Wing Commander Sidney Linnard DFC, RAF no. 40179
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 10o Gruppo) took off from El Adem T3 airfield with 15 other aircraft from the 9o and 10o 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 44a Squadriglia, 35o 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 91a Squadriglia), Tenente Enzo Martissa (91a Squadriglia), Sergente Aldo Rosa (91a Squadriglia), Tenente Giovanni Guiducci (CO 90a Squadriglia), Sergente Maggiore Angelo Savini (90a Squadriglia), Capitano Luigi Monti (CO 84aSquadriglia), Tenente Vittorio Pezzè (CO 73a Squadriglia), Tenente Valerio De Campo (73a Squadriglia), Sottotenente Carlo Battaglia (73a Squadriglia), Sottotenente Alvaro Querci (73a Squadriglia), Maresciallo Norino Renzi (73a Squadriglia), Sergente Maggiore Enrico Dallari (73a Squadriglia), Sergente Antonio Valle (73a Squadriglia), Sergente Santo Gino (73a Squadriglia) and Sergente Lido Poli (73a 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 73a 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 73a 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.”Flying Officer Stuckey experienced a very successful combat:
“(…) our C.O. led the first Flight and attacked the right hand enemy flight.The third CR.42 of the section probably fell victim to Flight Sergeant Trevor Martin Vaughan. Flying Officer Peter Wykeham-Barnes confirmed the shooting down of all three Italian CR.42s of the section. Wykeham-Barnes seems to have claimed the first Italian aircraft, witnessed by Flight Lieutenant Evers-Swindell.
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.In the end, Dunn was credited with two confirmed victories and 1 probable and reported that the Sub-Flight gained five confirmed victories and two unconfirmed.
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.”Form 541 of 80 Squadron ORB credited Stuckey only with a single confirmed victory, probably his first victim was credited to his Commanding Officer who finished it off while of the last biplane he saw hitting the ground he wrote “(…) seen to crash but believed hit before I attacked it”. However, it seems that he later was credited with two destroyed and one probable.
“(…) 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 (…).”Evers-Swindell was credited of two unconfirmed victories. Flying Officer Wanklyn Flower was able to claim a probable, he reported:
“(…) 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 (…)”Flying Officer Dowding also claimed a probable:
“(…) Before we had reached them they had already been broken up before we joined amongst them.Pilot Officer Sykes led his Sub-Flight into the right flank of the Italian formation:
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.”Sykes was credited with two unconfirmed victories. The returning aircraft was flown by Sergeant Gregory, who had had tested his gun before the attack, but found them all jammed and had been forced to withdraw. Flying Officer Linnard was more successful:
“(…) We were given R/T instructions by the top flight to enter the fight.Linnard was credited with two confirmed victories.
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.Pattle’s two claims were confirmed by Flying Officer Graham, who claimed one victory (later downgraded to a probable). Flight Sergeant Richens claimed one probable while confirming Graham’s claim.
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.”He had been picked up by three armoured cars of the 11th Hussars.
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.”Martissa was found on 10 August by the XXII Compagnia Bersaglieri Motociclisti, led by Tenente Domenico Raspini, which was patrolling 80 km south of Tobruk. Raspini recalled:
"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."
The Fiat CR.42 flown by Martissa (MM4306) was recovered and, in September 1940, assigned to the 84a Squadriglia of the 10o 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 10o Gruppo and two shared by the surviving 73a Squadriglia pilots) and two probables (the 90a 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.”After this combat, morale, particularly among the 9o Gruppo’s pilots suffering their first African experiences, fell considerably. The 73a Squadriglia was considered the top gun unit of 4o Stormo, its pilots (notably among them Enrico Dallari, Renzi, Valerio De Campo and Vittorio Pezzè) were mostly part of the last Italian aerobatic team, which had performed with great success in Berlin Staaken on 23 June 1939, in honour of the returning Condor Legion’s pilots. However, this air battle demonstrated clearly, even in a pure biplane dogfight, that good tactics and sound flight discipline, enhanced by R/T communications were better than the pure aerobatic skill. However, despite this heavy beating, operations for the 9o Gruppo restarted the next day.
“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.80 Squadron had been involved in combat with Fiat CR.42s of 160o Gruppo Autonomo C.T., which were patrolling over this area, and with G.50bis from 24o Gruppo Autonomo C.T., which were escorting bombers in the same area.
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."
At 10:30 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 S.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 47o 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 160o Gruppo appeared on the scene. Maggiore Oscar Molinari, the Gruppo commander, was leading these Italian aircraft on an offensive reconnaissance over Yanina, Paramythia and Zitsa. Seeing the bombers under attack by an estimated 20 Gladiators, the Italian attacked, joined by six other CR.42s from the 150o 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 probables. Pilot Officer ’Bill’ Vale claimed three, one of them in flames (according to Pattle this was the fighter that shot down Flight Lieutenant Ripley). Vale’s own aircraft was riddled by explosive bullets during the combat. Vale reported:
‘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.Sergeant Charles Casbolt claimed one CR.42 during the combat, which blew up and another, which spun down (later downgraded to a probable). Sergeant Donald Gregory claimed another two, again one in flames, but his own aircraft was badly shot up with the engine and the undercarriage damaged by a series of frontal attacks from a CR.42s that had also wounded him in the right eye and was barely able to save himself from a “desperate position”. He however managed to return to Yanina and reproted:
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 CR42s diving down from above. We immediately climbed to attack and a general dogfight 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 CR42s. I dived down and engaged two of them and managed to get behind one and fire a long burst until it suddenly spun out of control and crashed into the valley.
I was then attacked by more CR42s who carried out frontal quarter attacks on me with the superior speed that could out-climb me. I carried out one evasive action and noticed that the Gladiator below me was on fire and spinning down out of control [this was Sqn Ldr 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 CR42 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 CR42 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 CR42 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 CR42, 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.’
‘Turning round in a stall turn I observed the leader [of the 42s] 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 turn astern on him. 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.Sergeant Gregory was recommended for an immediate DFM. Pattle and Warrant Officer Sid Richens also claimed one CR.42 each, Pattle reporting that his victim fell in flames, whilst Flying Officers W. B. Price-Owen and F. W. Hosken both claimed probables. However Flight Lieutenant Henry Derek Ripley (RAF no. 70575) in N5854 was seen to be shot down in flames and killed, while Squadron Leader Hickey was spotted bailing out of N5816; sadly his parachute caught fire, and he died from injuries soon after reaching the ground. Greek troops recovered the bodies of both pilots. Of Hickey’s death Vale reported:
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. As the following attack was also head-on I became rather worried. I 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. When 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 strength. 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 seemed 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 in my eye. At one period my sight was so blurred that I could not decide whether I was being chased by CR42 or if it was AA fire. Fortunately it was the latter. I discovered my position to be ten miles north of Valona at four thousand feet. As I could use only sixteen hundred revolutions due to damage to the rocker arm, causing excessive vibration, it took forty 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.’Linnard’s aircraft (N5834) was also badly hit and he was hit in the left calf by an explosive bullet and was taken to hospital after landing at Yanina. Flight Lieutenant Pattle noted:
‘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.’And also
‘for fully five minute I was kept on the defensive without being able to fire a shot in return.’In return the 160o Gruppo pilots claimed six Gladiators, two each by Maggiore Molinari and Tenente Edoardo Crainz (in CR.42 '394-7'), and one apiece by Tenente Eber Giudici (his aircraft was damaged by enemy fire) and Capitano Paolo Arcangeletti. Probables were claimed by Tenente Torquato Testerini, Sergente Maggiore Francesco Penna and Sergente Maggiore Domenico Tufano. The 150o Gruppo pilots claimed two more Gladiators when Capitano Luigi Corsini claimed one Gladiator and a probable while Sergente Maggiore Virgilio Pongiluppi claimed one Gladiator; both pilots were from the 364a Squadriglia. The 47o Stormo gunners claimed one more and a probable. As in the case of the British fighters, actual Italian losses totalled only two aircraft, Tenente Mario Gaetano Carancini and Tenente Mario Frascadore of the 160o Gruppo being lost, while Maggiore Molinari was wounded in the right foot and force-landed near Tepelene in a dry river-bed with a damaged engine (it seems that the aircraft was written off).
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 153o 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 No 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.It was thought that in the battle that lasted between 15 and 20 minutes six enemy fighters had been shot down (it is not certain if they included Daffara’s) and eight probables. four pilots didn’t return: Capitano Armando Farina, Sottotenente Guido Sturla and Sergente Maggiore Rino Lupetti were all KIA (all from 372a Squadriglia) while Sergente Ernesto Revello (of the 157o Gruppo) became a PoW. Tenenente Cesare Marchesi (372a Squadriglia) had to make an emergency landing near Acroma, while Maresciallo Erberto Rocchetta’s (372a Squadriglia) fighter was damaged and he had to land at Ain El Gazala.
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.In the course of the battle that lasted six minutes the following aircraft were claimed by the 1 SAAF Squadron:
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 9o Gruppo led by Capitano Ezio Viglione Borghese commenced a patrol of the Gazala-Tobruk area. They were followed by eleven MC.202s from the 17o Gruppo (six from the 71a Squadriglia, two from the 72a Squadriglia and three from the 80a Squadriglia), which took off at 11:30 to protect the coastal road between 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 9o Gruppo attacked first and back at base, they reported they had met a dozen Hurricanes that were strafing Italian vehicles, claiming two of them shot down (one shared between Capitano Viglione (96a Squadriglia) and Sottotenente Giovanni Barcaro (97a Squadriglia) and the second by Sergente Alfredo Bombardini (97a Squadriglia)). Nine more Hurricanes were claimed as damaged (three by Sottotenente Barcaro, two by Maresciallo Otello Perotti (97a Squadriglia) and four by Sottotenente Jacopo Frigerio (97a Squadriglia)). Alfredo 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 17o Gruppo, which reported that they at 12:00 met a formation of fighters claiming six of them shot down (Tenente Renato Talamini (80a Squadriglia) (Hurricane), Sottotenete Renato Bagnoli (80a Squadriglia) (Tomahawk), Tenente Mario Carini (72a Squadriglia) (Hurricane), Sottotenete Vittorio Bacchi Andreoli (71a Squadriglia) (Tomahawk), Maresciallo Achille Martina (71a Squadriglia) (Tomahawk) and Sottotenete Guido Modiano (72a Squadriglia) (Hurricane). Sottotenente Ottorino Capellini (71a Squadriglia) and Sergente Maggiore Mario Host (80a Squadriglia) claimed a probable Tomahawk each. Totally the Gruppo used 1698 round of ammunition. Tenente Carini (MM7758), hit in the cooling system, crash-landed near Bir le Fa while Tenente Talamini’s MC.202 was damaged. 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) and two probables (Sergeant Robert Henderson and Sergeant R. H. N. Walsh and five damaged (between Squadron Leader Linnard (2 MC.200s), Pilot Officer Patrick Moriarty (2 MC.202s) and Pilot Officer George Keefer (1 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 17o 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 17o 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 seem probable that he had been the victim of the Macchi. The 20o and 153o 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 Is 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 and Sergeant Frank Mason) and a MC.202 probable and two damaged (Sergeant G. H. Whyte) without suffering any loss. It is possible that these were in combat with the 9o 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.
At 14:15 on 24 January 1942, six Hurricanes of 274 Squadron took off to fly to Msus, meeting an reportedly 30 Axis aircraft, Ju 87s and various fighters, which they engaged. Sergeant James Dodds (Z5435) claimed a CR.42 and a Ju 87 over Msus. Squadron Leader Linnard claimed a Ju 87 and a damaged MC.200 over Mechili-Msus. Sergeant Worthington 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 over Mechili-Msus. Flight Lieutenant "Bags" Playford 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 over Mechili-Msus but was hit himself, crash-landing 15 miles west of Msus, returning to the squadron later.
It seems that at least some of the encountered aircraft were from the 150o Gruppo, which reported that ten MC.200s flew close escort for seven CR.42 fighter-bombers and three Ju 87s attacking targets south of Msus. Eight MC.202 Folgore fighters provided top cover. Once over the target area the Italo-German formation was intercepted by the Hurricane lIs from 274 Squadron. In the ensuing battle the Italians claimed to have fired upon 11 enemy aircraft for no loss.
The Germans reported that one pilot of I/St.G 3 was killed and one became a POW. There are no reported German claims for this combat.
On 11 February, he was promoted Wing Commander, claiming two further victories with the squadron next day before leaving 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.
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.
|Kill no.||Date||Time||Number||Type||Result||Plane type||Serial no.||Locality||Unit|
|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||1||Enemy aircraft||Unconfirmed||Gladiator||Argyrokastron||80 Squadron|
|3||07/12/41||1||MC.200 (c)||Destroyed||Hurricane IIb||Z5064||El Adem-Tohoule||274 Squadron|
|07/12/41||1||MC.200 (c)||Probable||Hurricane IIb||Z5064||El Adem-Tohoule||274 Squadron|
|07/12/41||1||MC.200 (c)||Damaged||Hurricane IIb||Z5064||El Adem-Tohoule||274 Squadron|
|08/12/41||11:30-12:55||1||MC.200 (d)||Damaged||Hurricane IIb||Z5064||SW El Adem||274 Squadron|
|08/12/41||11:30-12:55||1||MC.200 (d)||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|
|4||24/01/42||14:15-||1||Ju 87||Destroyed||Hurricane IIb||5316||Mechili-Msus||274 Squadron|
|24/01/42||14:15-||1||MC.200 (e)||Damaged||Hurricane IIb||5316||Mechili-Msus||274 Squadron|
|5||12/02/42||1||Ju 87||Destroyed||Hurricane IIb||5064||Tobruk||274 Squadron|
|6||12/02/42||1||Ju 87||Destroyed||Hurricane IIb||5064||Tobruk||274 Squadron|
Biplane victories: 2 destroyed, 1 unconfirmed destroyed, 2 probable 1 damaged.
TOTAL: 6 and 1 shared destroyed, 1 unconfirmed destroyed, 3 probable 5 damaged.
(a) Claimed in combat with 9o and 10o 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 160o Gruppo and G.50bis from the 24o 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 153o 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).
(d) Possibly claimed in combat with 9 and 17o Gruppi, which claimed 8 fighters while losing 1 MC.202 and getting two damaged. 274 Squadron claimed 2 enemy fighters, 2 probables and 5 damaged while losing 4 aircraft. The squadron ORB records Linnard's claims as being against MC.202s, but his logbook lists these as MC.200s.
(e) The ORB lists this claim as a Ju 87, but Linnard's logbook lists it as an MC.200.
53o 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
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