Pilots of 80 Squadron in early 1941 somewhere in Greece.
(Left to right) Sergeant Edward Hewett, Pilot Officer William Vale, Flying Officer P. T. Dowding, Flying Officer F. W. Hosken, Flying Officer Trevor-Roper (84 Squadron), Flight Lieutenant "Pat" Pattle, Flying Officer Flower and Pilot Officer J. Lancaster.

Flower was granted a short service commission in December 1938, being confirmed as a Pilot Officer on 3 September 1939.

Posted out to Egypt, he joined 80 Squadron in December 1939.

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.
‘C’ Flight included Flight Lieutenant Ralph Evers-Swindell, Flying Officer Peter Wykeham-Barnes, Flying Officer Harold Sykes, Pilot Officer Frankie Stubbs, Pilot Officer Flower, Sergeant George Barker, Sergeant J. H. Clarke, Sergeant Edward Hewett and Sergeant Kenneth Russell Rew.

During the night of 21-22 June, a formation of twelve Savoia Marchetti S.81 bombers of the 39^o Stormo B.T. based on Rhodes, in the Aegean Islands, took off and attacked Alexandria in clear moonlight during the first hours of 22 June.
Five aircraft of 80 Squadron took off from Amriya, but failed to intercept and were fired on by their own anti-aircraft defences; the involved pilots were Flight Lieutenant 'Pat' Pattle, Flight Lieutenant R. V. Evers-Swindell, Flying Officer 'Heimar' Stuckey, Flying Officer John Lapsley and Pilot Officer Flower.
On the return flight one of the Italian bombers exhausted all the fuel and was forced to ditch. It went down 45 miles south of Rhodes and the crew was rescued five hours later by an Italian flying boat.

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 Pezz (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 Pezz 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 Pezz 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 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 Sidney 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.”

On 25 August, Flower was supposed to fly Gladiator K8017 to Fuka and he took off at 12:25.
At 13:35 he force-landed 15 miles south-west of Fuka. He was unharmed and the aircraft was recovered by 51 RSU and returned to 80 Squadron on 15 September.

Flower was promoted to Flying Officer in September 1940.

On a mission between 07:55-09:55 on 21 October, ‘A’ Flight from 80 Squadron with six Gladiators ground strafed motor vehicles and personnel between Bug Bug and Solum. Two vehicles were set on fire and a number of others damaged. All aircraft returned safely. Partaking pilots were Flying Officer George Kettlewell (K5858), Pilot Officer Harold Sykes (N5812), Flying Officer Flower (K8009), Pilot Officer Vincent Stuckey (who took off 10 minutes after the others in K8017), Sergeant Edward Hewett (K8021) and Sergeant Donald Gregory (K8025).

He accompanied the squadron when it moved to Greece.

Taking off at 09:30 on 28 November 1940, eight Gladiators from 80 Squadron's 'A' Flight flew a fighter mission led by Flight Lieutenant Edward Jones (N5816). Pilots also taking part were Flying Officer W. B. Price-Owen (N5788), Flying Officer H. U. Sykes (N5812), Pilot Officer Flower (N5854), Sergeant Donald Gregory (N5776), Pilot Officer Johnny Lancaster (N5817), Flight Lieutenant George Kettlewell (N5858) and Flying Officer F. W. Hosken (N5785).
Over Delvinakion they reported meeting 20 CR.42s. This was in fact ten aircraft of 150^o Gruppo C.T. led by Capitano Giorgio Graffer, CO of the 365^a Squadriglia.
In the ensuing dogfight Flying Officer Sykes and Sergente Corrado Mignani collided, both pilots being killed. Flight Lieutenant Jones, after claiming two CR.42s shot down off the tails of fellow pilots, had his Gladiator badly shot-up, his instrument panel smashed, and a bullet wound in his neck. He was escorted back to Yanina by Sergeant Gregory, where he managed to land safely. Sergeant Gregory claimed three destroyed CR.42s in this combat. Flying Officer Flower’s Gladiator was also shot-up but believed he had shot down one CR.42 first. Flying Officer Price-Owen s and Flying Officer Hosken s Gladiators were also damaged, but both pilots also claimed one probable CR.42 each. The Gladiators returned individually to base and landed between 10:25 and 11:15. Flight Lieutenant Jones was flown to hospital in Athens for treatment of his wounds.
Apart from Mignani, two more CR.42s were lost, Graffer - one of the most successful Italian fighter pilots of the war thus, with five victories credited to him - being killed, while Sergente Achille Pacini baled out. Maresciallo Guglielmo Bacci's and Sergente Bruno Zotti s CR.42s were damaged and both pilots were wounded but managed to return to base. Four Gladiators and one probable were claimed shot down.

At 10:30 on 9 February 1941, Squadron Leader "Tap" Jones led off 14 of 80 Squadron's Gladiators on an offensive patrol over the Tepelene area. They took off in four sub-flights led by Jones, Flight Lieutenant "Pat" Pattle, Flying Officer 'Shorty' Graham and Flight Lieutenant "Timber" Woods. During the take-off Flying Officer W. B. Price-Owen, in the last section, experienced engine stoppage as his Gladiator became airborne and he was forced to glide back to the airfield.
Near Tepelene a trio of S.79s were seen, but lost in cloud. It is however possible that Pilot Officer William Vale claimed that he damaged one of these since he did claim one damaged during the day.
Jones took the Squadron round in a wide arc just north of Kelcyre and led them back towards Tepelene. His engine had been running rough for the last fifteen minutes and now it was beginning to vibrate. He called Pattle over the radiotelephone and told him to take over the lead. Then he throttled right back to ease the shuddering. Within a few seconds he was joined by Flying Officer Flower, who was also having trouble with his engine and together they flew back to Yanina.
Meanwhile, the Squadron continued their patrol and just before midday five CR.42s were seen far away off the port beam by Pattle, followed by many more, 30-40 being reported. In fact there were just 16 fighters of the 150^o Gruppo, led by Capitano Edmondo Travaglini, commander of the 365^a Squadriglia. The Italian pilots also overestimated the opposition, identifying the eleven Gladiators as 20 strong.
Many individual dogfights developed between Tepelene and Argyrokastron. Pattle shot down one Fiat CR.42, which crashed into the ground at speed on the outskirts of Tepelene, while Flying Officer Nigel Cullen put four bursts into another and reported seeing it crash into the hillside and burst into flames. The Squadron returned to claim four definitely shot down and three probables, but the Greek authorities provided confirmation next day that all seven had crashed, and victories were credited to Flight Lieutenant George Kettlewell, Pilot Officer Vale, Pilot Officer C. H. Tulloch, Sergeant Donald Gregory and Sergeant Charles Casbolt, as well as Pattle and Cullen.
Pilot Officer Vale reported:

"I was slightly behind the main formation - I observed about six or more formations of five CR42s [each] above us and so I gave “Tally-ho!” and I immediately climbed. A dogfight started and from my position the policy of the e/a seemed to be diving attacks and gaining height straight away. One CR42 dived on me from above but I managed to evade his fire by pulling round and up towards him. I fired a short burst, which seemed to scare him away. I then saw a CR42 diving down on another Gladiator and so carried out a diving quarter attack and he pulled away, which left me in an astern position close in. I carried on firing until the e/a turned over on its back and the pilot left the machine. I saw his parachute open and so gained height and fired a long burst at a CR42, which dived down on me from above. I then broke away from the combat and owing to shortage of ammunition and fuel returned to base with F/O Cullen, who came up and formatted with me. We landed at 1240 and on inspecting aircraft found no damage.”

At 15:00 on 27 February, nine Blenheims, six from 211 Squadron and three from 11 Squadron, set off to bomb Valona, escorted by five 80 Squadron Hurricanes and four more from 33 Squadron. An hour later, as the formation arrived over Valona, 13 CR.42s of the 150^o Gruppo attacked as the Blenheims were bombing. Although the Hurricane escort engaged them at once, some got through to the bombers and damaged five of them, including all three of the 11 Squadron machines. Two of these (N5379 and T2399) would crash-land on return to Paramythia, both having suffered heavy damage to their hydraulic systems and both were written off. The Hurricanes meanwhile had become involved in a heavy battle with the Fiats during which seven of the Italian fighters were claimed shot down, and two more were reported to have collided with each other after being attacked by Sergeant Edward Hewett and crashed. Claims were made by Flight Lieutenant 'Pat' Pattle, Flying Officer Nigel Cullen, Sergeant Hewett (two), Flying Officer Richard Acworth, and Flying Officer Flower, who shared one with a 33 Squadron pilot, believed to have been Flying Officer H. J. Starrett. The seventh claim was believed to have been made by 33's Flight Sergeant Leonard Cottingham.
In the event it seems that only two CR.42s were lost but it hit the 364^a Squadriglia, which had scrambled three fighters since both of them were from the unit. Sottotenente Pasquale Faltoni, the formation leader, baling out after suffering wounds, as did Sergente Osvaldo Bertolaccini, who was almost dead when he hit the ground. Sergente Bertolaccini later succumbed to his wounds. The Italians made no claims and believed that their attackers had been Spitfires (this indicates that Bertolaccini actually shot down two Blenheims and thus made an ace before dying). Pattle s Hurricane suffered a single bullet through the petrol tank - the only damage recorded to the British fighters. A further CR.42 of the Gruppo's 364^a Squadriglia was destroyed on the ground by the Blenheims’ bombs, and several others were damaged. A dozen drums of fuel went up in flames, and two airmen were wounded.
Pilot Officer Geary, gunner in Blenheim L1481 of the 211 Squadron, recorded his impressions of the raid:

“I had a grandstand view of the whole affair. It was lovely bombing - direct hits all over the aerodrome and on buildings. A large formation of CR42s took of to intercept us. One got on my tail, so I put a burst into him, and he fell away. Then two Hurricanes appeared in a flash, and well, he just fell to pieces. The Hurricanes wheeled and proceeded to deal with the others. The sky was full of crashing aircraft - and they were all enemy. We had a most pleasant tour home, and the scenery looked more lovely than ever.”

On 28 February HQ ‘W’ Wing ordered that all available aircraft should patrol between Tepelene and the coast between 15:30 and 16:30, since Intelligence sources indicated the operation of large numbers of Italian aircraft in that area at that time. Hence during the morning all available Gladiators of 80 and 112 Squadrons were flown up to Paramythia in preparation for this action. Patrols were flown during the morning by flights of Hurricanes, but nothing was seen.
At about 15:00 Squadron Leader Harry Brown and Squadron Leader Edward Jones led of eleven Gladiators of 112 Squadron and seven of 80 Squadron to patrol over the designated area; they were accompanied by the ‘W’ Wing leader, Wing Commander Patric Coote, flying an 80 Squadron Gladiator. Fifteen minutes later Flight Lieutenant ‘Pat’ Pattle in Hurricane V7589 led Flying Officer Nigel Cullen (V7138), Flying Officer Flower (V6749) and Flying Officer Richard Acworth (V7288) to the same area, while Flight Lieutenant Young led four 33 Squadron Hurricanes to patrol near the coast. Here some S.79s were seen and chased over Corfu, two being claimed damaged, one of them by Pilot Officer D. S. F. Winsland (Winsland was later during the war shot down by Bernardino Serafini). These were probably 105^o Gruppo B.T. aircraft, which reported being attacked by Spitfires, one Savoia landing at Tirana with one member of the crew dead.
Meanwhile Pattle’s section spotted BR.20s of the 37^o Stormo B.T. flying south from Valona; they identified the ten-strong formation as comprising 15 aircraft, while the bomber crews reported being attacked by 18 ‘Spitfires’! Pattle selected one on the starboard flank of the formation, and after three short bursts it broke into flames and went down; a second bomber likewise burst into flames following a further attack by Pattle, and his windscreen was covered in oil from this doomed aircraft. Reducing speed, Pattle attempted to clean the screen with his scarf, but he was then attacked by five G.50bis which dived on him. After a brief skirmish he managed to get away and returned to Paramythia. Both Flower and Acworth also claimed BR.20s. although the latter thought his victim may have been a Z.1007bis. Flying Officer Cullen reported considerable success in the run of claims which was to bring him the award of an immediate DFC. He later recalled:

”The battle extended right across Albania. First I found four Breda 20s (sic). I got one, which went down in flames Then we found three formations of S.79s. I took on one and aimed at the starboard engine. It caught fire, and crashed in flames. I climbed and dived on the next - and he too crashed in flames. Then we attacked ten CR.42s, climbing to get above them. I got behind one, and he caught fire and went down in flames. Up again immediately, dived, fired into the cockpit, and another took fire, rolled over and crashed. I had to come home then - no more ammo.”

”The old Glad suddenly went all soft. Nothing would work. I sat there and then decided I had better get out. I couldn’t, so I sat there with my hands on my lap, the aircraft spinning like mad. Then, eventually, I did manage to get out. It was so pleasant sitting there in the air than I damn nearly forgot to pull the ripcord. I reckon I did the record delayed drop for all Albania and Greece. I landed, and no sooner had I fallen sprawling on the ground than I was picked up by Greek soldiers who cheered and patted me on the back. I thought I was a hell of a hero until one soldier asked me. "Milano, Roma?" and I realized that they thought I was an Iti. They didn’t realize it was possible for an Englishman to be shot down. So I said "Inglese", and then the party began. I was hoisted on their shoulders, and the "here the conquering hero comes" procession started. We wined and had fun. Jolly good chaps.”

”I got behind them and put a long burst into all three. One went down vertically at once, but in case it was a trick I followed him. He was in difficulties, that was most obvious, and when it looked as if he was going straight into the sea I decided to go and see what the other two were up to. As I climbed again I was most surprised to see tow parachutes float down past me.”

On 6 April Germany declared war on Yugoslavia and Greece and immediately attacked.

During 24 April, the full evacuation of troops from Greece commenced under the codename Operation Demon and 80 Squadron was transferred to Crete. However, due to shortage of Hurricanes the squadron was required to leave only four pilots on the island, the remainder being evacuated to Egypt in a 267 Squadron Lockheed Lodestar. These four, Flying Officer Flower, Pilot Officer William Vale, Flight Sergeant Rivalant and Sergeant M. W. Bennett, joined others of 33 Squadron to form a composite unit with seven Hurricanes (V7181, V7461, V7761, V7795, V7800, V7826 and W9297). One of these had an irreparable hole some ten inches in diameter through the main spar of one wing but was still to be used due to small numbers available; the pilots agreed to take turns in flying it, although it was feared that any tight turning would probably result in the wing breaking off!

On 29 April Squadron Leader Edward 'Tap' Jones and Flying Officer Flower departed from Crete, leaving the small Malmeme detachment under Flying Officer William Vale s command.

He was promoted to Flight Lieutenant on 3 September 1941.

From mid October 1943, a number of Gladiators (around ten) arrived at Rednal to make a film based on James Aldridge's "Signed with their honour", which is a story about the air war in Greece in 1940-41. A Wellington was also brought in to be used as a camera plane. This force of aircraft was officially termed Q Flight and was attached to 61 Operational Training Unit probably for administration and maintenance duties. Two of the pilots of the unit were Squadron Leader Richard Acworth and Flight Lieutenant Flower, which both had taken part in the Greek campaign.
On 24 November, two Gladiators were lost. Flight Lieutenant R. G. Kleimeyer (K7927) and Second Lieutenant Knut Bache (Norwegian in Gladiator K8045) were carrying out a formation change when they both collided. The two pilots were able to bale out, although both were injured. The accident card for K7927 had the following:

“Collision in mid air when aircraft changing formation. Pilots baled out. Flt Lt Kleimeyer did not maintain a proper lookout while in formation, which was not authorised by the I/C flying for this work. Sqn Ldr Acworth was negligent in not obtaining OC’s flying permission to use OTU instructors. CO concurs. Recommends cessation of Sqn Ldr Acworth s attachment to film with GP Com.”

On 1 July 1945, he was promoted to Squadron Leader.

Flower ended the war with 1 biplane victory and a total of 2.
He was also awarded an AFC.

Claims:

Kill no.	Date	Time	Number	Type	Result	Plane type	Serial no.	Locality	Unit
	1940
	08/08/40	18:00-	1	CR.42 (a)	Probable	Gladiator	K8011	El Gobi	80 Squadron
1	28/11/40	09:30-10:25	1	CR.42 (b)	Destroyed	Gladiator	N5854	Delvinakion	80 Squadron
	1941
	27/02/41	16:00	1/2	CR.42 (c)	Shared destroyed	Hurricane	V6749	Valona	80 Squadron
2	28/02/41		1	BR.20 (d)	Destroyed	Hurricane	V6749	Tepelene-coast	80 Squadron

Biplane victories: 1 destroyed, 1 probable.
TOTAL: 2 and 1 shared destroyed, 1 probable.
(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 150^o Gruppo C.T., which lost 3 CR.42s (2 pilots KIA) and got 2 more damaged. 80 Squadron claimed 7 destroyed and 2 probables while losing 1 Gladiator (pilot KIA) and getting 4 damaged.
(c) Claimed in combat with CR.42 of 150^o Gruppo. 80 and 33 Squadrons claimed seven Fiats shot down and two more were reported to have collided with each other and crashed. 150^o Gruppo lost only two CR.42s when Sottotenente Pasquale Faltoni and Sergente Osvaldo Bertolaccini (DFW) were shot down, both pilots baling out. The Italian aircraft didn’t claim anything and the British aircraft didn’t suffer any losses.
(d) During this large engagements RAF made claims for 5 and 2 damaged BR.20s, 3 and 2 damaged S.79s, 13 destroyed, 3 probable and 1 damaged CR.42s and 6 and 3 probable G.50bis. In fact 4 BR.20s of 37^o Stormo B.T. were lost with several damaged, 1 S.79 of 104^o Gruppo was damaged, 1 CR.42 of 160^o Gruppo and 2 G.50bis of 24^o Gruppo were lost. Regia Aeronautica claimed 6 and 2 probable Gladiators and 1 “Spitfire” while in fact only 1 Gladiator of 112 Squadron was lost.

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 Cr cy 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
Air war for Yugoslavia, Greece and Crete - Christopher Shores, Brian Cull and Nicola Malizia, 1987 Grub Street, London, ISBN 0-948817-07-0
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 - H kan 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
GORIZIA ed il QUARTO STORMO
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
Le Giovani Aquile - Antonino Trizzino, 1972 Longanesi, Milano, (narration by Guglielmo Biffani at GORIZIA ed il QUARTO STORMO) kindly provided by Ludovico Slongo
Ministero della Difesa
Quelli del Cavallino Rampante - Antonio Duma, 1981 Editore Dell'Ateneo, Roma, kindly provided by Ludovico Slongo
Shark Squadron - The history of 112 Squadron 1917-1975 - Robin Brown, 1994 Cr cy Books, ISBN 0-947554-33-5
The Commonwealth War Graves Commission
The Desert Air War 1939-1945 - Richard Townshend Bickers, 1991 Leo Cooper, London, kindly provided by Ludovico Slongo
Those Other Eagles - Christopher Shores, 2004 Grub Street, London, ISBN 1-904010-88-1
Additional information kindly provided by Gianandrea Bussi, Alex Crawford, Tor Idar Larsen, Stefano Lazzaro, Giovanni Massimello and Ludovico Slongo