the action I saw several parachute open and several aircraft burning. I landed back on our aerodrome at 1915. One aircraft in my flight was forced to return just before the action because all its guns stopped.”

“(…) We were given R/T instructions by the top flight to enter the fight.
I slipped under my leader to the left and found myself in a mass of milling aircraft. I went to attack a CR.42 which was on a Gladiator’s tail when another CR.42 passed in front of me. I gave him deflection burst and got on to his tail – he pulled up in a loop. I followed him around giving him bursts and when he was upside down in the loop he baled out dropping past me, his parachute opening just below me. My range would be about 50 yards or less. I got on to another CR.42 and practically the same thing happened as before except that I did not get him and my engine cut as I was following him in the loop when I was in the vertical position. I saw the enemy aircraft diving past me but I was so close to him that he could not fire at me. I pushed my nose down and got my engine started and then saw a CR.42 diving down on me from vertically above but he did not hit me. I then saw a CR.42 practically head-on. I gave him a burst at very close range. The enemy aircraft turned over to the right on its back and went into a flat spin. I was at about 4,000 feet at this time. I watched the aircraft spin for about 1000 feet and then heard gunfire which I thought was from behind but there were no enemy aircraft within range of me. I then looked for the spinning aircraft but all I saw was an aircraft in flames on the ground beneath me. Another CR.42 dived past going very fast. I gave him a quick burst and saw some black smoke coming from him, but he kept straight on diving as fast as he could go towards Bir-el-Gobi. I did not follow him down. I then turned back towards where the fight had been but saw only one aircraft a Gladiator (P/O. Stuckey). We hung around a bit and then made for home. I caught up with F/Lt. Pattle and F/O. Graham and returned with them. I landed at 1910. I sustained no damage to self or aircraft except for one Fabric panel torn out.
I saw altogether 6 aircraft burning on ground and 4 parachutes dropping.”

“(…) I saw no’s 2 and 3 sections engage and before I brought my section into the fight I saw five crashed aircraft on the ground , three of which were in flames.
My own section then engaged those E.A. who were attempting to reach their own base and immediately became engaged in separate combats.
I engaged a CR 42 and, after a short skirmish, get into position immediately behind him. On firing two short bursts at about 50 yards range the E.A. fell into a spin and burst into flames on striking the ground. The pilot did not abandon his aircraft.
I then attacked 3 E.A. immediately below me. This action was indecisive as after a few minutes they broke away by diving vertically for the ground and pulling out at very low altitude.
Whilst searching for other E.A. I saw two more aircraft crash and burst into flames. Owing to the widespread area and the number of aircraft engaged it was impossible to confirm what types of aircraft were involved in these crashes or who shot them down.
The sky seemed clear of 42s’ although several Gladiators were still in the vicinity. I was about to turn for our base when a 42 attacked me from below. With the advantage of height I dived astern of him and after a short burst he spun into the ground into flames. As before the pilot didn’t abandon his aircraft. Flying Officer Graham confirms both my combats which ended decisively.
Seeing no further sign of Enemy Aircraft over the area, I turned towards our base. On my way home F/O Graham and P/O Linnard joined me in formation and my section landed at 19.10 hrs.”

“(…) set the aircraft on fire. First removing the water bottle and Very pistol. I walked for three hours away from the sun and then lay down to sleep. I slept till about 01.00 hours finding dense fog and myself wet through. I then dug a hole in some soft sand and buried my self. There I stayed till daylight. At about 06.30 next morning when the fog started to lift I started to walk into the sun until 15.00hrs. when I saw three armoured cars on the horizon. I fired three very light cartridges, the next thing I remember I was lying in the shade of the armoured car the crew told me I was about five miles from the wire.”

Maresciallo Norino Renzi was born on 22 January 1912 in Russi (Ravenna). He joined the Regia Aeronautica in 1929. He was assigned to the 4^o Stormo and received his military pilot’s license on 25 December 1930. He served with this unit until his death on 8 August 1940. Pre-war he was part of 4^o Stormo’s aerobatics group.
Image kindly provided by Fulvio Chianese at Associazione Culturale 4^o Stormo di Gorizia.

Martissa, who was initially missing, had force-landed his CR.42 with a hundred bullet holes in it, only 15 kilometres from El Adem. The wounded pilot claimed the individual destruction of two Gladiators (not confirmed in the official documents of his unit but later credited to him by post-war studies). In fact, Martissa was awarded with a third Medaglia d’argento al valor militare (in as many months) for this action. The official motivation of the award stated that he: ”shared in the destruction of five enemy planes together with other pilots”. He survived his ordeal by drinking dewdrops at dawn but after two days, he was becoming to expect the worst. One of the bullets, which had hit his aircraft, had pierced the griffin's head of Squadriglia's badge on the port wheel cover and Martissa wrote with a knife on the white background disc of the badge:

“You, little griffin, have been struck in the head. I would have suffered less if I had been likewise! I'm not mortally wounded, but I shall pass away, since I can't walk for 10-20 km to reach a track. And it will be by hunger and thirst.”

"We saw an aircraft in the desert. We approached and found Tenente Martissa under a wing, with a leg almost torn off by an explosive bullet from a British fighter. We rescued him. He told us that if we didn't come [to save him], he'd shoot himself in the head with his gun, because he was dying of thirst.
We rescued the pilot and left the aircraft."

MM4306, flown by Tenente Enzo Martissa on 8 August, when it later served with the 84^a Squadriglia of the 10^o Gruppo.
Image kindly provided by Fulvio Chianese at Associazione Culturale 4^o Stormo di Gorizia.

The Fiat CR.42 flown by Martissa (MM4306) was recovered and, in September 1940, assigned to the 84^a Squadriglia of the 10^o Gruppo as “84-4”.
Tenente Guiducci was also awarded with a Medaglia d’argento al Valor militare for this combat.
The Italians totally lost four aircraft while four more force-landed (it seems that all were later recovered). In return the Italian pilots claimed five Gladiators (three shared amongst the pilots of 10^o Gruppo and two shared by the surviving 73^a Squadriglia pilots) and two probables (the 90^a Squadriglia’s Diary reported six victories). Remembering the combat for the press, the Italian leader (obviously Maggiore Romagnoli) recalled that even if the attack of the Gladiators was possibly the deadliest he had ever seen, the reaction of his pilots was ”miraculously immediate”. He had just heard the first bullets whistling around him when his right wingman already was breaking with a zoom. Then he saw in his gunsight, the belly of a Gladiator and shot this down (most likely Flight Sergeant Vaughan, who had overshot during the first bounce).
For this exploit, 80 Squadron received the Press honours as well as written congratulations from the RAF HQ Middle East. Dunn and his pilots had exploited the strong points of the Gladiator over the CR.42 to the maximum extent especially the radio equipment, which had permitted a coordinated attack, being also crucial for obtaining the initial surprise and the Gladiators superior low altitude overall performances.
During the combat, the Gladiator demonstrated another interesting characteristic: a markedly superior horizontal manoeuvrability over its opponent. On regard of this point, it is interesting to report the impressions of Flying Officer Stuckey and Flying Officer Linnard.

“With trimming gear slightly back, found I could easily out manoeuvre a/c attacking from rear. No blacking out.”
“No difficulty in keeping astern of enemy aircraft. Enemy invariably looped for evasive action.”

80 Squadron was ordered to Greece and on 18 November the ‘B’ Flight of 80 Squadron left Egypt and reached Athens with at least nine Gladiator IIs led by Squadron Leader William Hickey and including Flight Lieutenant 'Pat' Pattle, Flying Officers Greg Graham and Linnard, Pilot Officers Samuel Cooper, 'Heimar' Stuckey and William Vale and Sergeant Charles Casbolt.
“A” Flight of 80 Squadron led by Flight Lieutenant Edward Jones left Egypt for Greece on 23 November.

On 19 November 1940, 'B' Flight of 80 Squadron, which recently had arrived to Greece to reinforce the Greek fighter forces, flew up to Trikkala during the morning. After refueling, nine Gladiators took off at 14:10, led by three Greek PZL P.24s (23 Mira), for an offensive patrol over the Koritza area. Squadron Leader William Hickey led the Gladiators.
When they neared the Italian airfield at Koritza the PZLs were obliged to turn back due to their short range. The Gladiators flew over Koritza were Italian anti-aircraft opened up. Flight Lieutenant 'Pat' Pattle, who were leading the second section, sighted four Fiat CR.42s climbing towards them from the starboard beam.
It had been arranged beforehand that the Gladiators would not use their radiotelephones unless it was absolutely essential, because they had discovered in the desert that the CR.42s used a similar wavelength; by listening in to the Gladiators, the Italians received prior information of an attack. Pattle warned Hickey of the presence of the CR.42s simply by diving past the Commanding Officer's section and pointing his Gladiator towards the Italian aircraft. Hickey acknowledged that he understood by waggling his wing and Pattle withdrew to his position at the head of his section.
As Hickey’s section dived towards the four CR.42s, Pattle noticed a second group of two more CR.42s and took his section, consisting of Pilot Officer 'Heimar' Stuckey and Sergeant Charles Casbolt, to engage these. Pattle went for the leading CR.42, which attempted to evade the attack by diving steeply and slipping from side to side. Pattle followed, closing in rapidly, but he didn't fire until the CR.42 straightened out and thereby offered a steadier target. From 100 yards astern, he lined up the CR.42 in his sight and opened fire. The CR.42 steepened its dive; the pilot had apparently been hit, because he fell forward over the control column. Pattle pulled away, as the CR.42 went straight down to crash about two miles west of Koritza, bursting into flames on striking the ground. Stuckey, following close behind Pattle's Gladiator, smiled and gave a thumbs-up signal to Pattle signifying confirmation of the victory.
The two Gladiators, now completely alone, climbed up to 15,000 feet immediately over the airfield, and saw a dogfight in progress a few miles to the north. Heading in that direction, they were soon engaged by five CR.42s and two G.50s. One of the G.50s came at Pattle in a head-on attack, but broke away much too early, the tracers passing yards below the Gladiator. A CR.42 had a go next, but Pattle quickly snap-rolled, up and over the Italian aircraft, and came down perfectly in position fifty yards behind the CR.42. A short burst and the cockpit of the CR.42 became a mass of flames and it fell away burning furiously. After this combat he noticed that his air pressure were so low that he couldn't fire his guns and he soon returned to base.
Totally in this combat the British pilots claimed nine and two probables shot down. Apart from Pattle's two CR.42s, Stuckey claimed one G.50, which crashed, and one CR.42, Flight Lieutenant Greg Graham claimed one G.50 and one CR.42, Pilot Officer Samuel Cooper claimed one shared CR.42 with Pilot Officer William Vale, who also claimed one additional CR.42, Sergeant Charles Casbolt claimed one G.50 and finally Flying Officer Linnard claimed two CR.42s as probables.
Pilot Officer Stuckey was hit in the combat by CR.42s and wounded in the right shoulder and leg. He was saved from being finished off by Squadron Leader Hickey, who managed to driving away the CR.42s and then escort him back to Trikkala from where he would be dispatched to the Greek Red Cross hospital in Athens.
Pilot Officer Vale reported:

"Nine Gladiators and three PZLs took off from Trikkala in four flights of three aircraft to carry out an offensive patrol over Koritza. I was flying in the second flight as No.2 to F/Lt Pattle. We arrived over the area at approximately 1440 hours and after patrolling for about five minutes two CR42s were seen approaching our formation at 14,000 feet from starboard ahead. The signal for line astern was given by the flight leader, who immediately attacked the enemy aircraft, which broke formation. F/Lt Pattle engaged one CR42 and after a shot dogfight shot it down out of control, with smoke coming from the engine.
The other CR42 was engage by No.1 Flight. I tried to regain my flight but finally attached myself to two Gladiators in formation, which I found out to be No.1 Flight led by S/Ldr Hickey. We carried on the patrol at about 10,000 feet over Koritza, where we met fairly accurate AA fire. ‘Tally-ho!’ was then given when three CR42s in formation were seen at about 6,000 feet. The formation split up and I dived on a CR42 which was attempting to escape to the north. I carried out a quarter attack and then slid in to an astern position, which I held while the enemy pilot did evasive tactics. He then carried out a manoeuvre which appeared to be a downward roll and I noticed that smoke was coming from his engine. I carried on firing in short bursts until he went between two hills through a small cloud. I followed over the cloud but no enemy aircraft appeared and so I went below into the valley and saw wreckage in a copse – at the same time getting fired at by enemy troops.
I climbed up immediately and at 6,000 feet saw a shiny monoplane with radial engine diving down. I gave chase but was out-distanced and so gave up after firing a short burst at about 400 yards. I gained altitude and observed a Gladiator and a CR42 in a dogfight very low down over the hill, and also noticed that the enemy pilot was attempting to lead the Gladiator over a group of enemy ground forces. I waited until the Gladiator pilot had manoeuvred into an astern attack and then carried out a quarter attack. I noticed that first white smoke and then black was coming from the engine of the e/a before I opened fire. I carried out quarter attacks until the other Gladiator pilot pulled away and then slid into an astern attack.
I remained in that position until very low over the main road and then the CR42 turned over and slid into the side of a hill. The aircraft did not burst into flames. While pulling up I fired at the enemy ground troops. I gained altitude and waggled my wings for the other Gladiator pilot to join me and then found the other pilot was P/O Cooper, who had apparently run out of ammunition. I then set course for home and finally landed at Eleusis, where I refuelled, before proceeding to the base aerodrome. I inspected my aeroplane and found that I had one bullet hole in my tail plane, which had done no damage. In each encounter with CR42s I found that both pilots used the downward roll manoeuvre at high speed for evasive action."

On 4 December, four Gladiators from 112 Squadron on detachment to 80 Squadron arrived at Larissa, flown by Flight Lieutenant Charles Fry, Flying Officer Homer Cochrane, Pilot Officer Robert Higson Smith and 2nd Lieutenant H. H. Geraty. These together with eleven of the resident Gladiators were flown up to Yannina for further operations. From here Squadron Leader William Hickey led 14 aircraft on an offensive patrol over the Tepelene area at 15:05. Here many CR.42s and G.50s were encountered at around 15:30. In cloudy conditions a confusing combat took place with heavy overclaiming (especially from the RAF). The fighters from 80 and 112 Squadrons had returned at 17:05 and made claims for ten destroyed (9 CR.42 and 1 G.50) and five probables (1 CR.32, 3 CR.42 and 1 G.50). One of the Gladiators seems to have been shot down (the unknown pilot was safe) and two more Gladiators were damaged (Flight Lieutenant ’Pat' Pattle and Pilot Officer Robert Higson Smith).
Flight Lieutenant Pattle (Gladiator II N5832) claimed three CR.42s shot down, one into a hillside north of Delvinakion, one in flames from which the pilot baled out, and after his own aircraft had been hit in the main fuel tank and a wing strut, a third from which the pilot was also seen to bale out. He claimed a fourth as a probable when it poured black smoke. He then attacked a fighter, which he identified as a CR.32, which stalled into cloud, claiming this as a probable also. He reported:

“At 15.00 hours on the 4th December, 1940, 14 Gladiators of No. 80 Squadron and No. 112 Detachment took off from Juannuina landing ground to do an offensive patrol over the Tepelene area.
On the way to our patrol area a great number of aircraft were seen ahead of us over Delvinakion and Permedi areas. These aircraft consisted of our bombers and enemy fighters and bombers.
Our height was 7,500 ft.
The Squadron Commander leading the lower section turned towards a large formation of 27 enemy biplane fighters on our port side and was soon engaged.
Leading No. 3 Section I came up astern of a formation of 5 CR.42s and delivered a formation attack which was unobserved. The aircraft I attacked dived steeply towards the ground. I gave it two bursts and broke away but saw it flatten out about 2,000 ft above the ground. I dived again and this time after firing a few more bursts the E.A. crashed into the side of a hill a few miles north of Delvinakion.
On regaining height I found a member Squadron Ldrs. Flight (probably the C.O. himself) hard pressed with several CR.42s milling round him. Selecting a 42 just about to attack I had no difficulty in getting close behind his tail. After a few bursts his cockpit filled with smoke, and I observed flames spurting from his starboard side as he went down.
On turning round I found the sky filled with Gladiators and not a single E.A. in sight. The cloud base was only a few hundred feet above me so I climbed through and was amazed to find all the enemy fighters flying round in circles a thousand feet above me. Their tactics were obvious. They were hoping that the Gladiators would climb through the cloud to attack them and on emerging would be attacked from a superior altitude and probably unobserved.
As I emerged several fighters attacked me. I dived back into the cloud but unfortunately struck a thin patch and one E.A. attacking dead ahead managed to get a burst in, holing my main petrol tank, before I saw him. On my second attempt I managed to get within firing distance of a CR.42 which was flying immediately above me without being seen. I fired when slightly below and astern of him, the plane turned slowly to the right and I observed the pilot baling out. He appeared to almost strike my main plane as I passed him. The petrol streaming out behind me had attracted a certain amount of attention and I had again to resort to the cloud safety.
After several more attempts at penetrating the clouds I managed to get well clear of them and attacked a CR.42 at same altitude. After a short dog fight he went down through cloud in a spin with bluish black smoke pouring from him… this time a 42 attacking from Quarter damaged one of … with a well directed burst. I had several more dog fights but without success. One… spun down after one of the attacks but I am positive it was … to a stall as I spun soon afterwards. Lack of fuel in my … forced me to retire from the area and I landed at 16.15 hours.”

“The first CR.42 I destroyed by a short burst from almost dead astern after a short chase, and a few polished aerobatics on the part of the enemy. The second was a little more difficult but I finally got a long burst into the machine at the top of a loop. The enemy aircraft fell sideways and then burst into flames, it was gutted before it hit the ground. The first CR42 went into a hillside in a vertical dive and I saw the impact.
Gazing below I saw a monoplane flying very low across a snow clad mountain. I dived upon it and as my range closed I saw it to be a G.50. I opened fire and had a long burst at the aircraft and then pulled away. On sighting the aircraft again I saw it skidding violently sideways about 30 ft. up and heading for a hilltop over which there was no possibility of climbing. I was not able to witness the crash because I was distracted at that moment by machine gun fire from behind. A CR.42 was then on my tail. I rolled off the top of a loop and saw him no more.
I then returned to base.”

“I was No. 2 in the leading flight and considered that my position was most trying as a large formation of CR.42s passed over and just astern of my flight. I had to watch each flight of CR.42s pass my tail and gradually gain height on me. However although I was in an unfavourable position to attack, when my flight turned towards the enemy I picked out one of the many CR.42s coming towards me and fired, then dived below the enemy, turning around I saw a Gladiator being engaged by a 42. After taking the 42s attention off the Gladiator I got into a tight corner, having to do tight turns to keep clear. The Gladiator came to my assistance and I was able to get in a close deflection shot, from below and three quarter front.
The CR.42 went into a dive which I had no difficulty in following down and firing at it again, it finally crashed. I was short of ammunition so returned to base.
Examination of guns revealed three stopped with broken parts and one with stoppage.”

“I was No. 3 in formation led by F/L. Graham. Which was No. 4 flight in the Squadron formation. We were flying to the right, and above the rest of the echeloned flights.
On approaching Permeti, I observed 9 G.50s on our starboard beam. F/Lt. Graham then began to climb fast. We turned left, and I observed a fight developing on our left, and below us. At this time I observed the CR.42s diving. I was led into the attack, and after the first initial dive, lost sight of my leader.
I went after a CR.42 which turned in front of me, and gave a short burst. The E.A. climbed and then dived away. I could not follow as another 42 was on my tail. Yet another 42 was doing a beam attack on me. A Gladiator took the first E.A. off my tail, and I out manoeuvred the other. The enemy then dived for the ground, I could not close the range, so I gave several long range bursts, and must have done some apparent damage, for his speed decreased. He tried twisting and turning, all the time heading west towards Argyrokoston. The enemy dived towards a hill, probably in the hope that if he would pull up close to it, I should crash into it.
After a slight pull out, however, he crashed into the hillside at high speed.
I then climbed up again, and when about 15,000 ft, I saw a Gladiator going down on three engine bombers. I followed it down, and delivered one attack, which was futile, as I could not hold them. An order was given to return to base, which I did, landing at approx. 16.10 hours.”

“At 1500 hours on the 4th Dec, 1940, fourteen Gladiators of No. 80 Squadron and No. 112 Sqdn . Detachment, took off from Yannina landing ground to do an offensive patrol over Tepelene area, also covering own bombers.
When proceeding to patrol over area in the vicinity of Delvinakion, I sighted about 27 G.50’s slightly above and approaching to starboard. At the same time I sighted the C.O.’s Flight of 3 Gladiators going in to attack a large number of C.R. 42s to port.
I was leading No. 4 Section of Gladiators and I lead them towards the C.R. 42s. The G.50s passed by on the starboard beam and made no effort to attack, instead appeared to climb up above the clouds. I attacked one C.R. 42 and after a short engagement it broke away and dived away towards enemy territory. I then climbed rapidly towards two other C.R. 42s and they disappeared in the cloud later at about 11,000 feet. Also climbing I circled around in the base of the cloud and could see only two or three Gladiators, so climbed up through the cloud. On breaking through, I sighted numerous G.50s and C.R. 42s circling above. I climbed towards one C.R. 42 and it immediately climbed above and ahead of me – I was unable to get my sights on and it disappeared in the clouds at about 19,000 feet. Then another C.R. 42 dived down to attack me and I engaged it, I fired several short bursts and it half rolled and dived steeply. I followed it, firing, and it appeared to slow down, and then pulled slowly out of the dive and I closed right in, and got a long burst at it. It pulled slowly up, stalled and then fell away, falling out of control. I followed it down to the clouds at 12,000 feet before it disappeared still falling out of control. At that moment I sighted one G.50 diving down steeply to attack two Gladiators flying in formation in the top of the clouds. I warned them over the R/T. and they immediately spilt up and avoided the attack. I then attacked the G.50 getting several bursts – it used the usual tactics of diving away. However after several minutes I fired a burst and it pulled out of a dive and climbed steeply, I closed in and could see my incendiaries hitting the vicinity of the engine cowling. The G.50 then stalled and fell away going down in a steep spiral out of control, I followed it down but lost sight of it in the clouds. I circled around for several minutes and as I could see no other aircraft, I returned to base.”

“I was No. 2 in the 4th Flight (topmost). I sighted a large number of aircraft to Port Quarter ahead (CR.42s) some miles away and above us and also a number of G.50s passed us on the starboard beam.
Closing with the enemy I engaged a CR.42 which promptly dived for the ground. I followed him down for about 3-4 thousand feet but could not close/on him. I then climbed up and was attacked by a CR.42 from above but managed to evade him and get on his tail and give him several bursts from astern. He half rolled down and I was unable to keep my sights on him.
I managed to get my sights on him again at about 200 yds. And he went into a spin. I fired a few more bursts whilst he was spinning, but did not keep him in sight to the ground as there were a number of E.A. above and my attention was distracted.
I then went through the clouds (about 11,000 ft). On clearing it, saw 5 42s and 2 G.50s above me. I climbed but was unable to reach them. Although they had height on me, they seemed reluctant to attack. Eventually a G.50 dived on me. I evaded him and dived after him but could not get in effective range. I followed him down into the cloud and then lost sight, I climbed again and the above happened several times. The invariable tactics of the enemy was to dive from superior heights, their initial attack being unsuccessful to carry on diving.”

“I was No. 3 in a flight lead by F/L Pattle in vic formation when the approach of 27 CR.42s from ahead and to port and 6 or 9 G.50s from our starboard beam were observed.
F/L Pattle approached and attacked the leading flight of CR.42s and I picked out the E.A. on the left of the leader.
Closing to about 200 yards I fired a burst at the E.A. which immediately half rolled and dived vertically in a spiral. I followed the enemy down to about 500 ft. where the E.A. dived at the hill sides apparently in an attempt to cause me to crash.
Eventually after several short full deflection shots I was able to approach within about 50 to 100 yards firing a long burst as the E.A. turned along the side of the hill.
In order to avoid crashing into the hillside I then pulled sharply away losing sight of my target. When however I turned, the enemy had disappeared, so climbing over the hills as there were no more aircraft visible I returned to base.”

At 10:25 on 21 December 1940, 80 Squadron took off from Yanina for the front in Greece. They were led by Squadron Leader William Hickey and flew in three sections. The first comprised four aircraft and was led by Hickey, the second of three was led by Flight Lieutenant ’Pat’ Pattle and the third trio was led by Flying Officer Linnard.
Near Argyrokastron three enemy trimotor bombers were seen. They were identified as SM 79s, and then three more aircraft with twin tails were seen, recognized in this case as Fiat BR.20s. All six were in fact Cant Z.1007bis aircraft from the 47^o Stormo B.T. from Grottaglie. The Italian bombers were attacked by the Gladiators and Pattle believed that he had hit one.
At this moment however 15 CR.42s of the 160^o Gruppo appeared on the scene. Maggiore Oscar Molinari, the Gruppo commander, was leading these Italian aircraft on an offensive reconnaissance over Yannina, Paramythia and Zitsa. Seeing the bombers under attack by an estimated 20 Gladiators, the Italian attacked, joined by six other CR.42s from the 150^o Gruppo led by Capitano Luigi Corsini so that 80 Squadron pilots assessed the number of their opponents at 54!
After 25 minutes, the air battle broke up and eight of the British pilots returned to claim eight confirmed and three probably destroyed CR.42s and one probably destroyed BR.20.
Pattle (Gladiator II N5832) again wrote a long narrative of this combat:

“At 10.40 hours on the 21st December, 1940. 10 Gladiators led by S/Ldr. Hickey took off from Yannina to do an offensive patrol in the area between Tepelini area and the coast. The formation flew in one section of four and two sections of three echelon right, at a height of 10,000 feet.
On approaching the patrol line just North of Agyrokastron a formation of three enemy bombers were sighted, dead ahead. The “tally ho” was given and the Squadron prepared to attack, No. 1 Section leading. While approaching the bombers I (leading No. 2 Section) searched for escort fighters and in doing so, I saw a formation of three BR.20’s approaching the port beam. As these were in the more favourable position for attack I turned my section towards them at same time continuing to search for fighters. I saw the escort dead astern of us and about 10,000 feet above. I sent a warning over the R/T. giving the position of the fighters and opening up to full throttle attempted to engage the bombers before the escort intercepted us.
My section approached the bombers from quarter ahead attacking in line astern with each aircraft following his attack through the beam to quarter astern before breaking away. I gave the bomber a good burst but did not notice any damage as it continued on its way maintaining formation.
By time the C.R.42’s had arrived on the scene and as they dived down to attack us I counted nine sections of three aircraft. The aircraft of each section were in echelon right. Behind them another formation of approximately equal size was coming up making fifty four in all.
The fight then became a general melee and although I tried to keep touch with the rest of the Gladiators it was impossible to do so as I was forced to continuous evasive action against repeated attack of the 42’s in quick succession.
After each attack the enemy would climb for height while another would dive down to attack. In this way I was unable to climb up to their height as continuous evasive action made climbing impossible. At time two of these would attack together and very violent evasive action was necessary to prevent being shot up. For fully five minutes I was kept on the defensive without being able to fire a shot in return. I then noticed another Gladiator at the same height being harassed by a 42 on his tail. In between evading attacks from 42’s above me, I manoeuvred into a position behind this E.A. and fired at point blank range. The E.A. climbed vertically upwards, stalled and spun into the foothills a few miles North of Agyrokastron.
Realising that I was ineffective unless I reached the height at which the enemy were circling, I wriggled out of the fight and climbed to 20,000 feet south of Agyrokastron. With the sun behind me I approached nine 42’s who were circling the town at approximately 18,000 feet. I could not see any Gladiators and the fight seemed to be over.
I singled out the nearest 42 as my target but unfortunately when still about 300 yards away the pilot saw me and dived for the ground. I gave him a quick burst but did not do any noticeable damage.
The E.A. must have been on the point of leaving as the remainder by this time were on their way towards Tepelini. I circled Argyrokastron for a further five minutes but could not see any other aircraft so returned to base landing at 11.50 hours. On landing I discovered that Sgt. Gregory had received a wound in the right eye and F/O. Linnard was hit in the left leg. S/Ldr. Hickey and F/O. Ripley did not return from this engagement.
The Squadron confirmed 8 definitely shot down and 3 probable. The Greek forward troops however reported 19 42’s and 2 Gladiators crashed in the area North of Argyrokastron.”

“At 1050, ten Gladiators took off from Yannina on an offensive patrol, flying in three flights of four, three, and three aircraft. I was flying in No.3 in the third flight led by F/O Linnard.
On reaching the patrol line “Tally-ho!” was immediately given for three bombers seen going from west to east. The leading flight led by S/L Hickey immediately went into action. At the same moment three more bombers were seen approaching from our port beam. The leader of the second flight, F/L Pattle, immediately turned left and carried out a head-on attack, and my flight leader followed. I was able to get in a short burst before breaking away. On turning to follow, I observed a large formation of enemy C.R.42’s diving down from above. We immediately climbed to attack and a general dog fight started. I singled out one enemy aircraft who tried to dive away and dived down firing a burst at long range. He pulled up and I got in a full deflection shot from underneath and noticed flames coming from underneath his engine. The enemy aircraft went down out of control and finally hit the ground in flames. I then noticed a single Gladiator low down in a valley being attacked by five C.R.42’s. I dived down and engaged two of them and managed to get behind one and fire a long burst until it suddenly spun down out of control and crashed into the valley.
I was then attacked by more C.R.42’s who carried out frontal quarter attacks on me with the superior speed that could out-climb me. I carried out evasive action and noticed that the Gladiator below me was on fire and spinning down out of control [this was Squadron Leader Hickey’s aircraft]. I dived down towards it and saw the pilot leave the aircraft and use his parachute. I was again fired at by a C.R.42 from above who carried out his attack and then headed away North. When I again looked down I saw the Gladiator in flames on the ground with the pilot going down in his parachute. At the same time I saw a C.R.42 dive on the pilot and twin streams coming from behind his aircraft. I dived down and managed to get in a surprise attack, as he pulled away from the parachutist. I got on his tail and fired a long burst from a single fuselage gun until he turned over out of control and went straight down to crash in the valley. As I pulled up another C.R.42 came down very close to my machine, out of control, and crashed quite near to the burning Gladiator. I gained altitude and saw another Gladiator circling above me, and as I was short of ammunition, I joined formation and found the other pilot to be F/S. Richens, who had shot the C.R.42, which went past me. I noticed the position of the crashed Gladiator in respect to Argyrokastron and then returned to base. On landing I inspected my aircraft and found that my lower and upper starboard mainplanes had been hit twice by explosive bullets One of which had entered the wing ammunition tank and had exploded inside but had done no apparent damage to the structure of the mainplane. The fuselage was hit in several places but with no structural damage.”

“On December, 1940, I was No.2 in second flight of squadron of ten Gladiators led by S/Ldr. Hickey. At approximately 11.00 hours F/L. Pattle saw three enemy bombers to the North and three more approaching us from the West and endeavoured to lead his flight, of which I was right man, in a head on attack against the latter. Accordingly to plan, we went line astern and turned into them. They frustrated us by turning slightly right so we were forced to make a line astern front quarter round to the rear quarter attack. The escort on which we had been keeping a watchful eye then attacked. The Fiats came down in batches and eventually I found myself at about 4,000 ft. with two more Gladiators about 2,000 ft. below. Approximately seven C.R.42s were milling around, I saw one Gladiator go down in flames the pilot baling out. I then managed to pull round inside a 42 that came in front of me in a climbing turn. I gave him a very long burst and he went down in a very slow spiral. P/O. Vale confirms the destruction of this aircraft. The E.A. were rapidly dispersing and as there were none in the vicinity I joined P/O. Vale and returned to base.”

“On 21.12.40. a formation of ten Gladiators in three flights vic led by S/Ldr. Hickey, left Yannina to carry out an offensive patrol over the front.
I was flying No.3 in the second flight, led by F/Lt. Pattle.
As we arrived in the Agyrokastron area, two formations of three enemy aircraft were observed, one approaching from the West and one formation from the North.
As previously arranged we went into line astern, and F/Lt. Pattle lead in a head on attack at the three approaching from the West.
As we approached the enemy I observed the leading formation led by S/Ldr. Hickey heading for the other three bombers and also that the E.A. were escorted by about 27 C.R.42’s.
The E.A. turned slightly right as we approached, and the attack developed into a quarter ahead to quarter astern. I fired a long burst at close range but with no apparent effect.
I then followed my leader away and the Fiats came down in what appeared to be an undisciplined mass.
A Fiat then dived past me to attack my leader. I was able to get astern of him and at about 50 yards range fired a long burst, smoke appeared, and then the aircraft burst into flames, and dived steeply to earth.
The enemy aircraft the attacked singly, coming from above, but turning into them they were easily avoided and a position astern of them obtained as they dived past. On several occasions short bursts were fired in this manner at a range of about 300 yards.
One on occasion a Fiat appeared in front of me pointing vertically upwards and almost stalled, I fired a long burst with very little deflection closing rapidly to about 50 yards, the enemy went into a spin and was last seen spinning, and leaving a long trail of black smoke about 3,000 feet below.
As I left the scene of action I noticed three Fiats still circling at about 20,000 feet.”

“On the 21.12.40 ten Gladiators took off from Yannina at 10.30 hours to carry out an offensive patrol.
I was flying No.4 in the leading flight of 4 Gladiators. After about 30 minutes when over the Argyrokastron area I sighted three bombers dead ahead some 6 or 7 miles away. We went into line astern and carried out a beam attack on the nearest bomber. This did not seem to effect it very much. In the meantime the other two flights of Gladiators were attacking three more bombers some two miles away on our port quarter, when they in turn were attacked by about 50 C.R.42s. We left the three bombers who were now heading towards Albania and went to the assistance of the other Gladiators, who were now dog fighting with the CR.42s.
I attacked a CR42, firing several long bursts into it from about 100 yards range. It ceased taking evasive action, turned slowly over and went down in a spiral dive. I watched it go down about 3,000 feet but was then attacked by three or four more CR.42s, and consequently did not see it hit the ground, so I was unable to confirm it.
A hectic dog fight ensued with the other CR.42s. I was attacked from head on and quarter at the same time. As soon as I got anywhere near a 42s tail I was attacked by one or two others, and had to break it off to avoid their fire. I fired long bursts into most of them from somewhat awkward positions, they appeared more reluctant after this. I had now finished my ammunition so as soon as an opportunity arose I dived very steeply and returned to base.”

“I was flying in No.1 flight in No.3 position, after we had attacked a bomber formation of 3 B.R.20’s we broke away to find that Nos. 2 and 3 flights had already been attacked by escorting C.R.42’s. At this time there must have been two squadrons of 27 each attacking six Gladiators.
Diving down astern with my leader I observed a formation of three C.R.42 in vic diving towards the fight. I pulled up and trained my sights on the leader, as the range closed I put a long burst into the 42 until I had to put my nose down to go under the formation.
Turning round in a “stall turn” I observed the leader diving vertically whilst the remaining two had split, No.2 going up, No.3 down. As I had the advantage over the lower aircraft I decided to attack this first. He attempted to come up under me but as I was near to stalling, I had no difficulty in bringing my sight round to get in a deflection shot and then astern on him.
I followed him down, at the same time I observed the leading aircraft crash on a hill and burst into flames. This dive was very steep, so much so, that I very nearly hit the ground with the 42. When I pulled up sharply out of this dive the third 42 came past and then pulled up underneath me into such a position that we could both get in quick deflection shots.
This happened three times and each time we missed colliding by inches, so that after each attack I had to find him again, quite naturally this developed into a head on attack, the first of which I slid out of, but as the following attack was head on also I became rather worried and brought him into my sights, fired, ducked down behind my engine for cover, at the same time pulling back on the control column.
Immediately after this my right eye became warm and I found I had lost my sight in this eye. It took me some seconds to get used to this, as I would try to look towards the rear on the right side, but all I saw was the extensive damage to the centre section, starboard lower plane and a flying wire that had broken. I seem to remember at this point that he came at me from below and we had another deflection shot at each other, but as I had seen him so often in this position it may have stuck in my mind. However I do remember I decided that my position was desperate and I weighed up the ground that was to receive me below, then I was overcome by a wave of determination, possibly due to the fact that when I was hit and saw the blood I turned my oxygen on at full. I pulled up in a loop and rolled off the top into a tight turn back into the direction I had come from. I looked at my compass but it appeared blurred, although I could see the sun, I could not convince myself which direction to fly.
Diving down into the valley seemed to be the only means of escape. I was unable to look behind, as this brought on pain to my eye. At one period my sight was so blurred that I could not decide whether I was being chased by 42 or if it was anti-aircraft fire. Fortunately it was the latter. I discovered my position to be 10 miles north of Valona at 4,000 feet. As I could use only 1600 revs due to damage to rocker arm, causing excessive vibration, it took 40 minutes to return to base, where a landing was made under difficulties due to damage to eyesight and to undercarriage.”

“The Gladiator was flat-spinning too. Suddenly the pilot hurled out of the cockpit like a black ant and the white burst of his parachute spreading in a puff … the parachute burst into flames and the sudden black smudge as its slow speed became a lightning streak of charred smoke and the black figure of the Gladiator pilot hurtling two thousand feet down to the black earth.”

“Enemy fighters used a definite plan of attack. Attacking from superior height they maintained that height by attacking the Gladiators singly and in quick succession and climbing after each attack. The Gladiators, forced to evade, were unable to climb.”

Linnard was promoted to the war substantive rank of Flight Lieutenant on 20 July 1941 (gazetted on 29 August 1941).

In November 1941, he was posted to command 274 Squadron.

At 10:45 on 7 December, ten Ju 87s took off with the escort of 16 Bf 109s and twelve MC.200s to attack concentrations of motor vehicles 16 km to the south-east of Bir El Gobi.
The MC.200s were ten fighters from the 153^o Gruppo that had taken off at 10:50, together with two photo-reconnaissance MC.200s.
Immediately after the dive they were attacked by about thirty enemy fighters and Maresciallo Vittorino Daffara reported:

“On 7 December, I took off from Derna airport with aircraft Macchi 200 N^o 5841 leader of the last section within the Gruppo led by Maggiore Favini (Ace of Clubs Group) to carry out an escort and the following photo-and-film shooting of the Stuka bombardment of the Bir El Gobi zone.
Once I was over the target at an altitude of 4000 metres at 11:30, I distanced myself from the Gruppo (followed as always by my wingman) so as to be better able to make the photo-and-film shooting.
I began to go down immediately after the Stukas and shot the bombardment carried out by them reaching an altitude of 500 metres.
Once I had taken the shot, I made an about turn and got onto the return route trying to catch up with the Group of Macchis that had in the meantime made off involved as they were in escorting the Stukas.
At the same time I observed a formation of about 30 aircraft of the Hurricane and P-40 type higher up, they were already diving down towards the Stukas to attack them. On being unable to warn the Commander of the Macchi formation of the presence of the enemy aircraft, I tried to stop them from carrying out their manoeuvre by rapidly gaining height and so swooping down from behind them.
I managed to carry out the manoeuvre and got on their tail. I machine gunned a Hurricane that was attacking a Stuka. Instantly the British pilot broke off the attack and made off still followed by me towards his territory. A little later I abandoned him to regain contact again with the Stukas. In this very instant, however, I noticed that another Hurricane was trying to attack a Stuka that had broken away from the formation. The greater height I was at enabled me to carry out my manoeuvre before him and get onto his tail so that I machine-gunned his aircraft successfully. The enemy seeing that he was being pursued and the object of my rounds started a rapid dive so as to come within a few metres of the ground followed as always by me, until with an abrupt manoeuvre similar to a spin his plane crashed into the ground at about 20 km north west of Bir El Gobi.
Therefore I reached the Stukas in time to machine-gun another Hurricane whose pilot had to change his plans and make off. I regained the altitude of 800 metres to feel more secure which was still above the Stukas that were flying a few metres from the ground. All of a sudden my attention was seized by the combat in which a Hurricane and a Macchi 200 were engaged. It just so happened that the Macchi had dragged the enemy into my immediate vicinity, so I considered that I was opportune to take him on, especially as I was a few metres higher and very fast. I fired some concentrated bursts at his tail while he tried to get out of harm's way by diving and going from side to side until some light whitish smoke came from the aircraft, he slowed down the speed of his plane so much that I had to close down almost all my plane’s engine so as not to pass him. Therefore he landed somewhat abruptly without the undercarriage in the Giof el Baar area (south-west of El Adem).
I got back with the Stukas in time to see that one of them was trying to make an emergency landing in the desert in the enemy zone.
I again machine gunned another Hurricane that was attacking other Stukas but without seeing the effect.
Finally the remaining enemy aircraft made off in the vicinity of El Gazala There was nothing else happening so I landed at Derna airfield at 12:50 after a two-hour flight.”

“I was leading the Sqn. on a bearing which the R/T station had given me and when at 9000 feet my attention was attracted by spurts of dust on the ground produced by fire on the formation. I saw a formation of enemy fighters and bombers some 5000 feet below. At this moment I discovered a top cover of Me 109s. They were moving into a position able to deliver an attack upon our formation. I warned the rest by means of the R.T.
The port section of four covered my section and the starboard section while we were going down to attack the lower fighters and bombers. One of these fighters was engaged by myself and after three short bursts delivered by me, the fighter, a Mc.202, which commenced to smoke after the second attack, nosed over after the the third attack to a practically vertical dive earthwards until it impacted and exploded. In conclusion 6 Me 109s made an attempt to assist the fellow I was attacking by coming in a screaming dive through us on their way home.”

At 10:40 on 8 December, eight MC.202s from the 9^o Gruppo led by Capitano Ezio Viglione Borghese (96^a Squadriglia) commenced a patrol of the Ain el Gazala-Trigh Capuzzo-Tobruk area. They were followed by eleven MC.202s from the 17^o Gruppo (six from the 71^a Squadriglia, two from the 72^a Squadriglia and three from the 80^a Squadriglia), which took off at 11:30 to protect the coastal road between Ain el Gazala and Tobruk. These Macchis flew in vics disposed in echelon right at the height of 4000 metres.
It seems that both formations encountered the same Allied formation, which comprised 18 Blenheims drawn from two squadrons, escorted by Hurricanes from 274 and 1 SAAF Squadrons.
The situation at this time was very confusing. However, at 10:30, 84 Squadron Blenheims took off, targeting a very important concentration of vehicles in the area of El Adem. Cover was granted by eleven Hurricane IIB from 274 Squadron (take-off at 11:30), together while others from 1 SAAF Squadron (take-off at 11:30) were up to escort 18 Blenheims targeting the area of El Adem. The mission was considered very successful because 53 vehicles (of some 250 reported) were thought to be destroyed.
5-10 miles south-west of El Adem, 274 Squadron pilots saw a reported 30 Axis fighters; Bf 109s, MC.200s and MC.202s, coming from south-east while 1 SAAF Squadron continued to fly towards base with the bombers without seeing the enemy fighters. 274 Squadron, even if they thought to be heavily outnumbered, engaged the enemies. The Commonwealth pilots reported that the Macchis preferred to dogfight with the Hurricanes while the Bf 109s dove continuously.
The 9^o Gruppo attacked first and back at base, they reported they had met a dozen Hurricanes that were strafing Italian vehicles. The head of the Italian formation led the attack and Sottotenente Jacopo Frigerio (97^a Squadriglia) attacked four enemy fighters at several times; he then had to land at Z because his Macchi had run out of fuel. On spotting the enemy aircraft, Sottotenente Giovanni Barcaro (97^a Squadriglia) closed in to Capitano Viglione to warn him and together they attacked and shot down one enemy aircraft in flames. He subsequently fired on four more aircraft (totally using 184 rounds) before landing at Z.2 for refuelling. Maresciallo Otello Perotti (97^a Squadriglia) fired on two enemy aircraft (using 263 rounds) but couldn’t observe the effects. He landed at Z for refuelling and claimed a probable Hurricane. Another two enemy aircraft were claimed by Sergente Maggiore Bruno Spitzl (96^a Squadriglia) and Vittorio Pozzati (96^a Squadriglia). Tenente Fernando Malvezzi (96^a Squadriglia) hit a P-40 with a long burst but couldn’t assess the result because he was attacked from behind by another P-40.
Altogether, the 9^o Gruppo, which returned to base at 12:00, claimed four destroyed (Spitzl, Pozzati, Sergente Alfredo Bombardini (97^a Squadriglia) and the shared between Capitano Viglione and Sottotenente Barcaro). Ten more Hurricanes were claimed as damaged (three by Sottotenente Barcaro, two by Maresciallo Perotti, four by Sottotenente Frigerio and one by Malvezzi). Sergente Bombardini’s fighter (MM7739) was damaged and had to land at Ain el Gazala but the airfield had to be evacuated and the Macchi had to be destroyed there.
As 274 Squadron sought to return to base, they were hit by the 17^o Gruppo, which had taken off at 11:30 with eleven MC.202 (six from the 71^a Squadriglia, two from the 72^a Squadriglia and three from the 80^a Squadriglia) for a protective patrol of Axis troops retreating along the coastal strip between Ain el Gazala and Tobruk. The Macchis, keeping a wedge patrol formation on the right wing at an altitude of 4,000m, reported that they at 12:00 met a formation of fighters, claiming six of them shot down (Tenente Renato Talamini (80^a Squadriglia) (Hurricane), Sottotenete Renato Bagnoli (80^a Squadriglia) (Tomahawk), Tenente Mario Carini (72^a Squadriglia) (Hurricane), Sottotenete Vittorio Bacchi Andreoli (71^a Squadriglia) (Tomahawk), Maresciallo Achille Martina (71^a Squadriglia) (Tomahawk) and Sottotenete Guido Modiano (72^a Squadriglia) (Hurricane). Sottotenente Ottorino Capellini (71^a Squadriglia) and Sergente Maggiore Mario Host (80^a Squadriglia) claimed a probable Tomahawk each. Totally the 71^a Squadriglia used 1270 rounds of ammunition while the 80^a Squadriglia used 1870. Tenente Carini (MM7758), hit in the cooling system, crash-landed near Bir le Fa while Tenente Talamini’s MC.202 was damaged in the left wing. The Italian fighters were back between 12:50 and 12:55.
The hard-pressed 274 Squadron claimed one Bf 109, one MC.202 (both by Sergeant James Dodds (Hurricane Z2835)) and two probables (Sergeant Robert Henderson (Z5367) and Sergeant R. H. N. Walsh (Z5435) and five damaged (between Squadron Leader Linnard (Z5064) (two MC.200s), Pilot Officer Patrick Moriarty (Z4015) (two MC.202s) and Pilot Officer George Keefer (BD880) (one Bf 109)).
Three Hurricanes were lost with one being seen going down vertically and one in flames. 26-year-old Flight Lieutenant Owen Vincent Tracey (RAF no. 42774) (Hurricane IIb BD885) and Sergeant Haines (Hurricane IIb Z5066) were missing while Sergeant John Paterson McDonnell was hit during the combat and crash-landed at Tobruk writing off his Hurricane IIb BE347. A fourth Hurricane IIb (Z5130) flown by Pilot Officer Thompson was also forced to land in Tobruk. 84 Squadron recorded that the escort lost four aircraft of the twelve present.
It is necessary to point out that the combat area reported in the documents of 274 Squadron and the 17^o Gruppo are different, however errors and misidentifications of locations were always possible and there were no matching German claims. For this reasons it seems likely that 274 Squadron fought against the 17^o Gruppo. The identification of Italian fighters as the opponents of 274 Squadron during this combat seems to be corroborated also by the account of Squadron Leader Linnard who while engaged by a Bf 109, saw a MC.200 attacking a Hurricane, both aircraft making steep turns and losing height. Linnard shook free from his own combat and tried to shot the Macchi off the other Hurricane’s tail, but was too late, bullets from the Italian fighter, which was turning inside the Hurricane, striking the area of the cockpit. The stricken aircraft then turned over at low level and dived into the ground several miles south of El Adem, bursting into flames. A little later squadron personnel met South African soldiers who reported that they had found a grave beside a wrecked Hurricane, and that on this was a flying helmet and the identity disc of Flight Lieutenant Tracey; it therefore seems probable that he had been the victim of the Macchi. The 20^o and 153^o Gruppi, which flew radial engined fighters, didn’t meet any Commonwealth fighter during the day even if they escorted Stukas three times and the MC.202 was a new machine in North Africa skies, easy to be confused with other types. It is interesting that 1 SAAF Squadron wasn’t aware of the combat. The number of enemy fighters estimated by 274 Squadron leads to think that probably other Axis fighters were up together with the MC.202s, in fact they could had been 15 Bf 109s that at taken off at 11:45 to escort Ju 87 even if they didn’t record encounters with enemy fighters.
It is also possibly that 80 Squadron was involved in this combat since Hurricane IIs of 80 Squadron had taken off at 10:55 from LG 133 to attack axis vehicles in the Acroma area. 40 of them, going west, were discovered and bombed by all Hurricanes. Afterwards six of these dived for strafing while the rest of the formation remained high to give cover. This high section attacked a formation of twelve enemy fighters (Bf 109s and MC.202s) protecting fighter-bombers that could go on with their action. Back at base the returning pilots were very pleased by the outcome of the action where they had claimed two Bf 109Fs confirmed (Flying Officer R. Reynolds (Z4801) and Sergeant Frank Mason (Z4786)) and a MC.202 probable and two damaged (Sergeant G. H. Whyte (Z4714)) without suffering any loss. It is possible that these were in combat with the 9^o Gruppo, which reported ground-strafing Hurricanes.

274 and 1 SAAF Squadrons commenced sending out pairs of Hurricanes at short intervals on ‘rhubarbs’ in the afternoon on 13 December. The first pair of Squadron Leader Linnard (Hurricane IIb Z5064) and Pilot Officer ‘Wally’ Conrad (Z4000) from 274 Squadron took off at 16:00 and claimed a shared Ju 87 in the Gazala-Tmimi area. They were back at base at 17:50.

Linnard received a DFC on 20 January 1942.

Early in the afternoon on 24 January eight MC.202s of the 6^o Gruppo and ten MC.200s of 150^o Gruppo escorted three Ju 87s of 209^a Squadriglia, Luftwaffe Ju 87s and seven CR.42s of 3^o Gruppo to attack Msus; one Italian Ju 87 returned early due to engine trouble.
At 1415 six Hurricanes of 274 Squadron had taken off to fly to Msus. Between Mechili and Msus the pilots reporting meeting 30 Axis aircraft including Ju 87s and various Italian fighter types, which they engaged despite being heavily outnumbered. Sergeant James Dodds (Z5435) claimed a CR.42 and a Ju 87, Squadron Leader Linnard (Z5316) claimed a Ju 87 and a damaged MC.200 and Sergeant Worthington (Z5381) claimed a Ju 87 and a second as a probable. Flight Lieutenant Andrew Smith (DG631) attacked two MC.200s, claiming one of them and damaging the second while Flight Lieutenant “Bags” Playford (Z5446) claimed a probable Ju 87. Pilot Officer Patrick Moriarty (Z4015) claimed a Ju 87 and a CR.42 and also claimed two additional Ju 87s as probables but was hit himself, crash-landing 24km west of Msus, returning to the squadron later.
Having completed their attacks when the Hurricanes appeared, both returning Italian Ju 87s were hit, one force-landing (WNr 5927) in British-held territory where the crew (pilot Capitano Gualtiero and gunner Avieri Matteo Palumbo) destroyed their aircraft before becoming PoWs. At least two German Stukas (both from 3./StG 3) were also lost, one crew being killed and the other captured. According to StG 3’s records a third aircraft was also shot down, the crew being reported missing, although it would appear that they subsequently returned on foot since they were not listed as casualties. Meanwhile, the remaining Italian Ju 87 managed to limp back to El Merduna. Two of the CR.42s (both from 155^a Squadriglia) were also lost (though Italian records listed these as falling to AA fire), the pilots (Sergente Valeriano Bolognesi and Sergente Augusto Mannu) of these both also becoming prisoners. The escorting pilots of 150^o Gruppo claimed hits on several P-40s but made no specific claims.

On 11 February, he was promoted Wing Commander.

At 13:15 on 12 February, Wing Commander Linnard led 73 and 274 Squadrons on a patrol over Tobruk where Ju 87s with escorting fighters were intercepted north-east of the town. 274 Squadron and the wing leader returned claiming four of the dive-bombers shot down plus two damaged; Wing Commander Linnard (Hurricane IIb Z5604) claimed two Ju 87 destroyed, Pilot Officer Walter Conrad (BG631) claimed one and one damaged while Sergeant J. P. MacDonnell (DG204) also claimed one and one damaged. Sergeant Robert Henderson (Z5381) claimed a damaged Bf 109 while Flight Lieutenant Andrew Smith (BD821) claimed a destroyed MC.200 (no Italian fighter were actually lost).
However, the squadron was hard hit and four Hurricanes were lost. Sergeant C. R. Parbury (safe) was reportedly shot down by Flak as was Sergeant Henderson (also safe), who reported being hit by Flak twice before crash-landing south of Tobruk. Two pilots were killed with Flight Lieutenant Smith (RAF no. 41072) crashing into the sea after having been seen to shoot down an MC.200 just before his demise and Danish 23-year-old Pilot Officer Sven Erik van der Aa Kühle (RAF no. 120061) diving inverted into the sea in DG616.
Meanwhile the 12 Hurricanes of 73 Squadron returned unscathed, Warrant Officer H. D. Price claiming a Bf 109 shot down over Tobruk – although none were listed as lost.
Leutnant Hans-Joachim Marseille of 3./JG 27 had attacked 274 Squadron’s Hurricanes, claiming four shot down (reported as P-40s) in eight minutes; one 13:30 10km north-west of Tobruk, one 13:32 20km north-west of Tobruk, one 13:32 23km north-west of Tobruk and one 13:36 35km north-west of Tobruk. A fifth ‘P-40’ was claimed by Oberleutnant Ernst Düllberg of 5./JG 27 at 300m altitude 10-15km north of Tobruk at 13:25 (it is possible that this was against Fulmar II X8685 of Royal Navy Fulmar Flight which was shot down while patrolling over the coast above shipping heading for Tobruk). It is also possible that a sixth P-40 was claimed in this combat since Oberfeldwebel Franz Woidich of 5./JG 27 claimed one unconfirmed 15km south-west of Fort Acroma during the day.
The attacking formation of Ju 87s, briefed to bomb shipping in Tobruk harbour, was comprised mainly of aircraft from StG 3 but incorporated a pair of Italian-flown Ju 87s of 209^a Squadriglia BaT (take-off 12:25). Two of the German aircraft from 3./StG 3 were shot down with the loss of the crews (Ju 87R-2 WNr 6239 S1+EL shot down over Tobruk with Oberleutnant Heinrich von Stromberg/Unteroffizier Bernhard Goets KIA and Ju 87-R-2 WNr 6149 S1+BB shot down 15km north-west of Ain el Gazala with Feldwebel Kurt Flath/Unteroffizier Alfred Braun MIA), while one from the Italian unit was damaged (Sottotenente Giovanni Comici safe). The gunner in the other (Avieri Sc. Enrico Terzoli) claimed what he identified as a P-40 damaged, seeing this trailing smoke. These crews reported that their formation had been attacked by about 40 Hurricanes and P-40s!

Linnard then left to take command of 1 Middle East Fighter Training School at El Ballah in the Canal Zone, which was renamed RAF (ME) Central Gunnery School a year later. He remained with this unit until May 1943.

Posted back to the UK, he served with 12 Group at Watnall from January to May 1944, but was then sent out to Australia, where he commanded 54 Squadron from 27 July 1944 to January 1945.

Linnard ended the war with 2 biplane victories and a total of 6 and 1 shared destroyed.

Sidney Linnard in the cockpit of one of 80 Squadron's Gladiators.
Image kindly via Steve Mazzarelli.

After the war, he remained in the RAF.

On 1 July 1946, he was commissioned as Squadron Leader on extended service (gazetted on 20 August 1946) with seniority from 1 January 1945.

He was based at West Raynham from 1948 to 1951. He then rejoined HQ, 12 Group, until 1954, before serving at Locking from 1955-1959.

He retired as a Wing Commander on 16 February 1960.

Linnard died during the 1980s.

Claims:

Kill no.	Date	Time	Number	Type	Result	Plane type	Serial no.	Locality	Unit
	1940
1	08/08/40	18:00-19:10	1	CR.42 (a)	Destroyed	Gladiator I	K8017	El Gobi area	80 Squadron
2	08/08/40	18:00-19:10	1	CR.42 (a)	Destroyed	Gladiator I	K8017	El Gobi area	80 Squadron
	19/11/40	14:10-	1	CR.42 (b)	Probable	Gladiator		Koritza area	80 Squadron
	19/11/40	14:10-	1	CR.42 (b)	Probable	Gladiator		Koritza area	80 Squadron
	04/12/40	15:35	1	CR.42 (c)	Probable	Gladiator II		Argyrokastron	80 Squadron
	19/12/40		1	S.79	Damaged	Gladiator		Yanina	80 Squadron
	1941
3	07/12/41		1	MC.200 (d)	Destroyed	Hurricane IIb	Z5064	El Adem-Tohoule	274 Squadron
	07/12/41		1	MC.200 (d)	Probable	Hurricane IIb	Z5064	El Adem-Tohoule	274 Squadron
	07/12/41		1	MC.200 (d)	Damaged	Hurricane IIb	Z5064	El Adem-Tohoule	274 Squadron
	08/12/41	11:30-12:55	1	MC.200 (e)	Damaged	Hurricane IIb	Z5064	SW El Adem	274 Squadron
	08/12/41	11:30-12:55	1	MC.200 (e)	Damaged	Hurricane IIb	Z5064	SW El Adem	274 Squadron
	13/12/41	16:45-17:50	1/2	Ju 87	Shared destroyed	Hurricane IIb	Z5064	Gazala-Tmimi area	274 Squadron
	1942
4	24/01/42	14:15-15:25	1	Ju 87 (f)	Destroyed	Hurricane IIb	Z5316	Mechili-Msus	274 Squadron
	24/01/42	14:15-15:25	1	MC.200 (f)	Damaged	Hurricane IIb	Z5316	Mechili-Msus	274 Squadron
5	12/02/42	13:15-14:00	1	Ju 87 (g)	Destroyed	Hurricane IIb	Z5064	NE Tobruk	274 Squadron
6	12/02/42	13:15-14:00	1	Ju 87 (g)	Destroyed	Hurricane IIb	Z5064	NE Tobruk	274 Squadron

Biplane victories: 2 destroyed, 3 probable 1 damaged.
TOTAL: 6 and 1 shared destroyed, 4 probable 5 damaged.
(a) Claimed in combat with 9^o and 10^o Gruppi C.T., which lost 4 CR.42s, 4 fighters force-landed (it seems that all were later recovered) and one pilot KIA while claiming 5 and 2 probable Gladiators. 80 Squadron claimed 14 and 6 probably destroyed while losing 2 Gladiators and 1 pilot.
(b) Claimed in combat with CR.42s from the 160^o Gruppo and G.50bis from the 24^o Gruppo, which lost 3 CR.42s and 1 G.50bis and 1 damaged CR.42 while claiming 1 and 2 probable Gladiators. 80 Squadron claimed 6 destroyed and 2 probables CR.42s and 3 G.50bis destroyed with 1 damaged Gladiator.
(c) Claimed in combat with CR.42s from the 150^o Gruppo and G.50bis from the 154^o Gruppo. The 150^o Gruppo C.T. lost two CR.42s (Tenente Alberto Triolo and Sottotenante Paolo Penna KIA) while the 154^o Gruppo claimed two Gladiators shot down. 80 Squadron and 112 Squadron detachment claimed ten destroyed (9 CR.42 and 1 G.50) and five probables (1 CR.32, 3 CR.42 and 1 G.50). One of the Gladiators seems to have been shot down (the unknown pilot was safe) and two more Gladiators were damaged.
(d) Claimed in combat with 153^o Gruppo and I. and II./JG 27, which claimed 9 fighters and 8 probables while losing 1 Bf 109 and 5 MC.200 and 1 damaged (3 pilots KIA and 1 PoW). 1 Ju 87 from 5./StG 2 was lost. The Hurricanes from 1 SAAF and 274 Squadrons claimed 6 fighters destroyed, 2 probably destroyed and 3 damaged, and 2 Ju 87s (one on the ground) and 1 damaged while losing 6 Hurricanes and 2 damaged (4 pilots KIA and 1 PoW).
(e) Possibly claimed in combat with the 9 and 17^o Gruppi, which claimed 10 fighters, 2 probables and 10 damaged while losing 1 MC.202 and getting two damaged. 80 and or 274 Squadron claimed 4 enemy fighters, 3 probables and 7 damaged while losing 4 aircraft.
(f) 274 Squadron claimed 4 and 4 probably Ju 87 destroyed, 2 CR.42s and 1 and 2 damaged MC.200 while losing 1 Hurricane (pilot safe). Axis losses included three Ju 87s and two CR.42s.
(g) Claimed in combat with Ju 87s from StG 3 and 209^a Squadriglia BaT., which lost 2 Ju 87s and got 1 damaged. 274 Squadron claimed 4 shot down and 2 damaged.

Sources:
53^o Stormo - Marco Mattioli, 2010 Osprey Publishing, Oxford, ISBN 978-1-84603-977-5
Ace of Aces: M T StJ Pattle - E C R Baker, 1992 Crécy Books, Somerton, ISBN 0-947554-36-X
Aces High - Christopher Shores and Clive Williams, 1994 Grub Street, London, ISBN 1-898697-00-0
Aces High Volume 2 - Christopher Shores, 1999 Grub Street, London, ISBN 1-902304-03-9
A History of the Mediterranean Air War 1940-1945: Volume One – Christopher Shores and Giovanni Massimello with Russell Guest, 2012 Grub Street, London, ISBN 978-1908117076
Air war for Yugoslavia, Greece and Crete - Christopher Shores, Brian Cull and Nicola Malizia, 1987 Grub Street, London, ISBN 0-948817-07-0
Ali d'Africa - Michele Palermo and Ludovico Slongo, 2009 IBN Editore, ISBN 88-7565-060-8
Desert Prelude: Early clashes June-November 1940 - Håkan Gustavsson and Ludovico Slongo, 2010 MMP books, ISBN 978-83-89450-52-4
Fiat CR.42 Aces of World War 2 - Håkan Gustavsson and Ludovico Slongo, 2009 Osprey Publishing, Oxford, ISBN 978-1-84603-427-5
Fighters over the Desert - Christopher Shores and Hans Ring, 1969 Neville Spearman Limited, London
Flight Global
GORIZIA ed il QUARTO STORMO
Gladiator Ace: Bill 'Cherry' Vale, the RAF's forgotten fighter ace - Brian Cull with Ludovico Slongo and Håkan Gustavsson, 2010 Haynes Publishing, ISBN 978-1-84425-657-0
Gloster Gladiator - Alex Crawford, 2002 Mushroom Model Publications, ISBN 83-916327-0-9
Gloster Gladiator Home Page - Alexander Crawford.
Hurricanes over Tobruk - Brian Cull with Don Minterne, 1999 Grub Street, London, ISBN 1-902304-11-X
La Battaglie Aeree In Africa Settentrionale: Novembre-Dicembre 1941 – Michele Palermo, IBN, ISBN 88-7565-102-7
Le Giovani Aquile – Antonino Trizzino, 1972 Longanesi, Milano, (narration by Guglielmo Biffani at GORIZIA ed il QUARTO STORMO) kindly provided by Ludovico Slongo
Quelli del Cavallino Rampante - Antonio Duma, 1981 Editore Dell'Ateneo, Roma, kindly provided by Ludovico Slongo
Spitfire International – Helmut Terbeck, Harry van der Meer and Ray Sturtivant, 2002 Air-Britain (Historians) Ltd, Kent, ISBN 0-85130-250-5
The Commonwealth War Graves Commission
The Desert Air War 1939 – 1945 – Richard Townshend Bickers, 1991 Leo Cooper, London, kindly provided by Ludovico Slongo
The London Gazette
Additional information kindly provided by Stefano Lazzaro, Michele Palermo and Ludovico Slongo