A Merry Christmas to all!

December 23, 2016December 23, 2016 / Aviationtrails / 13 Comments

As the year draws to close and we spend time with our loved ones, I would like to just wish you all a very happy Christmas and a peaceful new year.

Another year has passed and looking back, we realise how quickly time passes. I am amazed how my own blog has gone from strength to strength, how my own writing has developed, from early posts that were merely a couple of paragraphs to more recent ones that are 2-3000 words long – a big change for me! I must admit I have a slight cringe when I read some of those early posts; as time has gone on I have started to revisit them (and the places they are about) and make some updates.

I would like to take time to thank each and every one of you who has read, commented and stayed with me during this journey, it has certainly been an experience I don’t want to forget.

This year, the blog surpassed 21,000 visitors and 50,000 views whilst not huge in comparison to some, it is certainly far more than I ever thought it would, and I appreciate each and every one.

Some notable posts/events you may have missed:

Hearbreak on Christmas Eve – the sad loss of Brigadier General Frederick W. Castle (posted December 2015), whose awarding of the Medal of Honour, reflected the determination and personality of one of Eakers “Original Seven”. He chose to leave a safe position for a combat role, taking on the demoralised 94th, leading them into some of the Second World War’s most ferocious air battles.

The Last Word to Guy Gibson – also posted last year, a poignant word written in Gibson’s book.

In October 2015 we saw the end of an era, with the grounding of Avro Vulcan XH558. After an eight year reign as Queen of the skies, she finally bowed out after the three main technical companies that support her, withdrew their support. In her last flight on October 28th 2015, she completed a short 15 minute flight, the culmination of 228 flights and 346 hours flying time. A landmark in British Aviation history.

A number of British airfields were earmarked for development or planning applications, amongst them are the former: RAF Kings Cliffe, RAF Downham Market, RAF West Raynham, RAF Denethorpe and RAF Coltishall, with further applications affecting former RAF Dunsfold, RAF Bourn and RAF Wellesbourne Mountford. So what does the future hold for Britain’s airfields?

Early 2016, Aviation Trails was nominated for the Liebster Award by The Aviation Site and I was honoured to accept this award and in November it was nominated by Historypresent for a further writing accolade. Sadly this slipped off the list, but I would like to offer my sincere thanks for this very kind nomination.

With the total number of Trails standing at almost 40, I have visited what must be over 100 airfields; in addition a large number of memorials, and many great museums, and there are still many, many more of each to get to.

The interactive map has been useful to many readers outside of Britain hoping to find places where loved ones served, and a few people have contacted me which has hopefully helped trace some information thus filing in some gaps.

All in all it has been a marvellous year for AviationTrails, I wish to pass on my gratitude and thanks to each and every one of you.

So without further ado, a very Merry Christmas to everyone and a peaceful and safe New Year!

Andy

Chivalry Amongst Enemies

December 20, 2016December 20, 2016 / Aviationtrails / 14 Comments

On December 20th 1943, high above war-torn Europe, the lives of a Luftwaffe fighter pilot and the crew of an American B-17 would collide in an event that has become famous around the aviation world.

On that day, a B-17, “Ye Olde Pub“, of the 379th BG based at RAF Kimbolton (USAAF Station 117) , would be so severely damaged it would defy the laws of gravity and somehow remain airborne as it departed Bremen, Germany, having valiantly carried out its mission. In the skies over the freezing waters of the North Sea, the bomber hanging by a thread, with two engines out, all but one of its guns but the top turret empty or frozen, its rudder and left horizontal stabiliser torn to pieces, a dead crew member and several others wounded; “The Pub”, as its crew affectionately nicknamed her, seemed destined to fall from the skies. Just then, the pilot and co-pilot watched helplessly as bullets ripped through the cockpit ceiling, wounding the pilot, and causing the oxygen system to malfunction, leaving the desperate crew destined to succumb to anoxia in mere moments. It was then that the bomber fell into a slow upside-down flat spin. It did not take long before the pilot saw his co-pilot, eyes closed due to lack of oxygen, that he too, slowly lost consciousness as he watched the farmlands of Germany far beneath them, grow closer with each passing moment. The fate appeared sealed for the badly beaten bomber and the lives of her remaining crew. “The Pub” would be easy prey for the hunters of the Luftwaffe. At that precise moment, and with hundreds of miles still to get home, a lone Bf 109 would see the stricken bomber, take off and prepare to shoot it down. The German pilot was an ace, and his plane had 22 victory marks, and he only needed to shoot down one more bomber to earn the long coveted Knight’s Cross.

However, the loaded guns of the 109 did not rain down its fire of death upon the bomber. Instead – and against all that was meant to happen in war – they stayed silent. The 109 cautiously approached the B-17, its pilot carefully manoeuvred around the aircraft watching for any sign from the gun crews that might suggest they were about to fire. Inside, he saw its pilot who sat stunned in disbelief at the sight before him, and from the outside of the bomber, he knew whatever crew remained were likely desperately fighting to save their wounded comrades and themselves. (As the B-17 lost altitude, the remaining crew, including the pilot and co-pilot regained consciousness, and somehow managed to right the plane and set her on a course for home.)

In the B-17, pilot 2nd Lieutenant Charlie Brown watched in amazement as the 109 piloted by 2nd Lieutenant Franz Stigler formed up against it, perhaps teasing the crew before delivering the final and devastating blow. Stigler however, a sworn enemy of the Eighth Air Force, instead of firing, gestured to the crewmen to fly to Sweden and safety. But Brown, stubborn in his determination to get his crew home, didn’t understand, and carried on flying straight and level toward the North Sea and home. Stigler flew alongside, fearing the bomber would never make it and crash into the sea, so he continued to gesture to the crew. Steadfast, they carried onward, watching the 109, waiting for him to attack the defenceless bomber. Finally, fearing he may be shot down himself, Stigler saluted the crew and departed, leaving the bomber to fly safely back to England.

The story of this brief encounter remained unknown for many years – Stigler sworn to secrecy for fear of his own life, and Brown for fear of complacency in the Air Force, were both unable to openly talk about the experience. Then, after many years and through extensive research and letter-writing, the two pilots finally met up in a meeting that was so charged with emotion that it reduced both men to tears.

Immortalised in John Shaw’s painting* and Adam Mako’s book, “A Higher Call” is the dramatic story of this strange and heartfelt encounter.

John Shaws’ painting of the two aircraft flying together.

This is not a book about one meeting though. This is a book about two men, the people behind the guns, the characters, their experiences and their lives. It tells the story of Franz Stigler, how he, as a natural pacifist, was drawn into a vulgar fight waged by madmen and tyrants thirsty for revenge. The story is told as he progressed from flying school then onto Egypt and Sicily and eventually back to defend his homeland against the continued onslaught of heavy bomber formations reigning death and destruction upon a foe so evil, it led to the slaughter of millions of innocent people.

But why did Stigler let the bomber crew live? The book reveals his character, his determination to carry out his duty to defend his homeland, the honour that existed between friend and foe, the unwritten rules of warfare, and the distaste he had for all that Nazism stood for. When these worlds collided, he had to make a decision. His finger poised over the trigger, to squeeze it or not? That… That was the moment when Franz Stigler realized if he DID shoot, it would be no ‘victory’ for him. With that, his desire to earn the Knight’s Cross disappeared. He knew that there were more important aspirations for him.

In this well written book , Mako reveals the man behind the gesture. Through research and interviews with both crewmen, he lays out the story of Stigler delving into his character, digging deep into the memories of that night and the events that led up to and after it. He explores the events that created the man, the decisions that made him the person he was. A man to whom medals and numbers were not important, a man who would risk his own life to ensure the safety of others.

It would look at how the people of post war Germany, would turn against him and his kind, laying the blame for defeat firmly at the feet of the fighter pilot. How a once hero of the Reich would become the villain, be despised by those he protected even though he disagreed with what they stood for.

This is a fascinating and compelling book, detailed in every aspect – it is difficult to put down. It provides a fascinating insight into the man and his machine, the tragedies and traumas of war. Supplemented by original letters and photographs, this book is a fascinating read into the story behind the picture, and the events that occurred on that day, December 20th 1943.

A Higher Call is written by Adam Makos and Larry Alexander is published by Atlantic Books.

* The original painting was created by Robert Harper, the Assistant Intelligence Officer of the 448th BG at RAF Seething where Brown’s B-17 landed.

RAF Debach – Home of Helton’s Hellcats.

December 11, 2016August 1, 2019 / Aviationtrails / 7 Comments

As we depart Framlingham we head a short distance away to the south-west, to another U.S Bomber base also with a remarkable museum. As we head towards Ipswich we arrive at Debach, the former base of the 493rd BG(H) and a group named after its commander Col. Elbert Helton, “Helton’s Hellcats.”

RAF Debach (Station 152).

Debach was one of the last bases to be built during the war, hence its life span was relatively short. Construction began in 1943 opening in 1944 and was constructed by the 820th Engineer Battalion (Aviation) whose headquarters were at Great Barrington in the Cotswolds.

The 820th arrived, by boat, at Glasgow, unprepared but warned about the ‘English reserve‘ that they were likely to encounter. After travelling by train to Debach they were kept ‘on base’ sleeping in tents that were arranged around the airfield they were intending to build. Against orders, the men then decided it was time to see what England was all about and set off along its leafy lanes with thatched cottages and chocolate box views. Their first real taste of England came at the local pub ‘The Dog‘ in Grundisburgh, which sat across a wooden bridge from the local village green.

A traditional pub, it had served the locals for centuries, and to the Americans, it was stuck there. Old men with pipes sat in the corners while oak beams held the low ceilings just above the GI’s heads.

Part of the runway at Debach, cracking and breaking up, built by the 820th Engineer Battalion, it once resounded to the roar of heavy bombers.

After thinking they had entered a weird new world, the GIs tried the beers, all of them, to find one that suited the American taste buds the best. Before long, word spread, and the pub empty on their arrival, quickly filled with inquisitive English people, interested in seeing what these Americans were really like.

After an evening of much talk and drinking, the GI’s left for their tented homes, their first introduction to the British being a polite and pleasant affair. By the end of the evening the pub had run out of beer, the first time such a thing had happened in its 450 year old history.

Debach as a Class ‘A’ site, had three concrete runways, the main running slightly off north/east-south/west, the second east-west, and the third slightly off north-south. The runway patterns at Debach were slightly different to the norm in that the cross of the ‘A’ was at the base rather than part way up, but the various lengths were as per other Class ‘A’ models.

A perimeter track with 50 spectacle hardstands joined the thresholds of each runway, with the bomb store to the south-east and the accommodation, admin and technical areas all spread along the western side. The airfield site encompassed the medieval site of Thistledon Hall, a three-moated house that has historical features dating back to the late 16th and early 17th Century. A building that was demolished by the 820th Engineer Battalion to make way for the airfield.

Accommodation was split over 6 officer and enlisted crewmen sites, two WAAF sites, a sick quarters and admin block that granted access to the main airfield. The majority of the buildings were Nissen huts, with some Romneys, a blister hanger for the gunnery trainer and two T2 hangars.

The watch office was of the standard wartime design, built to drawing 12779/41 later adapted to take the much smaller windows as per the updated drawing 343/43. This gave it a slightly different appearance to non-modified towers of the time.

In the technical area, Debach had the usual range of buildings, stores and supply huts, however, the parachute store was almost unique in that it had its own drying room attached – perhaps as a result of the late building of the site. Like many of the forty-one airfields built to house the USAAF heavy bombers, Debach cost nearly £1,000,000 to construct, a small amount compared to the £645, 000,000 it cost to build all 250 US airfields in the UK*.

The mid war years saw a dramatic and rapid build up of the Eighth Air Force on British soil. This build up had seen huge numbers of both men and machinery arrive via Atlantic routes, many coming through the large ports at Greenock or Liverpool. The 40th, and last group to be assigned to the ‘Mighty Eighth’, would be the 493rd Bombardment Group (Heavy) and they would be assigned to RAF Debach.

The perimeter track forms access for farm vehicles.

The 493rd would be a relatively short-lived unit, moving from their training ground at McCook Army Airfield in Nebraska, to their headquarters at Elveldon Hall, and Debach airfield. They remained here until their return to Sioux Falls post war. Their entire service would last just short of 2 years. Following their activation in November 1943, they had their ground echelons assigned in early 1944 with the air echelons joining in the following May. Ground crews were pulled in from other units to form these ground echelons, with additional support coming over from the U.S arriving at Liverpool on the USS Brazil. The 493rd were initially assigned the mighty ‘Olive-Drab’ B-24H ‘Liberator’ a lumbering giant of the skies it was loved by many and loathed by some.

Their inauguration would be a baptism of fire, celebrations overshadowed by events taking place overseas. On the morning of Tuesday 6th June 1944, high spirits took the crews of the 860th, 861st, 862nd and 863rd Bombardment squadrons high above the beaches of Normandy. Joining some 11,000 other aircraft, this 3rd Air Division unit would aim to soften up German gun defences dug in along the Normandy beach head. As the allies moved inland, the 493rd would go on to target key bridges and airfields, German strongholds around St. Lo and Caen. Other strategic targets further inland would include marshalling yards, manufacturing plants and the heavily defended oil plants at Merseberg.

Cpl. Kenneth Blair died in a tragic accident on July 8th 1944. He is buried in the Cambridge American Cemetery, Madingley.*1

Losses in battle are often more ‘acceptable’ than losses though accidents, and Debach would have its share of both. On July 8th 1944 only a month after their first mission, Cpl. Kenneth Blair (s/n: 39692721) of the 18th Weather Squadron, 493rd BG would be killed in a tragic accident that involved him walking into the spinning propeller of a running B-24. Only minutes before, he had received good news that took him to his ultimate and tragic death.

The last mission to see the 493rd using B-24s was on August 24th, when fifty-two B-24s and 383 B-17s attacked Kiel in Germany. Within two weeks crews were using the formidable B-17G ‘Flying Fortress’, an aircraft that took them back to the German Heartland. Using these aircraft they went on to support the allied push through Holland to Arnhem, and in the fight back against Von Rundstedt’s last-ditch attempt to push back the Allies in the Ardennes.

The parachute room was rare with its addition of a separate drying area.

Late 1944 was a difficult time for the crews of the Air Forces. many of the airfields in the UK were shrouded in fog, causing many operations to be cancelled at late notice. Those that did go ahead were largely ineffective until finally, the clouds lifted and the fog dispersed. The frustration for the crews must have been immense.

It was during this time that one crew had a very lucky escape in an event that was reflected on many airfields across England. On December 12th, whilst on the 493rd’s third trip to Darmstadt, B-17 #43-38219 ‘Devil’s Own‘ suffered an engine problem that resulted in an intense fire on the port wing. In an attempt to extinguish the fire, the pilot, Lt. John E. DeWitt, put the aircraft into a dive. This proved fruitless and with little choice left he decided to bring the stricken aircraft back to Debach. The fire had now become so intense that there was an almost certain chance that the wing would separate from the fuselage. The resulting crash would have most certainly led to the deaths of the crew and those on the ground below.

DeWitt flew straight in to Debach narrowly missing parked aircraft and vehicles. The crew abandoned the B-17 and within moments the entire bomb load exploded in an explosion that was so severe that the nearby hangar doors were blown completely off their rails. The aircraft was blown apart and pieces spread across a wide area.

With fires still burning, ‘Devil’s Own‘ is scattered across a wide area of Debach. (IWM)

The weather at this time was to play its own part in Debach’s history. Even though it was a relatively new airfield, the frost and cold worked its way into the runway surfaces, and with continued heavy use, it began to break up. New runways were the only answer and so as soon as the aircraft left to attack Uim on March 1st, the ground echelons and servicing units began the arduous task of moving every possible piece of machinery and all supplies over to a temporary base at Little Walden. The 493rd would fly twenty missions from this site as the runways of Debach were removed and then relaid. Remarkably the entire event went with out a single hitch.

In 1945, the 493rd went on to support the Rhine crossing softening up defences along the German borders, but by the end of April, their bombing war was over, their last mission was carried out on the 20th April 1945 in which they attacked the marshalling yards at Nauen just 38 km west of Berlin. An event that would take their bomb load tally to 11,733 tons in 4,871 sorties. For the remainder of the war the 493rd took part in operation Mania, dropping food in six missions over Holland. Further revival flights took the 493rd to Austria on four occasions in the last days of May 1945.

In the following month the ground echelons returned via the Queen Elizabeth to New York whilst the air echelons flew back in the following July and August. Following thirty days rest and recuperation the unit was disbanded. Debach was now devoid of aircraft and the empty accommodation blocks became a site for both German and Italian Prisoners of War, and displaced persons.

Post war, Debach fell into disrepair. It was eventually sold to the current landowner after the T2s were removed and the runways largely dug up for the lucrative road hardcore. Many of the technical buildings were left and, as with the watch tower, they were in a very poor state of repair.

The Watch Office is now a superbly restored museum dedicated to those who served at Debach.

Debach is now a busy farm, the watch tower has been superbly refurbished as have many of the remaining buildings. It now forms the 493d BG museum which houses an incredible amount of memorabilia and wartime stories. It also has a remarkable collection of toys and other items made by prisoners of war and is thought to be the largest collection in the East Anglia region.

Debach is a working farm and the museum is only open at limited times. However, the curators and farm owners are happy to oblige visitors, my self having a personal guided tour of the museum during the summer of 2016. Much of the perimeter track is still there, sections of the runways are also there in part and allow for the landing of light aircraft during special occasions; but these are amongst the farm grounds and generally off-limits to the public. Then technical area has several buildings used for storage of farm material and a wide collection of military vehicles and memorabilia. The parachute and dingy store are still present as are former motor transport shed and other stores; as a visitor you are able to wander these at will.

If you leave through via main entrance (itself the original airfield entrance) cross the road, walk along the track, on your right you will find the former headquarters building which is now a small industrial unit, this is where you will find the memorial. I was invited in to the building to browse, again freely, at the various photos and mission charts that adorned the walls. These give a fascinating insight into the lives of those at Debach.

When you leave here, head north, (left) turn right at the main road and pass the Clopton Commercial Park (the northern most end of the main and secondary runway, which is still visible beneath the many huts built upon them now). Turn right into Debach village, the village sign is on your left. Depicting a B-17 flying over the village, it has at its base a dedication to those who served and died at the base. Behind the houses to your right are where many of the hardstands upon which the B-17s would have stood. These are now gone beneath the homes of the local residents. Continue on and then turn first right, this road is the old perimeter track and takes you to the end of the secondary runway. From here you can see along its length and width which is still full width today. The decay is obvious though and large cracks filled with small bushes are a sign of its impending demise. This road, still using the perimeter track, then takes you round toward the end of the main runway and away from the site.

The Dingy Store is one of the many buildings in use today storing farm machinery.

Whilst only being around for a short period of time, Debach has, like so many of these wartime airfields, its own unique stories to tell. It has a history that is part of a time so dramatic that it has become a monument to human ingenuity, planning and suffering.

Almost forgotten and abandoned for good, Debach has been painstakingly and lovingly restored to represent a superb monument to those who fought and died from his airfield. The dedication of the owners is second to none, their passion for the site reflected in the warm welcome you receive when visiting. The small group of volunteers that work so tirelessly to keep it open, enables it to stand today as a reminder of so many events that occurred in the dreadful years leading up to end of the conflict in 1945.

Links and further reading.

Whilst in the village, the now closed church of All Saints also has a memorial in its graveyard.

The 493rd Museum website has all the details of the site and the museum opening hours.

*Wilson, K., “Blood and Fears – How America’s Bomber Boys and Girls in England Won Their War.”, Weiden & Nicolson. 2016

*¹ Photo from IWM image UPL 20040

Arbib, Robert S, “Here we are together: The Notebook of an American Soldier in Britain.”, Longmans, Green And Co. (1946)

Lancaster Pilot Maxwell Storey – 149 Squadron

December 4, 2016July 17, 2018 / Aviationtrails / 13 Comments

I was recently contacted by a reader who was trying to find out information about her grandfather, F.O. Maxwell Graydon Storey, 149 Squadron (East India) RAF, Bomber Command, RAF Methwold.

This is his story so far:

He joined the Air Force in Australia in 1942/43 and was sent to England in December 1943. Here he was attached to the RAF and continued with his training as a bomber pilot. He transferred through a number of stations honing his skills and advancing his flying attributes. On completion, he joined 149 Squadron at RAF Methwold, where he flew Lancaster MK IBs up to and after the war. He flew a small number of bombing and food parcel missions before the war ended and his eventual return to Australia.

Maxwell died earlier this year (2016) at the age of 92, he didn’t reveal very much about his time in England and so there are a number of gaps to be filled. Whilst I have manged to find out a fair bit, we are lacking photographs and finer details, if you, or anyone you know, could provide these, they would be a most welcome addition to the history of this Lancaster pilot and help his granddaughter find the missing pieces to his life.

Training sites in the UK.

1.RAF Flying Training Command RAF Smith’s Lawn.(RAF Smith’s Lawn was used primarily used as dispersal site and Relief Landing Ground for the de Havilland Tiger Moth trainers of the unit. He would have more likely been at RAF Fairoaks near Cobham).

Wrexham Instrument Flying School – Does anyone have any record of this site?

RAF Abingdon Training Station, Oxfordshire – used to train crews in landing in poor weather flying medium bombers (Vickers Wellingtons possibly of 10 Operational Training Unit)

RAF Wing – flying Wellington X Bombers 26 OTU Again there is very limited information about this, can anyone shed any light on it?

No 3 Aircrew Survival School, Whitby – I have no information on this.

1651 HCU- RAF Woolfox Lodge – Information about 1651 HCU?

RAF Methwold – posted to 149 Sqn either February or more likely March 1945. (149 Squadron arrived Methwold 15.5.44).

Aircraft he is known to have flown with, targets and crews:

April 14th 1945, P.O. Storey flew Lancaster HK795 ‘TK-B’ to Potsdam.

Lancaster I – HK 795 – “TK-B” – 14 April 1945 – bombing mission to Potsdam

F/S. L. A. Pounder (Nav.), Sgt F.W. Harris (Bomb Aimer), Sgt W. T. Wiggins (F/Eng), Sgt J.R. Richards (W/op), F/O E.C. Grimwood (M/upper) and F/O R. Silver (R/G)

Lancaster 1 – HK 645 – “TK-D” – 18 April 1945 – bombing mission to Heligoland

F/S. L. A. Pounder (Nav.), Sgt F.W. Harris (Bomb Aimer), Sgt W. T. Wiggins (F/Eng), Sgt J.R. Richards (W/op), Sgt. J. Bell (M/upper) and Sgt M. Stewart (R/G).

Lancaster 1 – HK 652 – “TK-E” – 22 April 1945 – bombing mission to Bremen

F/S. L. A. Pounder (Nav.), Sgt F.W. Harris (Bomb Aimer), Sgt W. T. Wiggins (F/Eng), Sgt J.R. Richards (W/op), F/S R.P. Irwin (M/Upper) and F/S. A.E. Sutton (R/G)

Lancaster I – HK654 – “TK-G” – 1 May 1945 – ‘Target’ The Hague – Food parcels

F/S. L. A. Pounder (Nav.), Sgt F.W. Harris (Bomb Aimer), Sgt W. T. Wiggins (F/Eng), Sgt J.R. Richards (W/op), F/L T.B. Oddie (M/Upper) and F/O. E.C. Grimwood (R/G)

Lancaster I – HK577 – “TK-H” – 7 May 1945 – ‘Target’ Gouda – Food parcels

F/S. L. A. Pounder (Nav.), Sgt F.W. Harris (Bomb Aimer), Sgt W. T. Wiggins (F/Eng), Sgt J.R. Richards (W/op), F/S G. Moxham (M/Upper) and F/S A. Perkins (R/G).

If you have any information about any of the places or people mentioned above, I would love to hear from you and would be only to willing to pass the information on.

Sources and further reading

The National Archives, London.

Mildenhall (15, 90, 149, 218 and 622 sqn Association) website.

The National Archives of Australia

Georges Nadon – Spitfire pilot, flew 277 sorties

November 27, 2016November 27, 2016 / Aviationtrails / 15 Comments

War creates some remarkable heroes. It makes people perform beyond the limits of normal human endurance; through immense pain and suffering, these heroes are able to perform duties beyond those expected or even believed possible.

There were many airmen who carried out these duties with little or no recognition for their actions, never to speak of them or be acknowledged for them. Georges Nadon, a French-Canadian Spitfire pilot, is one of them.

Georges had a long career, he fought both in the skies of Britain and Malta, and completed two ‘tours’ that amounted to an incredible 277 operations and more than 500 hours in the air.

Georges Nadon’s flying career began with 122 Squadron based at RAF Hornchurch, where he flew Spitfires. Of the 27 original pilots of 122 Sqn, only Georges and one other pilot survived. On Christmas Eve 1943 he sailed to Malta, where he would fly – on average and against incredible odds – four sorties a day with 185 Sqn, defending the small island and vital supply routes through the Mediterranean.

At the end of this tour, he returned to England and onto his home country Canada, where he was married.

His second tour began in June 1944, with 403 Sqn (RCAF) based at RAF North Weald, in Essex. They then moved across to France where they gave cover to the advancing allied armies. He eventually left flying service in March 1945.

In 2015, as part of the Canadian commemorations of the Battle of Britain, an image of his face was painted on the tail of the Canadian CF-18 demo aircraft, an image seen by thousands; but yet he still remains relatively unknown and unrewarded.

To find out more about this remarkable man, visit Pierre Lagace’s fabulous 403 Sqn blog, containing information, letters and photographs of Georges Nadon. A man who achieved great things defending the skies over countries far from home, and a man who deserves much greater recognition than he gets.

Georges Nadon of No. 122 Squadron, in his Spitfire at Hornchurch, May 1942. (public domain)

Other remarkable achievements can be found on “Heroic Tales of World War II“

Col. Ashley Woolridge; 106 Missions in a B-26

November 20, 2016November 19, 2016 / Aviationtrails / 15 Comments

At the height of the war, the life expectancy of a fighter pilot was measured in weeks, for a bomber crew it was perhaps even less. With tours of duty standing at around 30 missions, it was rare to find anyone who survived these tours without at least serious injury or mental health issues. Many paid the price with their life.

Whilst aircraft could be salvaged, patched up, repaired and put back into the air, it was not so easy for crewmen to be returned to battle so quickly. It was therefore, very rare to find anyone completing one or even two missions in a front line aircraft. Of course the subject of what constitutes a mission is in itself open for debate, ‘milk runs’ leaflet drops etc all create fractions of a mission, but this aside, for any airman to surpass 100 missions was indeed rare.

We have seen that Master Sergeant Hewitt Dunn flew 104 missions from RAF Framlingham, the highest in the European Theatre, but he was by no means the only one to surpass this incredible number.

Pilots and crews occasionally transferred across theatres, especially at the end of the war in Europe, or conveyed via the U.K. to the Middle Eastern theatre during these hostilities. One such man was Ashley E. Woolridge, initially a 2nd Lt. in the U.S.A.A.F. during the Second World War.

Woolridge was born on November 8th, 1916 in Clearfield County, Pennsylvania. He graduated from school in 1934 going on to West Point Military Academy and then achieving a BSc from Lock Haven State Teachers College also in Pennsylvania. He used his numerous qualifications to teach Maths, English and Science at Hanover High School until 1941, when, just prior to the Japanese attack on Pearl Harbour, he enrolled in the U.S. Aviation Cadet Detachment, graduating in July of 1942. He was commissioned as a 2nd Lt. and pilot of the Air Corps.

Woolridge’s first operation was to fly the northern route to England with his group the 319th Bomb Group (Medium) operating the B-26 ‘Marauder’. The 319th initially arrived at East Anglia along with three other medium bomb groups. The 319th were sent to RAF Shipdham where they regrouped before being posted to nearby Horsham St. Faith (now Norwich airport). A period of low-level training across the Norfolk countryside, saw the unit posted to their designated theatre in north Africa. A number of accidents due to poor weather saw Woolridge’s crews suffer before experiencing any battle at all.

The 319th began transferring to Africa in the Autumn of 1942, joining the Twelfth Air Force, who would attack targets in Tunisia until early 1943. After further training, Woolridge and the 319th went on to support the Sicily and Italy campaigns: Salerno, Anzio and Monte Cassino.

At the beginning of November 1944, he was awarded command of the 320th BG, a sister group of the 319th and one who had followed them across the Atlantic and onto Africa.

By early 1945 he had achieved 106 missions, accumulating in excess of 440 combat hours. He and the groups he had served in, had gained a number of distinguished awards including Unit Citations. Personally, he gained a Silver Star, a DFC with two clusters, a Presidential Unit Citation with two clusters and two Personal Croix De Guerre Avec Palms. At the end of 1945, in November, he was discharged from the Air Force with a remarkable record of achievement behind him.

In civilian life he joined a number of church groups, married Barbara Anne Leitzinger on September 16th, 1948 and raised a family many of whom preceded him in death.

Ashley Woolridge eventually died on Monday, May 3, 2004 at the age of 87. He was buried at Hillcrest Cemetery, Clearfield,
Pennsylvania. His memorial stone depicts a B-26, the aircraft he flew 106 incredible missions in and achieved so much with.

Lt. A. Woolridge in the cockpit of a B-26 Marauder, nicknamed “Hellcat.” (IWM)

His full obituary can be seen on the ‘Findagrave‘ website.

Other remarkable achievements can be found in “Heroic Tales“.

Remembrance Sunday 2016

November 13, 2016November 13, 2016 / Aviationtrails / 10 Comments

Today I attended my local Church for the Remembrance Sunday service. In the cemetery are 50, very mixed nationality, Second World War graves: English, Canadian, New Zealand, Australian, Polish and German. Walking distance from where we were stood is a former RAF airfield where many of these young men died carrying out their duties in the service of their country.

The vicar spoke of remembrance, reflection and forgiveness and mentioned one startling fact; in the two world wars, a period of only 30 years apart, some 50 million people died. A staggering figure.

One of the hymns we sang was written by Richard Bewes, and was based on Psalm 46. The tune is better known as ‘The Dambusters’.

1. God is our strength and refuge,
our present help in trouble;
and we therefore will not fear,
though the earth should change!
Though mountains shake and tremble,
though swirling floods are raging,
God the Lord of hosts is with us evermore!

2.There is a flowing river,
within God’s holy city;
God is in the midst of her – she shall not be moved!
God’s help is swiftly given,
thrones vanish at his presence
God the lord of hosts is with us evermore!

3.Come, see the works of our maker,
learn of his deeds all-powerful;
wars will cease across the world where he shatters the spear!
Be still and know your creator,
uplift him in the nations-
God the lord of hosts is with us evermore!

May the sacrifices of those people never be forgotten.

London Feb 2015 003

Can anyone identify this ‘unknown’ airman Sculpture?

November 3, 2016 / Aviationtrails / 12 Comments

Not my area of expertise at all, but certainly aviation related. This stunning sculpture is of an airman, thought to be of RFC origin, looking over the side of his aircraft possibly at the enemy or at a compatriot.

His face looks saddened, perhaps reflecting the horrors of war or in quiet contemplation of what has been – I don’t know.

A reader has contacted me asking me if I can help establish the origin of the piece, the story behind him, who modelled it or even confirm who made it. It is believed to have been created by the artist C. L. Hartwell, but my own usual initial searches have proven fruitless in establishing this.

It is a superb piece, and must have a story behind it. If you are able to help identify the ‘unknown airman’, or anything of its origin or history, then please do contact me, and I will gladly pass on your replies.

Who is the ‘unknown’ airman? Do you know?

Parham Museum – A Great Day Out.

October 30, 2016October 29, 2016 / Aviationtrails / 8 Comments

Located in the old refurbished Watch Tower at RAF Framlingham is the museum of the 390th Bombardment Group (H). Parham airfield, as it is more commonly known, was home to the heavy B-17s of the U.S.A.A.F from 1943 to 1945 (see Trail 39) and the museum tells of the many people who were stationed at Framlingham during this time.

The airfield was sold off after the war and the tower left to deteriorate for some 30 years. A small group of volunteers then got together and raised enough funds to transform the building into what it is today, finally opening its doors in 1976.

The former Watch Tower, now refurbished, holds a remarkable and historical collection.

The entrance located next to the small car park, displays a large board, on which lists all those who flew from Framlingham and never returned, 729 in all, and a further 754 who were taken as prisoners of war. The seemingly endless list of names being a stark reminder of the losses that occurred flying from Framlingham.

The main museum is split into two layers, the ground floor housing the many heavier and larger artefacts, including engines (a Wright Cyclone from a B-17 and a Merlin from a Mosquito NF.II to name but two), and aircraft and undercarriage parts from both fighters and heavy bombers. The upper floor, houses a large diorama, with an array of uniforms and photographs of life at RAF Framlingham. A doorway allows access to the balcony and further steps to the ‘glass house’ on the roof. With fantastic views over what is left of the airfield, you can only imagine what it was like standing here as the bombers took off or returned following a mission over occupied Europe. With an adjoining Quonset hut remodelled as a barrack room to represent what it would have been like during the time that the 390th were here, the whole experience gives a good insight into airfield life during the Second World War.

A further hut tells the unique story of the Resistance Organisation, in a thoughtful and meaningful way. Personal items, documents, photographs and examples of equipment, all add to the fascinating story of this most secret organisation.

A number of undercarriage parts stand against the wall on the lower floor.

A further room off here houses the wall of remembrance, a chapel to go and pay your respects. The number of signatures from veterans and their families show the immense interest in retracing the steps of lost loved ones.

Wall of remebrance signed by visiting vets

The wall of remembrance has been signed by visiting veterans.

Perhaps some of the more unusual exhibits in the museum are the top, and tail turrets from a B-24 Liberator and a further Frazer-Nash top turret from a Short Stirling of the R.A.F, all refurbished from what was basically scrap metal. Also on the upper floor, is what is believed to be parts of the bomb bay from Joe Kennedy’s adapted B-24 (PBY) Liberator that blew up on the Anvil mission over Suffolk, killing both Kennedy and his co pilot “Bud” Willy – a very rare find indeed.

Uniforms, documents and some of the more unusual aspects of the air war are nicely displayed in glass cabinets throughout the building and all add up to a fascinating trip back to the 1940s.

More than just a list of names, those who never returned or who taken prisoner are listed – over 1,400 crew members.

A further bonus for anyone interested in the aviation war is the ‘research room’, where you can access hundreds of records, both print and electronic, pertaining to the people who were based at RAF Framlingham during the war, a very useful addition to any small museum.

A good cafe that sells a range of products, refreshments and food, finishes the day off nicely. All in all, the museum and the very helpful volunteers at Framlingham, tell a remarkable story of the air war and of the people who were based here. To top it all off it is free, but donations are as always, very much welcomed, and in my opinion, exceedingly well-earned.

Parham museum is open Sundays and Bank Holiday Mondays, April – October and Wednesdays (June – August). The website has further details.

M/Sgt. Hewitt Dunn – Flew 104 missions.

October 23, 2016October 23, 2016 / Aviationtrails / 17 Comments

RAF Framlingham (Parham) otherwise known as Station 153, achieved a remarkable record, or rather one man in particular did. His name was Hewitt Dunn, a Master Sergeant in the U.S.A.A.F and later the U.S.A.F.

Known as “Buck” he would achieve the remarkable record of completing 104 missions with the 390th Bombardment Group (Heavy) – a record that astounded many as life expectancy in a heavy bomber was short, and few survived beyond one tour of 30 missions.

Hewitt Tomlinson Dunn (s/n 13065206) was born on July 14th 1920. He progressed through school to join the Air Corps where he was assigned to the 390th Bombardment Group (Heavy), 13th Combat Wing, 3rd Air Division, Eighth Air Force, as a gunner in December 1943.

His first mission was with the 569th Bombardment Squadron in the following January. He completed his first gruelling tour of 30 missions by April that year, upon which he immediately applied for a further tour that he would complete by the summer of 1944. His attitude of ‘its not over until its won’, would see him accept a further remarkable third tour, virtually unheard of for a heavy bomber crew member.

On Friday, April 6th 1945, mission 930, an armada of aircraft of the U.S.A.A.F would strike at the marshalling yards in Leipzig, Germany. Inside B-17 #43-38663, ‘The Great McGinty‘, was Hewitt Dunn.

After the mission Dunn described how earlier at the morning briefing, he, like so many of his colleagues, had been a little ‘nervous’. Then, when the curtain was pulled back, their nervousness was justified, Leipzig – the 390th had been there before.

Many crews in that briefing would look to Dunn for signs of anguish, if he remained steady and relaxed, they knew it would be ‘easy’, if he sat forward, then it was going to be a difficult one. The atmosphere must have been tense.

Luckily, unlike other missions into the German heartland, this one turned out to be ‘just another mission’ a ‘milk run’. Much to the huge relief of those in command of the 390th, all aircraft returned safely.

On his arrival back at Framlingham, Dunn was greeted by cheering crowds, ground crews lifted him high in their air carrying him triumphantly away from his aircraft, it was a heroes welcome.

By the time the war had finished, Dunn had flown in 104 missions, he had been a tail gunner on twenty-six missions, twice a top-turret gunner, a waist gunner and the remainder as togglier (Bombardier). He had flown over Berlin nine times, he claimed a FW-190 shot down and had amassed an impressive array of medals for his bravery and actions, and all at just 24 years old.

Post war, he continued to fly as an Instructor Gunner for B-52s in the 328th Bomb Squadron, 93rd Strategic Bomb Wing, at Castle Air Force Base in California. Here he was described as “quiet and reserved” and never talked about his war experiences. He was “handsome man with black hair”, and only when he wore his dress uniform, did others realise how well decorated he was.

Dunn was considered a rock by those who knew him and perhaps immortal, but he was not, and on June 15th , 1961 after flying for a further 64 flights, he was killed. Details of his death are sketchy, but the man who had flown in more missions than any other person in the Eighth Air Force and had gone to train others in that very role, was highly decorated. He was looked up to and liked by those who knew him.

Following his death a service was held in Merced, California, his body was then taken to Arlington National Cemetery in Washington D.C. where he was finally laid to rest in grave number 3675, section 28.

For a man who achieved so much in his fighting career, little exists about him or his achievements. Maybe, by the end of the war, records were no longer needed, tales of dedication and bravery were no longer useful propaganda. Whatever the reason, Hewitt Dunn’s name should be heavily embossed in the history books of the Second World War.

Hewitt Dunn on return from his 100th mission, April 1945 (IWM)

Hewitt Dunn’s medal tally:

– Air Force Longevity Service Award with 3 oak leaf clusters
– Air Medal with 13 oak leaf clusters (2 silver, 3 bronze)
– Air Medal with 7 oak leaf clusters (1 silver, 2 bronze)
– American Campaign Medal
– Distinguished Flying Cross with 1 oak leaf cluster
– Good Conduct Medal
– National Defence Service Medal
– Silver Star
– World War II Victory Medal
– European-African-Middle Eastern Campaign Medal with 1 bronze star
– European-African-Middle Eastern Campaign Medal with 1 silver star

Hewitt Dunn’s story is one of many featured here.