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.

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.

Development Proposals could make RAF West Raynham Unique.

November 29, 2015November 29, 2015 / Aviationtrails / 7 Comments

The second airfield that has recently seen proposals for new development is the large and complete site on Norfolk’s western side. It is RAF West Raynham. If these proceed, then West Raynham could be a unique development.

RAF West Raynham.

RAF West Raynham is a large airfield that operated well beyond the Second World War. It was home to some 20 squadrons and saw a range of aircraft including: Blenheims, Bostons, Tomahawks, Beaufighters, B-25 Mitchells, Mosquitos, B-17 Flying Fortresses, Canberras, Javelins and Bloodhound Missiles to name but a few.

It currently stands complete although a large part of it has been the focus of development since the RAF’s departure. Much of the former RAF housing has already been refurbished and sold off to private families; a solar park has also been built along the runway line and the accommodation sites developed sympathetically with the airfields history in mind.

The Grade II Listed Control Tower at West Raynham.

A recent report identified this site as being of “heritage value” and that whilst some of the buildings are “at risk” there is a strong desire to reuse buildings wherever possible. The only ‘listed’ building is the Control Tower (which is Grade II listed) which, along with the majority of the main buildings: Guard House, Station Headquarters, Chapel, Water Tower, District Heating Control Centre, four Hangers and the Training Dome, is in relatively good condition. A large majority of the remaining buildings were temporary or will require renovations to make them usable once again. The report states that:

“It is important that the character areas described keep their identity. The approach taken for existing buildings will vary according to the character area and the qualities of the specific buildings”.

The report also highlights the benefits of the MOD property, and that it provides suitable low-cost housing that would meet the Council’s housing target. It also states that the former technical area provides suitable accommodation for small industrial units or “start-up” businesses.

In essence, the survey illustrates the need to develop the site to fulfil the council’s need for housing whilst identifying the site as an important heritage site, and that the development should reflect this:

“The vision is to re-use and reinvigorate the site in a way that respects and celebrates the historic and architectural heritage of the site.”

The infrastructure of former RAF bases lend themselves to new villages; the layout, transport networks and available buildings, are perfectly suitable for the Garden Village idea. Open spaces intertwined with affordable accommodation and recreational facilities are all there. If this development goes ahead, then RAF West Raynham could become a well-preserved yet appropriately developed site that in the large part, reflects it historical importance and valued contribution to Britain’s defence network.

The full development brief can be found here from where the quotes were sourced.

West Raynham appeared in Trail 21.

Inside the Former officers Mess.

Development News for Britain’s Airfields.

November 28, 2015November 28, 2015 / Aviationtrails / 6 Comments

Plans have been released this week for the development of three former RAF airfields in Norfolk. On the face of it, these represent steps forward in preservation whilst allowing a sympathetic development of these historical sites in at least two of them, and development and part preservation in a third. These proposals will not only revitalise the decaying structures, but will also allow public access to the very infrastructure of the sites that once protected our skies. In part, they offer a model for future development and preservation of Britain’s aviation heritage, whilst highlighting the sacrifice of the crews who flew from them.

The first of these is that of RAF Downham Market.

RAF Downham Market (RAF Bexwell)

Proposals were put to the government on Monday for a new multi-million pound technology park on the former RAF base at Downham Market. It is proposed that the site will create 4,600 jobs and become a centre of excellence for technology comparable to those already at Cambridge.

The £300m project will include a major campus dealing with data and data handling. This will include a research centre for both under and post-graduate students, a hotel, leisure and tourist facilities.

Whilst the proposals have only just been put forward, consultations have already started, and so final planning proposals are hoped to be revealed early in the new year. Local residents are raising objections due to the losing of the ‘green space’, along with increased pressure on the local infrastructure, which according to some, is already stretched.

According to reports, the plans also include restoring some of the few remaining buildings, creating a bronze statue and a museum to commemorate the work of Downham Market crews; something that is long overdue.

Downham Market airfield was the home of: 218 and 623 Sqns both flying Short Stirlings, 571 Sqn and 608 Sqn, both flying Mosquitos in the Pathfinder role and 635 Sqn who flew Lancasters between March 1944 and September 1945. It is where Flt. Sgt. Arthur Aaron and Sqn. Ldr. Ian Bazalgette were both awarded VCs for their bravery and heroic acts whilst on missions over Europe. It is from where the last Mosquito mission took place which was also the last RAF operation of the war.

Whilst the runways and perimeter track are long gone, a few buildings still do remain in current use. There is no official memorial at Downham Market, although there is a memorial to both Aaron and Bazalgette outside the local church.

These plans are very much in the early stages, but a number of parties have shown an interest in the proposition and development is likely in the near future.

The government material can be accessed here.

Downham Market was originally visited in Trail 7.

Two B17s Collide near RAF Snetterton Heath (Station 138)

November 22, 2015November 22, 2015 / Aviationtrails / 21 Comments

With the number of aircraft in the skies over Britain during the Second World War, it was inevitable that some would collide, often fatally. Carrying full bombs loads and full fuel tanks, these aircraft were literally ‘flying bombs’ and a collision would often have disastrous consequences.

One such incident happened on 29th January 1945 just months before the cessation of war. Two B-17s from the 96th Bomb Group collided over the small village of North Lopham near to RAF Snetterton Heath with the loss of all eighteen crew members.

The first aircraft, B-17G-DL*¹ ’44-6137′, of the 337th Bomb Squadron was delivered from the factory to Tulsa Air Base on 12th May 1944; travelling on via Kearney Training base to Dow Field, Maine, on the 1st June 1944. It was initially assigned to the 452nd Bomb Group, where upon it was flown to RAF Deopham Green in Norfolk, England. After arriving at Deopham, it was immediately transferred to the 337th BS, 96th BG, and given the coding ‘AW – J’. The aircraft was subsequently flown on to RAF Snetterton Heath and operational status.

The second aircraft, B-17G -BO*¹ ’43-38746′, was initially delivered to Lincoln Air Base on 16th September 1944. It was also flown on to Dow Field but later in the September of that same year. Here the aircraft was assigned to the 338th BS, 96th BG, transported to Snetterton Heath, and given the coding ‘BX – J’. The aircraft arrived for active duty in the October of 1944.

The 96th BG, consisted of four squadrons: the 337th, 338th, 339th and 413thBSs, operating both B-17-F and B 17-G models. At the time of the accident they were part of the 3rd Air Division, 45th Combat Wing, Eighth Air Force.

The 96th BG like their crews, were relatively young. Activated on 15th July 1942 at Salt Lake City, Utah, the group wasn’t allocated any operational personnel until reaching Gallon Field in Idaho, in August that same year. They moved through a number of airfields and training camps, until setting sail for the European Theatre of Operation on the Queen Elizabeth, on 5th May 1943, arriving in Greenock, Scotland, six days later. After moving from Grafton Underwood to Andrews Field, in Essex, they finally arrived at their base RAF Snetterton Heath, on 12th June 1943 where they would remain until December 1945.

By the end of the war the 96th BG would have completed 321 missions in total dropping in excess of 19,200 tons of ordinance, a figure that included around 130 tons of supplies. They would lose 189 aircraft in operations over Europe and would receive two Distinguish Unit Citations for their operations over both Regensburg and Poznan.

On the day in question, January 29th 1945, two years into their war, the two aircraft took off from their base at Snetterton Heath (Station 138) to attack the Bielefield Marshalling yards at Kassel as part of Mission 811. As they were forming up to find their position in the flight, the disaster struck. The first aircraft flown by Second Lt. Alex Philipovitch, flew across the path of the second aircraft flown by Second Lt. George Peretti. As a result Peretti’s port wing struck the B17 causing it to explode whilst his own was split in half. As a result of the collision, both aircraft plummeted helplessly to the ground killing all eighteen men on board.

Regrettably, this collision was one of many that occurred both within the USAAF and RAF during the Second World War, a sad loss of many a young life. Thankfully however, neither this tragedy, nor the sacrifice of the crews will be forgotten as the people of North Lopham have laid a commemorative memorial stone in the village centre on their combined war memorial, just a few miles away from Snetterton Heath airfield, now Snetterton race park.

The names of the crew members, many of whom were only 19 or 20 years of age, appear in the St Paul’s Cathedral Roll of Honour, London.

The memorial stone at North Lopham

In honour of the crews:*²

B-17 ’44-6137′

2nd Lt. George .J. Peretti: Buried – St. John Cemetery, Illinois (age 22)
2nd Lt. Ernest .S. Throne: Buried – Fountain Grove Cemetery, Ohio (age 29)
2nd Lt. Gerald. S. Stambaugh: Buried – Keokuk National Cemetery, Iowa (age 23)
Sgt. Robert. I. Good: Buried – Greenville Union Cemetery, Ohio (age 24)
Sgt. Maynard. A. Faux: Purple Heart and Air Medal, Buried – Cambridge American Cemetery, UK (age 19)
Sgt. Gordon. C. Shaul: Buried – Ford City Cemetery, Pennsylvania (age 20)
Sgt. Noble. E. Ellington: Buried – Gwin Memorial Cemetery, Louisiana (age 25)
Sgt. Clarence. C Hagler: ETO Ribbon with 1 Battle Star, AD Ribbon, Air Medal, Buried – Gilmer City Cemetery, Texas (19 years old)
Sgt. Robert. R.Stone: Purple Heart, Air Medal, Buried – Forest Lawn Cemetery, North Carolina (age 22)

B-17, ’43-38746′

2nd Lt. Alex. Philipovitch: Purple Heart, Buried – Gettysburg National Cemetery, (age 23)
2nd Lt. John. C. Hubbard: Buried – McCall Cemetery, South Carolina, (age 30)
Flt. Off. Slatten. H. Gooden: Buried – Arlington National Cemetery, Virginia, (age 27)
Flt. Off. Martin. P. Schmidt: Buried – Saint Mary Cemetery, Omaha, (age 19)
T/Sgt. Richard. J. Zander: Buried – Mount Sinai Cemetery, Pennsylvania, (age 20)
T/Sgt. Charles. H. Tibbatts: Purple Heart, Buried – Cambridge American Cemetery, UK
Sgt. Robert. K. Smith: Buried – Stones River National Cemetery, Tennessee, (age 19)
Sgt. James. E. Flora: Buried – Musselman Cemetery, Indiana, (age 20)
Sgt. William. F. Brauner: Buried – Calvary Cemetery and Mausoleum, Missouri, (age 19)

Sources:

RAF Snetterton Heath appears in Trail 27.
*¹ – “The B-17 Flying Fortress Story”, Roger A Freeman with David Osborne, 1998, Arms and Armour
*² – Find a Grave, accessed 14/11/15

RAF Fowlmere “a remarkable number of aviation firsts and combat records”.

November 15, 2015November 15, 2015 / Aviationtrails / 7 Comments

This airfield concludes our three-part tour of Southern Cambridge for now; we shall be revisiting this area again shortly to see the remaining historic sites that once protected these green and pleasant lands from our invaders. This last stop however, is a former base just a stones throw from the Imperial War Museum and former Fighter Command base at Duxford – we go to RAF Fowlmere.

RAF Fowlmere (Station 378)

Fowlmere’s life can really be divided into two mains parts. That under the RAF as a Battle of Britain era airfield and that of the USAAF for which Fowlmere would achieve a remarkable number of aviation firsts and combat records.

But whatever its achievements, its wartime life was dogged by bad weather, and in particular rain! Poor drainage and heavy water logging left if unusable for large periods, inhospitable and rather bleak with poor accommodation, it was not a noteworthy ‘curriculum vitae’ for a prestigious fighter airfield. It is one of those airfields that took a long time to reach an honorary status, being home to a large number of RAF units, most for short assignments only, it was rarely in the spotlight. In total, it would be home to some 17 operational RAF squadrons, a small number of training squadrons and one USAAF squadron. A rather high number for any second world war station.

Initially built as a First World War airfield, it opened on October 1st 1916, a small number of buildings were erected including six hangars and the runways were grass. It remained operational until the early 1920s at which point the buildings were demolished and the land reused.

With the next threat of an invasion looming, the defence of Britain was paramount. Fowlmere was then identified as a suitable site for a satellite to nearby Duxford, and Spitfires began to arrive from 19 Squadron. 19 Squadron would ‘yo-yo’ between Duxford and Fowlmere between June 1940 and August 1941, operating the Spitfire I, IB and IIA in the process. These crews would operate as part of the Duxford Wing in the Battle of Britain where 19 Squadron would gain notoriety.

A sight once common over Fowlmere.

Following significant loses over France and southern England, the Boulton Paul Defiant was withdrawn from front line operations and pulled back to perform in ‘secondary’ duties. Part of this meant a short stay at Fowlmere in July 1940 for 264 Squadron who, whilst carrying out night-fighter duties, were in transit to Kirton-in-Lindsey.

Subsequent to their departure, there was a silence at Fowlmere which was only broken by a short five-day stay by the Hurriacne IIBs of 133 Squadron, whilst moving between Collyweston and Eglington. Noted for their twelve .303 machine guns and Merlin XX engines, first used in the Hurricane IIA, it used a mix of 30% glycol and 70% water. By using this mix, the fuel mixture was not only safer but it meant the engine would run much cooler thus giving it a longer life. Further examples of this aircraft would return later in the summer of 1942 with another squadron, 174 Sqn, also whilst transiting, but this time from and back to their main station at RAF Manston.

The winter of 1941 / 42 would remain quiet at Fowlmere, and it wouldn’t be until the following spring on March 12th, that there would be any significant action at the base. The first visitors being a detachment of Spitfire VBs from 154 Sqn whose main force was based away at Coltishall. Eventually, a month later, the entire squadron would transit over, but yet again, they would be another short-stay resident who would depart for RAF Church Stanton in early May that year. Other than the short visits by the Hurricanes, all would be quiet again until the autumn and in September Fowlmere would be blessed with yet another short stay of transiting Spitfires. The VBs of 111 Squadron, would stay for one month whilst on their way the Mediterranean and North Africa. 111 would go on to become famous for their Lightnings and the ‘Black Arrows’ aerobatics team with their Hunters in the post war jet era.

Once again the winter would have a quietening effect on Fowlmere, and there would be little happen for the next few months. The following March though, would see a considerable amount of movement at the airfield. Preceded by a short stay of Austers from 655 Squadron, Spitfire VBs of 411 Squadron and Spitfire VCs of 167 Squadron would arrive in the early days of March. Their departures on the 12th and 13th respectively would be interceded by the arrival of more Spitfire VBs of 421 Squadron, who also left on the 13th of that month. Similar movements would take place only a few days later. On the 19th 2 Sqn RAF arrived and stayed for just over a month. But the arrival and departure of 2 Sqn signalled a big change for Fowlmere and their Mustang Is were to be not only the end of RAF interests in the airfield, but a sign of things yet to come.

Aircraft of the 503rd FS from the waist gunner’s position of a B-17. Aircraft seen are, from rear to foreground: P-51B ‘D7-O’ “Miss Max”; P-51D ‘D7-M’ “Sally II”; P-51D ‘D7-Z’ “Shy Ann”; and P-51D ‘D7-F’ “Dee”. *¹

After April, Fowlmere would remain very quiet. With the increasing need for bomber bases for the USAAF, Fowlmere was identified as a possible site. This potential new lease of life was to be short-lived though and the decision was reversed only a matter of weeks later. It was not to be, but thankfully, it was not the end of Fowlmere.

Handed over to the Americans as a fighter airfield, it would be upgraded. Two new runways were built (1,400 and 1,600 yds) using Sommerfield Track and pierced planking, eight new blister hangars were erected, to compliment the ‘T2’ hangar to the north of the site and firm plans were drawn up that would shape Fowlmere for the rest of the war.

To deal with the staff, eight sites would be developed. All to the north-eastern side of the airfield, there would be a communal site, five accommodation blocks in total for officers and enlisted men separately, a sick quarters and a sewage treatment site. The main road to Fowlmere village already severed, would have a runway built across it, aircraft pens, technical buildings and a wide range of supporting structures including: fire sheds, harmonisation walls and around forty hardstands around a perimeter track that encircled the two runways. The main technical area would be to the north, whilst the bomb and fuel stores were to the south along side the remains of the southern section of the main road. Fowlmere would be taking on a new role and it would be permanent.

The control tower at Fowlmere, home of the 339th Fighter Group, 1945. Image via James G Robinson. Written on slide casing: 'Fowlmere Tower, 1945.'

Fowlmere Tower, 1945*²

Fowlmere would open again on the 4th April 1944 as Station 378, with the arrival of the 339th FG, the penultimate fighter group to be based in the UK. Flying P-51s, the 339th FG at this time consisted of three squadrons, the 503rd (D7), 504th (5Q) and 505th FS (6N). They would use Fowlmere as their only European base and whilst here would be used in both the fighter escort and ground attack role.

Their first mission was on April 30th with a fighter sweep over France, followed by around 5 weeks of escort duties of medium and heavy bombers. They soon made their mark on the air war though. In the first thirty days, they claimed forty aircraft shot down and fifteen destroyed on the ground.

Initially flying P-51Bs they would also use the ‘C’, ‘D’ and ‘K’ models. Missions would include: strafing runs over airfields; attacking communication lines; supporting the allied push out of Normandy; dive bombing locomotives; marshalling yards; anti-aircraft batteries and troops. They also supported allied advances such as the breakout at St Lo and in the Ardennes. The group received a Distinguished Unit Citation for operations on September 10th and 11th whilst attacking heavily defended airfields and defending bombers of the ‘Bloody Hundredth’ whilst attacking cities in Germany. All in all they were to prove themselves a formidable force in the air.

One of the peculiarities of the 339th was the stripped jacket and baseball cap wearing Runway Control officer. It was worn so the pilots could see him and his signal that it was clear to take off. A signal they depended upon greatly. Here he signals to a P-51 at Fowlmere embarking on a bombing mission in August 1944.*³

Each time the 339th went into battle it would seem a new record would be set. On the 29th November 1944, in a ferocious air battle, Lt. Jack Daniell shot down five FW-190s, giving him ‘Ace in a day’ status, the last pilot of the US Eighth Air force to do so. In early 1945, during strafing attacks 105 aircraft were destroyed in one mission, another first for any group. A remarkable feat that was repeated only twelve days later with a high score of 118 and an individual record for its leader Captain Robert Ammon.

The 339th would not only becomes a formidable force, but they would be the first units to test new ‘G’ suits, designed to prevent blacking out in tight turns, an essential piece of clothing in today’s modern air force. They would also take the British designed gyroscopic gun sight and develop it for use in the P-51, an innovative device that calculated deflection increasing hit rates both at greater distances and with more accurately.

By the war’s end the 339th would rack up a total of 264 missions, with 680 aircraft destroyed, two-thirds being on the ground and on heavily defended airfields, whilst losing less than 100 aircraft and crews. They achieved the greatest number of air and ground ‘kills’ in any twelve month period of the war, a DUC and a remarkable reputation.

Fowlmere had finally achieved the status of its more famous neighbours, but it was a little too late for this airfield, the war was finally over. After the Americans pulled out in October 1945, Fowlmere fell silent for the last permanent time. The land was eventually sold off in the 1950s long after all military operations had ceased.

Fowlmere is one of those airfields that is quite difficult to find. Tucked away at the back of the village access is through an industrial site and along a rather grand driveway that is actually a farmers track. The road leads to nowhere other than the farm, a small light airfield and a memorial.

Before driving or walking to the memorial start off at the village centre. Facing south, site 3 would be behind you, and sites 4, 9, 7 and 5 to your front. Take the road south and then turn in toward Manor farm; as you enter, there is an industrial site on your right. This road, was the original main entrance, and there would have been a picket post, Co’s house and Officer’s Mess to your right. On you left was a further Officer’s mess, recreation room for enlisted men, and a block with showers and ablutions for the Sergeants. The road bears right, here you can see, in the field to your right, a Nissen hut once part of the Communal area (Site 2). Now derelict and truly overgrown its days are definitely numbered. The original plan layout differs quite a bit from the current layout, and it is difficult to ascertain the precise nature of its origin. However, it could have been either an ‘A.M.W.D*⁴‘. or latrines for 310 – 400 enlisted men. Using satellite photos, you can clearly see the foundations for a number of other buildings including the: Officer’s Mess, Dental Centre, Stand-by set house and CO’s quarters. This road, which was originally much shorter than it is today takes you into an industrial estate that has reused some of the period buildings, these may well have come from the original site and have been moved or the site was built differently to the original design. It is at this stage difficult to determine.

One of the few remaining structures at Fowlmere, now overgrown and disappearing, this Nissen hut stands on Site 2.

Leave here and turn right at the end of the road. This grand road takes you up the hill toward the airfield. On your left would have been the sick block Site 8 with a barrack hut, sick quarters with 18 beds, a garage and mortuary. Follow this road along, at the farm follow the road right, and the memorial is about 100 yards further along on your left. A small space has been made available for parking by the adjacent property who kindly ask you to look after the memorial during your visit. It is sad that we have to ask people to do this, it should be an absolute.

The memorial overlooks the remains of the airfield. The original T2 hangar stands reclad in its original position now storing small private aircraft. Other remains, the crew rest rooms and two main workshops, have been reclaimed by the farm and incorporated into the farm infrastructure. A considerable amount of concrete also exists from this technical area, again utilised by the farm. The watch office, originally built to 17/65840 for the RAF, was later replaced by a the more common 343/43 two storey type; this too is long gone and would have been to your front beyond the hangar.

A quiet an unassuming place, Fowlmere remained a satellite for most if its life, seeing a number of temporary stays by some prestige aircraft and squadrons. It wasn’t until the latter parts of the war that it really came into its own, sadly though, this was short-lived; but the P-51s of the 339th would carry Fowlmere’s history into the annuls of time and the small private aircraft that now stand where Spitfires, Hurricanes and Mustangs were once dispersed, grace the skies where their forefathers cut their teeth – in the skies over war-torn Europe.

The Memorial overlooks the airfield, the reclad T2 and its new inhabitants beyond.

A stones throw from Fowlmere, is the Imperial War Museum at Duxford, essential to anyone with an interest in the Second World War. Home of many displays, exhibitions, and restoration projects it has to be on everyone’s list of to-dos. The Duxford website can be accessed here.

Sources and further reading.

*¹ Photo from Russell Abbey (www.55th.org) from the ‘Little Friends’ website.

*² Photo from Roger Freeman collection FRE 5982 American Air Museum in Britain.

*³ Photo from Roger Freeman collection FRE 5961 American Air Museum in Britain.

*⁴ This is the reference on the site plans, if anyone knows what it means please let me know.

Home to the P-51s with a Reputation for Success. RAF Steeple Morden

November 1, 2015November 1, 2015 / Aviationtrails / 12 Comments

In the final section of these Cambridgeshire Trails, we end with two fighter stations, both of which played a vital part in the defence of Britain and subsequently taking the war to Germany. Our first stop, boasts probably one of the best memorials in the area if not the country. It is that of RAF Steeple Morden.

RAF Steeple Morden (Station 122)

RAF Steeple Morden has been on my list of places to go for quite some time. Since seeing the photos taken by my friend, and reader, Steve Darnell, I have wanted to know much more about it. After driving for a short distance from our previous site at Gransden Lodge, we arrive at the site of this former base.

The wide open expanses reveal little of its former life, the travesties , the bravery nor even the mundane hustle and bustle of a busy fighter airfield.

Steeple Morden, 11 May 1945*¹.

Construction of Steeple Morden began in 1939 with its opening the following year. Initially, a satellite for nearby RAF Bassingbourn, its early existence would be fairly low-key, housing Wellington MK.1s of 11 Operational Training Unit (OTU) who were based at nearby RAF Bassingbourn. 11 OTU as a training flight, used the airfield primarily for navigation, landing and other training operations. This wasn’t to say that Steeple Morden was to be all quiet though. The first and probably most talked about event of this time, was the mistaken landing by a Junkers Ju 88 after the crew became disoriented following a raid in the midlands. The aircraft crashed as it landed and was written off, but enough of it was salvageable to be used for assessment purposes. Shortly after this, at least two attacks occurred by the Luftwaffe rendering a number of Wellingtons damaged. Whilst some damage was inflicted upon the airfield, little overall disruption occurred.

Being a training unit, accidents were inevitable. Following a tragedy filled inception, the OTUs generally were to lose a number of crews or aircraft through lack of experience or mechanical failures. 11 OTU was no exception. On April 5th 1941 Wellington L4216 careered off the flare path causing its undercarriage to collapse. Luckily no one was injured in this instance, but it would set the scene for further tragic incidents. Wellington L4302 stalled on the night of 18th April, killing both pilots as the aircraft plunged into the ground at Abington Pigotts and on 8th June 1941, Wellington Ic, R1728, mysteriously crashed into the sea killing all six crew members. It is believed they were bounced by enemy aircraft and shot down. Steeple Morden’s crews were not as unfortunate though as those at nearby Bassingbourn, whose loss rates were even higher, – but they would certainly not get away lightly.

The Village Sign at Steeple Morden Reflects its Aviation Links.

Following runway upgrades at Bassingbourn in the Autumn of 1941, further aircrews would find themselves based here and the pace of life would increase. During 1942 11 OTU would take part in the 1000 bomber raids over Germany, and attacks on prestige targets such as Bremen, Düsseldorf, Essen and Koln. On the night of 25th/26th June 1942, Wellington Ics DV778, ‘KJ-A’; R1078, ‘TX-Q’ and X2313, ‘KJ-L’; would all fail to return from Bremen. These high prestige targets would claim further: Australian, New Zealand, Canadian and British lives from 11 OTU.

In September 1942, Steeple Morden was handed over to the US Eighth Airforce, and 11 OTU would move on to their new base at RAF Westcott in Buckinghamshire, to carry on training activity there. Earmarked for a new bomber station, it was given the designation Station 122, and would undergo a huge structural transformation.

Three concrete runways were built, the main running NE-SW, and two secondary running E-W and NW-SE. A large concrete perimeter track linked each one with some 55 pan style hardstands, 9 blister hangars and a T2 hangar. The main dispersals were to the south-east and south-west, with the technical and administration areas to the north behind the watch office. There were seven crew sites, two further WAAF sites, two communal sites and a sick quarters, enough for over 2000 personnel. These were all situated to the north-east beyond the end of the main runway. The bomb store, capable of holding 100 tons of bombs, was to the south-east.

The first units to arrive were the: 5th, 12th, 13th and 14th Photographic Squadrons of the 3rd photographic Group, Eighth Airforce, who would remain here between 26th October and November 1942, whilst on their way to the Mediterranean Theatre of Operations and the Twelfth Air Force. Led by Colonel Elliot Roosevelt, the son of the US President, they would go on to achieve a Distinguished Unit Citation for their part in action over southern France.

P-51 Mustangs of the 355th Fighter Group break formation, ready for landing, over the ground support vehicles and control tower of Steeple Morden Airfield. *²

For a short period between the departure of the Americans and January the following year, Steeple Morden would remain calm and quiet. The next residents being a return to training and 17 OTU (RAF), bringing with them Blenhheims, who wold also only stay for a very short period before moving off again to RAF Silverstone to the west.

The sound over Steeple Morden would then change for good. In came the mighty P-47 ‘Thunderbolts’ nicknamed ‘Jugs’ of the newly formed 355th Fighter Group (FG). No longer seen as suitable for a bomber station, Steeple Morden would be designated a fighter base and this would become its sole use for the remainder of the war.

The 355th FG was made up of 354th (Sqn code WR), 357th (OS) and 358th (YF) Fighter Squadrons, having white noses with red, blue and yellow rudders respectively. Their initiation into war would be slow, lack of supplies and aircraft restricting their ability to perform operationally. With a gentle start, they covered short-range bomber escort duties and low-level sweeps over Belgium, their first operational sortie being on 14th September 1943. Subsequent escort duties though, would take them deep into the heart of Germany. Using the American 75 gallon drop tanks as a substitute for slow delivered 108 gallon British paper tanks, they could reach Germany itself and support the beleaguered bombers of the Eighth Air force all the way to the target and back – a god send to the crews of the B-17s and B-24s.

The 355th would take part in some of Europe’s fiercest air battles, covering targets such as: Berlin, Karlsruhe, Misburg and Gelsenkirchen. But for such dramatic missions, ‘kill’ rates would remain remarkably low.

With the introduction of the new P-51 ‘Mustang’ the 355th’s fortune would turn. Now turning to strafing and low-level bombing runs, they would focus their attention on destroying the Luftwaffe on the ground. They would attack German airfields and earn themselves the apt name ‘The Steeple Morden Strafers‘. A DUC would follow on April 5th 1944 for an attack in a snow storm on the Luftwaffe airfield at Oberfaffenhofen and five other military bases. The 355th claiming to have destroyed 43 aircraft, damaging a further 81 and achieving 8 ‘kills’. From here the numbers continued to climb, both kill rates and the numbers of aircraft destroyed. They had certainly earned their reputation and their name.

Men of the 355th Fighter Group Survey the Airfield from Inside Steeple Morden Control Tower.*³

Further operations would take the 355th as far away as Politz in Poland, a remarkable achievement for a fighter aircraft, made possible by the addition of the larger drop tanks. The Normandy landings and the St Lo breakthrough were also covered by the 355th, supporting ground troops, strafing supply lines and enemy ground forces. Confidence and determination were high and a short visit by Glenn Miller would only go to increase the joys of the 355th’s successes – morale would be good.

Then Steeple Morden would take a blow. Early on January 1st 1945, B-17 ’42-37911′, “Heat’s on“, of the 401st BS, 91st BG, RAF Bassingbourn, would crash in the dispersal at Steeple Morden killing all crew members and injuring a number of staff on the ground. At least two P51-Ds, 44-14374, ‘WR-A‘ and 44-14498, ‘YF-S‘ were destoyed*⁴. Such were the fortunes of war.

“We started off the New Year of 1945 with a scheduled flight to the oil refineries at Merseburg on January 1^st, but diverted to Kassel when we found Merseburg clouded over. No. 911, “Heats On”, of the 401^st Squadron, on her 92^nd mission and flown by 1Lt Earl J. Jeffers, had an engine fail on take-off. Lt Jeffers tried to put her down on the nearby 355^th Fighter Group base at Steeple Morden, the main runway of which was directly in the flight path from runway 25 at Bassingbourn. Back on the 6^th of March 1944, 2Lt Walter Wildinson in No. 761, “Blue Dreams”, had made a similar emergency landing at Steeple Morden. Although the crew forgot to lower the landing gear and completely wrecked the aircraft, no one in “Blue Dreams” or on the ground was injured. But, as “Heats On” touched down, for some unknown reason she careened into a P-51 dispersal area, striking parked aircraft and exploded, killing all 9 of the crew aboard. There are all sorts of ways to die in an air war. Several of the fighter base ground crew members were seriously injured, but none was killed. For us the mission was uneventful.”*⁵

As the war drew to a close, the 355th continued to strafe ground targets. Their final operation taking place on 25th April 1945. Their final tally would rise to over 860 ‘kills’ with 500 being as a result of ground strafing – one of the highest of any Eighth Air Force unit. Withdrawing Germans left airfields empty and allowed the allies to move to France and eventually into Germany itself. The 355th would go on to form part of the occupying Allied force leaving Steeple Morden for Gamblingen airfield on July 3rd 1945, and then onto Schweinfurt in April 1946, itself a former target for the Eighth Air Force. Eventually in August 1946 the 355th would return to the US without any equipment to be disbanded in the following November.

The departure of the 355th left Steeple Morden quiet. The 4th FG moved in with the 334th, 335th, and 336th FS before they too moved back to the US in November 1945 and temporary disbandment. Formed around a nucleus of former RAF ‘Eagle’ Squadron members, they came here from RAF Debden with a record of success that exceeded most other units. This departure signified the end for Steeple Morden and the airfield was finally closed. The land was sold off back to its original three owners in the early 1960s and it was returned to agriculture, having the majority of its infrastructure demolished or removed.

Steeple Morden Technical Site today. The Watch Office would be to the Right in This Picture.

The only significant remnants of this historic airfield, now stand high on the hill-top, a few huts, odd buildings but a remarkable and formidable memorial, that are in tune with the success and bravery of all Steeple Morden’s Allied crews.

With Steeple Morden it is best to start in the village at the village sign, which signifies the links between the community and the base. Located at the village centre, the sign depicts both an RAF Wellington and a P-51 flying low of the countryside. A timely reminder that both RAF and USAAF services operated from here. Take the main road east out of the village, and the airfield and memorial are on your right hand side. A small parking space, once a concrete road that led away from the main part of the airfield and housed general purpose huts, allows you to leave your car and view the memorial without causing a problem to the speeding traffic that uses this road.

The Impressive Memorial to the Crews Who Served at RAF Steeple Morden, both USAAF and RAF.

A grand three-part concrete memorial, its centrepiece the propeller Bose of a P-51 Mustang, overlooks the airfield. To the right and left side are the inscriptions and dedications to the crews of both the RAF and the USAAF. A polished granite stone, all that is left of the watch tower, sits beneath the memorial and three former Nissen huts remain behind giving an atmospheric feel to this site. The fields beyond now completely agriculture this little part of the airfield virtually all that remains. Small sections of concrete, show where the technical site once stood, primarily to your left, with the dispersals and main airfield to your front. The watch office (drawing 13726/40) now long gone, would have been to your left and in front. The entire technical area in which you are standing is now soil, returned to agriculture once more. There are three small huts behind the memorial, these were the crew lockers and drying room, which stood in front of crews tennis courts, suitable for a much-needed recreation break. Along the hedgerow beside the road, would have been 5 further Nissen huts housing the defence crew quarters, again they have all gone.

Crew Locker and Drying Rooms are Virtually the only buildings left.

On a warm summers day, the views from here are stunning. I can imagine a cold winter would transform this place to a freezing, inhospitable airfield with little protection from the elements. A dramatic change indeed.

If you leave here and continue east away from the village, you pass on your left the original operations block designed to drawing 228/43. It contained the crew briefing room, interrogation block and office annex. Still intact, the surrounding buildings mere piles of rubble. Continue on from here and you arrive at the village of Litlington. The church of St. Catherine’s is on your right and this is a ‘must stop’.

The Airfield Operations Room, Whilst Standing, is in Poor Condition.

Before entering the church, look around, the houses opposite, and most of those making up Litlington, are on six of the former accommodation sites. Now mainly bungalows and family homes, there is virtually nothing left visible to show that this was once a vibrant military area.

Once inside the church you will see a beautiful stained glass window that commemorates the 355th FG. A P-47 and P-51, stand aside the eagle of the U.S. Air Force, with the 355th’s sword insignia at the centre of the crest; its detail and stunning blue colours enhanced in the summer light.

A specially commissioned painting can also be seen here. Created by Spencer Trickett, it depicts a P-51D “Miss Steve” as flown by Lt. William Cullerton of the 357th FS, 355th FG, at RAF Steeple Morden. His story is a remarkable one. Shot down by ground fire on April 8th 1945, he was captured by the SS, shot and left for dead. A Jewish doctor and German farmer found him and saved his life. He was then taken to a German hospital from where he escaped and was found by advancing American forces.

Cullerton was the fourth highest scoring ace of the group and the 29th of the entire Eighth Air Force. He was awarded: a Presidential Citation; the Victory in Europe Medal; the Air Medal with Clusters; the Distinguished Flying Cross with Clusters; the Purple Hear; Silver Star with Clusters and the Distinguished Service Cross. His aircraft, “Miss Steve” was named after his girlfriend whom he later married, and is depicted flying low over the church; a landmark used by Steeple Morden crews as it stands directly in line with the main runway.

The Memorial Window at St. Catherine’s Church.

Whilst the majority of Steeple Morden has gone, there are thankfully strong community links with the Eighth and the veterans of the 355th. Whilst predominately American in ‘flavour’, the church window provides a fitting end to a fruitful trail, and what is surely one of the most prestigious memorials on any airfield today. For other photos of this and other memorials, click this link to the memorial page.

From here we go on to conclude this part of our trip with a visit to the RAF base at Fowlmere.

Notes and sources:

*¹ Photo from IWM, Roger Freeman Collection, FRE2932,

*² Photo from IWM, Roger Freeman Collection, FRE000443

*³ Photo from IWM, Roger Freeman Collection, FRE441

*⁴ Information from ‘Little Friends‘ website accessed 30/10/15

*⁵ Extract from “Mary Ruth Memories of Mobile…We Still Remember” Ch1- Another Time, Another Place–Lady Lois, Little Jean, published on 91st Bomb Group Website.

Home to eight squadrons and the Pathfinders.

October 25, 2015April 22, 2020 / Aviationtrails / 12 Comments

The second part of Trail 31 continues on through the beautiful Cambridgeshire countryside. Low soft hills give for superb views and fine examples of aviation heritage. We move on to the former RAF station at Gransden Lodge.

RAF Gransden Lodge

Sitting high on the hill-top, Gransden lodge rests peacefully nestled next to the villages of Little and Great Gransden to the west and Longstowe to the east; the county borders of Cambridgeshire and Bedfordshire pass right across it. Surrounded by undulating countryside it no longer reverberates to the mass sound of piston engines, but more with the gentle whistle of gliders.

Gransden Lodge was another Cambridgeshire airfield modified to class ‘A’ specifications. It was opened in 1942, initially as a satellite for RAF Tempsford. Going through many modifications, the original design differed greatly from the eventual layout; initially the runways not reaching the perimeter track and there being no allocation of hangar, staff accommodation or hardstand space. As a satellite station, presumably these would not have been required. However, with the expansion of Bomber Command and the need for more airfields, Gransden Lodge would eventually become much larger and much more significant. Following changes to plans and redesigns of the infrastructure, three concrete runways (NE-SW, N-S and E-W) were eventually constructed and with one at 1,600 yards and two at 1,200 yards each, they were not huge. However, these were then extended to the more usual 2,000 yards and 1,400 yards later on, when in April 1941, the government decided that every Bomber Command airfield would have to accommodate the larger four-engined aircraft. Again further development of the site was undertaken and the runways were extended.

Part of the Track in the Technical area.

A total of 36 hardstands were constructed using the pan style design, two of which were replaced when a hangar was built during the later development stage. This would give Gransden Lodge three hangars in total, two (a B1 and T2) to the north and one T2 to the south of the airfield.

The bomb store was located to the eastern side whilst the accommodation sites were spread to the west and north-west. These 10 sites were made up of two communal, two WAAF, and six domestic sites which included sick quarters and associated premises. The technical area would be to the west. In total, Gransden Lodge could accommodate 1,867 men and 252 women ranks.

Building plan of RAF Gransden Lodge*⁴

Once open, Gransden Lodge would be home to eight operational RAF squadrons: 53, 97, 142, 169, 192, 405, 421 and 692 before it would finally close at the end of the Second World War.

First to arrive were the combined units of 1474 and 1418 flights, who were here between April 1942 and April 1943, conducting radio navigation tests using the new GEE system. Operating the Wellington IC, III, X, IV and Halifax IIs, they were heavily involved in radio navigation and electronic counter-measure operations. These flights would probe German radar defences, gathering information so that counter-measures could be devised allowing bomber formations safe passage to their targets. The Wellingtons used for this would fly over Germany, France, and the Low Countries and even over the Bay of Biscay, gathering information and reporting back.

The British were were getting quite desperate to find out what frequencies the German airborne radar was using, until they knew, jamming and other counter measures would be difficult. On December 2nd 1942, a Wellington filled with specialist equipment and a daring crew set off from Gransden Lodge to find out as much about the enemy system as possible. In order to track and establish the frequencies they were using, they would have to allow themselves to be tracked by an enemy fighter for a lengthy period, a potentially fatal move for any RAF bomber!

Once tracked, the crew would record and transmit every detail they could about the system and then, if they hadn’t been shot down, head for home.

At around 4:30 am contact was made, and the enemy aircraft tracking them was monitored. The chance of attack increased with every long second they waited until eventually the aircraft, A Ju 88, fired upon the Wellington ripping canon shells along the length and breadth of its fuselage. In the melee that followed, the front and rear turrets were both put out of action, the gunners in each were wounded, the wireless operator was wounded, a specialist radio operator monitoring the Ju 88 was also wounded and the aircraft, controlled by one of only two uninjured crewman on board Pilot Sergeant Paulton, had fallen from 14,000ft to around 500ft as Sgt. Paulton had desperately tried to escape the Ju 88’s clutches.

Eventually the Ju 88 ceased its relentless attacks and left the Wellington to its seeming terrible fate. But determined to get back, Sgt. Paulton headed for England, both engines now misfiring and much of the hydraulics system disabled.

Over England he told the most able to bale out, then he would attempt a sea landing. The aircraft came down just of the Walmer coast, whereupon the crew clambered out to discover their dingy had been badly damaged and was useless. Thankfully though, it wasn’t long before a rescue boat found them and all the remaining crewmen were taken aboard and brought safely to dry land.

Eventually, these flights would combine forming a new squadron 192 Squadron (RAF) which officially formed on 4th January 1943 here at Gransden Lodge. 192 would pass over to 100 Group and move away to RAF Feltwell on the April 5th that same year and they would go on to gain the honour of flying more operational sorties, and as a result, suffer more casualties than any other Radio Counter Measures (RCM) squadron in the RAF.

With their departure, Gransden Lodge would then be transferred to No. 8 (PFF) Group like its sister station, RAF Graveley, whereupon its operational role would be changed for good.

The next units to arrive would only stay for 5 days. Passing through with their Mustang Is, 169 Squadron would transit on to RAF Bottisham, whilst 421 Squadron would take their Spitfire VBs to nearby RAF Fowlmere.

An overgrown Nissen Hut.

On April 18th 1943, 97 Squadron (RAF) arrived at neighbouring RAF Bourn – but would be split over several sites. A detachment was based here are Gransden, whilst two other detachments were located at Graveley and Oakington. 97 would go onto to gain notoriety for the disastrous ‘Black Thursday’ (See RAF Bourn) operation that took the lives of many of its crews. 97 Sqn would undertake many bombing operations staying here for a year, departing Gransden Lodge on 18th April 1944, a year to the day of their arrival.

April 1943 would be a busy time for Gransden. On the 19th, a day after 97 Sqn’s arrival, 405 Squadron (RCAF) would arrive, bringing with them Halifax IIs. Formed on April 23rd 1941, 405 would fly with 6 Group, at RAF Leeming, until their arrival here at Gransden. Adopted by the people of Vancouver, it would be the first Canadian unit to serve with Bomber Command.

405 Sqn’s entry into the Pathfinder Group brought more experience and skill. Participating in the both the ‘1000 bomber raid’ on Cologne and conducting temporary operations with Coastal Command, 405 had seen a number of different operational conditions. Initially bringing Halifax IIs, they would take on the Lancaster I and III only four months later. 405 Squadron would be the first unit to fly the Canadian built Lancaster – named ‘The Ruhr Express’, KB700 would be the first production model Mk. X.

ROYAL AIR FORCE BOMBER COMMAND, 1942-1945.

The first Canadian-built Lancaster B Mk X, KB700 “The Ruhr Express”, taxiing after landing at Northolt, Middlesex, KB700 was the first of 300 aircraft built by Victory Aircraft of Malton, Ontario. IWM (CH 11041)

405 Sqn would go on to attack many high-profile targets including: Essen, Dortmund, Cologne, Düsseldorf and toward the end of hostilities, Hitler’s retreat at Berchtesgaden. They would be the last unit to attack targets in Italy and they would see action over Peenemunde.

Operating in conjunction with 97 Sqn, 405 would also fall victim to ‘Black Thursday’, when Lancaster JB477 ‘LQ-O’, would strike the ground within a stones throw of Graveley airfield killing six of the seven crew members. Two other Lancasters would also crash with fatalities that night, JB481 ‘LQ-R’ and JB369 ‘LQ-D’, – would both fail to make it home in the thick fog of ‘Black Thursday’ – truly a dark night for the Canadian Squadron.

At the end of 1944, No. 142 Squadron (RAF) would be reformed at Gransden Lodge. With an extensive Middle-Eastern history behind them, they would fly from here between 25th October 1944 and September 28th 1945, the date of their departure a year later. Serving as apart of 8 Group (PFF) they flew Mosquito XXVs and would go on to complete 1,095 operational sorties, achieving 64 DFC’s and 52 DFM’s. They remained at Gransden Lodge carrying out their last raid on the night of May 2nd / 3rd 1945, finally disbanding on September 28th that year.

The Watch Tower today.

It was during this time that Gransden’s second Mosquito squadron would arrive. 692 Squadron (RAF) would fly the MK. XIV until September that year. Moving from neighbouring Graveley, it had a short life of only 20 months. Its last casualties being March just before their arrival at Gransden.

It would be three months before any further units would be based at Gransden Lodge. On December 1st 1945, Liberator VIs of 53 Squadron (RAF) would arrive and stay for two months whilst they carried out trials of a new radar-assisted airborne mapping system. They were eventually disbanded on February 28th 1946. Their demise would mark the end of military flying at Gransden and whilst it remained in MOD hands it would not be home to any further military units.

Post war, Gransden Lodge was home to the first motor racing event using the old runways and northern section of the perimeter track. This was not to be permanent arrangement sadly and Gransden would remain disused. Military life almost returned with the escalation of the Cold War when ‘The Lodge’ was earmarked as a possible site for Cold War forces, however this never came to fruition and all continued to be quiet. Finally, in the 1960s Gransden Lodge closed it doors for good and the site left to decay.

That was not the end of Gransden Lodge though. In the 1990s the Cambridge University Gliding Club, (now the Cambridge Gliding Club) took over the site and flying has returned once again. Small airshows have taken place and whilst gliding is the more prominent, the sound of the piston engine can once more be heard over this historic site.

Whilst little of the original infrastructure survives today, there are some good reminders of this airfield’s history to be found. After driving through Little Gransden go up the hill towards what is now the rear of the airfield, you will arrive at an old Windmill. Sitting below this Windmill is a small and rather sadly insignificant memorial dedicated to the crews and personnel who worked, died and served at RAF Gransden Lodge. Carry on past the memorial along a small track and you finally arrive at the rear of the airfield. In front of you the barrier and beyond the barrier the former watch tower. This road would have been the main entrance to the airfield’s technical site, you can still see a number of small buildings and a picket post to the side. To the right of this a track leads off to one of the few remaining huts now heavily shrouded in weeds and undergrowth. The tower, a mere shell, has had a modern but temporary ‘watchtower’ added to its roof. Whilst in poor condition, the watch office stands overlooking what is left of the airfield towards the small flying club that keeps its aviation history alive. A small number of other buildings can be seen around here all buried beneath the undergrowth and all skeletons of their former selves.

Leave the site return back to the village bear left, and continue to follow the road round. You will eventually come to a gravel entrance on your left with a small sign pointing to the flying club.

Take this road, and traverse the potholes as you climb the hill. On your left you will pass a small selection of foundations and piles of bricks that were once part of the southern side of the airfield. Continue on from here and the road bears right, this is now the original perimeter track, follow it as it winds its way around the outside of the airfield. It’s width is greatly reduced throughout its length and only small patches of concrete tell you of its former life. As you pass the former bomb store on your right and the end of the modern grass runways, bear left where you will finally arrive at the flying club. Here a collection of small aircraft and gliders will greet you. A small modern watchtower and clubhouse watch over the aircraft and the airfield as gliders take to the sky.

On warm summer days, or when the thermals are good, this is a lovely place to sit and watch in awe as the majestic birds of the sky float silently above this once busy wartime airfield. A small club house provides refreshments and a welcome break from the dusty road that leads here.

As you depart the club, and drive back round the perimeter track, you can see in the distance, the control tower standing proud on the horizon, what memories it must hold and stories it could tell.

The Stained Glass window in St. Bartholomew’s Church.

Before departing this site for good, it is worth going to Great-Gransden and the church of Saint Bartholomew. Within its walls is a beautiful stained-glass window that commemorates those who served at Gransden Lodge. Also placed nearby is the roll of honour detailing those individuals who gave their lives whilst serving here. A fitting and well deserved memorial, it forms an excellent record of those long gone.

The villages of Little and Great-Gransden bear virtually no reminders of their local aviation history. Delightful in their settings, nestled in the Cambridgeshire countryside, their secrets are bound tightly within their boundaries, but the airfield and the flying, still live on.

We finally leave here and head west to another ‘hilltop’ site. One that boasts one of the most prestigious memorials in the country. An open site with superb views over the Cambridgeshire countryside, we head to the former American base – RAF Steeple Morden.

Notes:

*⁴ Photo courtesy of RAF museum

The Cambridge Gliding Club website has details of their activities.

King’s Cliffe planning application gets approval.

October 18, 2015October 18, 2015 / Aviationtrails / 10 Comments

Earlier this year, we highlighted the planning application put forward by Philip Ashton-Jones the current land owner of Jack’s Green on the former RAF King’s Cliffe airfield, in Northampton.

An online petition raised over 300 objections to the application. These came from: supporters of Glenn Miller, aviation enthusiasts, wildlife groups and local people alike, who all highlighted concerns over the proposed development of the site and the impact it may have. At an initial meeting in September this year, the council failed to come to any overall decision as they needed to consider further reports from interested parties. At a second meeting held on Wednesday 14th October, after considering all the issues raised, East Northamptonshire Council approved the plans and so 55 holiday homes will now be built on Jack’s Green.

Whilst concerns were raised over the memorial that currently stands on the actual base of the hangar where Glenn Miller performed his last hangar concert, the land owner Philip Ashton-Jones, stated at the meeting that the memorial would remain “exactly as it is today”.

Glenn Miller Memorial RAF Kings Cliffe Dec 2014

The Memorial to Glenn Miller taken in December 2014. Jack’s Green is the area behind.

RAF King’s Cliffe is a large site, which is now primarily agriculture. It still contains a few buildings from the Second World War and a large memorial to those who served here during this time. Jack’s Green, is part of the larger woodland used by walkers, horse riders and nature lovers.

East Northampton’s decision is in line with many decisions being made by local authorities. Land is at a premium, and whilst this is not essential housing by any stretch, it is not a surprising decision in today’s climate.

Let’s hope Mr Ashton-Jones keeps to his word and this historical place is protected.

Links

The BBC report can be accessed here. (This may only be available for a limited time.)

RAF King’s Cliffe was visited in Trail 6

Previous reports can be found here.

Home to Lancasters and Vulcans, Scampton is an iconic and historical airfield.

October 4, 2015October 4, 2015 / Aviationtrails / 4 Comments

In this trip we head back northwards into Lincolnshire otherwise known as ‘Bomber Country’ to an airfield that is steeped in history; active since the first world war, it stands high above Lincoln but only a few miles from the Cathedral, a landmark welcomed by many a returning bomber crew. It was here that three Victoria Crosses were earned, Lancasters filled the skies and from here the famous ‘Dambusters’ of 617 Squadron carried out their daring raid on the dams of the Ruhr. It is of course RAF Scampton.

RAF Scampton.

RAF Scampton is to Bomber Command what Biggin Hill is to Fighter Command. It embodies all that is the air war of those dark days of the 1940s; the bravery and dedication of crews, the sacrifice, the loss and the heartache. It has had a long and successful life; even today it is a military airfield but one that sadly operates as a shadow of its former self.

Opened during the First World War under the name of Brattleby Cliff, Scampton was a Home Defence Flight Station, operated by the Royal Flying Corps with 11, 60 and 81 squadrons. A variety of aircraft were based here and it performed in this role until closing shortly after the cessation of the conflict in 1918. For a while Scampton lay dormant, many buildings being removed, but, as a new war loomed over the horizon, it once more sprang into life as RAF Scampton.

Opening in 1936, it was designed as a grass airfield. Its firsts residents were the Heyford IIIs of No 9 squadron (RAF) in 1938, who stayed for just short of two years. They were joined by the Virginia Xs of 214 Squadron (RAF) who arrived in October that same year. A brief spell by 148 Squadron (RAF) in 1937, further added to the variety of aircraft at this base.

The next units to arrive would see Scampton into the Second World War. Both 49 and 83 Squadrons arrived with Hawker Hinds, models they retained until replaced by the more modern twin-engined Hampdens in 1938. Using these aircraft, Scampton would have an auspicious start to the war. With inexperienced crews, flying was very ‘hit and miss’ – delays, missed targets and inaccurate flying all became common place during this period of the ‘phony’ war.

ROYAL AIR FORCE BOMBER COMMAND, 1939-1941.

However, as the mighty German war machine charged across Europe, Scampton’s crews were to find themselves in the thick of the fighting. With bombing and mine laying being the main focus for them, they would learn quickly through flying into high risk areas – many heavily defended by flak and determined fighter cover – that they had to be better. It was in this early stage of the war that the first Victoria Cross would be earned by a Scampton pilot.

Flight Lieutenant Roderick Learoyd who by now was a veteran of 23 missions, fought to hold his badly damaged aircraft on track during a raid on the Dortmund-Ems Canal. Then, nursing the crippled aircraft home, he would remain circling the airfield for three hours, so he could land his aircraft safely in the daylight rather than endangering his crew by landing at night.

Scampton’s sorties would become almost continuous. Barely a month would pass before a second V.C. would be won by wireless operator Sergeant John Hannah flying with 83 Squadron, in a raid on ports in the lowland countries. It was believed that the Germans were massing their invasion barges here and vital that they were bombed to prevent the invasion taking place. During the raid, Hannah would extinguish an onboard fire using a small fire extinguisher, then his log book and finally his hands. Badly burned and in great pain, he helped nurse the stricken aircraft home after two of the crew bailed out.

Scampton continued to develop as bomber station. Crew quarters were in short supply and often cramped. In March 1940, Fairy Battles of 98 Squadron would have a very brief spell here whilst on their way to RAF Finningley. In December 1941, 83 Squadron received the new Avro Manchester as a replacement for the now poorly performing Hampden, followed in April 1942 by 49 Squadron. These aircraft were not loved or admired, suffering from gross under power, and major hydraulic issues, they would soon go in favour of the RAF’s new bomber and Scampton’s icon, the Lancaster I and III.

Scampton from Gibson’s window. Nigger’s grave can be seen to the left.

Both 49 and 83 squadrons would leave Scampton soon after this upgrade. Scampton itself would then go through a period of quiet until when in September that year, on the 4th, Lancaster I and IIIs arrived with 57 Squadron. They would stay here operating over Europe for one year before moving off to nearby RAF East Kirkby. 467 Squadron joined 57 for a short period, being formed at Scampton on November 7th 1942 again with the formidable Lancaster I and IIIs. Their stay was much shorter however, within a month of arrival they would have gone to RAF Bottesford.

It was the following year that Scampton really became famous with the formation of 617 Squadron (RAF) in March 1943. Commanded by Wing Commander Guy Gibson, a Scampton ‘veteran’ himself, 617 Sqn was put together for a very special operation using specially modified Lancaster IIIs. ‘Operation Chastise’ is probably the best known military operation of Bomber Command and the story of the Dams raid on the Mohne, Eder and Sorpe dams is well documented in virtually every form of media possible. This raid was to become synonymous with Scampton even though 617 Sqn were only here for a very brief period of time. They would only undertake two raids from Scampton, the Dams raid and a second to Northern Italy, before they moved to Coningsby, and later Woodhall Spa (Trail 1), both a short distance to the south. It was of course that as a result of this raid, Scampton would earn a third VC through the actions of Wing Commander Guy Gibson.

The departure of both 57 and 617 Squadrons from Scampton allowed for development of the runways. Concrete was laid for the first time, in sufficient amounts to accommodate more heavy bombers, and the first to arrive were the Lancaster I and IIIs of 153 Squadron (RAF).

153 Sqn were to see out the war at Scampton, but their stay was not a good one. As the war drew to a close, 153 began the mining operations that Scampton had been so used to at the outbreak of war. Casualties were high with many crews being lost including that of the Gibson’s contemporary, Canadian born Wing Commander Francis Powley. On the night of April 4th/5th, two Lancaster Mk. Is – NX563 ‘P4-R’ and RA544 ‘P4-U’ with Powley on board, were both shot down by Major Werner Husemann of I./NJG3, over Kattegat, whilst on a ‘gardening’ mission. The crews were all lost without trace and are commemorated on the Runnymede memorial.

Two Sisters under refurbishment in one of the four hangars.

On this same night, more Lancasters I and IIIs arrived from RAF Kelstern with 625 Squadron (RAF) and together they formed part of the last major Bomber Command operation of the war. On 25th April 1945, they flew against Hitler’s mountain retreat at Obersalzberg, Berchtesgaden. 153 Sqn was eventually disbanded on September 28th 1945 followed by 625 Sqn on October 7th that same year.

A brief 3 month stay by 100 Squadron saw flying from Scampton cease and it remained without operational flying units for the next two years.

Scampton would next play a part in the Berlin Airlift. American B.29 Superfortresses were stationed here for a year as part of the US Strategic Air Command between 1948 and 1949 flying operations into the besieged Berlin. There then followed another quiet period, something that was common place for Scampton and it wasn’t until 1953 that it would see flying activity once again.

On 15th January 1953, 10 Squadron would reform here, followed not long after by 27 Squadron (15th June), 18 Squadron (1st August), and finally 21 Squadron on 21st September1953; all operating the new Canberra. Many of these units would stay for only a short period of time, moving on to new bases relatively quickly. However, as the ‘cold war’ threat increased, Scampton would come back into the limelight once more.

In 1956 the main runway was extended to 10,000ft causing the main A15 road to be re-routed giving it its notable ‘bend’. After two years, on 1st may 1958, 617 squadron would return to its historical home, being reformed at Scampton with the mighty Vulcan B.1. 617 Sqn would fly a variety of versions: B.1A, B.2 and B.2A, until disbandment on New Years Eve 1981*¹. It was during this time that the Blue Steel would form Britain’s Nuclear deterrent, the very reason the Vulcan was designed. History was to repeat itself again on 10th october 1960, as 83 Squadron, who had flown Hampdens at the outbreak of war from here, were also reformed at Scampton, also with the B.2 and B.2A Vulcan. 27 Sqn were also to return, going through a number of reforms and disbandment forming up again at Scampton on 1st April 1961 to join what became known as the ‘Scampton Wing’. 83 Sqn sadly though, were not to last as long as their historical counterparts, being disbanded on 31st August 1969.

Then on 16th January 1975, more Vulcans would arrive, those of 35 Squadron (RAF) who would go on to serve until disbandment on March 1st 1982 again here at Scampton. This being the last ever operational flying unit to grace the skies over this iconic airfield.

A small reprieve for Scampton came in the form of two separate stays by the adored aerobatics team the Red Arrows, who have continued to use Scampton as their base stunning crowds at airshows around the world. Currently stationed here until the end of the decade, Scampton at least has retained some flying for the foreseeable future.

Today RAF Scampton is home to only two small non-flying but operational units; the Air Control Centre (ACC) who merged with the Control and Reporting Centre (CRC) and the and Mobile Met Unit (MMU). These are responsible for monitoring British Airspace 24 hours a day, 365 days a year ready to alert the RAF’s QRA units when intruders are detected. These units provide Scampton with around 200 working personnel, somewhat dwarfed in a base built for 2000.

Scampton is of course synonymous with the Dambusters, and it is predominately this history that keeps Scampton alive today.

The four enormous ‘C’ type hangers stand virtually idle, no longer holding the huge aircraft they were designed to hold. No Vulcans fill their beams, no Lancasters roar into life on moon lit nights. Instead private companies use one for storage, the Red Arrows another and the Heritage Centre a third. The last one is utilised by the Museum of RAF Firefighting to store some 40+ historically important RAF and civilian fire engines all once used to fight the fierce fires of crashed aircraft. Reputedly the largest collections of fire fighting equipment, models, photographs and memorabilia in the world, it is an extensive collection and well worth the visit.

Two of the four ‘C’ types Hangars, each one could take 4 Vulcans. Note the Red Arrow Hawk.

Whilst only a fraction of Scampton is used these days, its crew quarters quiet and locked, it remains under very strict security with patrolling armed guards. Photography is strictly forbidden around the former quarters, but once on the actual airfield security is relaxed – albeit in a small amount. Access is only by prior permission as a visitor to either the National Museum of Fire Fighters or to the Heritage Centre. It is these volunteers that care for and share the very office used by Guy Gibson when 617 sqn prepared for their mission to the Ruhr.

On arrival at Scampton an armed guard watches vigilantly, as guides check your ID, a passport or drivers licence, who then take you through the gate to walk along where Gibson and his crews were briefed on that very night. The buildings that line either side of the road are no different from that day and it is here in this very spot where Guy Gibson (Richard Todd) walked away from Barnes Wallis (Michael Redgrave) at the end of the 1955 film “The Dambusters”. The main gate you walk through to enter the site is the very gate at which the squadron mascot ‘Nigger’ was run over and killed by a car. Not by a hit and run driver as portrayed in the film, but a passer-by who stopped, collected the dog and reported it to the very guard-house that stands there today. Like many films portraying the brave and heroic acts of the Second World War, the factual accuracy of the film is somewhat skewed. However, the film makers could be forgiven for this as much of the operational records were still on the secret list when the film was made.

Once passed the accommodation blocks cameras are permitted and the views over the airfield are stunning. The control tower – moved after the redevelopment of the airfield – watches over its quiet expanses, little moves here expect the Hawks of the Red Arrows.

The names of those who took part in Operation Chastise.

Gibson’s office stands overlooking this part of the field, and perhaps the only reminder of that night, is Nigger’s grave. A ‘headstone’ enclosed in a fence marks the dog’s grave, placed in front of Gibson’s offices slightly offset so Gibson himself could be laid to rest here with him. Sadly his death on September 19th 1944 near Steenburgen in Holland prevented the reuniting of Gibson’s body with his beloved pet and the two remain separated for eternity.

His office, so well reconstructed, stands with period furniture as it would have been during his stay here with 617 sqn. Uniforms, photos and numerous other artefacts from that time are displayed for the visitor.

Below this floor, a large model of a Lancaster and more artefacts reflect the historical importance of 617 squadron from its earliest days of the Second World War to the point when they were to return with the RAF’s modern fighter the Tornado.

Guy Gibson trail then takes you through a mock-up of the crew quarters and on into the hangar. Here several aircraft are stored, a Hunter, Sukhoi SU 22, Gnat and Hawk both in Red Arrows colours. Also a second Hawk used to train RAF Technicians ready for the Red Arrows. Two Lancaster front sections are being carefully restored and a number of artefacts are stored here waiting their fate whatever that may be.

Scampton as an ‘active’ base may well have a reprieve over the next year or so. With the recent announcements from the RAF that Waddington will no longer host an airshow due to ‘increased security risks’, Scampton has been identified as a possible replacement venue after 2017. Whether this will come to fruition or not is yet to be seen, but if it does, it may well breath new life into this historic and truly iconic airfield.

Aviation Trails

A trail around Britain's historical airfields many lost to developers or mother nature herself. Come along on a voyage of discovery and nostalgia.

memorial

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

Development News for Britain’s Airfields (3).

RAF Coltishall – The Future

Development Proposals could make RAF West Raynham Unique.

RAF West Raynham.

Development News for Britain’s Airfields.

RAF Downham Market (RAF Bexwell)

Two B17s Collide near RAF Snetterton Heath (Station 138)

RAF Fowlmere “a remarkable number of aviation firsts and combat records”.

RAF Fowlmere (Station 378)

Home to the P-51s with a Reputation for Success. RAF Steeple Morden

RAF Steeple Morden (Station 122)

Home to eight squadrons and the Pathfinders.

RAF Gransden Lodge

King’s Cliffe planning application gets approval.

Home to Lancasters and Vulcans, Scampton is an iconic and historical airfield.

RAF Scampton.

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RAF Coltishall – The Future

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RAF West Raynham.

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RAF Downham Market (RAF Bexwell)

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RAF Fowlmere (Station 378)

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RAF Steeple Morden (Station 122)

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RAF Gransden Lodge

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RAF Scampton.

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