lectures from <SAR meeting> // abstracts

abstracts

alle origini del sar scheduled timing of events [6 -11 sept 2016] (Dates and hours are subject to change)

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tue 6 - 10:00 _ Lakki, in front of Pikpa (former Caserma Regina) Commemorative ceremony at monument to the fallen of the Battle of Leros.

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tue 6 - 11:00 _ Lakki, Officers Club of 588TE (former Guardia di Finanza) Party offered by Military Attaché of Ambassy, Col.Pil. A.Albanese

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tue 6 - 15:30 _ Lakki Guided tour to rationalistic buildings of Portolago

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tue 6 - 17:00 _ Merikià Guided tour to Tunnel museum

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wed 7 - 10:00_ crossroads locality Anghira Guided tour to R.T. transmitter station and museum Deposito Di Guerra

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wed 7 - 15:30_ Merikià Excursion to M. Patella (DICAT-FAM headquarter)

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thu 8 - 10:00_ entrance of Lepida Placement of commemorative plaque offered by Ass. People of 15th, religious ceremony at chapel of S.Giorgio, guided tour to abandoned buildings of former Idroscalo, photographic historical pageant

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thu 8 - 18:00_ Lakki, primary school 1st session of the meeting, exhibition’s opening

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fry 9 - 10:00_ crossroads locality Anghira Excursion to Merovigli (Mixed Battery PL 127 - English headquarters)

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fry 9 - 18:00_ Lakki, primary school 2nd session of the meeting

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sat 10 - 10:00_ Alinda Guided tour to the historical and ethnographic museum Pirgo Belleni

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sat 10 - 19:00_ Lakki, primary school Recital soprano/violin/piano (tournée of the Trio Marotti-Raja-Malquori) At end, dinner in honour of the artist

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sun 11 - 10:00_ Xirokampo, church of Ag.Fanouri Excursion to Monte Skoumbarda (Naval battery Sangiorgio and Antiaircraft battery PL 262)

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sun 11 - 15:30_ square Platano Excursion to Apitiki (Naval battery Lago), guided tour to Castle

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alle origini del sar open court of primary school – Lakki, Leros 8‐9 sept 2016 exhibition‐meeting: Italian Air Force in the Dodecanese and the airport G.Rossetti

‐‐ abstracts ‐‐ first day ‐ The seaplane base G.Rossetti of Lepida O

DIMITRIS KOSTOPOULOS Lepida: from Tsigada Pasha to the Hot-spot *

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LUCIANO ALBERGHINI MALTONI History of the Rossetti Sea Plane Base on the Island of Leros

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GIACOMO DE PONTI The Italian S.A.R. - Origins and development

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ANDREA TIRONDOLA, VITTORIO SPIGAI Leros - A sign for the Europo to come

(The Base and anti-aircraft and sea-front defence (DICAT.FAM) -- Sept 1940 - Nov 1943)

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CLAUDIO NOSTRO The Flight from Leros island of M.llo Pil. Vincenzo Nostro on October 9th 1943

second day ‐ Aerial activities over the Aegean Sea, 1941-45 O

KOSTAS KOGIOPOULOS Italian aviation of Aegean maritime cooperation - The fall of the CANT-Z.501 to Kos

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LUCIANO ALBERGHINI The pilots of the Aegean during the cobelligerance in Italy (1944-1945) *

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PETER SCHENK The German 7th sea rescue squadron

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HANS PETER EISENBACH Battle west of Rhodes - October 9, 1943

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LUIGI TULIPANO Italian wings in Aegean Sea

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PETER SCHENK Inter-island air traffic and mail flight in the Dodecanese

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* [in italian ‐ english version not received]

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alle origini del sar open court of primary school – Lakki, Leros 8‐9 sept 2016 exhibition‐meeting: Italian Air Force in the Dodecanese and the airport G.Rossetti

first day ‐ The seaplane base G.Rossetti of Lepida DIMITRIS KOSTOPOULOS Lepida: from Tsigada Pasha to the Hot-spot [English version not received] In accordo con quanto affermato da Lefebvre, il territorio è il risultato degli avvenimenti che si sono succeduti dalla sua origine, e dei quali conserva sempre le tracce. Le utilizzazioni, le gerarchie e le estrinsecazioni strutturali che vi vengono impresse sono le tre costanti per la sua decifrazione. Prendendo come punto di partenza il golfo di Lakkì nel 1912, cercheremo di fare un’analisi di questo specifico territorio.

Il territorio nel 1912.

Agli inizi del secolo Lakkì era una zona agricola con acque stagnanti e pochi insediamenti sparsi. È di riferimento alla natura geografica del luogo la piccola Madonna della Laguna, ma i punti base erano le case dei ricchi lerioti soprattutto commercianti dell’ Egitto. Un altro punto di riferimento è la villa di Zigadà Pasha, insigne rappresentante della società leriota dell’ Egitto e benefattore dell’isola. La sua casa di campagna a Lepida si trova all’interno di un enorme giardino da lui costruito.

La Base Navale di Gonià.

In una delle più classiche, secondo Brodel, confluenze della storia con la geografia, il porto di Lakkì, il più grande del mediterraneo, diventerà il centro dei progetti italiani. In località Gonià, con decreto del 4.9.1925 che requisisce le ville di Belleni e di Antonelou, si installa la base navale e nel 1930 viene costruita la Caserma Marinai. Nel 1934 il perimetro della base verrà inglobata nel progetto urbanistico della nuova città di Portolago, con le strade della base a costituire una continuità della rete stradale della nuova città. Nel 1935 verrà costruito l’edificio dell’ Ospedale.

Lo Scalo Idrovolanti.

Secondo polo dello sviluppo militare è la villa di Zigadà Pasha e la piccola insenatura di Lepida, dove viene costruito lo scalo degli idrovolanti. Nel 1924 viene trasformata nella base aeronavale che prende il nome del pilota Gianni Rossetti. Nel 1929 la base si estende fino a S. Giorgio, dove verrà costruito una banchina della lunghezza di 95 metri.

La zonizzazione nella Base Aeronavale .

La base sostanzialmente si divide in due parti. La prima comprende gli hangar degli idrovolanti con due gru, depositi ed uffici. Nel 1925 viene costruita la sede del Comando in stile eclettico, probabilmente su progetto di Florestano di Fausto, mentre in seguito e con stile diverso verrà costruita l’imponente caserma con un grande Campo Marzio. La seconda zona, con abitazioni a uno o due piani, si sviluppa attorno alla villa di Zigadà Pasha che ospiterà il Circolo Ufficiali, in un ambiente particolarmente curato con viali alberati e giardini. Dopo il 1930 viene costruita una terza zona in località S. Giorgio, dove, accanto ai magazzini e alle officine dell’ Arsenale, verrà aggiunta una nuova caserma ed abitazioni per gli ufficiali ed i marinai dei sommergibili.

Conclusioni evolutive.

La completa militarizzazione della costa sud del golfo porta alla necessità di un nuovo progetto di gestione del territorio e di riorganizzazione urbanistica, che hanno come finalità la costruzione di una nuova città, quella di Portolago. L’iniziale topos agricolo, gestito in gran parte dai ricchi lerioti dell’Egitto, la cui presenza sul territorio era rappresentata dalle case di villeggiatura, cambia radicalmente e nasce un topos

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alle origini del sar completamente nuovo, di uso militare con gerarchie importate che vengono rappresentate sul territorio soprattutto da costruzioni militari, ed infine da una nuova città.

Gestioni post-belliche.

Il cambiamento della fisionomia socio-economica dell’isola durante il periodo dell’occupazione italiana, con l’emarginazione del settore agricolo e della pesca e l’ascesa di una forma generalizzata di lavoro salariato, si mantiene anche nel dopoguerra assieme ad una parziale ripresa delle attività lavorative tradizionali. Il lavoro salariato resta il modello di prassi generalizzata, con il nuovo governo nazionale che viene a rimpiazzare il governo italiano.

R. Scuole Tecniche .

L’istituzione delle “R. Scuole Tecniche “ da parte dell’Ente Statale ( 2.3.1949 ) creerà nuove situazioni economiche e pianificazioni territoriali per l’isola distrutta dalla guerra ma anche dal crollo economico. Le scuole si installeranno negli edifici della base aeronavale a Lepida, ma soprattutto nella caserma a cinque piani di S. Giorgio che ospiterà circa 1500 ragazzi.

La ‘Colonia psichiatrica’.

Le scuole chiuderanno definitivamente nel 1964 mentre già con D.L. 2.1.1958 viene istituita “la colonia psichiatrica di Leros”. Il primo trasferimento in massa dei malati avverrà il 23.3.1963. Con decreto ministeriale verranno trasferiti da Dafnì 500 malati in soprannumero. Il reparto uomini verrà alloggiato negli edifici della base a Lepida e quello delle donne a Gonià. Il fenomeno raggiunge proporzioni gigantesche con l’istituzione del reparto handicappati che verrà sistemato nei locali della ex Caserma Regina a Lakkì.

Gli esiliati politici.

Nel 1967 Leros acquisirà nuove caratteristiche come luogo di accoglienza di esiliati politici che verranno alloggiati a seconda della loro posizione gerarchica nel partito. I membri meno importanti vengono alloggiati nell’edificio dell’ex Alloggi Equipaggi che aveva alloggiato le “R. Scuole Tecniche” a S. Giorgio, e quelli più importanti nella caserma italiana a Parteni e precisamente in un vecchio deposito di siluri.

Conclusioni evolutive.

Osserviamo un impressionante cambiamento dell’utilizzazione del territorio partendo dai preesistenti edifici del periodo della presenza italiana. Prevalgono nuove gerarchie burocratiche statali (solitamente partitiche), mentre la presenza delle istituzioni sviluppa nello stesso tempo una nuova classe di commercianti. Le impronte strutturali nel territorio si limitano alle rettifiche morfologiche richieste dalle nuove utilizzazioni.

Oggi.

Oggi, con il continuo deterioramento numerico e non solo di livello delle istituzioni, il territorio si è ritrovato in una nuova situazione di inattività e continua destrutturazione nel significato letterale del termine, mentre il patrimonio edilizio che ha determinato per circa un secolo le utilizzazioni, letteralmente crolla. Siccome il lavoro più importante del geografo è l’analisi del territorio, presupposto indispensabile per una presentazione di proposte razionali e funzionali, non presenterò proposte ma solo una segnalazione.

Etichettatura.

Questo luogo così interessante morfologicamente, con impronte notevoli sulla storia recente, ha concluso il suo ciclo storico. Soprattutto decisioni politiche determineranno la sua sorte. Una trasformazione inter-territoriale evoluzione indesiderabile potrebbe essere rappresentata da un progressivo ritorno alla natura incontaminata ed al glorioso passato agricolo.

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alle origini del sar open court of primary school – Lakki, Leros 8‐9 sept 2016 exhibition‐meeting: Italian Air Force in the Dodecanese and the airport G.Rossetti

first day ‐ The seaplane base G.Rossetti of Lepida LUCIANO ALBERGHINI MALTONI History of the Rossetti Sea Plane Base on the Island of Leros In 1911 Italy declared war against the Ottoman Empire with the intention of conquering Lybia.

The war soon became arduous and the Italian government headed by Giovanni Giolitti decided to invade the Dodecanese Islands (belonging to the Ottoman Empire) by an expeditionary Italian corps in May of 1912. This occupation was initially intended as “temporary” but the events of the First World War provided otherwise, and after the Lausanne Convention of 1923, the Dodecanese became an Italian possession called “Possedimento delle Isole Italiane dell’Egeo. The Royal Italian Navy occupied the largest deep water Port of the Aegean Islands, namely Lakki Bay on the Island of Leros. Soon after the Italian Army followed with a base for airships in a small inner bay called Lepida.

In 1923 the Italian Air Force was born and a short time later a base for sea planes replaced the obsolete airships. A first hanger with limited capacity was built to house seaplanes. Unfortunately the original maps of the base as well as most of the documents were lost and the only map available is an English copy made after the war. The most important buildings of the base were: Palazzina Comando ( Headquarters), Caserma Avieri (Pilots Quarters), the two new hangars.

The Palazzina Comando was built on high ground, thus requiring a double flight of steps to give access. The overall effect is that of a dominant building despite its modest dimensions. The Palazzina Comando had been designed in a pure “rationalist” style very similar to the later buildings of nearby city Portolago ( Lakki ). The Caserma Avieri, although built in the same period ( 1929-1930 ) appears to have been designed in a different style by the Architect Rodolfo Petracco who is credited with having designed many buildings in the Dodecanese and notably the Albergo Gelsomino in Kos. This building with its Venetian – middle age style would appear to be a smaller copy of the Caserma Avieri. The Barracks housed over 400 men of the Royal Italian Air Force.

The two large iron hangars were made by a famous Italian factory Officine Savigliano, official suppliers to the Royal It. A.F. In October 1937 the Fifth Aegean Fleet (V.o Stormo Egeo) was dismantled and the Headquarters of the Royal It. A.F. was relocated to Rhodes airport. Consequently during the war the Rossetti base housed only rescue Squadrons (Wings) and suffered very little damage from Allied bombing. When Leros was captured by the Germans ( 16th November 1943 ) all of the Italian Pilots were imprisoned and only a handful managed to escape to Turkey. This was practically the end of the military base.

After the war the two hangars were dismantled and used by the Hellenic Air Force as Museums. At a later date the buildings were occupied by a psychiatric hospital.

Today only a small group of patients are still accommodated in the former officers quarters. The Caserma Avieri as well as Palazzina Comando are falling into rapid disrepair which could eventually be converted into Accommodation for Refugees.

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alle origini del sar open court of primary school – Lakki, Leros 8‐9 sept 2016 exhibition‐meeting: Italian Air Force in the Dodecanese and the airport G.Rossetti

first day ‐ The seaplane base G.Rossetti of Lepida GIACOMO DE PONTI The Italian S.A.R. - Origins and development The Search and Rescue Service is rooted in the Mediterranean and has strong bonds with Leros and with Balbo’s Transatlantic Flyers.

Before WWII a SAR service, a permanent organization to track flights, search and rescue the distressed, was not existent, all contingencies were dealt with little planning and coordination between assets.

At the break of WWII the Air Force established its “Soccorso” (Rescue Service) in strategic points in the Mediterranean to serve the forces at operations; a unit was stationed in Leros since then.

The attrition during the war directed the “Soccorso” flights to merge with the Maritime Reconnaissance units: the“Squadriglie Ricognizione Marittima”. The service was now carried by RM and S flights and Leros had a strong force with3 units (185ª and 147ª RM, 11ª S).

After the armistice of the 8.9.1943 all the RM and S units were redeployed to Italy, some were dispersed and by the end of WWII the SAR stabilized on 4 Squadrons.

In 1946, after the ICAO resolution to establish structured SAR Services, the Italian Air Force formally created the “Servizio Ricerca e Soccorso dell'Aeronautica Militare”. Initially based on few WWII aircrafts and crews, it grew in the following decades to the level of the international service that it is today, equipped with cutting edge technology means and helicopters.

In 1965 the 15° Stormo (Wing) was commissioned as the “core” SAR unit and since then, with its 5 operational units it provides day/night SAR of flight crews and naval assets in distress, the recovery of individuals in life threatening situations or hit by natural disasters, and aeromedical evacuations. These activities assume, in a time of international crises and conflicts, the specific denomination of Combat SAR (CSAR) and are primarily dedicated to the recovery operations of the downed aircrews of the air assets hit in hostile territory. As a result of numerous marine and land SAR activities, more than 7500 people have been rescued since the establishment of the service in 1946.

Finally, the links between the SAR and the Transatlantic Flyers can be traced on the units of the Ricognizione Marittima, the roots of the SAR as we have seen, the units that manned all the 4 Mediterranean and Atlantic cruises flown by Balbo’s aviators; many of them came from the Flights based in Leros, one of which, the 147ª, is still operational today.

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alle origini del sar open court of primary school – Lakki, Leros 8‐9 sept 2016 exhibition‐meeting: Italian Air Force in the Dodecanese and the airport G.Rossetti

first day ‐ The seaplane base G.Rossetti of Lepida VITTORIO SPIGAI, ANDREA TIRONDOLA Leros - A sign for the Europe to come

The Base and anti-aircraft and sea-front defence (DICAT.FAM) -- Sept 1940 - Nov 1943

1940 – “Night. The mechanical sea beast proceeded on the surface diving into the white moustaches of the breakers, rolling with the sea to the beam. The North Star on the left, 35 degrees East the route toward the Dodecaneso, after one day of navigation at 20 knots from Capo Passero. The sheltered bay of Portolago waited, quiet and velvety water beyond the chains and the protection nets. They would arrive in the early morning.

The cohabitation with the Germanic allies was acceptable, the loyalty to the oath to the flag and House Savoia was what allowed obedience to those orders that, by now, to the eyes of the more experts, lead to a difficult near future, if not a disastrous one.”

The Italian base kept working on its set-up. Machines produced by the Italian aeronautic and naval industry filled the base in a continuous frenzy, in which the relative excellence in technology competed with the rational urbanistic conception of the city, the quality of the barracks and the arsenals, the housing for the families, the public buildings. Including the sober architecture of the gun nests and the sighting and defence stations.

Within the complex system DICAT-FAM, the coherent harmony of buildings of simple and well thought design that dressed up the equipment and command centres; and, arranged properly on the body of the whole island, the batteries’ and armaments’ postings with the stems and the well-oiled, perfect metals.

As it always has been in the Western civilization, the perfect cohesion between functionality and elegance of the ways of living and fighting, the ability to produce, to build and to make war.

In Leros the somewhat crazy dream of perfection combines, exalting itself, with the marvellous natural scenery of the island, in the cultured and farsighted vision of the governor Mario Lago, director of the creation of this small world.

In November of 1943 the dream shattered in the concatenation of the great gears in the Second World War’s awful end.

The base and the new city, the Italian model of the Dodecanese in a form legitimated by ancient Venice’s tradition, in the crushing of the telluric strengths of the worldwide conflict, sent forth a last shine extinguishing themselves.

That, in the battle, paradoxically speaks to us about the future and the union between peoples; about overcoming the barriers between habits and customs, eradicating the mutual ignorance and the cultural and racial prejudices.

Lesson that is still proposed today: a model of efficiency, wise tolerance and courage, opposed to the short-sighted and small egoisms of a Europe that risks to forget.

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alle origini del sar open court of primary school – Lakki, Leros 8‐9 sept 2016 exhibition‐meeting: Italian Air Force in the Dodecanese and the airport G.Rossetti

first day ‐ The seaplane base G.Rossetti of Lepida CLAUDIO NOSTRO The Flight from Leros island of M.llo Pil. Vincenzo Nostro on October 9th 1943 Vincenzo Nostro, born in Genoa (Italy) on April 16th 1909, joined the Italian Royal Air Force and was granted the rank of Sergente Pilota in September 1929.

Following the events of September 8th 1943, the military base of Leros succumbed. This happened while Maresciallo V. Nostro was fighting in Leros within the 147° Squadriglia of seaplanes for Far Maritime Reconnaissance. Urged by the critical circumstances, he decided to risk a flight together with 3 people of his crew and by piloting one of the few Cant. Z 501 Gabbiano still afloat among many other planes hit and sunk by the Germans.

They reached their seaplane in the middle of the night, trying their best to pass unnoticed on board of a small rubber boat. Yet the uproar of the seaplane’s engine as it was powered on alarmed the Italian Navy defense forces at the entrance of Portolago Bay, which started to fire on the Cant. Z 501 ---at that point thought to be an enemy plane.

By running the seaplane at full speed and with no chance to stop it any more, Maresciallo V. Nostro succeeded in tearing it off from the waters and reached the safety altitude and took up the route towards Alexandria.

This and many other incredible, as well as moving moments were narrated by Maresciallo V. Nostro himself in his war journal, which is now in the hands of his family.

Maresciallo V. Nostro could return to Italy on his Cant. Z 501 only in May 1944, after being held captive by the English in the military base of Abukir (Egypt), where he was forced to stop over due to fuel failure.

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alle origini del sar open court of primary school – Lakki, Leros 8‐9 sept 2016 exhibition‐meeting: Italian Air Force in the Dodecanese and the airport G.Rossetti

second day ‐ Aerial activities over the Aegean Sea, 1941-45 KOSTAS KOGIOPOULOS Italian aviation of Aegean maritime cooperation - The fall of the CANT-Z.501 to Kos The first aviation bases in the Dodecanese were located at the Maritsa airport in Rhodes and at the naval base G. Rossetti in Lepida on the island of Leros, the construction of which started in 1923.

The Aegean Aeronautics Headquarter (Comando dell’Aeronautica dell’Egeo) was created in 1937: its first Commander was Colonel Ε. Padovani.

In 1938 the first hydroplanes Cant Z. 501 arrived on the Dodecanese islands and precisely to Lepida on Leros, to the 185th Squadriglia, in order to substitute the old S. 55 models.

In 1940 was formed the 147th Squadriglia that, together with the 185th, constituted the 84th Group (Gruppo).

The fascist Italy declared war against Greece on 28th October 1940. It was unable, however, to win the Greek defence and Germans were obliged to intervene: on 27th of April the first German phalanges entered in Athens.

From the 30th of April until the 20th of May 1941 the occupation of the Cyclades was completed.

The Italian garrisons in the occupied Cyclades were manned with men from the Division Regina stationed in the Dodecanese islands. In this way the Italian possession of the Dodecanese was expanded to the Cyclades too.

The mission of the fatal Cant Z. 501 of the 147th Squadriglia was to inform the commander of Kos, Colonel Amilcare Farina, chief of the 10th Reggimento of the Divisione Regina, about the occupation of the Cyclades islands.

On the 3rd of May, just before noon, the fatal hydroplane of the 147th Squadriglia, during its patrol mission between Rhodes and Kos, had to send a secret message to the Kos Commander, Colonel A. Farina, regarding the occupation of the Cyclades.

The hydroplane arrived to Kos at about 11:30-12:00, sent the message and, immediately after that, lost height and crashed to the ground.

All 5 crew members died in the violent impact. They were: 1) Pilot Cacioppo Onofrio, Observer Sub-Lieutenant Pilot; 2) Co-Pilot Terpin Luigi, 1st Pilot Sergeant Major; 3) Mechanical engineer Allavena Antonio, Co-pilot Sergeant; 4) Radio operator Peppe Tommaso, 1st Aviation Wireless Operator 5) Gunner Bassi Maurizio, 1st Aviation Flight Engineer.

In the present work I report witnesses and details that have been found so far about this event. My research includes: the witness of an Italian aviator of the 185th Squadriglia, statements of eyewitnesses, references to bibliography, and the result of the entire work of research I made inside the High Commissioner of the Italian Aviation Historical Office in Rome (S.M.A.U.S.). There I had the opportunity to study the official documentation about the event and thus to understand how this tragic accident happened. Many pictures are also included.

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alle origini del sar open court of primary school – Lakki, Leros 8‐9 sept 2016 exhibition‐meeting: Italian Air Force in the Dodecanese and the airport G.Rossetti

first day ‐ The seaplane base G.Rossetti of Lepida LUCIANO ALBERGHINI MALTONI The pilots of the Aegean during the cobelligerance in Italy (1944-1945) [English version not received] Dopo l’armistizio dell’ 8 settembre e gli scontri dei giorni successivi, l’isola di Rodi cadde in mano ai tedeschi. Quasi tutti i militari italiani rifiutarono di aderire alla neonata Repubblica Sociale di Mussolini a fianco dei tedeschi e furono deportati in Grecia ma molti decisero di fuggire via mare in Turchia. Qui giunti furono trasferiti in 3 campi d’internamento, Isparta, Tefenni, Beyeshir. Di queste migliaia soltanto 2.400 uomini della Regia Marina e della Regia Aeronautica raggiunsero l’ Italia entro il maggio 1944.

Il Governo turco organizzò quindi tre convogli ferroviari, il primo partì da Isparta il 20 febbraio 1944, il secondo partì il 27 da Burdur con 800 uomini provenienti da Tefenni, mentre il terzo fu organizzato il 5 marzo. L’ultimo convoglio partì il 13 marzo 1944 con i rimanenti 503 internati. La destinazione erano i territori sotto controllo inglese come la Palestina e la Siria.

In Palestina furono alloggiati presso il campo di El Burej precedentemente utilizzato dagli inglesi per i prigionieri turchi della I.a G.M. ed i rifugiati ebrei. Il campo di El Burey si trova nella striscia di Gaza in prossimità del mare.

La Regia Aeronautica si trovava alla data dell’armistizio (8 settembre 1943) fortemente logorata nel morale e nei mezzi. L’ordine di fuga e rischieramento su campi sicuri poté essere solo parzialmente eseguito da equipaggi e velivoli che raggiunsero la Sardegna, la Puglia, la Sicilia mentre in Egeo solo il raggruppamento idro di Lero arrivò ad Alessandria ed iniziò a cooperare con la RAF. In tutto appena 133 aerei, di cui una quarantina da caccia ed una trentina da bombardamento poterono essere recuperati.

La situazione era critica non solo per l’esiguità dei mezzi ma soprattutto per l’impossibilità di avere pezzi di ricambio poiché le industrie produttrici erano al Nord, sotto il controllo dei tedeschi. Gli Alleati non ritennero opportuno fornire alla neocostituita Unità Aerea bombardieri, bimotori o quadrimotori da loro correntemente impiegati. Si può ipotizzare che sussistessero motivi politici ed operativi per cui era razionale e conveniente utilizzare gli aerei più pesanti sugli obiettivi strategici più paganti ossia la Germania.

Perciò analogamente a quanto avvenuto per le forze aeree greche, neozelandesi e sudafricane furono forniti 32 velivoli Martin Baltimore corrispondenti a 2 Squadrons della RAF (12 + 12 aerei in linea più 4+4 di riserva). Lo Stormo Baltimore fu ufficialmente costituito nella base di Campo Vesuvio (nei pressi di Ottaviano-Napoli) come 132° Gruppo in data 1 luglio 1944, il personale era volontario e composto di circa 630 uomini tra ruolo naviganti e servizi a terra. Essi provenivano dal 132° Gruppo Trasporti a sua volta originato da dai seguenti Gruppi: - 41° Gruppo Aerosiluranti formato dalle squadriglie 204 e 205 - 104° Gruppo Aerosiluranti formato dalle squadriglie 252 e 253 - 132° Gruppo Aerosiluranti formato dalle squadriglie 278 e 281 (entrambe le squadriglie sono considerate quelle storiche dell’aerosiluramento italiano di cui furono comandanti in periodi diversi Buscaglia ed Erasi ).

Purtroppo decine di migliaia di militari italiani dell’Egeo non rientrarono mai più in Italia poiché qualche centinaio caddero nei combattimenti contro le forze germaniche a Rodi, Kos, Leros ma la gran parte scomparve nei naufragi delle navi che li Trasportavano verso i lager, le navi Donizetti, Oria, Sinfra per citare i nomi più noti. Riposino in Pace.

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alle origini del sar open court of primary school – Lakki, Leros 8‐9 sept 2016 exhibition‐meeting: Italian Air Force in the Dodecanese and the airport G.Rossetti

second day ‐ Aerial activities over the Aegean Sea, 1941-45 PETER SCHENK The German 7th sea rescue squadron When in 1935 the German Air Force, the “Luftwaffe” was founded, it was felt necessary to establish a rescue service for crews of planes with emergencies over sea. As for the German coast, two areas around sea plane bases at the North Sea and three, later four on the Baltic coasts were marked. The commanders of these sea plane stations were at the same time leaders of the rescue service in their area. Every area was allocated a sea plane tender and several tender launches which provided help near the station or coast.

From 1939 special seaplanes were converted from the twin engine biplane Heinkel 59. It had a range of 350 km and could operate until Beaufort 3. The planes were painted white and had red crosses to mark them as rescue planes. First they were unarmed but when during the battle of Britain they were attacked, they got a defence armament and camouflage painting. Later some captured French flying boats Breguet Bizerte were deployed until with the Dornier 24 which had been designed in Germany but produced in the Netherlands a very modern and reliable tri engine flying boat with a range of 1000 km operating in open sea until Beaufort 6 was found.

It should be mentioned that not only German plane crews were rescued but also enemy personnel and even ship crews like 34 sailors of sunken ships of convoy PQ 17 in the Arctic Sea. 492 allied flying personnel was rescued during the war.

With the ongoing of the war, more units were necessary to be deployed in the different theatres of war. For the Aegean Sea a 7th sea rescue squadron with five Heinkel 59 was established in March 1941. Commanding officer was Oberleutnant Kurt Wachsmundth.

The planes were first flown to Varna in Bulgaria. In April they were deployed to Saloniki Mikra where they had their first missions. The squadron became part of the sea rescue station XI in Greece under Major Fengler, later Majors Bartels, which had also three rescue launches of the 11th rescue flotilla. For the Crete operation in May three Dornier 24 flying boats from the 6th sea rescue squadron at Sicily enhanced the unit. The squadron was stationed at Athens Phaleron and had also bases at Milos and at Molai on the Pelopones.

On 21 May an invasion fleet of small vessels with a battalion on board was destroyed by British warships. 300 men drowned and 178 were rescued by sea planes of the unit. 84 more were saved by the three rescue launches. Later when the British cruiser “Gloucester” had been sunk by German bombers, one of the rescue launches rescued 65 of his crew.

‐9‐ www.aial.gr

alle origini del sar open court of primary school – Lakki, Leros 8‐9 sept 2016 exhibition‐meeting: Italian Air Force in the Dodecanese and the airport G.Rossetti

second day ‐ Aerial activities over the Aegean Sea, 1941-45 HANS PETER EISENBACH Battle west of Rhodes - October 9, 1943 General situation: At beginning of October 1943 British naval task forces executed missions in the Aegean Sea in order to search and destroy German forces, which planned to land on LEROS Island.

Two German dive bomber groups with 30 “Stukas Ju 87” each were available for German tactical air support of maritime operations in the Aegean Sea. One group (I./3) was based in MEGARA west of Athens, another group (II./3) was deployed to ARGOS on the Peloponnese Peninsula.

The British “Credential Force” with the cruiser “Carlisle” and destroyers “Panther”, “Petard”, “Rockwood” and the Greek destroyer “Miaoulis” carried out a sweep on the night 8th to 9th October to intercept German forces attempting to reach the Dodecanese from the Piraeus. No sightings were made and in the morning at 05.15 hrs on the 9th the “Credential Force” was heading from SAMOS southeast in order to withdraw through the straits between Scarpanto and Rhodos to Alexandria for refuelling. Strong US combat air patrol missions for the British ships were available all day long. Continuous fighter cover with US Lightnings P-38, based in GAMBUT North Africa, was planned from dawn to dusk. The Leros Conference 2016 briefing tells the story of October 9, 1943. (Note: All times are C-time) Situation October 9, 1943 07.15 Credential Force reports: “Heading southeast, speed 23 knots.”

07.50 Credential Force is spotted by German Reconnaissance aircraft 08.50 US Mission 914 over Credential Force, 25 miles west of Kalymnos until 10.10 hrs 09.45 US Mission 915 over Credential Force until 11.05 hrs.

10.00 TAKE-OFF German first Dive Bomber Group in MEGARA (DBG I.3) 10.10 US Mission 916 over Credential Force until 11.00 hrs.

10.13 TAKE-OFF German second Dive Bomber Group in ARGOS (DBG II.3) 10.40 US Mission 917 over Credential Force until 11.30 hrs.

11.00 US Mission 918 over Credential Force.

11.02 7 P-38 “Lightning” of US 37th Fighter Squadron from GAMBUT heading Northeast.

11.55 US Mission 918 leaving Credential Force, turning back to GAMBUT. 11.55 No US Fighter Aircraft mission over the British Credential Force.

11.55 German first Dive Bomber Group (DBG I.3) five minutes prior attack.

12.00 German first Dive Bomber Group (DBG I.3) is attacking Credential Force 12.00 37th US Fighter Squadron over Karpathos, ten minutes distant from Credential Force.

12.05 German first Dive Bomber Group (DBG I.3) turning home for MEGARA 12.05 German second Dive Bomber Group (DBG II.3) 10 minutes prior attack.

12.05 No US Fighter Aircraft mission over the British Credential Force.

Now listen the briefing…

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alle origini del sar open court of primary school – Lakki, Leros 8‐9 sept 2016 exhibition‐meeting: Italian Air Force in the Dodecanese and the airport G.Rossetti

second day ‐ Aerial activities over the Aegean Sea, 1941-45 LUIGI TULIPANO Italian wings in Aegean Sea After the Dodecanese became "Italian Province Overseas", the settlement of the Royal Italian Air Force started. In December 1936 the Aegean Air Force Command, based in Rhodes, was established, but the first unit was operating since the 20s from the sea plane base "G. Rossetti " in Leros. This base was built before the edification of the new town Portolago. In the late '30s, as a consequence of the deterioration of the political situation in Europe, were set up other terrestrial airports in Rhodes, Kos and Karpathos. A whole generation of aircraft flew in skies of the Aegean Sea; the seaplane base of Lero deserves the pride of having hosted the Maritime Reconnaissance and Rescue Squadron, that only in the 60’s will become the current SAR (Search and Rescue).

The units were equipped with the best products of the italian aviation industry: some models are famous in world aviation history. The Savoia-Marchetti S 55, double-hulled flying boat produced in 1924, shortly after its introduction, began setting records for speed, payload, altitude and range. This aircraft was the protagonist of the two trans Atlantic mass cruises, at the second of which (Rome - New York) took part crews coming from Lero. The Cant Z 501set a world distance record. The Cant Z 506 established 10 world records in 1936 and another 10 in 193; a number of this sea plane remained in service in Italy until 1959 as air-sea rescue aircraft. The SM 79 set 26 world records that qualified it for some time as the fastest medium bomber in the world; in 1937 five SM 79 (the “Sorci Verdi” squadron) participated in the prestigious international speed air race Istres - Damascus Paris, winning the first three places.

Since its beginning, the 2nd world war overwhelms the Aegean Italian Air Force; from the airbases of the Dodecanese, missions to the extent possible, that aroused admiration and respect even in the enemy, took off.

The slides shown represent a collage of data published on Internet Webs and memories passed down to their descendants by some of those who "were there!"; Together these sources outline until now an approximate and incomplete image and meaning of the presence of the Italian Royal Air Force in the Dodecanese; the hope is that the history of the Italian Wings in the Aegean can be told in an organic way from sunrise to sunset, before the sands of time bury it forever.

‐ 11 ‐ www.aial.gr

alle origini del sar open court of primary school – Lakki, Leros 8‐9 sept 2016 exhibition‐meeting: Italian Air Force in the Dodecanese and the airport G.Rossetti

second day ‐ Aerial activities over the Aegean Sea, 1941-45 PETER SCHENK Inter-Island Air Traffic and Mail Flights in the Dodecanese At the beginning of the war the German military mail service, “Feldpost”, was established.

With the fronts stretching far out the long distances were covered by air planes, as for example from 1942 on to the Russian front. From 1943 on also Tunis in Africa, Northern Norway and the occupied Greek Islands were supplied. For the Greek islands the Army post master of the Army Group E in Saloniki was responsible.

After the German retreat from Greece in October 1944 when the islands Crete, Milos, Rhodes, Kos and Leros could not completely evacuated, the so called “Inselpost” Island Mail was introduced. Only letters or Postcards with 20 g were allowed. Special stamps with the print “Inselpost” were provided and issued with limitations. Also wireless short messages were sent and published in soldier newspapers “Veste Kreta” and “Wacht auf Rhodos”.

Another way to deliver regards from home was via broadcast of soldier radio Crete.

The first flight from Vucovar in Yugoslavia on 23 October 1943 was not a success as the plan was lost in the Gulf of Saloniki. It had all the new stamps on board.

The next flight of a Heinkel 111 from Agram/Zagreb in Yugoslavia to Gadurra on Rhodes on 7 November 1943 went good and brought besides mail the new stamps. The plane returned via Maleme on Crete. Two more mail flights with the Heinkel were carried through in November. On 27 November a Junkers 290, a very big four engine plane, reached Gadurra on Rhodos. It delivered a high ranking staff officer for an inspection. The Plane returned on 30 November and took also mail and 32 ill soldiers back home.

The next Heinkel came to Rhodes on 3 December and from there to Crete on the 6. From now on a special command “Morgenröte” was created in Agram/Zagreb, replacing the former planes and crews. It consisted of three Heinkel 111 under Oberleutnant Schoppa, one of the pilots. The other pilots were Oberleutnant Stoeber and Leutnant Beug.

Because of the great amount of mail at the end of the year, two Heinkel arrived in Rhodes on 18 and 19 December and returned via Crete.

The next flight on 13 January 1945 was ill fated as the plane crashed near Agram because of bad weather.

A special flight from Vienna with a four engine Focke Wulf 200 “Condor” arrived on 28 January in Rhodes without mail but with Christmas presents for the soldiers.

Three more flights were carried out in February, one of them with a Condor from Vienna which took three officers, one soldier and 19 ill persons.

The next flight on 1 March ended on the way back from Crete as the plane was damaged there and had to stay there. A Condor from Vienna arriving in Gadura on 14 March took back the mail and also the crew of the Heinkel.

‐ 12 ‐ www.aial.gr