The Last Word to Guy Gibson

December 24, 2015 / Aviationtrails / 12 Comments

I’ve just finished reading “Enemy Coast Ahead”, written by Guy Gibson VC DSO DFC, and would recommend it to anyone interested in the man or the missions.

At the end, there is a very poignant comment made by Gibson following the Dams raid when the remaining eight of the original sixteen aircraft were returning home to Scampton. It made me think, and at this festive time, I leave you with his words which are abundant with significance. One related quotation, quite often attributed to Winston Churchill, but first used by George Santayana, “Those who cannot remember the past are condemned to repeat it”, reflect in Gibson’s own words.

“Why must we make war every twenty-five years? Why must men fight? How can we stop it? Can we make countries live normal lives in a peaceful way?” But no one knows the answer to that one.

The answer may lie in being strong. A powerful, strategic bomber force based so that it would control the vital waterways of the world, could prevent and strangle the aggressor from the word ‘Go’. But it rests with the people themselves; for it is the people who forget. After many years they will probably slip and ask for disarmament so that they can do away with taxes and raise their standard of living. If the people forget, they bring wars on themselves, and they can blame no one but themselves.

Yes, the decent people of this world would have to remember war. movies and radio records should remind this and the future generations of what happened between 1936 and 1942. It should be possible to keep this danger in everyone’s mind so that we can never be caught on the wrong foot again. So that our children will have a chance to live. After all, that is why we are born. We aren’t born to die.

A sincere thanks to everyone who has followed Aviation Trails. I wish you a Merry Christmas and a very peaceful New Year.

Andy

“Enemy Coast Ahead”, Guy Gibson, Published by Goodall Paperback from Crecy Publishing, 1986 ISBN 9780907579625

Heartbreak on Christmas Eve 1944

December 23, 2015December 22, 2015 / Aviationtrails / 10 Comments

On the morning of December 24th, 1944, Brigadier General Frederick W. Castle (s/n 0-319375), woke to the greet the day, and like most pilots facing perilous missions, he probably wondered if it would be his last. However, knowing what I know about Castle from my research, he was a calm, confident and highly competent pilot, so most likely, he had every reason to believe in the success of his next mission. Sadly though, that was not to be the case. Castle never made it back that night. On Christmas Eve of 1944, this brave pilot lost his 30th and final battle.

Lieutenant Colonel Elliott Vandevanter of the 385th Bomb Group with Colonel Frederick W Castle (centre) of the 487th Bomb Group and Brigadier General Curtis A LeMay. *¹

Frederick W. Castle was born on October 14th, 1908 at Fort McKinley in Manila, the Philippines. He came from an active military family and was the son of Col. Benjamin Frederick Castle. Following the end of World War 1, he was to settle in the United States in Mountain Lakes, New Jersey.

From a young age, Castle was groomed for a life of military service. He attended Boonton High School and Storm King Military Academy before moving on to the US Military Academy from where he graduated in June 1930.

His first service was with the New Jersey National Guard, where he stayed for two years transferring to the Air Corps, March Field, California, then onto Kelly Field in Texas. Castle gained his wings in October 1931.

Serving as a pilot with the 17th Pursuit Squadron for 3 years, he eventually left the forces returning to civilian life but holding a reserve status. With the entry of the United States into the Second World War, Castle would be called upon by his good Friend Ira Eaker, and he returned in January 1942, being promoted within two months to Major and then onto Lieutenant Colonel in the following September.

With the forming of the Eighth Air Force in England, headed by General Ira Eaker, Castle was one of seven high-ranking officers selected to fly with him on the dangerous route over the Bay of Biscay, eventually arriving at Hendon wearing their civilian clothes. Joining Eaker on February 20th 1943 in the DC-3 from Lisbon were: Lt Colonel Frank Armstrong Jnr, Major Peter Beasley, Captain Beirne Lay Jnr, Lt. Harris Hull and Lt. William Cowart Jnr.

Castle desired a combat role, and this desire would lead to him taking over the command of the ailing 94th Bomb Group. His methods of command were initially considered weak, but in the face of low morale and apprehension, he personally took the 94th to some of the furthest targets yet, his first being Oschersleben in the heart of Germany; a mission that went on to inspire the film “12 o’clock High“. Castle went on to fly in many combat missions including numerous high prestige targets, a role that took him on to Brigadier General and command of 4th Combat Wing.

On Christmas Eve 1944, following a week of poor weather, orders came though for a maximum effort mission, involving every available B-17 and B-24 in support of the troops in the Ardennes. Airfields, supply lines and troop movements were to be attacked, and good weather was at last predicted.

General Arnold with Colonel Frederick W Castle, Brigadier General Curtis LeMay, General Williams and General Anderson during a visit to Bury St Edmunds (Rougham)*²

A joint effort, this would be the largest single attack to date involving 500 RAF and Ninth Air force bombers, 800 fighters and just short of 2,050 Eighth Air Force bombers. Such was the demand for aircraft, that even ‘war weary’ examples, were hastily armed and prepared, many unfit for more than assembly or training duties. Truly an armada of incredible proportions.

Taking lead position, Frederick Castle, was in B-17G-VE, ’44-8444′ “Treble Four“, an aircraft that had itself seen battle experience. Assigned to the 836BS, 487BG, and at RAF Lavenham, it was previously damaged in a raid over Darmstadt. The aircraft was salvaged in January 1945.

A veteran of 29 missions, Castle was a more than a competent leader. They set off, the weather as predicted, but with a haze that restricted ground level visibility. This haze prevented the fighters from leaving causing an all important delay. This delay was not considered a major problem at the time however, as the escorts would soon catchup and overtake the laden bombers. The Luftwaffe, making an unprecedented move, brought forward fighters into the Liege area to meet the oncoming bombers before any escorts could reach them. In the first few minutes of the battle, four of the 487th BG’s aircraft were downed and a further five forced to land in Belgium.

Castle’s lead plane, suffering problems with one of its engines (possibly due to previous battle damage) was attacked by the first wave of fighters, action was taken to leave the flight and join a formation further back. It was then attacked again, the aircraft catching fire, and the navigator wounded.

Castle took control, and even though still being attacked, refused to jettison the bombs for fear of killing civilians or allied troops below. Further attacks led to both engines on the starboard wing catching fire, which ultimately led to the fuel tank exploding sending the aircraft into an uncontrollable spin.

Through Castle’s actions, seven of the crewmen were able to leave the aircraft, sadly not all survived.

Frederick Castle died in the crash, his body is now buried in Henri-Chapelle American Cemetery, Liege, Belgium, Plot D, Row 13, Grave 53.

His citation reads:

“He was air commander and leader of more than 2,000 heavy bombers in a strike against German airfields on 24 December 1944. En route to the target, the failure of 1 engine forced him to relinquish his place at the head of the formation. In order not to endanger friendly troops on the ground below, he refused to jettison his bombs to gain speed maneuverability. His lagging, unescorted aircraft became the target of numerous enemy fighters which ripped the left wing with cannon shells. set the oxygen system afire, and wounded 2 members of the crew. Repeated attacks started fires in 2 engines, leaving the Flying Fortress in imminent danger of exploding. Realizing the hopelessness of the situation, the bail-out order was given. Without regard for his personal safety he gallantly remained alone at the controls to afford all other crewmembers an opportunity to escape. Still another attack exploded gasoline tanks in the right wing, and the bomber plunged earthward. carrying Gen. Castle to his death. His intrepidity and willing sacrifice of his life to save members of the crew were in keeping with the highest traditions of the military service*³.”

For his action, Frederick W. Castle was awarded the Medal of Honour posthumously. In 1946, the Castle Air Force Base, in the heart of California’s San Joaquin Valley, was dedicated in his name, and on June 20th, 1981, the Castle Air Museum was officially opened on the now closed base, for the purpose of preserving the Air Force and Castle heritage. Museum details can be found here. His name is also on a plaque in the Memorial Park, in Mountain Lakes, New Jersey.

The awarding of the Medal of Honour, reflected the determination and personality of one of Eakers “Original Seven”, who chose to leave a safe position for a combat role, taking on the demoralised 94th, and leading them into some of the Second World War’s most ferocious air battles.

Sources and further reading.

*¹ Photo from Roger Freeman Collection, IWM, FRE9833

*² Photo from Roger Freeman Collection, IWM, FRE9879

*³ Congregational Medal of Honour Society, Website, accessed 22/12/15

Mountain Lakes Library, Website, accessed 22/12/15

“The B-17 Flying Fortress Story”, Roger A Freeman, Arms and Armour, 1997.

Air Forces Historical Support, Division, Website, accessed 22/12/15

“The Mighty Eighth”, Roger Freeman, Arms and Armour, 1986.

A man who deserves much more credit! Who remembers Léo?

December 22, 2015 / Aviationtrails / Leave a comment

Originally posted on Lest We Forget II:Taken from an article of the Ottawa Citizen (found on this Webpage) with pictures I found on different Websites. Divergent Portraits of War: Léo Major by Tony Atherton ZWOLLE, The Netherlands. If you saw him sitting in a hotel restaurant along the Stationweg in this old walled city, your…

https://athabaskang07.wordpress.com/2015/12/22/who-remembers-leo/

American Ghosts – RAF Kimbolton an Airfield with a Remarkable History.

December 20, 2015December 24, 2018 / Aviationtrails / 15 Comments

Kimbolton was home to the American USAAF, it also housed one of the RAF’s rarest Wellington Bombers of the Second World War. The 379th BG were the main residents achieving a number of records whilst bombing heavily defended targets in occupied Europe. We go back to see what is left today.

RAF Kimbolton. (Station 117)

Looking across Kimbolton today.

We arrive not far from the busy A14 to the south-west of Graffham Water. Perched on top of the hill, as many of these sites are, is Station 117 – Kimbolton. Having a short life, it was home to the 379^th Bombardment Group of the Eighth Air Force, flying some 330 missions in B-17s. The site is split in two by the main road which uses part of the original perimeter track for it’s base. To one side is where the runways and dispersal pens would have been, to the other side the main hangers, admin blocks, fuel storage and squadron quarters. The former is now open fields used for agriculture and the later a well-kept and busy industrial site. What was the main runway is crossed by this road where there is now a kart track.

Kimbolton Airfield in 1945, taken by 541 Sqn RAF. (English Heritage RAF Photography – RAF_106G_UK_635_RP_3217)

Kimbolton was designed with three concrete runways, the main running north-west / south-east, (2154 yds); the second and third running slightly off north-south (1545 yds) and east-west (1407 yds), it also had two T2 hangars with a proposed third, along with 20 ‘loop’ style hardstands and 31 ‘frying pan’ hardstands around its perimeter.

The local railway line formed the northern boundary, the bomb store was to the south-west, the technical and administrative site to the south-east and beyond that the accommodation sites. To house the huge numbers staff to be located at Kimbolton, there were two communal sites; a WAAF site; sick quarters; two sewage sites; two officers quarters, an airmen’s quarters; a sergeants site and two further sites with ablutions and latrines. These were all spread to the south-eastern corner of the airfield,

Originally built in 1941 as a satellite for RAF Molesworth, it was initially used by the RAF’s Wellington IVs, a rare breed where only 220 airframes were built. 460 Sqn were formed out of ‘C’ flight 458 Sqn at Molesworth and used the Wellingtons until August 1942 when they replaced them with the Halifax II. Staying only until January 1942, their departure saw the handing over of both Molesworth and Kimbolton to the USAAF Eighth Air Force and the heavier B-17s. During this time, the airfield was still under construction, and although the majority of the infrastructure was already in place, the perimeter was yet to be completed.

First to arrive was the 91stBG, who only stayed for a month, before moving on to Bassingbourn. A short stay by ground forces preceded extensions to the runways, accommodation and improved facilities. Now Kimbolton was truly ready for a Heavy Bomb Group.

Soon to arrive, was the 379th BG, 41st CW, flying B-17Fs. Activated in November 1942 they arrived at Kimbolton via Scotland, ground forces sailing from New York whilst the crews flew their aircraft from Maine to Prestwick via the northern supply route.

Arriving in April / May, their first mission would be that same month. The 379th would attack prestige targets such as industrial sites, oil refineries, submarine pens and other targets stretching from France and the lowlands to Norway and onto Poland. Targets famed for heavy defences and bitter fighting, they would often see themselves over, Ludwigshafen, Brunswick, Schweinfurt, Leipzig, Meresberg and Gelsenkirchen. They would receive two DUCs for action over Europe including, raids without fighter escort over central Germany on January 11th 1944. They assisted with the allied invasion, the breakout at St. Lo and attacked communication lines at the Battle of the Bulge. They would operate from Kimbolton until after the war’s end, when on 12th June 1945, they began their departure to Casablanca.

Life at Kimbolton was not to be easy and initiation into the war would be harsh. On the first operation, four aircraft were lost, three over the target and one further crashing on return. Three of the crews were to die; a stark warning as to what would come. Their second mission would fair little better. An attack on Wilhelmshaven, saw a further six aircraft lost and heavy casualties amongst the survivors. Things were not going well for the 379th and with further losses, this was to be one of the bloodiest entries into the war for any Eight Air Force Group.

A B-17 Flying Fortress (FR-C, serial number 42-38183) nicknamed

B-17 Flying Fortress (‘FR-C’, 42-38183) “The Lost Angel” of the 379th BG sliding on grass after crash landing, flown by Lieutenant Edmund H Lutz at Kimbolton. (Roger Freeman Collection)

As the air battle progressed, further losses would be the pay off for accurate and determined bombing by the 379th. Flying in close formation as they did, accidents often occurred. On January 30th 1944, 42-3325 “Paddy Gremlin” was hit by bombs from above. Then again, on September 16th 1943, two further aircraft were downed by falling bombs, close formation flying certainly had its dangers.

Some 1 in 6 losses of the USAAF were due to accidents of one form or another. Collisions were another inevitable part of the close formation flying. A number of memorials around the country remember crews who lost their lives whilst flying in close formation. Kimbolton and the 379th were to be no different. On June 19th 1944, two B-17Gs 44-6133 (unnamed) and 42-97942 “Heavenly Body II” crashed over Canvey Island killing all but one of 44-6133 and three of Heavenly Body II. The official verdict stated that the second pilot failed to maintain the correct position whilst in poor visibility, a remarkable feat in any condition let alone poor visibility whilst possibly on instruments alone. (See full details of the terrible accident).

However, not all was bad for the 379th though. Luck was on the side of B-17F, 42-3167, “Ye Olde Pub“, when on December 20th 1943, anti-aircraft fire badly damaged the aircraft whilst over Bremen. The aircraft limping for home, was discovered by Lt. Franz Stigler of JG 27/6. On seeing the aircraft, Stigler escorted the B-17 over the North Sea, whereupon he saluted and departed allowing the B-17 safe passage home where it landed and was scrapped.

A number of prestige visitors were seen at Kimbolton. These included King George VI, Queen Elizabeth, Princess Elizabeth and General Doolittle. One particular and rather rare visitor arrived at Kimbolton on January 8th 1944. A rebuilt Messerschmitt BF-109 stayed here whilst on a familiarisation tour for crews. Shot down over Kent it was rebuilt to flying condition and flown around the country.

Seen in front of a B-17, Messerschmitt BF-109 runs up her engine at Kimbolton, January 8th 1944. (Roger Freeman Collection FRE 4775)

All in all the 379th had a turbulent time. By the time they had left Kimbolton, they had lost a great many crews, but their record was second to none. They flew more sorties than any other Bomb Group of the Eighth Air Force – in excess of 10,000 in 330 missions; dropped around 24,000 tons of ordnance, equating to 2.3 tons per aircraft; pioneered the 12 ship formation that became standard practice in 1944 and had the lowest abortive rate of any group from 1943. Kimbolton was visited by Lieutenant General James Doolittle, and two B-17s held the record of that time “Ol Gappy” and “Birmingham Jewel“, for the most missions at the end of their service. They also had overall, one of the lowest loss rates of all Eighth AF Groups largely due to the high mission rates.

With their departure to Casablanca, the 379th would be the last operational unit to reside at Kimbolton. Post war it was retained by the RAF until sold off in the 1960s, it was returned to agriculture, the many buildings torn down, the runways dug up and crops planted where B-17s once flew.

The old perimeter track exists for farm machinery and forms part of the main road.

Kimbolton today is little more than a small industrial estate and farmland. At the main entrance to the industrial site, is a well-kept memorial. Two flags representing our two nations, stand aside a plaque showing the layout of the field as was, with airfield detail added. Behind this, and almost un-noticeable, is a neat wooden box with a visitors book and a file documenting all those who left from here never to return. There are a considerable number of pages full of names and personal detail – a moving document. One of the B-17 pilots, Lt. Kermit D. Wooldridge, of the 525th Bomb Squadron, 379th Bomb Group, 8th Air Force kept a diary of his 25 raids, and many of the crew members mentioned in the memorial book appear in his diaries. These are currently being published by his daughter, and can be seen at https://sites.google.com/site/ww2pilotsdiary/ They tell of the raids, the crews and detailed events that took place over the skies of occupied Europe from June 29th 1943. I highly recommend reading it.

Memorial book listing those that never came home.

This is a lovely place to sit (benches are there) and contemplate what must have been a magnificent sight all those years ago. It made me think of the part in the film ‘Memphis Belle’, where the crew were sitting listening to the poetry just prior to departure, how many young men also stood here ‘listening to poetry’. The control tower would have stood almost opposite where you are now, with views across an enormous expanse. Here they would have stood ‘counting them back’. Like everything else, it has gone and the site is now ‘peaceful’.

Kimbolton saw great deal of action in its short life. But if determination and grit were words to associate with any flying unit of the war, the 379th would be high on that list.

From Kimbolton we head off to another American Ghost, one that holds its own record and a beautiful stained glass window. We go to the American base at RAF Grafton Underwood.

Kimbolton was originally visited a couple of years ago, this is an update of that trail and it appears in Trail 6 – ‘American Ghosts’.

A short but eventful life, RAF Matching, Essex

December 13, 2015December 13, 2015 / Aviationtrails / 16 Comments

RAF Matching (Station 166) or Matching Green, was built very late in the war, and was only operational for just over a year. It was initially built for the heavy bombers of the Eighth Air Force as a Class ‘A’ heavy bomber station, but was very soon transferred to the Ninth Air Force and used by medium bombers of the 391st Bomb Group, who supported the allied advance into Germany.

It was built with 3 runways all of concrete, 50 loop style hardstands, two T2 hangars; one to the south-east and one to the south-west, a number of blister hangars and a wide range of ancillary and support buildings. Both technical and accommodation areas were all to the east and south-east well away from the main area. The bomb site, had approximately three miles of roadway, giving an indication of its generous size.

The Watch Office at Matching now homes radar equipment.

Opened in January 1944 the first month would be busy for Matching Green. The first and primary residents were the Olive Drab B-26 Marauders of the 391st Bomb Group of the Ninth Air Force. The 391st were made up of 4 Bomb Squadrons: 572nd, 573rd, 574th, and 575th, and undertook their first mission within a month after arriving in England. They were a new group, ‘rookies’ in comparison to many, only being formed a year earlier.

Their primary targets were: airfields, bridges, marshalling yards and V- weapons sites across France. During the Allied invasion, they attacked German defences along the coast and as the allies moved further inland, they attacked fuel dumps and troop concentrations. They supported the break out at St. Lo in July 1944, and prevented the enemies retreat by attacking transport and communication links behind German lines.

Being to the south of the country, Matching Green was occasionally used by returning aircraft as a safe haven. On February 4th, just a month after it opened, the first fatality would be recorded. Whilst returning from a mission to Frankfurt and with both engines on one side feathered, B-17G ’42-31494′ (PY) of the 407BS, 92nd BG, based at Podington, failed to make the airfield and crashed on the approach to Matching Green. The resultant accident killed 5 of its crew members, a worse fate then the aircraft which was later salvaged.

One of the former accommodation sites.

In September 1944, the 391st moved from Matching Green to Roye/Amy in France, where they received a DUC for action against heavily defended sites without fighter escort. Their departure from Matching Green sounded the end and its short life would soon cease operationally. Between their arrival in January and their departure to France in September, the 391st would fly some 6,000 sorties losing just under 200 crew members in action over Europe.

As the war drew to a close, the airfield was handed back to the RAF for paratroop activities. Elements of both RAF and the USAAF IX Troop Carrier Command, were reputed to have been based here, operating either Short Stirlings or C-47s. These were the last military units to operate from here and the site was closed in 1945, being returned to agriculture within a very short period of time. The majority of concrete was removed for nearby development, although many of the buildings were luckily left standing. In the late 1980s, one of the T2 hangars was dismantled and transferred to nearby North Weald Airfield. It remains there today re clad but still in aviation use. The Control Tower remains today and in remarkably good condition, adorned with electronic equipment, it us used use as a radar equipment test facility.

The site whilst agriculture, is now home to a large selection of fauna and flora. Deer roam freely across the site and a survey in the summer of 1999 recorded over 160 species of trees, grasses and wild flowers that included three different types of Orchid.

Matching Green, like other airfields in this area, lives in the shadow of the modern Stansted International Airport, and this has proven, in part, to be its savour.

The water tower at Matching Green in a former accommodation site.

Although close to Stansted, the network of country roads that lead to the airfield are small and signposts are few and far between. It is not an easy place to find – one of the many features of Second World War airfields. One of the first things you see is the old original water tower. It pokes its head above the many trees that now cover matching green airfield.

Access to this site is along what would have been the original entrance to the airfield. To mark the spot, a memorial has been built here. Sadly it’s not well looked after and was looking rather worn when I visited in the summer of 2015.

The tower, a rusty guardian, watches over a few of the remaining huts that once formed one of the many accommodation areas in this south-eastern corner of this airfield. A number of huts, in generally good condition, they are now utilised by a quantity of small businesses. The atmosphere of the place has not been lost and it is easy to imagine the hustle and bustle of crews moving between huts along its concrete paths. Some of the huts are in disrepair, a few have been ‘refurbished’ but the layout is clear.

From here drive back to the memorial and with the technical site behind you, turn left, drive along the road past the small forests and you can see evidence of more paths. These would have led to the technical area. This part, whilst predominantly agricultural, is also home to a number of deer and if you are lucky, as I was, you will see them walk across the road from one side to the other. A rather fitting sight bringing peace to a place that once brought death and destruction in the fight against an evil regime. Carry on along this road and you arrive at the more open areas of the airfield. To your right appears from almost nowhere, the original watch tower. In good condition also, it is fenced off and now used as a radar test facility.

The perimeter track heads off to the north to join the east-west runway at the bend.

With the tower in front of you, the majority of the site is beyond this. A track, that was the perimeter track, leads off onto private land and a farm dwelling still using a blister hangar and other small buildings. Carry on along the main road, at the bend you are now on the former NW-SE runway as it heads off north-east. At the next bend is further evidence of the runways. Here the you are at the top of the ‘A’ where two of the three runways cross, now a mere track. Continue along, this is the second runway. It then turns and you drive along the perimeter track. To the south would have been one of the ‘T2s’ and loop dispersals, now all gone. On the other side of the road, the track heads off to the third runway and is used for storing farm ‘waste’.

Much of Matching Green has now gone, returned to agriculture and nature. A peaceful wind blows across the once busy airfield, a few huts linger as reminders of days long gone, but amongst the wild flowers a few well hidden surprises tell the short story of RAF Matching Green.

RAF King’s Cliffe – buildings not recommended for listing.

December 6, 2015December 5, 2015 / Aviationtrails / 7 Comments

A recent assessment of the remaining buildings on the former RAF King’s Cliffe airfield, Northamptonshire, has not proven to be as positive as one had hoped for. The result could open the door to future development of the site and ultimately the permanent loss of these buildings as a result.

One of the rarer Oakington Pillboxes deemed not to be of Historical interest.

King’s Cliffe (originally visited in Trail 6) was the station for a number of RAF and USAAF units flying P-38s and P-51s amongst them . They operated as fighter escort for the heavy bombers of the Eighth, seeking out targets of opportunity, particularly enemy locomotives, as enemy fighters reduced in numbers. It was also the site of Glenn Miller’s final hangar concert, for which a memorial has been erected on the base of the hanger structure.

Closed post war, it was returned to agriculture, and the runways removed for hardcore. A few buildings still remain including: aircraft pens, pillboxes, the Battle headquarters and a rather dilapidated watch office. Away from the airfield site, the chapel and other small accommodation buildings survive in modern use. King’s Cliffe has certainly taken its share of post war degradation.

This survey was initiated following the successful planing application made for Jacks Green; the area to the southern side of the airfield around the Glenn Miller Memorial. This application has been granted (see here and the media reports here), and development is due to proceed. This combined with the findings of the survey by Historic England, won’t help the long-term future of King’s Cliffe’s buildings, and it may have further implications for the preservation of the site as a whole.

Historic England, submitted their report to the Secretary of State who has deemed that the remaining buildings, including those mentioned, are not suitable for classification as “historically significant” and therefore will not be added to the list of Buildings of Historical interest and so ‘listed’.

Under the Planning (Listed Buildings and Conservation Areas) Act 1990 Buildings of Special Architectural or Historic interest; buildings that are deemed to be significant in terms of their architecture, historical importance or rarity, can be classified.

The full report can be accessed via the Historical England Website, but the key points they highlight are thus:

1. The Watch Office:

The report highlights the fact that of the 18 different models constructed, there are 220 examples still surviving today, with many of them surviving in a better condition.

At King’s Cliffe the watch office (type Watch Office for Night Fighter Stations FCW4514) is a windowless shell, with some of its internal walls demolished and its balcony rails missing. There are no internal features. It is a poignant and dramatic ruin, but its condition precludes designation.

2. The Battle Headquarters:

At the time of the survey, the building was flooded and so access was inhibited, but it is thought that it is unlikely to contain anything of historical or architectural significance. Again Historic England state that there are better preserved examples on other sites around the UK.

The report states:

At King’s Cliffe, much of the essential wartime context has been lost with the removal of its runways and hangers. Moreover, the interior of the structure, which is flooded currently and effectively inaccessible, is unlikely to retain fixtures and fittings of interest. Together, these considerations mean that King’s Cliffe’s Battle HQ cannot be recommended as an addition to the List.

3. Fighter Pens:

Built to protect fighters and crews from attack, with soil mounds, brick walls and protectives rifle slits, there are a variety of these structures surviving today around the UK. More significant examples can be found at Battle of Britain airfields for example, and whilst those at King’s Cliffe were important, they are in mixed condition and according to the report, not of significant value.

The report states:

Elsewhere, however, the pens are very degraded or part demolished. The fact that only a proportion of the fighter pens survival relatively well as an ensemble, and that much of the essential wartime context has been lost with the removal of the runways and hangers, means that King’s Cliffe’s fighter pens cannot be recommended as additions to the List.

4. Pillboxes:

There are a small quantity of pillboxes around the airfield site and these represent a minute number of the 28,000 constructed in defence of the UK. Rarer examples are more likely to be selected for listing than the more common examples. Those found at King’s Cliffe are the Oakington style, a rarer model of which only 61 have been recorded by the English Heritage Monuments Protection Programme. Some of these have since been demolished and so an even smaller number exist today. However, “a high degree of selectivity” was used as a basis for the decision.

While the three examples at King’s Cliffe are also of undoubted interest, and generally survive in relatively good condition, a high degree of selectivity must be deployed when assessing structures of this late date. The loss of so many key components of the wartime airfield compromises their historic context and argues against recommending them for designation.

The conclusion of this report, states that the decision not to recommend listing these buildings is down to three primary points:

1. The fact there the buildings are in poor condition,
2. The fact that they are not ‘rare’ and,
3. The fact that because the other major features, (runways and hangars) have been removed, they are not significant in ‘Group Value’.

This decision is not surprising, but the wording suggests that any airfield with no runway or hangars, is not likely to have its buildings listed for preservation unless they are either very rare or in very good condition. After 75 years, that is extremely unlikely.

This outcome means that any decision to demolish the buildings lays with the landowner, and whilst they have been in situ for the last 70 years or so, there is now no need to retain them in any form should they so wish.

Ultimately, these buildings could be removed for land development, or agriculture use, meaning they would then be lost forever. That would leave the two small memorials as the only significant reminders of the King’s Cliffe site.

The full report can be accessed via the link below, which gives a detailed explanation for the decision. The annex of the report will be published on the Heritage Gateway website.

www.historicengland.org.uk case number 1426070

Anyone who wishes to challenge this decision can do so within 28 days with a request that the decision be reviewed in light of further evidence or because of irregularities in the process, full details are available through the link below. A form is available through this link, with appropriate guidance for completion. Both downloadable from the ‘Reviews of Listing Decisions’ page.

https://www.gov.uk/how-to-challenge-our-decision-to-list-or-not-list-a-building

If you are unable to access the website please contact:

The Listing Review Officer
Heritage Protection Branch
Culture Team
Department for Culture Media and Sport
4th Floor
100 Parliament Street
London
SW1A 2BQ

My thanks to Sandra Beale for forwarding this information.

WW2 SAAF Typhoon Pilot Albie Götze tribute page

December 6, 2015 / Aviationtrails / 4 Comments

About… http://saafww2pilots.yolasite.com/albie-götze.php About the creator of the Website… I am an engineer and worked for 14 years in the SA arms industry mainly designing rocket motors and aircraft parts. For the past 17 years I have been in the private sector working in the flour milling industry. My interest in WW2 SAAF history was […]

https://athabaskang07.wordpress.com/2015/12/06/ww2-saaf-typhoon-pilot-albie-gotze-tribute-page/

Development News for Britain’s Airfields (3).

December 2, 2015November 29, 2015 / Aviationtrails / 4 Comments

A third proposal for airfield development had been released in this last week. The first two, RAF Downham Market and RAF West Raynham have been highlighted in previous posts. The third, is possibly the most significant so far and one that like RAF West Raynham, sets a standard by which future developments could proceed. This site is that of RAF Coltishall.

RAF Coltishall – The Future

RAF Coltishall was home to around 56 RAF Squadrons throughout its life, these included the Jaguars of 6, 41 and 54 Squadrons along with a wide range of aircraft from both the Second World War, Cold War era and the Gulf War. It is a large site that accommodated around 1,500 people at its height, with four hangars, a single runway and both extensive accommodation and technical sites.

Vacated by the RAF in 2006, it has been the subject of a public consultation since 2013. Questions were asked about the possible future use of the site which included light aviation with air displays, a change to affordable housing, industrial use and site redevelopment. Norfolk County Council took the future of the site very seriously, knowing how much it meant to both the local people of Norfolk and Britain’s aviation heritage. The results of this consultation have now been released and can be accessed through the link at the base of the page.

The Control Tower at Coltishall may be part of a Heritage Trail

As with West Raynham, a site like Coltishall, that is complete, offers a unique opportunity to develop the buildings and structures whilst retaining and highlighting the heritage value that it represents. The buildings and infrastructure are ideal for a small self-contained ‘village’ that encourages links with both the local and wider community as a whole.

Norfolk County Council have recognised the importance of this site in particular, and as a result, much of it is now listed as ‘ancient monuments’ or locally listed buildings. These include: the World War 2 dispersals, Cold War blast walls, hangars, tower and communal buildings. It survives today in its entirety, primarily because the entire airfield is designated a Conservation Area by Norfolk County Council. This status gives protection against some of the more virile development and ensures in part, the preservation of the site for future generations.

Norfolk County Council have now released their proposed plans for the site, which include a harmonic development of both the main technical and accommodation areas utilising the buildings in situ where they can.

These plans may mean the sad loss of the main runway and grassed areas, probably both being returned to agriculture or open green space. It would also suggest a loss of much of the perimeter track as well. However, their plans do include creating a public heritage trail, viewing platform and sign-age to promote and explain the uses of Coltishall, as it was throughout its aviation life. There are also suggestion of ‘interpretations’ of both cold war and second world war aircraft in their respective pens.

Just this week however, a private enterprise (led by a cycle shop owner) put forward a proposal to use the three-mile perimeter track as a cycle track for recreational and competition cycling opportunities. Further proposals include a £300,000 development of the former operations room into a cafe and cycle workshop. Landscaping would also be included making it a hub for recreational activities linked by cycles paths to Norwich, Hoveton and Aylsham.

Financial support has not yet been granted for this particular part of the proposal, but it is hoped that the site will be open mid 2016.

Norfolk County Council are considering the plans in line with their own heritage and development ideas. If it all goes ahead, then once developed, RAF Coltishall is likely to be the best preserved airfield in the UK that has not only been developed but opened to the public. Furthermore, if these proposals are to come to fruition, it could become a model for future development of Britain’s old wartime relics.

Details of the Council’s proposal can be found here.

The overall plan can be found here.

RAF Coltishall appears in Trail 7.