Request from a reader… My colleague and I are in the process of researching for a new book we are writing about RMS Queen Mary during WWII (when she was refitted as a troop ship). If you (or someone you know, whether it be a relative who has passed on) sailed aboard the QM during […]
https://rcaf403squadron.wordpress.com/2016/02/22/ripples-in-the-water-a-simple-request/
This airfield forms the second stop on our Essex trail and is an airfield that is probably unique in that it was named after a General. After leaving Matching Green, we travel a short distance away and stop at the former base Andrews Field.
Andrews Field (officially Great Saling or Station 485) can be found nestled in the Essex countryside, not far from Stansted airport, about 3 miles west of Braintree. It has the unique honour, among many, to have been the first airfield designed and built for the USAAF in England.
Construction began in the summer of 1942 as a bomber station for the then fledging Eighth Air Force. Units from the 96th BG would start to arrive mid 1943 and their first operational duty would come in the middle of that same year. Heavy bombers of the 96th would go on to perform a strategic bombing role for the remainder of the Second World War, although not from Andrews Field.
Great Saling was renamed Andrews Field in honour of Lieut. Gen. Frank M. Andrews, who was killed when his B-24 crash-landed in Iceland on 3rd May 1943. Andrews was the eighth American general to lose his life (or to be reported missing in action) since the war began, and was known as a ‘doer’, once quoted in the New York Times as saying: “I don’t want to be one of those generals who die in bed.”*3
The airfield was built as a Class A airfield, with accommodation situated to the north-eastern side of the airfield. A communal site, two mess sites, six airmen accommodation sites, two WAAF sites, a sick quarters and a sewage works would accommodate upward of 3,000 officers, airmen, WAAFs and ground crews. The airfield, with the pinnacle of the ‘A’ pointing north, had three hard runways, the main (2,000yds) running east-west and two secondary (1,400 yd) running north-west to south-east and north-east to south-west respectively. A perimeter track with 50 hardstands joined the three runways together. Further storage and maintenance ‘sheds’ were provided by two T2 hangars, one to the south and one to the east. A bomb store, for small bombs, incendiaries and fusing, was also to the south next to Boxted Woods. The main administrative area was to the east, where the main entrance led out of the site to the accommodation areas. The technical aspects of Great Saling were widely spread and in comparison to many other airfields of this nature, quite thinly catered for. With the majority of the work being undertaken on this side of the airfield, the western side was left primarily for aircraft dispersal.
B-26 Marauder (s/n 43-34132) “Patricia Ann” of the 450th BS undergoing an engine test at Andrews Field. The aircraft collided with another B-26 (42-96279) over Beauville Airfield, it suffered damage but was able to return*1.
The first but not primary residents, were the heavy B-17s of the 96th BG, 4th BW, Eighth Air Force. Activated in July 1942 at Salt Lake City Utah, they trained on B-17s from the start of their inception. Moving to the United Kingdom in the following May, they would stay at Andrews Field for only one month before moving on to nearby Snetterton Heath on 12th June 1943. The 96th would operate four squadrons (337th, 338th, 339th and 413rd BS), attacking targets such as shipyards, harbours, aircraft factories, and major industrial targets across occupied Europe. Later in the war, they would receive a Distinguished Unit Citation before their return to the United States post war.
With their departure, Andrews Field would be passed over to a new unit, the 332nd BG, who were to be the largest and most major operational unit to serve at Andrews Field for the duration of the hostilities.
The USAAF was not generally associated with medium bombers, and the introduction of the Martin B-26 Marauder, would bring a whole host of issues. Rushed into service, it was to gain notoriety for poor handling, regular engine failures, weak undercarriage and high stall speeds that led to a string of accidents and crew deaths. The aircraft soon gained a collection of unsavoury names; ‘Widow Maker‘, ‘Baltimore Whore‘ and ‘Flying Prostitute‘, reasons for which were born out in its early days of flying.
B-26 Marauder (s/n 41-18276) “Pickled Dilly” of the 322nd BG. Later shot down 13km south of Abbeville, by Bf-109G-6 (JG301/1), July 8, 1944. 3 KIA 4 POW*2
The 322nd BG, activated at MacDill, Florida, trained with this particular aircraft and Marauder Squadrons soon found themselves transferring across the Atlantic to bases in both Suffolk and Norfolk as part of Eaker’s Eighth Air Force.
General Eaker however, soon decided that the low flying, medium bombers were adding little to his strategic bombing campaign, and so placed all the Marauder units under the control of the VIII Air Support Command, very much a back seat of the mighty Eighth’s activities. Coinciding with this move, was the decision to move all Marauder units of the 3rd Wing south so as to be within easy reach of the continent and more able to support the impending invasion. The first units to be affected were the 386th (to Boxted), the 322nd (from Rougham to Andrews Field) and the 323rd (to Earls Colne). The headquarters for these also moved south, taking up new residency at the less luxurious Marks Hall, an Elizabethan mansion!
After a series of disasters at Rougham, the 322nd, arrived at Andrews Field on June 12th 1943. The four squadrons (449th, 450th, 451st and 452nd BS) all returned to action in the July, following a series of intense low-level training duties. Better successes followed, and this led to a growing belief in the Marauder’s capability in proven hands; the future began to look brighter for the aircraft. The 322nd went on to use their new skills, attacking targets that included airfields across the lowlands, power stations, shipyards and the rail networks. Success flourished and the 322nd would eventually earn themselves both notoriety and a DUC for their high performance; if nothing else it was a reputation that stopped the Marauder crews being on the wrong end of B-17 crew jokes.
The 80,000 gl Braithwaite Water Tower at Andrews Field
On October 6th, 1943, the four units of the VIII Air Support Command flew their last mission as part of the Eighth. Now there was a new control, the Ninth Air Force had moved to England. A new focus and more low-level strikes against the enemy led the preparation for the invasion. Coastal defences were hit and airfields in the northern area of France were targeted as part of operation STARKEY, the allied plan to fool the Germans into thinking a full-scale attack would take place around the channel ports.
Following the June invasion, for which the 322nd played a major part, they went on to continue supporting Allied ground movements. Battles at Caen and St. Lo helped the Allied forces advance through France: bridges, railway junctions, defensive positions and ordnance depots all came under the focus of the 322nd.
As the Allies moved further in land toward Germany, so too did the Marauders. In September 1944, the 322nd left Andrews Field and moved to Beauvais in France. They continued to support the Allies into the German Heartland performing their last mission on April 24th 1945, before commencing inventory duties in Germany and then returning to the US for disbandment on 15th December 1945.
By the end of their tour, the 322nd had performed remarkably. The Marauder had gone from one of the most despised aircraft to the perhaps one of the most respected. Its ability to perform in good hands, and its sturdy airframe, reflected its remarkably low loss rate, 0.3 %, 13 losses in only 4000 sorties.
After their departure, Andrews Field was passed to RAF control and a considerable number of fighter units would pass through here. First came the Mustang IIIs of 316 Sqn, who arrived in August 1944, staying until September 1945. The October of 1944, saw yet more Mustangs arrive, with 19, 122, 129, 315 and 316 sqns again all with the Mark IIIs. By now Andrews Field was a very busy base, and even more units were to pass through. In December, 309 Sqn arrived staying until August 1945, and it was during this year (1945) that 65 Sqn brought the updated Mustang IV as did 303 Sqn later in the August. A monopoly of American hardware was only broken for two months (June to August 1945) by the Spitfires of 276 Sqn.
Then as the jet age dawned and Meteors began to arrive, two squadrons would operate the aircraft from Andrews Field; both 616 Sqn and 504 Sqn (albeit for a short period only) would fly the MK.III, transforming the sound from piston engines to jet engines. As December 1945 came so did the departure of the 303 Sqn and the last remaining Mustangs, a move that signalled the end of military action at Andrews Field. Following this, the airfield was mothballed and finally put into care and maintenance.
Andrews Field was to produce some remarkable records during its operational time. The first by B-26 ‘Mild and Bitter‘ s/n 41-31819, of the 450th BS, was the first Allied bomber to pass 100 operational missions (in Europe). A second, ‘Flak Bait‘, s/n 41-31773, became the first to surpass 200 missions – both remarkable feats when at that time few pilots relished the thought of flying just one mission let alone two hundred.
Post war, the airfield was used for a multitude of roles, eventually having much of its infrastructure removed and returning to a primarily agricultural role. However, aviation grew from the ashes and flying thrives once again through light aviation as Andrews Field Aviation. Offering a range of flying lessons, they keep the spirit of Andrews Field alive long after the last military aircraft departed on its final journey. Using a grass runway that follows the line of the original, it is one of the few reminders that an airfield existed here many years ago.
A memorial board in the airfield clubhouse
Visiting Andrews Field today, there is little of its former life left. The runways, buildings and perimeter tracks have all but been removed. Much of the evidence of its existence lies in the nearby village of Great Saling. The 80,000 gl high level water tower (Braithwaite built to design 16305/41) stands on the former Site 3, now a playing field, and a defensive pill-box hints at the area’s historical use. The main accommodation areas are now either all built upon with small housing estates or ploughed up for agricultural purposes. The original entrance from the main road is today the entrance to a small quarry.
Driving away from the village to the rear of the airfield takes you along the former north-western perimeter track. Down here almost buried under the hedgerow are the steep banks of the firing butt. The road continues round to the southern side of the site, again utilising part of the original perimeter track. Entering the site, takes you alongside the runway to the clubhouse and parking areas. From here one of the remaining two T2s can still be seen, lurking in amongst the tress, as if defiant to development.
A rather unusual addition to the site is a somewhat forlorn Dassault Mystere IVA jet, gradually decaying in the British weather. It certainly has seen better days, and maybe one day it too will rise from the ashes and become a thing of aviation beauty once more.
A memorial to those who built the airfield can be found where the entrance to the sick quarters were, and a further memorial can be seen along the road linking Great Saling and the A120 in memory of the crews of the 322nd BG. Inside the clubhouse is a mural and photos of the airfield whilst under construction.
The mural painted to commemorate the crews of the 322nd.
Andrews Field is an airfield that has clung onto its heritage, but whilst much of its former life has gone, the sound of small piston engined aircraft provides something of a reminder of the mighty engines that once relentlessly throbbed on this amazingly historical site.
After leaving Andrews Field, we travel a few miles west back again toward Stansted Airport. We stop at Great Dunmow and the neighbouring church at Little Easton.
Sources and further reading
1 Photo Roger Freeman Collection, IWM, FRE4482
*2 Photo Roger Freeman Collection, IWM, FRE1187
*3 New York Times published May 5th 1943 (accessed May 26th 2018)
“The Mighty Eighth“, (1970), Roger Freeman, Arms and Armour,
“RAF Squadrons“, (1998) CG Jefford, Airlife
A number of detailed and remarkable websites exist around the B-26, each is worthy of a visit.
http://www.billsb-26marauder.org/
http://www.markstyling.com/b26s.01.htm (art work)
A recent report has identified what is believed to be the wreckage of Stirling LJ850 ‘QS-Y’ of 620 Squadron (RAF), that crashed whilst on a mission to drop paratroopers behind German lines.
The crew of LJ850 *1
The aircraft was part of a three ship formation and disappeared on the night of 17th / 18th June 1944, with a number of RAF personnel and the 1st SAS Regiment servicemen on board, – there were no survivors*2.
There has been considerable speculation about the fate of this aircraft and a number of theories as to what happened to it.
It was last heard from whilst over the English Channel, and initial thoughts were that it crashed into the sea. Other reports state it crashed into high ground on the run-in to the drop zone in the Morvan Mountains area near Les Valottes. A further report states it crashed 100 miles off course in the Savoy Hills, but there were never any reports by the German authorities at the time and no substantial wreckage has as yet been found.
Fragments form this particular wreckage may have been located a few miles inland of what was Omaha Beach, a possible location if LJ850 did come down shortly after its last transmission.
It is known that there were very few heavy bomber activities that night, and no bomber casualties were reported. Early indications are that the wreckage is of a Stirling bomber, so could this be the wreck of LJ850?
Before any investigations can proceed, a permit is required, but French officials are refusing to grant permission for any detailed search of the site, as the site is a “war grave”. They also quite rightly raise concerns over the conservation of the site, safety issues, and also jurisdictional considerations. So, for now, the story and final closure of LJ850 looks set to continue for some time yet.
620 Squadron was formed on 17th June 1943 at Chedburgh, and were initially involved in night bombing duties. In November 1943, they converted to airborne operations, dropping supplies, Paratroops and performing glider tug operations. Between March 18th 1944 and 18th October 1944, they operated from RAF Fairford, Gloucestershire, before moving to Great Dunmow and subsequently to the Middle East at the end of the war.
The crew of the Stirling were:
Wing Commander R.W. Crane RAAF (s/n 413535) (Pilot)
Fgt. Sgt. F.N. Johnson RAFVR (s/n 1395038) (Nav.)
W.O. II J.P. Clasper RCAF (s/n R159971) (B/A)
Sgt. D.W. Evans RAFVR (s/n 1407968) (Flt. Eng)
Flt. Sgt. G.W. Stopford RAFVR (s/n 657479) (W/O – A/G)
Flt. Sgt. B.J. Profit RCAF (s/n R189226) (A/G)
Sgt. P. Wilding RAFVR (s/n 1345156) (Parachutist Dispatcher)*2.
The crew are represented on the Runnymede memorial.
Included on that flight when it crashed was Sgt. Reginald Wortley, (s/n 4863732) of the 1st Special Air Service Regiment. Wortley was one of the founder members of the SAS.
The names of the paratroops appear on the Bayeux Memorial.
The reported story can be found here.
*1 photo from CBC News website.
*2 In Dennis Williams’ book “Stirlings in Action with the Airborne Forces“, the crew list omits Wilding, the dispatcher, and lists 15 SAS troops killed on the night. Many thanks go to reader Darren Sladden for the further information and book recommendation, which I too recommend to anyone with an interest in this area of aviation. The Book was published by Pen and Sword Books, 2008, ISBN 184415648-6,
Today, 13th February, marks the birthday of an American airman who like so many, died at the young age of just 21, in the early morning of D-Day, 1944.
He was a gallant and brave young man, whose tragedy perhaps led to the success of his fellow airmen, and whose sacrifice is still remembered today.
As the world’s largest amphibious assault force assembled along the South Coast of England, thousands of aircrew prepared for what was to be the most incredible night of their lives.
Across the Midland Counties, American ground crews prepared their fighters and paratrooper aircraft. Along southern England, the same scene was being played out. RAF crews too prepared their aircraft; fighter groups were briefed and paratroopers readied their gear. The invasion was on!
Flying an operation of this magnitude was going to require guts, daring and precision flying. There was little room for error.
In the lead up to June 6th, the RAF and USAAF had been bombing prime targets across Northern France to soften up the defending Germans. Supply lines were severed and gun emplacements destroyed. Beachhead bunkers had been heavily targeted, and supporting artillery further inland, hit hard.
In the air, fighters had been downing the Luftwaffe in an effort to gain vital air superiority over the drop zones. At home, huge attempts were made to keep the plans and preparations as secret as possible. An intricate operation of deception was being played out; dummy airfields were built, camps and troop movements were hidden under cover and concealed in forests.
At an airfield in Norfolk, the day was to begin very badly for one particular young pilot. He was 1st Lt. Robert C. Frascotti of Milford, Massachusetts.
In the days leading up to D-Day at RAF Bodney (USAAF Station 141), the 352nd FG had been flying intruder missions over France, attacking ground targets and completing air superiority missions. P-51s were rapidly being prepared, and the growth of black and white stripes adorning aircraft, hinted of an imminent invasion.
In the late hours of June 5th, the P-51s were being fueled up and armed, ready for an early morning takeoff. The weather was not at its best and a low mist shrouded the airfield reducing visibility. The mission ahead was to support the troops landing on the Normandy beaches.
At 02:30, the pilots climbed in, fastened their belts and awaited the signal to launch D-Day. First to leave were the 486th FS. To help with the takeoff, temporary lights were placed along the runway, guiding the aircraft safely out of harm’s way into the night sky. One of these aircraft, unfortunately struck the lights knocking them out and plunging the airfield into darkness once more. Lining up behind them were the second flight of the 486th, including Frascotti’s P-51.
When lining up, the flight were unaware that they were off centre. Frascotti and his wingman, Lt. Carlton “Bud” Fuhrman, accelerated away and raced down the runway. Fuhrman watched Frascotti to his left when suddenly there was a massive fireball. Thinking someone had dropped their external fuel tanks, Fuhrman pulled up sharply and pushed on through the flames hoping his engine would not falter resulting in him crashing into the raging fire below. Momentarily blinded by the now total darkness, Fuhrman, pushed the stick forward and fought against the impending stall. Eventually his sight returned and he was able to read his instruments once more. Looking back, he could see Frascotti’s fully fueled plane engulfed in fire with no hope of an escape. Frascotti died instantly.
The accident report filed after Frascotti’s death stated that an inadequately lit tower along with poor weather and high levels of traffic had caused him to inadvertently strike the unfinished control tower at Bodney resulting in the ignition of his fuel. Tragically, Frascotti died instantly, and the aircraft was a total loss.
Frascotti’s plane, a blue nosed P-51B-5 Mustang, 43-6685 was named ‘Umbriago‘. In Italian, ‘umbriago’ means ‘drunk’. Frascotti could have named his plane for that reason, but it could also be he was referring to the World War II-era song of 1944, “Umbriago”by Jimmy Durante about a fabled friend of the same name. The song lyrics end with, “So when you feel low, better send for my friend, Umbriago.”
At a mere 21 years of age, 1st Lt. Robert C. Frascotti had many tributes written about him. There was one benefit of his tragic accident: the following aircraft now had a ‘guiding light’ by which they could safely takeoff and leave for Normandy.
Frascotti was born on February 13th, 1923 into a very close-knit and patriotic family in Milford, Massachusetts. (His father fought in World War I where he was gassed). Frascotti was awarded his pilot wings in Marianna, Florida on March 25, 1943, then completed advanced fighter training before deploying to England in March 1944. He joined the 486th FS of the 352nd FG, otherwise known as ‘The Blue Nosed Bastards of Bodney”. 1st Lt. Donald “Red” Whinnem of Hartford, Connecticut, was best friends with Frascotti since the early days of flight school. On D-Day at Bodney, “Red” took off without incident and flew for sixteen hours, returning to discover the tragedy that had occurred. “Red” says of his friend;
“Bob was the nicest guy you would ever want to know, and a great athlete as well. He could stir up laughter anywhere he went, and he was great fun to be with. Bob would sing a song or tell a story and cheer everyone up. You couldn’t ask for a better friend, and he was closer than a brother to me.”
During his service, Frascotti was credited with the destruction of two enemy aircraft on the ground whilst strafing enemy airfields. On D-Day, he departed for his 89th mission. This was to be his last mission of the war as he was due to return to the States leaving conflict behind him. Sadly, he never made that journey home to Massachusetts until many years later.
Initially, Frascotti was buried in England. His remains were eventually taken back to Massachusetts in 1948 after his next of kin had his body exhumed, and he now lies in the Sacred Heart Cemetery, in Milford. Lt. Robert C. Frascotti VFW Post 1544 in his hometown, now bears his name, and on December 6th, 2013, as part of the annual “Wreaths Across the Worcester and Norfolk District”, a group of local veterans, families and friends, laid a holiday wreath at Calzone Park in Milford to remember the fallen veterans of the area, including Frascotti. Since the war, every year until his death in 1998, 1st Lt. Donald “Red” Whinnem traveled to Frascotti’s grave in Milford to pay his respects and remember his wartime friend.
Fly pasts and tributes continue to be paid for Frascotti, in both the United States and here at RAF Bodney, Norfolk. 1st Lt. Robert C. Frascotti will long be remembered for his brave sacrifice, and we that are here, are honored to continue to tell his story.
As for RAF Bodney, the airfield is now an Army training camp and part of the Stanford Training Area (STANTA) in Thetford Forest. Little remains of the airfield today but the history held within its decaying walls will long live on.
RAF Bodney can be visited in Trail 8 – Swaffham and her Neighbours (Part 1).
Robert Frascotti next to his P-51B, 43-6685, named ‘Umbriago’ . At 21 years of age he was killed on his final mission before returning home. (Photo – Marc Hamel)
I came across this video on You Tube, published on May 27th 2013, it shows the control tower at Bodney airfield.
(The Frascotti page was originally posted on June 6th 2014)
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