Continuing on from Part 1

The New Year 1941, started with good news when Wing Commander Geddes, received an OBE in the New Years Honours list. Celebrations were only slightly marred with two more attacks by German bombers; as before, there was no major damage and there were no casualties as a result.

Winter being what it was in 1941, poor weather very soon made its mark, and as a result, little flying was achieved over the whole of the new month.

It was during 1941, that Wing Commander Geddes and 2 (AC) Sqn would be heavily involved in the secret work of the Special Operations Execute (SOE) who were involved in dropping agents into occupied France. Much of the training of the aircrews for this role took place here at Sawbridgeworth, with practice flights using the famous ‘Black’ Lysanders. Even today, many years later, these operations and the role of the photographic reconnaissance units based here, remain deeply buried in the Archives, hidden from many a prying eye.

Winter lectures and the occasional flights, were interrupted by a three day visit by Colonel L. Kennedy, Air Liaison Officer of the American Armoured Forces. He inspected various aspects of the airfield and met with the airmen on various occasions.

The next few weeks up to spring saw little change, with fog, rain and snow persisting until mid March when warmer weather finally broke. But the persistent heavy rain had rendered the airfield unserviceable for even the Lysander, and so it was out of operation for much of the time. Not only had the rain affected flying, but the huts now being used for personnel had flooded, and as such, were classed as ‘uninhabitable’;  a position they remained in for a good while. Eventually, if only temporarily, routine training flights did resume, working in conjunction with the Army once again, they performed more gas attacks and dive bombing flights, but April’s infamous showers would soon return and play havoc, closing the airfield to flying due to the ground being waterlogged.

At the end of May, there was a hint of changes to come, when radio equipment was sent to Henlow to be fitted to Curtis Tomahawks, suggesting a replacement  aircraft was now on the cards. This, followed by several visits by the Works and Buildings representatives to discuss runway extensions and improvements, further went to affirming the suggestion of another step forward, both new facilities and a new aircraft – hopefully one that could operate in the damper weather now dogging the crews at Sawbridgeworth.

The weather over May then improved significantly, hot dry days helped dry out the previously sodden ground, and just in time too as 170 men from the Aerodrome maintenance company arrived to be housed under canvas for the duration of their week’s stay. Their role, to lay Army Track, the first hard runway used at the airfield.

With fine warm weather now presiding, pilots in groups of three, were sent to Old Sarum, a former WWI airfield, for conversion training to the new Tomahawks. Their return was greeted by a visit from both Marshal Viscount Trenchard CGB, GCVO, DSO, DSL, LLD and Air Marshal Sir Arthur Barrett KCG, CMG, MC. who were here to inspect the squadron and their current facilities.

By the middle of August 1941, virtually all air crew were transitioned onto the Tomahawk, and were ready to fly the new type, the first of which began arriving from the Cunliffe Aircraft Co. Ltd over the next few weeks. The transition would not go smoothly however, with two aircraft, AH945 and AH928, both ground looping on the 9th and 10th September respectively. In addition, a further Tomahawk, ‘AH940’, was forced to land in a field the following week, when the engine cut out for no apparent reason. Whilst the pilot was unharmed, the aircraft sustained considerable damage to its underside and propellers. An investigation began immediately which revealed that faulty generator drive had been responsible, and so all Tomahawks were grounded until the bevel gears had been inspected by engineers from the Air Ministry.

September would prove to be a dark month for the squadron. Not only were the Tomahawks proving to be troublesome, but a water tanker hit and killed a 15 year old girl (Doris Bird) from the nearby village. An investigation was also held into this and no blame was apportioned to the driver. Doris’s funeral took place a short time later and was well attended by members of the station.

The continual presence of officials from various departments were bolstered by the arrival of representatives of the AMWD (Air Ministry Works Department) on both the 26th September and 10th October 1941, who inspected the runways and perimeter tracks. Within days, on 16th October, Flt.Lt. Hampton brought along revised plans for development of these tracks, taking into account the layout and difficulties that had been suffered, it would go on to change the format of the entire airfield once again.

Two days after this, Mr. Pallott, an electrical engineer from 10 Works Area, met with staff at the airfield to discuss the fitting of the Drem lighting. Development plans were now well in hand and Sawbridgeworth was heading ever closer toward expansion and classification as an airfield in its own right.

The sunny summer weather soon passed and by November ‘fair weather’ was the main description recorded in the operations books. Making best use of what dry weather there was, enabled both photographic and navigational exercises to take place. Then finally, on November 28th 1941, Sawbridgeworth’s day had at last arrived when Flt. Lt. K.K. Horn MC, took over control of the newly named Royal Air Force Sawbridgeworth, the name and title were now official, and the airfield had at last achieved its independence.

Little immediately changed however. The plans for development continued to roll on, as no work had as yet, been carried out, and the Lysanders, still being used, continued to take off for photographic sorties and training exercises;  lectures and ground based training also continued for all personnel, and many of the Tomahawks which were now airworthy again, also took part in exercises such as “Scorch” and “Swift“.

The weather continued to be a mix of high winds, fair days and rain, the weather again cancelling several night flights. Manoeuvres continued in conjunction with the various troop units and gas spraying training flights carried on as usual. During many of these manoeuvres, flights would disperse to other airfields giving the appearance of vacating Sawbridgeworth. These exercises could take days, and so the airfield became quiet for short periods of time whilst ground parties took spares, vehicles and rations to wherever they were being temporarily stationed.

The remaining personnel made good use of the facilities at Hyde Hall, attending ENSA shows and enjoying a christmas meal served by the Officers and NCOs. With spirits high, it was hoped that the new year 1942, would be a year that would bring further changes to both the airfield and those stationed here.

One thing that didn’t change though, was the seemingly continual arrival of ‘guests’, with both Sir Archibald Sinclair, Secretary of State for Air along with Group Captain Sir Louis Greig, looking round the station before enjoying an evenings ENSA entertainment.

In the middle of January, yet more dignitaries arrived, but these were not social visits but more strategic ones. A group made up of Air Commodores, Wing Commanders, Group Captains and Squadron Leaders along with representatives of the Army and the Air Ministry, all arrived to attend a meeting to discuss the future of RAF Sawbridgeworth. The many aspects of its design were discussed including the accommodation facilities, technical blocks, runways and wider airfield development, aspects that had no yet been reflected upon until now.

The meeting had a very positive outcome for Sawbridgeworth, and would see it finally become a fully developed airfield able to operate in its own right. It was unfortunately decided that concrete runways could not be laid down at the current time, and so Sommerfeld tracking would have to be the preferred option. However, it was also decided that a concrete perimeter track could be laid down and that it should be able to marry up with concrete runways in the future when and if, they were to be added. As Army Tracking was already in place, this would need to be replaced, and so it was decided to extend the runways at the same time. With limitations on the length of the runways due to the geographical nature of the site, it was decided to extend them as far as was feasible at that time. With this is mind, it was decided to lengthen the main east / west to 1,750 yards, whilst the north / south runway was to be extended to 1,200 yards, and the the North-east / south-west runway to 1,400 yards, not the full Fighter Command lengths but certainly large enough to take most light aircraft.

The runways here had given considerable problems over the years particularly with the poor weather, and many flights had had to be cancelled, sometimes for days at a time. In order to solve the problem, a number of different materials were trialled, including (as referred to in some resources) ‘coir matting’ an experimental material using coconut fibres formed into a mat (still commonly used today as domestic door mats) and laid down as a runway. However, this was found to be a failure, as it, like grass, soaked up the water causing great difficulty for the aircraft. This type of matting also required a lot of maintenance, and so metal Army track was used. During this latest upgrade the Sommerfeld tracking chosen would see Sawbridgeworth through to the end of the war and no concrete would be laid for runways.

Pieced together using interlocking sections, Sommerfeld Track required a lot less maintenance and was very strong.  With the new runways came the Drem lighting system which was developed at RAF Drem in Scotland, and was fast becoming the standard airfield lighting system. Here at Sawbridgeworth, it was placed alongside the track embedded into concrete blocks as opposed into the runway edges itself.

Now designated a Class ‘C’ aerodrome, Sawbridgeworth would also have concrete dispersals; fighters on the north side with Army Command on the south; both commands would also have dispersals located north of Matham’s Wood. In addition, hangars would be built as well as hardstands, the number of each being initially determined by Fighter Command requirements; six double Blenheim pens; two hardstands and four extra-over blister hangars. With further developments and later upgrades,it would eventually have eleven Dorman Long (4630/42) blister hangers along with one type T2 hangar. Buildings were upgraded and developed too. In the technical area there would be a parachute store; designed to drawing 11137/41, they are easily identifiable by their unique roof structure, designed to accommodate the hanging of parachutes as they dried out in the temperature controlled environment within.

As with many airfields a Battle Headquarters would also be added, (drawing 11008/41) these were sunk or partially sunk, and constructed with 13.5 inch thick walls. Inside was a PBX, an office and a space for messengers. In many cases only the roof and viewing slit was visible from the outside.

Around the perimeter thirteen (and not the original six) ‘Blenheim’ style aircraft pens were added with an additional fifteen (as opposed to two) frying pan style hardstands of 40 ft diameter each. In addition, eight dispersed sites of temporary construction were eventually added to the east of the airfield for accommodation, Hyde Hall accommodation would cease and it would be passed over to the Army for Motor vehicles storage and maintenance. A watch tower, fire tender station, hospital, grocery store, Link trainer, gymnasium and the usual accommodation blocks all added to create a much bigger site than had been previously been designed . At its peak Sawbridgeworth would accommodate 1,000 personnel of mixed rank and gender.

The conditions at the airfield were considered so poor at this time though, that immediate changes had to be made in order to keep it operationally active. The ground and accommodation areas being totally unsuitable for an operational airfield. The new upgrade would take time, so basic changes were made, and all in line with the longer term plans. These would enable Sawbridgeworth to operate both fighter and army Co-operation aircraft, even before the upgrade had taken place. The development was going to require a lot of maintenance and constructions workers to be on site, but rather than move the squadron and all its personnel to another airfield, it was decided to keep them all here and operate in conjunction with the development crews.

Part 3 continues with the development of Sawbridgeworth. The full story can be read in Trail 25.