RNAS Crail – The Mary Celeste of Aviation (Part 2)

July 22, 2018July 14, 2018 / Aviationtrails / 2 Comments

After Part 1 of RNAS Crail, we continue looking at the buildings that remain, along with the units that served from here. We also look at the wide range of aircraft and the airfield’s current status.

Another exclusive building at Crail is the watch Office, again a building design unique to RNAS sites. The idea behind these offices was to create a standard floor design in a room of 38 ft x 30 ft, which could, depending upon the needs of the individual station in use, easily have a second, third or even fourth floor added should the airfield be expanded later on. Crail’s watch office has all four floors, the top being a largely glazed structure with commanding views not only across the airfield, but the Firth of Fourth and beyond to the Isle of May. Built into the ground level of the watch office is a fire tender shed, and rooms for the crews. Built to the basic drawing 3860/42, it remains one of only a few such examples today.

The Watch office remains rare and whilst in poor condition, a good example of Naval Air Station Watch Offices. The door on the bottom right is the fire tender door. The building to the left is the photographic block. Both these are listed buildings.

Crail was an extremely busy airfield, it would, at some point, house 29 different squadrons, only 8 of these were training (or non front line units as denoted by the preceding ‘7’), the remainder being temporary stays by front line units either on training or whilst their vessels were in dock. As a training station it would pass a huge number of trainees, all having undertaken basic training through the Empire Air Training Scheme abroad. The task of training these crews fell to a small number of resident squadrons at Crail, the first being 785 Naval Air Squadron (NAS) who arrived on November 4th 1940, under the command of Station Commander Lieutenant-Commander P.G.O. Sydney-Turner RN.

No. 785 NAS were a training squadron, formed from the Naval element of the Torpedo Training Unit at Abbotsinch. They were a Torpedo Bomber Reconnaissance (TBR) Training Squadron, equipped from the beginning by two aircraft types, the Fairy Swordfish and the Blackburn Shark. The Sharks were the last in a line of Blackburn bi-planes and were an all metal framed aircraft covered with fabric. They were powered by a radial engine and were manufactured both in the UK and under licence in Canada. Introduced in 1934, the Shark was considered out-of-date by the time war broke out and was quickly replaced by both the Swordfish and later at Crail, by the Fairy Albacore in 1941.

785 Naval Air Squadron Swordfish Mk I during a training flight from RNAS Crail (© IWM A 3536)

No. 785 NAS was joined that same month by No. 786 NAS, another training squadron, also flying Albacores. As the more successful Swordfish became more widely available these too were also replaced.

In the summer of 1941 No.770 NAS arrived at Crail. 770 were a Fleet Requirements Unit tasked with supporting surface vessels in their training needs. Ideally they would tow targets for ship borne gunners to shoot at; provide simulated surface attacks and spot for shore bombardments. They would use a variety of aircraft to fulfil this role before moving off to Crail’s satellite station Dunino a few miles west of Crail. 770 NAS were also to be based at RAF Drem and there was talk of placing them at RAF Macmerry, a move that never materialised.

1943 brought yet another flying unit to Crail, No. 778 NAS – a Service Trials Unit. Their purpose was to test new aircraft suitable for deck landings, and to achieve this they used a range of aircraft including both the Barracuda and Supermarine’s Seafire, the naval version of the Spitfire. A Griffon powered aircraft, the early Seafires had good low altitude speed but take-off and landings proved difficult due to their poor handling characteristics. One flaw with the Seafire was the tendency to drift to the right due to the high torque developed by the Griffon. Eventually, Supermarine would fit a contra-rotating propeller, and the problem was solved.

The dawn of 1944 brought another collection of aircraft into Crail with a detachment of 758 NAS, a stay that was short-lived, lasting only three months almost to the day.

The last flying unit to arrive at Crail was the training Squadron No. 711 NAS in September that same year, also with Fairy Barracudas. At the war’s end, these were replaced with Grumman Avengers, the Torpedo bomber that proved such a success in the Pacific theatre. The Avenger was renamed the ‘Tarpon’ in British use, but this name never really caught on and Avenger stayed. This arrival brought the number of aircraft at Crail to around 240, however, the end of hostilities meant that training programmes were facing being cut down, and 711 NAS was disbanded being absorbed into No. 785 NAS in December 1945.

It was during these last two months of 1945 that another short stay unit would arrive at Crail, No. 747 NAS only staying between November and December that year.

A Grumman Avenger of No 785 Naval Air Squadron at Crail Fleet Air Arm Station The torpedoes carried in the belly of the aircraft. The Avenger (Tarpon) was a huge success in the Pacific war, particularly in the hands of the US Navy. © IWM (A 18237)

Throughout the war a number of front line squadrons used Crail either whilst their vessel was in for repair, or for training purposes on the various ranges in the area. These disembarked units included: 800, 810, 811, 812, 816, 817, 819, 820, 822, 823, 826, 827, 828, 829, 831, 832, 833, 834, 836, 837 and 846 NAS all front line squadrons.

The last Fleet Air Arm squadron to use Crail was a detachment from 780 NAS which arrived here from Hinstock in the closing days of 1946. Staying here for only a very short period, they were to see the last of flying activities, and in 1947 flying at Crail finally ceased. The Royal Navy did retain the site though, renaming it HMS Bruce, they used the accommodation blocks to train new naval recruits and the airfield was maintained ‘operational’ allowing aircraft from other bases to use its runways for landing practice.

In 1949, the training part of Crail was closed, whether or not this was due to the harsh discipline found at Crail or not is unclear, but it was to signify the impending end of the Royal Navy’s relationship with Crail.

Other short reprieves came with the stationing of the Black Watch here during the Korean War, and a joint languages school (Joint Services School of Linguistics – JSSL) was set up here to train students in speaking Russian and Czechoslovakian.

The 1950s brought another short flying reprieve, as Leuchars’ runways were lengthened, the St. Andrews University Air Squadron who were based there, used Crail on a temporary basis.

The late 50s also saw the consideration of reopening Crail for jet aircraft, but due to the lack of runways space and with them being so close to the shoreline, lengthening them was out of the question. The idea was shelved and the Navy decided to close Crail for good. The land was eventually sold off, and returned to the state it is in today.

The airfield lies on the coast, 1/2 mile north-east of the coastal village it takes its name from, Crail. From the village take the road to Fife Ness and you arrive at the airfield within a few minutes. The main airfield is to your right and the accommodation areas to your left. The site is so large that it cannot be missed. The main entrance to the airfield is part way down this road, but a small road passes along the perimeter just after the site and leads all the way to the coast beyond. This road allows for excellent views across the entire airfield.

In the village itself, in the tourist information centre (limited opening hours), is a small display of photographs, letters and other personal effects from those who were stationed at Crail during the war. It is certainly worth a visit.

Many buildings remain at Crail, a unique site, it is one of the biggest ‘preserved’ Naval Air Station example in the country.

Crail exists today as a prime example of Royal Naval stations, its uniqueness qualifying many of the buildings for protected status. Classed as either category ‘A’, ‘B’ or ‘C’, Historic Scotland has recognised the importance of this site and laid the way to protect it as much as possible. The majority of the airfield was scheduled as an ancient monument in 1997, and following a review in 2006, this was reduced to an area covering the runways along with a selection of 32 buildings which are all now listed.

This said, many of the buildings are in poor condition, internal features being removed and damaged extensively by constant exposure to the Scottish weather. Of those that are in a better condition, many are used for light industrial purposes or for the storage of farm machinery / produce. The Scottish Kart club operates on part of the site and it is used as a Drag strip and raceway offering Sprint packages to those wishing to race their car around its 1.25 mile track. Putting all this aside though, it is the ‘wholeness’ of Crail that is remarkable, and one that makes it such an important site to Britain’s aviation and wartime heritage.

Sources and Further Reading

The Aggleton Family website has log books, images and recollections of life at Crail and is certainly worth a visit.

Tony Drury’s website ‘Fleet Air Arm Bases’ has a wealth of information on Royal Navy stations across the country. Another site worthy of a visit.

Hobb, D Commander MBE, RN (Ret), HMS Jackdaw, Royal Naval Air Station Crail, Crail Museum Trust, (2104)

A full list of those buildings listed can be found on the Historic Scotland website,

RNAS Crail – The Mary Celeste of Aviation (Part 1).

July 15, 2018July 14, 2018 / Aviationtrails / 28 Comments

On the eastern coast of Fife in Scotland, lies a remarkable airfield that has to be one of the most extraordinary Second World War airfields in the country. It is a change from the usual sites we look at, being neither RAF nor USAAF, but instead it is a Royal Naval Air Station.

Not only is this site remote, sitting just outside the small village of Crail, and accessible by one road, but it is an airfield that has been locked in a time capsule, an airfield that looks like the Mary Celeste of wartime sites.

As we head north again, this time close to the famous golf course at St. Andrews on the east coast of Scotland, Trail 53 visits the former Royal Naval Air Station (RNAS) at Crail, an airfield that looks like it was left the very day the last man walked out the door.

RNAS Crail (HMS Jackdaw)

Crail has to be virtually unique, complete almost in its entirety, from accommodation, to the technical buildings, its runways and even the Naval watch office, they are all standing (albeit in a poor state) as they were when the site was closed in 1958.

Crail’s Aircraft Repair Shop with its category ‘A’ listing dominates the skyline.

Now very much rundown, it has to be one of the most compete examples of wartime airfields in the UK today. This is primarily due to Historic Scotland who have scheduled the entire site listing many of the buildings for preservation.

Originally Crail was the site of a World War I airfield, opened and closed within a year 1918 -1919, and was designed specifically to train new pilots before posting to front line squadrons in France. The airfield was home to both No. 50 and 64 Training Squadrons, who were both immediately disbanded, and then reformed under the control of the newly formed Royal Air Force as No. 27 Training Depot Squadron RAF, on July 15th 1918.

Flying RE8, FE2b, Avro 504A & 504K aircraft and Sopwith Camels, they were to give airmen who had passed their basic flying training programme, instruction in techniques in both fighter-reconnaissance and air combat. Pilots would progress from one aircraft type to another learning to fly amongst other things, simulated dogfights which hopefully prepared them for combat over northern France.

At the end of 1918 US airmen were being sent across the Atlantic and some of these too were trained here at Crail. But as the war finally closed, there was little need to train new pilots and so flying duties were slowly withdrawn. The number of flights at Crail began to dwindle and its end looked near.

In March of 1919, a cadre of 104 Sqn DH.10s landed here, but with little or no flying taking place, they were soon surplus to requirements, the RAF being cut back to save money. As a result of these cuts, they were no longer needed and so were disbanded at the end of June.

During its short eight month life Crail would be a busy station seeing many aircraft types. It would also be developed quite extensively, having a range of buildings erected on site which included three coupled General Service sheds, recognisable by their curved roof using the ‘Belfast Truss’ construction method; and a single Aircraft Repair Shed, all typical of Training stations in the latter stages of the war.

Like many World War II airfields later on, Crail was unfinished when these first bi-plane units moved in, and once the war was over, like the aircraft, the buildings were all removed and the land returned to agriculture once more.

When war broke out for the second time, Crail was identified as a possible site for a new airfield for use by the Royal Navy (RN), a satellite being used at nearby Dunino. Having a record of good weather and drainage, it was a perfect location, quiet, secluded and on the coast of Scotland. It was an ideal location both for training and for operations over the North Sea.

The Guard House, whilst listed (Cat B) is reflective of the condition of most buildings at Crail.

Being a Royal Naval airfield it would differ from RAF airfields in that it had four runways and not three, each being of tarmac. However, because they would not be used for heavy aircraft especially the larger bombers, these runways would be considerably smaller, 3 x 1000 yds and 1 x 1,200 yds each only 33 yds wide. The other reason for these narrow and short runways were that they were used to train pilots to land as they would on aircraft carriers, using much shorter and narrower landings spaces than their RAF counterparts.

World War II Crail would be considerably larger than its First World War predecessor, and would have numerous state-of-the-art buildings and features. With construction starting in 1939, it would open in the Autumn of 1940 but would continue to be adapted and updated right the way through to the war’s end in 1945. As Crail was a Royal Navy station, it would have to follow Royal Navy law and have its crew named after an actual floating vessel. Hence, on October 1st 1940, it was commissioned as HMS Jackdaw, following the tradition of using bird names for land based stations.

As with many wartime RAF airfields, Crail was split by the main road, the accommodation areas to the north-west and the active airfield to the south-east. Accommodation would cater for around 2,000 personnel of mixed rank and gender, WRNs (Wrens) being used, like WAAFs, not only in the administration and communication roles, but for aircraft maintenance, parachute packing and other maintenance duties.

Wren parachute packers at Royal Naval Air Station Crail. © IWM (A 6289)

Many of these accommodation blocks were single story, laid out in blocks of four (some grouped as eight) in a grid-style layout. Whilst separate from the active side of the airfield, it was not truly dispersed as RAF airfields were later on. Also on this site, close to the entrance, are the communal buildings such as the gymnasium/cinema and chapel, providing comfort and entertainment for those off duty times.

The Gymnasium / Cinema at Crail is Category ‘B’ listed.

On the technical side of the airfield Crail had a number of hangars, an Aircraft Repair Shop, torpedo attack training building (TAT), bombing training building and a watch office along with many other support and technical buildings. A bomb store was located in the southern area of the airfield.

The TAT building revolutionised torpedo attacks, removing the ‘educated’ guesswork that pilots had to make using bow waves, ships’ angles and speed estimations. These deflected attacks reminiscent of deflected shooting by fighter pilots and gunners of the RAF, they were much harder to calculate and so more difficult to score hits. This new ‘F’ director system fed information from the aircraft directly into the torpedo which once released, could accelerate away at accurately calculated deflection angles from the aircraft. These buildings used a large hemispherical screen linked to a TAT trainer which looked not unlike a Link trainer. Designed to drawing number 1697/42 they were large buildings, with a large lighting gantry suspended from the ceiling constructed by technicians from closed theatres in London. The example at Crail was the first such building and led the way to other similar structures being built at other Naval Air Stations. Today this is the only known example left and whilst the innards of the building have gone, it has been listed as a Historic building Category ‘A’ by Historic Scotland.

In conjunction with the synthetic training provided at Crail, cameras were used that would be strapped beneath the wings of the aircraft and would take a photo as the torpedo release button was depressed. Classed as ‘Aerial Light Torpedo’ it was a simulated attack that would take an image of the vessel under attack, allowing an examiner to calculate the success of it without the need to use a dummy torpedo. Pilots at Crail would carry out several mock attacks every day and so the use of a camera and synthetic training, reduced the use of dummy torpedoes that could not be collected once dropped.

A camera attached to the wing of Swordfish at Crail allowed examiners to calculate the success of hits against surface targets.(© IWM A 9413)

An additional aspect of synthetic training at Crail was the bombing teacher building, another rare and rather unique example. An example based on the earliest 1926/1927 designs, it remained unchanged and is said to be the only existing example of its kind left in Britain. The fore-runner of the AML bombing teacher, it was a two-story building that projected an image on to the floor beneath the bomb aimer. Designed to simulate a variety of conditions, the bomb aimer would lay on a platform feeding signals to a projector above, and the image would move simulating an aircraft flying at 90 mph at an altitude of 8,000ft.

But by far the most prominent building at Crail is the Aircraft Repair Shed (ARS) at 250 feet in length with its ‘zig-zag’ roof, these were unique to Naval Air Stations and were able to take numerous aircraft for full strip down and rebuilding work. In conjunction with this were a number of well equipped workshops and seven squadron hangars all 185 feet long and 105 feet wide. Five of these hangars were grouped together in the technical area with two more to the eastern side of the airfield. Specifically designed for naval use, these Pentad transportable hangars were able to accommodate aircraft with folding wings, as would be used on aircraft carriers during the war. Again especially built for Naval Air Stations, the sides were canted to allow close parking of aircraft. Sadly these hangars have now gone but their concrete foundations and door rails do still remain.

In the next post we shall continue looking at RNAS Crail, and the huge number of squadrons that used it during its operational life. We shall look at the variety of aircraft that would operate from here, along with its post war history and its current status. It truly is the Mary Celeste of aviation.

The Development of Britain’s Airfields (Part 8).

May 27, 2018September 23, 2020 / Aviationtrails / 8 Comments

In this, the last of the series looking at the development of Britain’s airfields, we look at the Watch Office, perhaps the most atmospheric of buildings associated with Britain’ wartime airfields. The hub of an airfield control, it was where aircraft were counted out and back, where the battle was monitored and the cries of those who fought in the air war were heard.

Though only a recent addition to airfield architecture, it developed quickly and became one of the technologically advanced offices in the world.

Watch Offices.

The Watch office, Watch Tower or in American terms Control Tower, was the centre piece of any airfield, the place in which all operations were controlled. Even today, the control tower is the one feature that stands high above the rest of the airfield with commanding views across the entire site.

Many of these watch offices remain today, some as fabulous museums, some as private dwellings, but many are sadly derelict or even worse – gone altogether. This that do survive create a haunting and evocative feeling when seen from inside.

The beautifully restored Thorpe Abbots Watch Office (design 15683/41).

Unlike hangar development, the watch office appeared quite late in the development of the airfield, only really coming into being as war seemed inevitable. Before this, a rudimentary office was often all that was used, usually attached to the side of the main hangar, and was used to ‘book’ aircraft in and out. But by the mid war period the watch office had become a major structure on the airfield, a standard design (depending upon the airfield use) with two or more floors and often a ‘glass house’ for observation purposes.

For obvious reasons the watch office was built away from other buildings with clear sight over the entire airfield, an important aspect if controllers were to keep watch on the many aircraft that were moving about the airfield space. A vital asset to the airfield it was often targeted by marauding bombers, and in the case of attack, the controllers within would relocate to an emergency battle headquarters, hidden at ground level on a remote part of the airfield, but still with views across the site.

The basic watch office was often adapted rather than demolished and rebuilt, this can and does, cause great confusion as to its design origin. Further more, on some sites, the original was abandoned but not demolished, and a new office built elsewhere on a nearby site, thus giving rise to two offices on the one airfield eg. Matlask and Martlesham Heath

The Watch Office as we know it was first seen on military airfields in 1926 and resembled a small bungalow with bay windows. Those constructed on bomber bases would be slightly smaller than those on fighter bases, a fighter base office having a pilots office attached. The idea behind this was to keep pilots as close to the airfield control centre so they could quickly be scrambled and report back to the airfield controller on their return. These early design were found on airfields such as Bircham Newton in Norfolk, Hendon and Tangmere and were all built to the same basic 1926 drawing design only modified to take the extra pilots room.

The standard shape of the World War 2 Watch Office stems back to the mid 1930s, with the introduction of a two-storey building that was square in design. Like similar buildings of its time, it was brick, a building material that was replaced with concrete, in 1936.

RAF West Malling Control Tower under refurbishment

West Malling a 5845/39 design which is now a coffee shop.

By the end of the expansion period, and with the introduction of hard runways, it was realised that the non-dispersed sites gave poor visibility for early watch offices, views across the airfields were not clear and so a quick remedy was called for. The answer lay in two choices, (a) demolish the current buildings and rebuild it in a better location, or (b) add an extension. In many cases the former was the better idea and this progressed quite quickly, however, where the latter was chosen, remedial work required alteration of the building whilst it remained in use.

A further complication to these designs was the introduction of meteorological sections, which all new buildings erected at the beginning of the war now had. This gave a mix of design styles, enough though there was only a small selection of design drawings from which to work.

These late expansion period and early war designs introduced the idea of ‘viewing platforms’ or parapets, surrounded by safety railings along the front of the building. These deign also had very large glass fronted walls, bright and airy they allowed a lot of light to enter the building but gave cause for concern later on, when it was realised that a bomb blast would cause severed injury to the occupants in an attack. It was also found that during night operations, large windows were more difficult to black out and so smaller windows offered both better protection and greater ease of black out.

As building materials became scare, particularly wood and brick, concrete became the norm. This change also led to drawing changes even though the basic design inside and out, was the same.

In order to appreciate the changes to watch office designs, one needs to consider the different roles that airfields played during the war. Bomber Command airfields would have a differ office to a fighter Command airfield, which in turn, had a different office to a satellite or night-fighter station.

Watch Offices give commanding views across the airfield. (Thorpe Abbots).

The regional control stations where these first offices were being built were certainly getting the better choice at this time, standard fighter and bomber airfields having to use inferior designs that very soon became outdated and inadequate for the needs of the airfield.

During the massive building programme of 1941/42, there was some effort made to standardise all airfield Watch Offices, this resulted in the 1941 design drawing no. 12779/41. This was to be the basic airfield watch office design, with its parapet, six large windows to the front and outside access steps. As older airfields were brought up to Class A Specification, many had these new Watch Offices built to replace the older original ones. Some simply had adaptation of the original. Here the use of the airfield had a bearing on the watch office modification / design, and whilst the basic 12779/41 model was employed, slight variations did exist where the airfield was not a bomber airfield.

Therefore various adaptations of this did follow, examples of which include the slightly smaller 13023/41 (RAF Cottam), those with modified smaller windows 15371/41 (Kimbolton) and 343/43 (Martlesham Heath), and the smaller Night-Fighter design 15684/41 (Winfield). Being a Night-Fighter station Winfield, had the same basic design but construction methods were totally different. This new design 15684/41, would become standard at all night fighter bases.

All these alternative designs appear outwardly very similar to the original, but differ mainly in window design only, although the physical size of some is different.

The Night-Fighter station Watch Office at Winfield (15684/41) is a similar design but smaller, having only four windows in the front.

This design, 343/43, eventually became the most common design for watch offices and appeared on all operational stations and Operation Training Unit airfields after 1943, using a set of six half-size windows across the front.

The smaller windows of Parham (Framlingham) were half the original design size (12779/41 modified to 343/43).

A further addition was the glass observation room located on the roof of the Watch Office. These were generally only applied to Group control offices, and gave an excellent all round unrestricted view of the entire airfield. Examples that exist today, such as Framlingham above, are replicas but have been built to very high standards.

Martlesham Heath is a similar design to Framlingham (modified to 343/43) – Note the runway heading board on the roof.

At the end of the war some airfields such as Sculthorpe and West Raynham had their Watch Offices modified as they changed roles to Very Heavy Bomber Stations. This new design 294/45, improved on former buildings as a complete new design based on a steel frame with precast concrete floors. It had an extra floor added and then the octagonal ‘glass house’ or Visual Control Room with slanted glass to reduce glare.

Sculthorpe’s modified tower gives 360 degree views over the airfield. A three-story block it utilises the former World War 2 Watch Office.

The Watch Office has been the hub of airfield command and control since the mid 1930s, it has developed from the humble shed to a multi-functional technologically advanced building dominating the skyline of the airfield today. Sadly though, many are now gone, and of those that are left only a few remain in good condition or open to the public.

Summary

The war-time airfield incorporated numerous building designs and shapes, certainly far too many to cover here, the wide variety of technical buildings, synthetic trainers, parachute stores, headquarters and general stores, all changing as the war progressed. The design and materials used in these structures was as varied as the designs themselves. But as the RAF grew so too did the airfields they used. The runways, the hangars, the technical buildings and accommodation sites have all grown alongside. Sadly many of these buildings have now vanished, but the process and speed at which they developed has been unprecedented. From humble grass strips with wooden shacks to enormous conurbations with numerous buildings, they have become iconic symbols representing decades of both aviation history and human sacrifice.

The entire page can be viewed separately:

Part 1 – The Road to War.
Part 2 – The Expansion Period and airfield development.
Part 3 – Choosing a site.
Part 4 – Building the airfield.
Part 5 – Airfield Architecture.
Part 6 – Runways and Hardstands.
Part 7 – Hangars and aircraft sheds.

or as a whole document.

RAF Thorpe Abbotts – home to the ‘Bloody 100th’.

May 6, 2018August 3, 2019 / Aviationtrails / 15 Comments

There are few Bomb Groups who got through the war unscathed. Some earned notable awards, many earned notable nicknames. There are none more though than that of the 100th Bomb Group of the United States Air Force, a groups of men who fought in many of Europe’s most fearsome air battles, suffering many great loses but also achieving great successes.

In this review of Trail 12 we look again at the airfield at Thorpe Abbots, and the history behind the derelict buildings and the concrete remains, we see how the 100th BG earned themselves that most unsavoury name ‘The Bloody 100th‘.

Thorpe Abbotts (Station 139).

Opened quite late in the war, (April 1943), Thorpe Abbots would only be active for a short period of time. But during these months, it would be home to one major air group, the 100th BG of the US Eighth Air Force, who would gain the unsavoury name ‘The Bloody 100th’. Their legacy would become well-known, it would be a legacy connected with death and destruction, and would be one that would live on for many years, even after the cessation of conflict in Europe.

The first units of the 100th BG would arrive in June 1943, and would operate continuously here until the cessation of conflict in 1945. The site would never see any further action after this, being returned to the RAF who retained ownership until its final closure in 1956. Now totally agricultural, it boasts a superb museum as a memorial to those who gave so tragically flying with ‘The Bloody 100th’.

Thorpe Abbotts Village sign

The 100th’s name developed as a result of losses sustained by the group, which in actual fact were not significantly worse than any other Bomb Group of the US Air Force at that time. However, throughout their 306 operational missions over occupied Europe, 177 aircraft along with 700 lives were sadly lost in what were some of the most difficult and terrifying air battles of the Second World War.

Designated Station 139, Thorpe Abbots was built to Class A specification, with three concrete and woodchip runways in the form of an inverted ‘A’, with the cross of the A being the main runway running east to west. Being a bomber base it had 36 pan style hardstands and 16 spectacle hardstands around the perimeter. Maintenance was carried out in two T2 hangars (a type A to drawing 8254/40, and a standard T2). The technical area, accommodation areas and even the bomb store were very unusually all nestled close together in the south-western corner of the site, giving the whole airfield a compact feel.

With two communal sites, six airmen sites, two WAAF sites, a sick quarters and sewage works, it was a large accommodation area capable of holding 3,000 men and women of mixed ranks. All the accommodation areas used a range of standard huts, Nissen, Romney, Seco, Thorn and Orlit, all of which appeared on site.

Being a large base, it was, like many of its counterparts, a little town in its own right, with a barber’s shop, a cobblers, grocery store, a gymnasium and squash courts. It also had an on site plumbers, a cement store and a carpenter’s shop.

Although the journey of the 100th started with the activation on June 1st 1942, little occurred until later that year, when the collection of 230 enlisted men and 26 Officers arrived at Walla Walla, Washington, under the guidance of the Group Adjutant Cpt. Karl Standish. He began to organise the cadre into something worthwhile, and as more men arrived the ranks began to swell and the 100th began to take shape. The four squadrons: 349th (led by Cpt. William Veal), 350th (Cpt. Gale Clevan), 351st (Cpt. John Kidd) and 418th (Cpt. Robert Flesher), formed bonds and very quickly, and very soon after, the air echelons would begin to arrive, bringing with them brand new ‘straight out of the factory’ B-17Fs.

Thorpe Abbotts Control Tower now a museum to the 100th BG.

Their next move came at the end of November with a move that took them to Wendover Field, Utah, followed by, Sioux City and then Kearney Air Base in Nebraska, their final major US base before leaving for the UK in May 1943.

After the ground and air echelons split for their transition, the air echelons flew to bases in Newfoundland, where they departed across the northern route to Prestwick at the end of May. The ground echelons then carried out ground training before departing on the “Queen Elizabeth” on the 27th May, many men being confined below decks because of the overcrowding on the upper decks.

The Queen Elizabeth finally made Greenock, and the men began unloading, the transition from the US to the UK being a shock to many as they clambered aboard the small ‘box cars’ size trains. That night they arrived at Poddington, their first base, and following a poor night’s sleep they received their initial introduction into the British way of life.

The 100th’s arrival at Thorpe Abbotts was not a pleasant one, the base was unfinished, accommodation was lacking and overcrowded, and food supplies were poor to say the least; this was not going to be an easy ride by any means.

Finally, in June, the air echelons began to arrive, the ground and air crews began to work on their machines, rehearsing, tweaking instruments and flying around the local area, until just after midnight on June 25th 1943, the order came through; they were to fly their first mission early that next morning.

The 100th were the third B-17 group to join the Mighty Eighth, as part of the new and reorganised 4th Bombardment Wing, they would join with the 379th BG (Kimbolton) and the 384th BG (Grafton Underwood), both also B-17 groups.

On that morning the aircraft would depart Thorpe Abbotts at 06:00 hrs, and whilst flying out over the North Sea, the formation would be joined by another B-17, with no top turret and the letters ‘VGY’ painted on it. No-one knew what it was, or where it had come from, and suspicions quickly arose about its authenticity. The ‘alien’ ship remained with the formation up until the target at which point it departed and “all hell broke loose”. The formation consisting of these new recruits was ragged and the experienced Luftwaffe pilots took full advantage of this. Focusing on the low squadron first, they fired a barrage of explosive shells into the fuselage’s of the B-17s. That afternoon three aircraft and thirty airmen failed to return home to Thorpe Abbotts, the war had hit home, and hit home hard.

Robert H. Wolff’s crew. L to R Back Row: Ira Bardman, Alfred Clark, William ‘Casey’ Casebolt, James Brady, Arthur ‘Eagle’ Eggleston, Willis ‘Browny’ Brown . Front Row: Charles ‘Stu’ Stuart, Fredric ‘Buzz’ White, (aiming at the enemy) Bob Wolff, Lawrence ‘Mac’ McDonell. The photo was taken after Regensburg for publicity purposes. (@IWM FRE 905)

Over the next month, there were many aborted and scrubbed missions, this continued raising and dashing of hopes set the men on edge but what few missions they did fly, they manged to get through relatively unscathed.

The end of July 1943 saw the official hand over of Thorpe Abbotts from the RAF to the USAAF, with Sqn. Ldrs. Lawson and Bloomfield representing the RAF and Col. Harding the USAAF.

On August 17th 1943, on the anniversary of the Eighth’s operations from England, the men of the 100th sat in the briefing room awaiting the revealing of the target for the day. The anticipation however, was soon replaced with trepidation as the route map revealed a line that would take them deep into the heart of southern Germany, to the Messerschmitt plant at Regensburg. This would be no ordinary mission though, they were to not return to Thorpe Abbotts that day, but instead, they were to complete the first shuttle mission by the Eighth Air Force of the war, flying on to land in North Africa.

After an initial postponement because of mist, the green light was finally given and the aircrews started their engines. One by one they departed Thorpe Abbots toward the skies above Germany. The 100th were in the unenviable position of ‘tail end Charlie’ being the low squadron at the rear of the formation. Added to this the 100th BG found themselves unprotected due to miscalculations in timing, and as unprotected ‘tail-end Charlies’, they were easy prey for the fearsome and hunting Luftwaffe. For two whole hours the defenders attacked from every possible angle, venting their determination on the lowly B-17s. The sky was littered with downed aircraft and falling wreckage. The B-17s were subjected to harrowing attempts to bring them down, air-to-air bombing from Ju-88s, and rockets fired from BF-109s just added to the mayhem of exploding cannon shells and bullets.

During this engagement B-17 #42-30311, piloted by Lt. Tom Hummel was attacked by Rudolf Germeroth in Bf 109G-6 of J 3/1. The aircraft was seen to explode and fall from the sky. The two waist gunners Ken O’Connor and Dick Bowler were killed whilst the remainder of the crew escaped the wreck and were taken prisoner.

Bombing over the target was accurate and reports sent back to England hailed the mission as a total success, The Messerschmitt factory being totally destroyed, and along with it unbeknown to intelligence, secret jigs for the manufacture of Me 262 jets. But the price had been high, of the twenty-one aircraft sent from the Thorpe Abbotts group, nine had been lost and ninety men were either dead, captured or missing. Of all the groups who had taken part, the 100th had suffered the most, the lead group protected by P-47s coming off much more lightly.

The Regensburg mission would be a turning point for the 100th, their luck would run out and very soon they would earn themselves the unsavoury nickname ‘The Bloody 100th‘, a name that would stick with them for the duration of the war and beyond.

For their action in this mission, the 100th (and the entire division) would earn themselves a Distinguished Unit Citation (D.U.C.) an award now becoming a regular feature amongst the brave crews of the Eighth Air Force.

In the Citation, the Secretary of War, G.C. Marshall said:

“The 3d Bombardment Division (H) is cited for outstanding performance of duty on action against the enemy on 17th August 1943. This unprecedented attack against one of Germany’s most important aircraft factories was the first shuttle mission performed in the theatre of operations and entailed the longest flight over strongly defended enemy territory yet accomplished to this date. For 4.5 hours the formation was subjected to persistent, savage assaults by large forces of enemy fighters…

…The high degree of success achieved is directly attributable to the extraordinary heroism, skill and devotion to duty displayed by the members of this unit.”

During the September, the USAAF was reorganised again, the 4th Bombardment Wing now becoming the 3rd Bomb Division, 13th Combat Wing, a move that heralded little more than a change in aircraft markings. September would also be a notable month for other reasons. The mission on the 6th to Stuttgart would be a disaster for the USAAF, a deep penetration mission that saw over 400 aircraft combine in the skies over Germany. It was during this mission that B-17 #42-30088 ‘Squawkin’ Hawk II‘ would suffer from head on attacks by Luftwaffe aircraft who pounded the B-17 with 20 mm cannon shells. In the attacks the co-pilot (F/O. Harry Edeburn) was fatally wounded, the bombardier and navigator Lt. Peter Delso and Lt. Russ Engel were both severely wounded and the pilot, Lt. Summer Reeder was sprayed with metal as the nose of the B-17 shattered. With poor control and no oxygen, Reeder dropped the aircraft some 14,000 ft at an unbelievable rate of around 300 mph, before playing cat and mouse with the Luftwaffe fighters who were determined to finish off the damaged aircraft. By singing and telling jokes, the severely injured Reeder assisted by the badly wounded navigator, manged to reach England and without brakes or hydraulics, managed to put the aircraft down on a fighter airfield in England.

‘Squawkin Hawk II‘ would go on to become the first 100th BG aircraft to complete 50 missions covering a staggering 47,720 combat miles. She returned to the US in May 1944 where she was eventually sold for scrap.

After completing 50 missions, “Squawkin’ Hawk II” was covered with autographs before being sent back to the US for retirement and eventual scrapping.(@IWM FRE 4124)

During this disastrous mission many aircraft would run out of fuel, five made for Switzerland including ‘Raunchy‘ from the 100th BG in which Joe Moloney, the ball turret gunner, would be killed whilst trying to ditch. He would take the dubious honour of being the first US airman killed in neutral Switzerland.

It was also at this month, that the 100th would suffer another major blow and to rub salt into the wounds, they would not even get credit for it.

After a cancelled mission on September 24th 1943, the men of the 100th were raised from their beds for a practice mission over the North Sea, a ‘mission’ that would test their ability as Pathfinders. With bombs still in the aircraft from the morning’s preparations, skeleton crews and semi prepared aircraft took off from several bases across East Anglia.

They were to form up with P-47s over the Wash and then fly out over the sea and practice bombing. When a collection of aircraft appeared on the horizon it was assumed by the bomber crews that it was the friendlies arriving at last. The reality of it was sickening. Diving out of the sun Luftwaffe fighters from JG 3/II attacked the formation, rallying 20mm cannon shells in to the B-17’s wings and bodies. One aircraft, #42-30259 “Damifino II” piloted by Lt. J. Gossage crashed into the sea. Five crewmen were plucked from the water by Motor Torpedo Boats (MTB) hunting German ‘E’ boats, five men remained missing presumed dead.

Yet more difficult times lay ahead. The October raid to Munster saw only one of fourteen aircraft return home – 120 crewmen were missing in action that day. As aircraft were hit from head on, the formation split. Aircraft dodged falling debris and exploding B-17s as rockets were launched at near point-blank range in a forty-five minute frenzy of slaughter.

This disastrous mission would see the tally of lost airmen rise to 200 in just one week, the loss could not be hidden and Munster would simply add another black chapter to the already darkening book of the 100th’s war. Even the one year celebrations at the end of October failed to cover the feeling of loss shrouding the base, a feeling as thick as the autumn fogs preventing flying from taking place.

Thorpe Abbotts Emergency operations block

Ghostly reminders hidden amongst the trees. Thorpe Abbott’s Battle Headquarters.

The cold winter of 1943/44 saw more fog, rain and cold, the dismal weather allowing only a few missions to go ahead. But as spring warmed the ground, the softening of the German defences in preparation for Operation “Overlord” could begin. ‘Big Week’ of February 20th – 25th, saw the 100th in action again – Brunswick on the 21st. March saw another milestone etched in the annuals of history as the 100th took the war directly to the heart of Germany and Berlin. Over three days the 100th would target the German capital, the first on the 4th, followed by the 6th and then the 8th. The 4th would see the 100th achieve the first blood, shooting down their first German aircraft over Berlin.

Each attack brought new challenges. In the first mission the weather forced many aircraft to abandon the flight and return home, the 100th, persevering lost one aircraft that day. On the 6th, the loss was much higher, fifteen aircraft went down and then another single aircraft on the 8th; 170 men were missing from those missions.

For their action, the 100th would receive their second DUC, albeit a year later. In the General orders 3rd March 1945, No.14 it said:

“The 100th Bombardment Group (H) is cited for outstanding performance of duty in action against the enemy in connection with the initial series of successful attacks against Berlin, Germany, 4, 6, and 8 March 1944…”

For the remainder of the summer the 100th would attack oil fields. bridges, and gun positions. They would provide support at St. Lo and Brest in August. Marshalling yards would also come under the focus of the 100th, the Ardennes and the assault across the Rhine.

On 16th September 1944, a letter was sent by Major General Earl Partridge (U.S. Army) to the Commanding Officer of the 100thBG extending his gratitude to all the personnel at the station on their 200th mission. He concluded:

“Please extend to all Officers and Men on your station my appreciation for the outstanding work which they have done. Their achievements reflect the highest credit upon themselves and the Army Air Forces as a whole.”*¹

As part of the celebrations a B-17 was sent to London to collect a “huge supply of Whisky and Vodka”, no doubt a considerable amount was consumed that night.

Eventually the war would come to a close and the 100th perform their last mission on April 20th 1945. They would lick their wounds and prepare for a well-earned return to the US.

By the end of its war-time operations the 100th BG had flown nearly 9,000 sorties, in over 300 missions, dropping over 19,000 tons of bombs. They would be credited with the destruction of 261 enemy aircraft, with another 240 damaged or probable. They earned two DUCs and the French Croix de Guerre with palm. Far from being the worst in the 8th Air Force, the 100th’s reputation for accuracy, and overall low operational loses made it one of the most outstanding Bomb Groups of the Air Force.

Finally leaving in December 1945, the 100th would eventually return to serve over the skies of the UK once more as the 100th Refuelling Wing based at nearby RAF Mildenhall.

After the 100th departed, Thorpe Abbots was returned to RAF ownership, no further military flying took place and the site remained inactive. Eventually in 1956 the airfield was closed and the site then sold off to private ownership. Many of the runways and perimeter tracks were removed for hardcore, and the buildings fell into disrepair.

Today, the site houses a museum utilising the old original control tower and a small number of other buildings. Tucked neatly away amongst the beautiful countryside of Norfolk, this museum is more than worthy of a visit.

The Tower has Commanding Views.

Visible remains of the airfield are restricted to mainly perimeter track, but remnants can be found with a little effort. In the woods to the east of the tower, buried in amongst the undergrowth, are the remains of buildings including the Battle Headquarters which would have commanded excellent views across the field in the case of attack.

The perimeter track has been partially utilised and turned into road, from which larger sections can be seen. A number of admin blocks, stores and a range of accommodation buildings are now engulfed by trees and vegetation but still survive and are all very much on private land.

Remnants of the perimeter track at Thorpe Abbotts.

Whilst many buildings remain hidden away, the dedication of a few volunteers keep the memories and lives of those who gave so much alive, and enable the history of Thorpe Abbots airfield to continue on for future generations.

Sources and further reading.

*¹ 100th BG Quartermaster Log via their website August 2019.

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

Arnold, Henry. H., “Contrails, My War Record: A history of World War Two as recorded at U.S. Army Air Force Station #139, Thorpe Abbots, near Diss, county of Norfolk, England” (1947) World War Regimental Histories Book 194.

Further details of the 100th BG and information about the museum can be found on the museum website.

The Development of Britain’s Airfields (Part 5).

May 2, 2018April 26, 2018 / Aviationtrails / 4 Comments

Once the airfield had been built (Part 4), it was occupied by ground and later air forces, and became operational. However, the process by which it was developed, was not haphazard, nor was the architecture of its buildings. Designed to meet specific needs, the airfields of Britain were built using local knowledge, materials and in many cases architectural design.

Airfield Architecture

Any of these airfield developments had to be in line with guidelines laid down by both the Royal Fine Arts Commission and the Society for the Preservation of Rural England, hardly what you’d want in such difficult times! These restrictions however, would initiate a building design that would initially be both functional and aesthetically pleasing, with standard designs varying only through local conditions (suppliers of local brick for example). In the early schemes a ‘Georgian’ style of architecture was chosen for all permanent brick buildings, distinguished by their pillars and ornate archways, often seen on the entrances to Officers Quarters.

The Officers Quarters at RAF Stradishall were reflective of the types built during war-time under Scheme A

Officer's Quarters now called 'The Gibson Building'.

Standard designs allowed for replication across numerous airfields, the idea being an officer could lift his room from one site and drop it directly on another. RAF West Malling, (built under Scheme M), reflecting this with Stradishall, (Scheme A), above.

All buildings were constructed from brick with roofing tiles chosen accordingly for the local conditions. As the schemes progressed and brick became scarce, concrete was used as a cheap and strong substitute, certainly for technical buildings but less so for administration and domestic structures.

As each scheme was replaced, any previous buildings would have remained (some modified to the new standard), thus some sites will have had a range of building types, often leading to confusion and a mix of architectural styles. The accommodation areas themselves changed too. In the early war years and as the awareness of air attack increased, accommodation was built away from the main airfield site and outside of the airfield perimeter. Classed as either ‘dispersed’ or ‘non-dispersed’, they were identified by the location of these domestic sites, where ‘non-dispersed’ were within the perimeter, and dispersed were beyond the main perimeter area of the airfield.

The changing face of Barrack Blocks. A Type Q Barrack block at RAF Upwood, built to design 444/36, to accommodate 3 NCOs and 68 aircraftsmen. Compare this flat-roofed, expansion period building to the later Nissen hut.

In these early stages little consideration was given to air attack, and so ‘non-dispersed’ sites were still being constructed at the beginning of the war. The benefit of these sites being that all personnel were in close proximity, general accommodation buildings often being built around the parade ground, and with all the amenities under one roof. These sites also saw the segregation between officers, sergeants and other ranks along with separate married (many with servants quarters) and single quarters. However, with the outbreak of war and as a result of austerity measures, the building of separate married quarters ceased. Examples of these early non-dispersed designs include: Stradishall, Marham, Tern Hill, Waddington and Feltwell.

RAF Debden, a non-dispersed site where accommodation and administrative areas were collectively close to the main airfield site within the outer perimeter (IWM17560).

The layout of these barrack blocks, took on the familiar ‘H’ shape, a design that replaced the initial ‘T’ shape of the post First World War and inter-war years. The ‘H’ Block became the standard design and gave a distinct shape to accommodation blocks on these prewar non dispersed airfields.

As the awareness of the dangers of non-dispersed designs became all too apparent, dispersed sites became the norm, where domestic areas were located a good distance from the main airfield site. Dispersed accommodation could have many sites, depending largely upon the nature of the airfield (Bomber, Fighter etc), when it was built and whether it was operated by the RAF or USAAF. In these later dispersed schemes, domestic sites became more temporary in nature, whilst some remained as brick, many were built as prefabricated units often as Nissen or Quonset style huts, often due in part to the shortage of brick for building and the speed at which they could be erected.

With the changes in dispersing accommodation blocks away from the main airfield, safety increased but both administrative and operational effectiveness noticeably dropped. It was going to be a fine balance between keeping a safe distance and achieving maximum effectiveness.

A typical dispersed site showing the accommodation areas dispersed well away from the main airfield (bottom left). RAF Andrews Field (IWM UPL17532)

Depending upon local topography, these domestic areas could be situated as much as two miles from the airfield site, wooded areas being utilised where possible to hide the location of huts; blocks were randomised in their position to break up the appearance of housing, and pathways weaved their way round the sites to reduce their visual impact. In most later airfields, a public road would separate the technical and accommodation sites, with as many as thirteen or fourteen sites becoming common place.

The separation of WAAFs from RAF communal quarters also ceased, men and women now allowed to mix rather than having the separate sites for each. As a result many post 1942 sites had fewer dispersed sites then those of pre 1942.

The design of the technical areas also took on a new look. The prewar practice of squadrons offices being attached to the hangar was dropped, these also being placed away from the main technical site, dispersals for ground crew or waiting pilots were spread about the perimeter so airmen could be closer to the aircraft but far away enough to be safe in the case of attack. This led to a number of buildings appearing on the outer reaches of the airfield, along perimeter tracks and near to hardstands, often these were brick, small and square, others more temporary.

Further changes occurred with the reduction in available materials. These changes have given rise to a wide variation in building design, again many airfields having a variety of buildings using different materials.

Initially, buildings built of brick were strong and commonplace, but as this became both scarce and time-consuming to build, alternative forms were found. Timber followed on, but it too proved to be time-consuming to manufacture, and by 1940 acutely rare also.

A range of materials were looked into, using a mix of timber and concrete, plasterboard and concrete, but they were all below the Air Ministry standard. Even so, many were accepted as design alternatives and used in temporary building construction.

1940 saw the return of the 1916 designed Nissen hut, a curved hut that bolted together in widths of 16, 24 or 30 feet. A cold but effective hut it was commonplace on many airfields as both accommodation huts and technical huts, many being sold post war, and ending up in farmer’s fields many miles from the nearest airfield. With the arrival of the USAAF in 1942-3, they brought with them the Quonset hut, bigger in design than the Nissen, they are mainly distinguishable by their curvatures, the Quonset being semi-circular to the ground whilst the Nissen gave a 210^o curvature. This extra curvature gave greater use of ground space, but lacked in overall space compared to it US counterpart.

A Quonset hut at Matching Green. Note the curvature at ground level.

The Nissen hut had a larger curvature giving greater ground space – RAF Fersfield.

Even this material became in short supply, metal being scare and urgently required for the building of military hardware. In 1942 the Ministry of Works took over control of hut design, manufacture and supply, and various new designs were brought into play. Asbestos became popular again, with the US being able to supply large quantities of the material. Uni-Seco Ltd, Turners Asbestos and Universal Handcraft being examples introduced at this time.

The final design to be used, was that of the Orlit, a reinforced concrete panel and post design that slots together to form the walls and roof. Also know as the British Concrete Federation (BCF) design they were quick to erect and lasted from many years. This type of design was used for emergency housing in the post war period and has since proven to be degrading to the point that some of these properties have been condemned.

Thus the architecture of airfield buildings took on many guises, from permanent brick designs, through timber, timber and plasterboard mixes, various metal design, asbestos and finally concrete, all of which gave a change in shape and design examples of which could appear on many airfields. The most common surviving examples today being the Nissen hut.

In the next section we shall look at the runway, the very heart of the airfield and often the defining factor in its designation.

The Development of Britain’s Airfields (Part 4).

April 22, 2018April 19, 2018 / Aviationtrails / 8 Comments

In Part 4 of the Development of Britain’s Airfields, we take a short look at the construction process and the numerous companies that were involved in building the airfield. Once a site was found in Part 3, compulsory purchase was made and the developers moved in.

Building the airfield.

The creation of airfields was set, each plan was studied, trees, shrubs and hedges were removed, ditches filled and the land leveled to a maximum gradient of 1:60.

First of all to reduce the risk of machinery being bogged down, perimeter tracks were built. This allowed the delivery of heavy loads to any part of the site, and so were originally designed to carry support vehicles rather than aircraft. One reason why so many grassed airfields had hard perimeter tracks.

With such a big workforce being drafted in, accommodation for the workers would be needed, these would generally be the huts that would be used for the aircrews and other personnel on the base once active. Drainage and dry storage was needed as a matter of urgency, and were usually a priority even before the accommodation areas.

Buildings would be built using a range of materials.

Hiding these enormous excavations was going to a headache for the authorities. How do you hide a building site covering many acres? (Average grassed stations covered 200 – 400 acres whilst those with runways were around 500 acres extending to over 1,000 by the war’s end). Numerous strategies were tried from painting the ground to covering it with coal dust, even adding wood chip to the concrete surfaces was used all with little real impact. Any spy or reconnaissance pilot worth his salt would have spotted the works and reported back immediately.

Gradually the airfield developed. Workers worked in shifts covering a 24 hour working day, seven days a week, this meant that the construction period was relatively short and the completion rapid. By the end of the war some £200 million worth of work had been carried out involving somewhere in the region of 130,000 individuals including engineering workers, and building sub-contractors.

As the site neared completion, RAF staff would begin moving in. The stores officer or ‘Equipment manager’ would often be first, ordering the necessary supplies to accommodate the forthcoming personnel. He would usually be followed by a NAFFI and a medical officer who would officially declare the site ready for occupation. Once this had been given the ground crews would be brought in, followed by aircrews and the aircraft. Even with a newly opened site, it was rare that it was ever fully finished, often accommodation was rudimentary or cooking facilities limited. In some cases tents were the order of the day until construction was completed. Great emphasis was placed on getting the site open and operational rather than ready. In some cases ground crews, who were otherwise waiting for aircraft to arrive, would take to shovels and picks to complete or improve upon work that had been started on site.

Also the airfield needed naming. Names were usually taken from the nearest village or town, and where confusion might arise from a similar name, it could then be taken from an alternative nearby village. This is why some airfields appear to be quite distant from their respective named locations. Alternatives to this would be geographical features or alternatively local farms e.g RAF Twinwood Farm. The Americans used the system of numbering partly because (a) the American airmen were unable to pronounce accurately some of the English names and were often found getting confused by them, and (b) the American administration system made it easier to use numbers rather than names.

By now the airfield was built, or at least open, the first unit would arrive and airfield defences would be set up. Military personnel would become established and operations would soon begin. All this could occur within months, it was a massive undertaking achieved in very little time.

In the next section we look at the architecture of British airfields, how the idea of replication in design led to architectural developments, and how the demand for materials led to changes in airfield buildings.

The Development of Britain’s Airfields (Part 3).

April 15, 2018August 1, 2019 / Aviationtrails / 6 Comments

In Part 3 of this series, we turn from the political scene of Part 2 and look at how airfields were identified, The process and methodology of airfield selection.

Choosing a site.

Choosing an airfield site during these prewar periods was especially difficult as there were many ‘unknown’ factors to predict, a factor in itself that helped determine the needs of each of the various schemes mentioned previously. However, there were a number of airfields already in situ, some used by the military and some used by civilian aviation. As remnants of the First World War, many military sites were inadequate or inappropriate for the growing future needs of the RAF, but with some work, they could be developed into workable sites as the basic infrastructure was already there in place.

As well as these RAF sites, there were also civilian airfields, which the Government considered as potential military airfields. Because civil aviation had grown amongst the wealthier members of society, although not exclusively, this meant that in the pre-war period, there were some 90 airfields*⁴ owned either by local councils or under private ownership. Many of these were requisitioned by the authorities, but because many were small or located very close to built-up areas, (in 1928 the Air Ministry ‘encouraged’ towns of 20,000+ inhabitants to have a municipal airport), they were not suitable for modern fighter or bomber aircraft. As a result, many of these became training or maintenance sites, some linked to aircraft production facilities, but none were ‘operational’ for fighting units.

A further group of airfields in use at this time, were those of the AA (Automobile Association – better known as a motoring organisation). The AA Landing Grounds were often ex First World War sites located near to hotels and other places of interest to the motorist. Fuel was usually supplied at, or near to, each site, and each one was ‘tested’ by an aircraft on behalf of the AA before it was granted AA status. As these sites were registered, their locations were readily available to the Germans and so they were closed and rendered unsuitable for aircraft. However, land in close proximity was occasionally used, and so a new site would be created in a similar location.

With all these sites available, one would imagine choosing a site and developing it, would be relatively straight forward, but this is far from the truth. Many of these sites were inadequate, and the process of repairing/upgrading or rectifying it was simply not going to be sufficient. Therefore, many new sites were going to be required and the process by which a site was identified, acquired and then subsequently developed was not at all straightforward. In each case the Air Ministry Directorate (AMDGW) and Air Ministries Aerodromes Board would work in very close conjunction with numerous other Government departments and interested public bodies. These would include local Electricity Boards, Drainage Boards, the Geological Survey Department and the local War Agricultural Committee, who were concerned about flooding caused by run-off from the sudden building of large expanses of concrete.

In the first instance, using an ordnance survey map, areas that were below 50 feet above sea level or above 650 feet were generally ignored, the former being prone to flooding whilst the latter suffering high levels of low cloud or hill fog. Next a circle with a radius of 1,100 yards was marked off, this had to be flat with minimal rise in the ground layer. It also had to be free from obstructions and ideally at least three miles away from any other flying location. Next officers from the Air Ministries Aerodromes Board would walk the site, field by field, recording maximum landing distances, and noting any unidentified obstacles, trees, hedges, ditches or more permanent structures that would need removal.

By September 1939, board officials had identified, examined and recorded around 4,000 possible sites in the U.K. Many would be simply filed away never to see aviation of any kind, whilst others would become famous for years to come.

Once a suitable site had been identified and examined, the local geology had to be established where possible. In the pre-war years, no consideration was given to hard runways, they didn’t exist in any real form and were not seen as needed as any aircraft of that time could happily take off from a grass strip. However, in order to prevent aircraft wheels from bogging down, or flooding closing an airfield, well-drained soils were absolutely paramount.

Once the site had been accepted, the land was requisitioned, forcibly purchased using new powers created under the Emergency Powers (Defence) Act 1939. This gave virtually immediate access and ownership of the land – with little notice to the land owner – to the Government. These powers also saw their way to reducing the ‘NIMBY*⁵ effect, protests against developments being side-lined through political clout.

The next stage in the process was to put the job out to tender. The difficulty here was that secrecy was of the utmost importance, and so little of the detail was released other than an approximate location. As the war progressed, the number of construction companies involved became fewer, and those that were involved more established, prime contractors being Wimpey, Laing, Taylor-Woodrow and McAlpine – all of whom went on to be major construction companies post war. That said, no major airfield would generally be completed by one single contractor, as the whole process required a wide range of skills based operations. As one completed their task, another would come in, sometimes dual operations would be carried out simultaneously. For example taxiways and access roads may have been built by Tarmac, whereas the runway may have been built by McAlpine. Accommodation areas often used ‘Nissen’, or in many USAAF cases, ‘Quonset’ huts, many of these and other ‘standard’ buildings were erected by buildings contractors whereas other more substantial buildings may have been built by John Laing and Co.

By the outbreak of war, 100 sites had been purchased, as the number was relatively small, the board were able to be ‘particular’ in their choice, something that was quickly disregarded as the war progressed.

Airfields are highly labour intensive projects requiring an enormous workforce and extensive heavy machinery, little of which were available in the early 1940s. Irish labour provided the backbone of the initial workforce, whilst heavy plant came in from the United States. At its peak there were some 60,000 men employed on airfield construction, all of whom were unable to spend their time rebuilding the devastated towns and cities of the UK.

As the war progressed, the Royal Air Force Airfield Construction Service began taking a greater role in airfield construction, diversifying away from their original role as repairers of damaged airfields sites. There would be an initial 20 squadrons created to carry out these tasks, with a further 6 being formed later in the war. With squadron numbers ranging from 5001 to 5026, they would be initially involved in the updating of older sites and the creation of ALGs, eventually taking on a much greater responsibility of airfield construction. These squadrons, were of course given great assistance by the well established Royal Engineers.

In 1942, the United States joined the European theatre sending their own Engineer Aviation Battalions to the U.K. Their task was to support these British squadrons by building their own airfields ready for the huge influx of men and machines that was about to arrive. The first site completed by the Americans and opened in 1943, was Great Saling (later renamed Andrews Field) by the 819th engineer Aviation Battalion. Not being experienced in U.K. soils, it was a steep learning curve fraught with a number of initial problems.

RAF Andrews Field memorial to the 819th Engineer Aviation Battalion.

In 1939 there were only 60 military airfields in the UK, by 1940 this had increased to 280, almost tripling to over 720 by 1945. Between 1939 and 1945 444 airfields*^2,⁴ new airfields were built by these organisations – an amazing feat by any standard. Using almost a third of Britain’s total construction labour force, they were often open and manned within a matter of months rather than years. Building Britain’s wartime airfields was not cheap. Many, like Debach the last USAAF airfield to be constructed, cost almost £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*^5a

This whole process however was not fool-proof. In a number of situations sites were identified and requisitioned, but not developed. In several cases they were partly built, and in others like RAF Cottam, they were completely built but then never occupied. Some airfields were identified for USAAF use, only to be declined and then handed over to their RAF counterparts. Some US bases were never actually started but remained named and therefore official sites even though they remained as farmers fields!

The lead up to war led to a massive change in the British landscape. Keeping airfields secret led to many being built in remote areas and away from major towns. Little did the inhabitants of these quiet little villages know, but their population was about to increase, in some cases by thousands.

In the next section we look at how the airfield was built, the process of construction and the difficulties faced during this phase.

Sources and further reading.

*² Smith, D.J., “Britain’s Military Airfields 1939-1945“, Patrick Stephens Limited, 1989

*⁴ Francis, P., et al, “Nine Thousand Miles of Concrete“, Historic England in Conjunction with the Airfield Research Group (ARG). pdf document Published 15/1/16 via website accessed 2/1/18

*⁵ NIMBY – Acronym used to describe the objections of local planning projects. (Not In My Back Yard).

*^5a Wilson. K., “Blood and Fears – How America’s Bomber Boys and Girls in England Won Their War.”, Weiden & Nicolson. (2016)

The Development of Britain’s Airfields (Part 2).

April 8, 2018April 1, 2018 / Aviationtrails / 7 Comments

In this series of posts we look at the development of Britain’s airfields and how they developed over the years. We move on from Part 1, and the “Road to War”, to look at the Political response to Germany’s build up and the development of the airfield. We focus on the expansion period 1934-1939, and the political moves that helped shape the airfields that are found in Britain today.

The expansion period and airfield development.

In this, the expansion period 1934-39, airfield development would become a prime factor in the RAF’s own development. The driving force behind this was the need to increase the numbers of front line aircraft, both fighters and bombers, if Britain was to be able to match Germany’s growing armed forces and her desires over Europe. To this end, a number of schemes were created, each one building upon the previous through adaptation of technological development, design improvement and political pressure. A continuation of updating meant that the face of the British airfield would change considerably from 1934 to the end of the war in 1945. This development would then go on post war as the world entered the jet age and nuclear deterrent.

Whilst many of Britain’s original airfields dated back to the First World War, the vast majority had vanished, (of the original 301 only 45 remained and of these 17 were civil*²) the rest being sold cheaply in the reorganisation of the post war RAF. Of those that did remain, many were poorly kept, the permanent huts that had been built were in poor condition and flying surfaces totally inadequate for the heavier aircraft that were envisaged. Many of these airfields were located around London (including Biggin Hill and North Weald) and were built on a clay subsoil, a soil that holds water and led to numerous accidents as aircraft landed badly. The RAF began to apply pressure on the Government, but with no real direction, there was little hope of achieving anything more than lip service.

Early biplanes formed the backbone of the interwar years.

The Government finally realising that change was needed, formed a new department, whose role of executing these new plans it fell to. The Air Ministry Directorate General of Works (AMDGW) under the control of Ernest Holloway, oversaw the process with the new Air Ministries Aerodromes (later Airfield) Board, being responsible for identifying the new airfield. The Lands Branch of the Air Ministry would purchase the land, and then the construction, development and maintenance would be carried out under contract, by civilian organisations, to the Air Ministry.

This process took airfield design through a series of successive alphabetically listed schemes commencing with ‘A’ (not to be confused with Class ‘A’ airfields that emerged much later in 1942) progressing through to ‘M’. Due to the rapid changes in these designs though, not all were implemented, many being absorbed into subsequent models before they could be administered. The future development and expansion of the RAF would be built-in to these schemes, restricted initially by the monetary cost of such a plan. But the overall aim would be to build the RAF up to full strength within eight years (1942).

The key to these designs was continuity and replication. By creating a series of standard design drawings for everything from latrines to heating systems, hangars and runways, airfields could be ‘mass produced’ with ease, saving both time and money, which was paramount if the RAF was to be ready for the forthcoming war.

In essence, these schemes increased targets for aircraft numbers, including training facilities and airfield design:*^2,^3,⁴

Scheme A – (adopted in July 1934) is the scheme that set the bench mark by which all future schemes would develop, and called for a front line total of 1,544 aircraft within the next five years. Of these, 1,252 would be allocated specifically for home defence. This scheme was responsible for bringing military aviation back to the north of England, Norfolk and Suffolk, of which Marham (the first), Feltwell and Stradishall were among the first completed. These airfields were designed as “non-dispersed” (or compact) airfields, where all domestic sites were located close to the main airfield site, and not spread about the surrounding area as was common practice in war-time airfield designs. At this stage, the dangers of an air attack were not being wholeheartedly considered, and such an attack could have proven devastating if bombs had been accurately dropped. It was thought that by having personnel close by, airfields would run both economically and efficiently, and of course they could more easily be protected from ground forces.

Scheme ‘A’ would also introduce the idea of standard building designs, in which all new airfields (and older original airfields) would now be built to.

Scheme B – was never submitted to Government

Scheme C – adopted May 1935 following Hitler’s boast to Anthony Eden that the German Air Force had surpassed the RAF’s in number, a claim that has since been discounted. This would develop bomber bases within flying distance of Germany (notably Lincolnshire and Yorkshire), and proposed creating a further 70 bomber and 35 fighter squadrons accommodating 1,500 front line aircraft within two years.

Scheme D – was never submitted to Government

Scheme E – was never submitted to Government

Scheme F – replaced Scheme ‘C’ and was approved in March 1936. Scheme ‘F’ expanded the defence force, further increasing front line numbers to 1,736 with a foreseeable number of 2,500 by 1939. This scheme saw the creation of additional factories in close proximity to the already adopted car manufacturing plants in the industrial midlands. A move that was intended to assist with the supply of new aircraft and aircraft components. Such was the industrial output at this time that Aircraft Storage Units (ASU) had to be specially set up utilising land on already established Flying Training Schools. These ASU stations would be specifically created to assemble or disassemble aircraft for transport to fighter bases, either within or outside of Britain. Scheme ‘F’ would also create further new front line airfields, examples including: Debden, Upwood, Scampton and Dishforth, with further updating being implemented at previously built airfields.

Scheme G – was never submitted to Government

Scheme H – reached proposal at the end of 1936 and would have increased front line strength at the expense of the reserves, and so was rejected. It was at this point that the ADGB and associated bodies were split into the four aforementioned commands each headed by a Commander-in-Chief (CIC)

Scheme I – was not used

Scheme J – only reached proposal, but would have provided the RAF with 2,400 front line aircraft. It was considered too expensive and rejected in lieu of Scheme ‘K’.

Scheme K – reached proposal in March 1938, but was considered too small following the German’s annexation of Austria. A further review was requested which accelerated the expansion, and was proposed a month later as Scheme ‘L’.

Scheme L – passed by the Government on 27th April 1938, it called upon industry to produce the maximum output possible over the next two years. Superseded by ‘M’ after the Munich crisis, new airfields included: Binbrook, Leeming, Middle Wallop, and Horsham St. Faith. This scheme required 2,373 front line aircraft in 152 squadrons, and focused on fighter Command; in particular, increasing the number of fighter pilot training units. Scheme ‘L’ also called for increased accommodation facilities to allow for this increase in trainee pilots, and it called for new RAF Hospitals, the first of which was at Ely in Cambridgeshire.

Scheme M – approved on 7th November 1938 and called for 2,550 front line aircraft by March 1942. Airfield examples included: Swanton Morley in Norfolk, Coningsby in Lincolnshire and West Malling in Kent. This scheme introduced the ‘J’ and ‘K’ hangars, implemented as part of austerity measures, one of the few permanent buildings now on site.

By the outbreak of war the RAF had a force that equalled less than half that of the Luftwaffe, Fighter Command possessing only 1,500 aircraft (less than was required under Scheme ‘F’), of which many were already outdated or inadequate. Bomber Command had 920 aircraft, but nothing was bigger than a twin-engined aircraft with limited capabilities.

The RAF’s front line bombers were twin-engined with limited capability.

The four Commands created out of the ADGB were also undergoing dramatic change, with aircraft being distributed more appropriately and groups being formed to streamline operations. Whilst still far below the levels at which the Luftwaffe were operating, the RAF had over the last few years seen a major reconstruction process, both in terms of aircraft and airfield development, along with major changes in the Air Force’s structure.

As aircraft were designed to perform different duties, airfields within their commands would also differ in their operation and construction. Hangars or watch offices for example, would be designed but modified depending upon the nature of the airfield they were servicing. Standard buildings would be altered to suit the different needs of the different duties, and airfield design would take a change in direction, the non-dispersed site being discarded for the safer, but less efficient, dispersed site.

As the years progressed, further changes to airfield development would occur as new, larger and heavier aircraft were developed. The four engined heavies: Stirling, Halifax and Lancaster, determining new designs and new requirements. The entrance of the USAAF in the European theatre also played a part in airfield design and development, and by 1942, a new standard would be devised by which all future airfields would be built.

The Class ‘A’ airfield became the standard airfield design for bomber airfields, with many fighter airfields, training and temporary airfields remaining either as grass or using a form of steel matting. Twelve different types of matting were developed during the war, the most common being – Sommerfeld Track, Pierced Steel Planking (PSP – also called Marston Mat), or Square Mesh Track (SMT). The Class A was determined primarily by its runway layout and measures, formed around three intersecting runways at 60^o to each other, the main was 2,000 yards long with two subsidiaries of 1,400 yards, each 50 yards wide. An extension of 75 yards was provided alongside the runaway to allow for emergency landings. In addition, another grass strip clear of all obstacles was also provided, these measured 400 and 200 yards respectively.

The Class A would set the standard from now on, the British airfield was now a major geographical conurbation. They were now like small towns, with cinemas, gymnasiums and other recreational facilities, they had dispersed accommodation areas, technical sites, large aircraft maintenance sheds and hard runways that only a few years earlier were unheard of.

Each of these schemes brought new requirements for airfield designs; their layouts and buildings were changing almost as fast as aircraft development. The airfield had finally evolved.

In the next part we look at the way in which a site was chosen, the number of agencies involved and the criteria for airfield location.

Sources and further reading.

*² Smith, D.J., “Britain’s Military Airfields 1939-1945“, Patrick Stephens Limited, 1989

*³ “Norfolk Heritage Explorer“ pdf document published by Norfolk County Council – via website accessed 2/1/18,

*⁴ Francis, P., et al, “Nine Thousand Miles of Concrete“, Historic England in Conjunction with the Airfield Research Group (ARG). pdf document Published 15/1/16 via website accessed 2/1/18

Disaster at RAF Tibenham.

March 25, 2018March 25, 2018 / Aviationtrails / 10 Comments

In this post, we revisit Tibenham in Norfolk, the home of the 445th Bomb Group, Eighth Air Force. Whilst here, the 445th would suffer the worst casualty rate of any Bomb Group in a single mission, a mission that virtually wiped out the entire Group. Yet they would no give up, determined they would go onto have one of the most successful bombs on target statistics of all the Eighth’s Bomb Groups, a record they can be proud of.

RAF Tibenham (Station 124)

Station 124 was one of those purpose-built airfields designed specifically for the USAAF in the mid-part of the war. Known to the locals as Tivetshall, it occupies a site previously used by the Royal Flying Corps in World War 1 (although there appears to be no record of units based here).

In preparation for the Air Force’s arrival, a Class A airfield was built, with three standard concrete and tarmac runways, the primary of 2,000 yds and two secondary each 1,400 yds long and all the standard 50 yds wide. In addition, there were thirty-five ‘frying pans’ hardstands and a further seventeen ‘spectacle’ hardstands, all dotted around the perimeter track. Aircraft maintenance was completed in two T2 hangars, one in the technical area and one other to the south side of the airfield. The bomb store was located to the north-west of the airfield, with the technical and administrative areas to the east. Beyond this, dispersed further to the north-east were the accommodation areas: two communal sites, a WAAF site, sick quarters and seven male accommodation sites. Accommodation was initially designed for 3,000 personnel, using mainly Nissen huts with some Orlit hutting on site. Most other buildings were ‘temporary’ and built of brick.

Part of the perimeter track – RAF Tibenham

Built over 1941-1942 by W. and C. French Ltd, it was opened in 1942, and was the temporary residence for the ground echelons of two squadrons of the 320th BG in November that year. The plan was to send the air echelons via the northern route, but due to heavy losses of the 47th and 319th BGs, they were diverted to North Africa via the southern route. The Ground echelons would then join them departing both Tibenham and nearby Hethel on November 21st 1942.

Tibenham then remained unoccupied by operational forces until November 4th 1943, when the 700th, 701st, 702nd and 703rd Bomb Squadrons of the 445th Bomb Group, Eighth Air Force arrived.

The 445th’s journey brought them from Gowen Field in Idaho, through Wendover Air Force Base in Utah, to Sioux City where they completed their training. In October the ground echelons sailed on the Queen Mary arriving in Scotland in early November. The air echelons flew the southern route, covering Florida, Puerto Rico, Brazil and West Africa before arriving shortly afterwards.

Flying B-24 Liberators, they would perform their first mission on December 13th 1943 – a month after their arrival. Their first target was the U-boat pens at Kiel. Along with other units of the 2nd Bomb Division fifteen aircraft would take off and undertake what was to be a relatively uneventful sortie, all the 445th aircraft returning with only two aircraft damaged and no casualties.

Their third mission, also in December, was less successful. A massive force of 546 bombers left England to attack Breman, arriving over the target between 11:42 and 12:14, the force was badly hit by ME-410s of the Luftwaffe. The 445th had fifteen of their aircraft damaged, with two crewmen wounded and eleven classed as ‘missing’. The realities of war were beginning to bite home.

1944 would be a more decisive year for Tibenham and the 445th. During the February ‘Big Week’ campaign against the German aircraft industry, Tibenham would suffer from accidental bombing by a returning Liberator. After being recalled, a B-24 accidentally released a bomb whilst flying over Tibenham airfield, the resultant explosion killing two servicemen and a civilian in a nearby house.

The 445th would also suffer this year, but for their determination and action over Gotha they would be awarded a Distinguished Unit Citation (DUC), an award that reflected their bravery.

Today’s huts and hangars

The eight groups of the 2nd Bomb Division (BD) were targeting the Me-110 factories on February 24th 1944, dropping 372 tons of high explosive bombs. During the mission 239 aircraft would leave England in three large wing formations, the 445th in the 2nd Combat Wing (CW) were to fly in the lead, along with the 389th BG and the 453rd BG. Behind them were the 14th Combat Wing with the 20th Combat Wing bringing up the rear.

The lead group were hit hard as much as 80 minutes before the target. Flying ahead of schedule, they had failed to rendezvous with their escort and so were at a huge disadvantage. Flying at altitude, the lead aircraft of the 389th suffered oxygen problems, which caused the bomb aimer to suffer from anoxia, the condition led to him release the bombs early, over Eisenach and not the primary target. As the bombs fell toward the ground, others in the wing began to follow suit, all releasing their bombs far too early, and well away from the target area. The 445th realising there was a problem, ignored the false signal and continued on to the target alone. Being out of formation and without escort, the B-24s were ‘sitting ducks’, and unsurprisingly were given special attention by the Luftwaffe.

From then on, and for an hour after the bomb run, Luftwaffe fighters attacked the B-24s, and one by one, the heavy bombers fell from the sky as fighters picked them off. After two and a half hours of relentless attacks, thirteen of the original twenty-five aircraft had been lost and nine others were badly damaged. The mission had cost 50% of the groups aircraft, but it was a tragedy that was not to be their last, nor their worst.

The main formation who had released early, had also suffered badly, being subjected to aerial bombing, cable bombing and rockets, an attack which led to a mission tally of thirty-three aircraft being lost and 314 airmen being classed as ‘missing in action’.

March 1944 would also be a noteworthy month. It was the end of a career as Commanding Officer for Capt. James Stewart, Commander of the 703rd BS. Posted here before he was declared unfit for flying duty, he arrived as ‘Operations Officer’, before being given the Command of the 703rd. He would go onto fly ten missions with the 703rd before departing Tibenham for Old Buckenham and the 453rd BG as Group Operations Manager.

Because the 445th had flown many missions over the winter months, March would become noteworthy for another reason. Four months after their first operation, Lt. Sam Miller and the crew of B-24 #42-110037 of the 700th BS had completed twenty-five missions whilst here at Tibenham, they were the first crew of the group to do so. At last some good news had brought relief to the horrors of the previous months and in particular the disaster of ‘Big Week’.

Ground personnel of the 445th Bomb Group gather around a B-24 Liberator (I5-B+, serial number 42-110037) after its return to base on D-Day. Printed caption on reverse: '51451- Ground crew swarming around a bomber returning from a D-Day mission for information on the invasion.' Handwritten caption on reverse: 'Lt Sam Miller's B-24 returning to Tibenham, Norfolk after he and crew completed a 25 mission tour of operations. First crew in the 445th bomb Group to do so.'

The return of B-24 #42-110037 after its crew had completed 25 Missions (USAF).

In the lead up to the Normandy invasion in June, the 445th attacked airfields in the Paris area along with V-weapons sites in Northern France, and on D-Day itself, they returned and attacked the shore installations, pounding them before the land forces arrived. The 445th then went on to help with the breakout at St. Lo striking enemy defensive positions. The Tibenham group were now so successful that they led the ratings for the most accurate bombing of all the Liberator groups in Europe, these successes though, were to be short-lived, for on September 27th 1944, the 445th would suffer its own ‘day of infamy’.

On that day the group was allocated the Henschel facility in Kassel, and they were to lead 315 B-24s to the target. Navigating by GEE the 445th took a wrong turn and left the protection of the formation. The turn went unnoticed by the remainder of the group and so, all of a sudden, the 445th were now out on a limb and lacking the protection of the formation once again.

The group then all dropped their bombs, but unbeknown to them they were not over Kassel but were in fact over Gottingen some 20 miles away. After implementing the withdrawal plan, the 445th put themselves even further away from the main force, they were now alone. All of a sudden the 445th met II/JG.4, and what followed would all but wipe out the group.

Fw-190s approached the group from behind, three abreast diving down as they fired. Then followed two Me-109 Gruppen of JG.4 who picked off the damaged aircraft. With individuals falling away, the formation was spread and broken up, some 150 enemy aircraft had attacked and devastated the group.

In around five minutes, the Luftwaffe fighters had picked off and dispatched twenty-five B-24s and damaged most of those that remained flying. Only the intervention of US fighters stopped the total and complete annihilation of the group. The scene was devastating, the sky was full of smoke and debris, parachutes from both sides floated through the carnage. Three more B-24s crashed on the way, luckily in allied territory, two others managed to reach Manston’s emergency runway and one more crashed at Old Buckenham. The four remaining aircraft managed to limp back to Tibenham, but only one was able to fly again the next day.

In a written account*¹, Pilot Capt. William R Dewey Jr describes the scene in his B-24 (one of those that made Manston)

“The tail turret had caught fire, from direct hits by 20 mm cannon in the first wave of FW-190s, both waist gunners were wounded and bloody along with the tail gunner. There was a huge hole in the right waist ahead of the window, the left waist window was shattered. Control cables to the tail were partially damaged, and the twin vertical rudders appeared frayed and disintegrating. Looking out the copilot’s window we could see a 3′ diameter hole in the upper surface of the wing behind the #3 engine, where 100 octane gasoline was splashing out.”

Dewey goes on to explain how the co-pilot William L. Boykin Jr, carried oxygen bottles back to the wounded crew, gave them first aid and comforted them. Dewey then decided to drop below oxygen requirement level and risk ditching. Switching channels to the emergency channel, he manged to contact air-sea rescue using the code word “Colgate“. After obtaining a radar fix, they gave him a heading for Manston.

After an hour Dewey spotted Manston and began the task of landing not knowing what condition the flaps, undercarriage or tyres were in. Thankfully all were in good order and he described it as:

“the best I ever made in a B-24 – like we were on feathers. A day we will never forget!”*¹

Statistics for the day were horrendous, the efficiency of the German controllers had been spectacular, no previous efforts had yielded such incredible results; 236 men were missing, 1 was dead and 13 were injured in the resultant crashes. This loss, left only ten aircraft in the entire group, and would go down as the worst operational day of the war for any single group of ‘The Mighty Eighth’.

The 445th would regroup and return though. In December and January they supported the troops in the Battle of the Bulge by bombing German communication lines, helping the Paratroops holding up in the forests of the Ardennes.

On February 24th 1945, Ford built Liberator B-24H-1-FO #42-7619 “Bunnie” a veteran of 103 missions, took off from Tibenham’s main east-west runway. Within seconds something went wrong and the bomber crashed a few hundred yards west of the airfield. In the crash four of the crew were killed, the remaining five managed to survive.

“Chuck” Walker & his crew being congratulated by Lt. Col. Fleming, (deputy commander) on completion of their 35th mission and “Bunnie’s” 100th.(IWM)

and then on 24th March 1945, they dropped food, ammunition and medical supplies to the troops who had made the Rhine crossing at Wesel. They returned later that day to bomb the landing grounds at Stormede.

The 445th went on to carry out a total of 282 operations building a reputation for high accuracy bombing in the face of danger. Further awards were received from the French for their support of the Resistance, in dropping food supplies, gaining them the Croix de Guerre, a highly regarded award.

The 445th flew their last mission on 25th April 1945, the last mission by the Eighth Air Force in Europe, attacking airfields and rail targets in south-east Germany and Czechoslovakia without loss. The 445th finally returned to the US at the end of hostilities leaving behind huge numbers of crews for whom home would never be back on their own soil.

After their departure in May / June, Tibenham remained ‘operational’ although no operational flying took place. The RAF then began to sell off parts of the airfield to the local farmers. A short-lived expansion of the airfield’s runway in 1955 led nowhere, as no aircraft were assigned to the airbase, and in 1959, Tibenham was finally closed as a military base. During this time, the Norfolk Gliding Club took over part of the site, paying a rent to the Ministry of Defence, remaining here even after 1964/65 when the airfield site was finally sold.

Since then the Club has fought long and hard to keep flying at Tibenham. Battles over land and attempts to curb flying have so far failed. Gradually bit-by-bit the infrastructure has been removed, sold off for hardcore and agriculture use.

Small piston engined aircraft keep the spirit alive

A small collection of memorabilia and photographs of the four squadrons based at Tibenham are maintained by the club, and a memorial stands as a lasting legacy to those who never returned.

Currently, large parts of two of the runways remain; the perimeter track can also be seen, being split by the main road round the airfield. Also a small number of huts are still being used and the site is in remarkable condition as a result.

Other evidence is hard to find, the majority of the accommodation, stores and works all being located to the east amongst the trees and on private land. I am reliably informed that primitive airfield defences can be found amongst the trees at the end of the runway. These amount to a ladder that would enable any defence troops to climb up and remain hidden should any German paratroopers fall.

The heavily laden bombers have long since been replaced by the grace and beauty of gliders, the control tower and other major buildings are now history, but as the summer sun and cool breeze wafts across the open skies above Norfolk, it is easy to picture these lumbering bombers, fuelled and crewed waiting for their turn to depart. With the roar of labouring engines now long gone, peace has returned once more to this quiet corner of Norfolk.

Memorial dedicated to the 445th BG.

Tibenham was initially visited in April 2014 when these photos were taken. It appears as part of Trail 13 along with Old Buckenham and East Wretham. This page is an update with additional information on the 445th’s history.

Sources and further reading.

The Norfolk Gliding Club website gives details of their activities, opening times and flying operations.

*¹ A typescript memoir written by Capt. William R. Dewey ‘Disaster at Kassel’: 27th Sep 1944. Second Air Division Digital Archive . Ref: MC 371/250, USF 5/1 accessed 25/3/18.

All Saints Church in Tibenham also has a small memorial and kneelers dedicated to those who flew from Tibenham.

50 Aviation Trails Reached!

March 18, 2018March 10, 2018 / Aviationtrails / 10 Comments

I am pleased to announce that since starting Aviation Trails four years ago, I have now reached that magic number of 50 Trails around Britain’s wartime airfields, a feat I never thought would happen.

Each Trail covers two or more sites, in some cases six, many three, covering in total, over 100 former RAF and USAAF airfields and museums around Britain.

I can honestly say its been a terrific four years, in which I have learnt a lot about Britain’s wartime past, the men and machines that flew from these places and the tragedies that occurred at so many. The development of these airfields was staggering, the process of construction, and the subsequent decay just as eye-opening. These sites and the people who used them, have changed both the British and world landscape, leaving in many cases scars that may never heal. The buildings and stretches of concrete that remain are monuments to human endurance and sacrifice, a sacrifice that we hope may never have to be repeated.

The perimeter track at the former RAF Tibbenham.

During these four years there have been several changes at many of these sites, hangars and other buildings have gone, runways are continuing to be dug up as they become prime land for development. As we speak there are numerous sites under planning proposals, whilst others are waiting in the wings to hear what their fate will be.

To compile these trails I have personally visited each and every one of these sites, even a field has a certain something when you know who stood there before you.

To all those who have visited, commented and followed me on this journey, I thank you, I hope you have enjoyed the journey back in time as much as I have writing it. I hope that through these trails, the memories of those who gave their all may live on so that future generations may know who they were and what they did, so that we may enjoy the peace we do today.

Here’s to the next 50!

Andy.

RAF Andrews Field – (Great Saling/Station 485) – Trail 33: Essex Part 1.

RAF Attlebridge (Station 120) – Trail 7: Northwest Norfolk.

RAF Barton Bendish – Trail 7: Northwest Norfolk.

RAF Biggin Hill (Westersham) (Station 343) – Trail 4: Kent Part 1.

RAF Bircham Newton – Trail 20: North Norfolk (Part 1).

RAF Bodney (Station 141) – Trail 8: Swaffham and Her Neighbours (Part 1 of 3).

RAF Bourn – Trail 31: Southern Cambridgeshire (Part 2).

RAF Brenzett (ALG) – Trail 18: Kent Part 2.

RAF Brunton – Trail 47: Northumberland.

RAF Bungay (Flixton) (Station 125) – Trail 14: Central Suffolk (Part 1).

RAF Bury St. Edmunds (Rougham) (Station 468) – Trail 16: West Suffolk (part 1).

RAF Castle Camps – Trail 45: Essex (Part 2).

RAF Caxton Gibbet – Trail 29: Southern Cambridge (Part 1).

RAF Charterhall – Trail 41: The Borders of Scotland and England.

RAF Chedburgh – Trail 49: Bomber Command – Bury St. Edmunds to Haverhill

RAF Collyweston – Trail 37: The Northern Reaches of Cambridgeshire.

RAF Coltishall – Trail 7: Northwest Norfolk.

RAF Coningsby – Trail 1: Lower Lincolnshire.

RAF Cottam – Trail 40: Yorkshire (East Riding).

RAF Cranwell – Trail 2: Lincoln Borders and Newark.

RAF Debach (Station 152) – Trail 39: Suffolk around Ipswich (Part 1).

RAF Debden (Station 356) – Trail 46: Essex Part 3,

RAF Deenethorpe (Station 128) – Trail 6: American Ghosts.

RAF Deopham Green (Station 142) – Trail 27: Southern Norfolk (Part 3).

RAF Digby (Scopwick) – Trail 1: Lower Lincolnshire.

RAF Docking – Trail 20: North Norfolk (Part 1).

RAF Downham Market (Bexwell) – Trail 7: Northwest Norfolk.

RAF Drem – Trail 42: Edinburgh’s Neighbours.

RAF East Fortune – Trail 42: Edinburgh’s Neighbours.

RAF East Kirkby – Trail 1: Lower Lincolnshire.

RAF East Wretham (Station 133) – Trail 13: Southern Norfolk around Diss (Part 2).

RAF Eye (Brome) (Station 134) – Trail 14: Central Suffolk (Part 1).

RAF Fersfield – (Station 130) – Trail 28: Southern Norfolk (Part 4).

RAF Foulsham – Trail 22: North Norfolk (Part 3).

RAF Fowlmere – Trail 32: Southern Cambridgeshire (Part 3).

RAF Framlingham (Parham) (Station 153) – Trail 39: Suffolk around Ipswich (Part 1).

RAF Glatton (Station 130) – Trail 6: American Ghosts.

RAF Gransden Lodge – Trail 31: Southern Cambridgeshire (Part 2).

RAF Graveley – Trail 29: Southern Cambridge (Part 1).

RAF Grafton Underwood (Station 106) – Trail 6: American Ghosts.

RAF Great Dunmow (Station 164)- Trail 33: Essex (Part 1).

RAF Great Massingham – Trail 21: North Norfolk (Part 2).

RAF Great Sampford (Station 359) – Trail 50: Haverhill’s neighbours – Wratting Common and Great Sampford.

RAF Hardwick (Station 104) – Trail 12: Southern Norfolk around Diss (Part 1).

RAF Hawkinge – Trail 18: Kent Part 2.

RAF Hethel – Trail 38: To the West of Norwich.

RFC Hingham – Trail 38: To the West of Norwich.

RAF Hunsdon – Trail 25: Hertfordshire.

RAF Kimbolton (Station 117) – Trail 6: American Ghosts.

RAF King’s Cliffe (Station 367) – Trail 6: American Ghosts.

RAF Langham – Trail 23: North Norfolk (Part 4).

RAF Lashenden (Headcorn) – Trail 18: Kent Part 2.

RAF Lavenham (Station 137) – Trail coming soon.

RAF Little Snoring – – Trail 22: North Norfolk (Part 3).

RAF Marham – Trail 7: Northwest Norfolk.

RAF Martlesham Heath – Trail 48: Suffolk around Ipswich (Part 2).

RAF Matching (Station 166) – Trail 33: Essex Part 1.

RAF Matlask (Station 178) – Trail 34: North Norfolk (Part 5).

RAF Mattishall – Trail 36: North Norfolk (Part 6).

RAF Mendlesham (Station 156) – Trail 15: Central Suffolk (Part 2).

RAF Mepal– Trail 11: Around Ely.

RAF Methwold – Trail 8: Swaffham and Her Neighbours (Part 1).

RAF Millfield – Trail 47: Northumberland.

RAF Narborough (Narborough Aerodrome)- Trail 7: Northwest Norfolk.

RAF North Creake – Trail 23: North Norfolk (Part 4).

RAF North Pickenham (Station 143) – Trail 9: Swaffham and Her Neighbours (Part 2).

RAF North Weald – Trail 25: Hertfordshire.

RAF North Witham (Station 479) – Trail 3: Gone But Not Forgotten.

RAF Old Buckenham (Station 144) – Trail 13: Southern Norfolk around Diss (Part 2).

RAF Oulton – Trail 34: North Norfolk (Part 5).

RAF Polebrook (Station 110) – Trail 19: Northamptonshire American Ghosts II.

RAF Rattlesden (Station 126) – Trail 15: (Central Suffolk (Part 2).

RAF Sawbridgeworth – Trail 25: Hertfordshire.

RAF Scampton – Trail 30: Scampton and the Heritage Centre.

RAF Sculthorpe – Trail 21: North Norfolk Part 2.

RAF Shipdham (Station 115) – Trail 10: Swaffham and Her Neighbours (Part 3).

RAF Snetterton Heath – (Station 138) – Trail 27: Southern Norfolk (Part 3).

RAF Spanhoe Lodge (Station 493) – Trail 6: American Ghosts.

RAF Steeple Morden – Trail 32: Southern Cambridgeshire (Part 3).

RAF Stoke Orchard – Trail 24: Gloucestershire.

RAF Stradishall- Trail 49 : Bomber Command – Bury St. Edmunds to Haverhill

RAF Sutton Bridge – Trail 3: Gone But Not Forgotten.

RAF Swannington – Trail 36: North Norfolk (Part 6)

RAF Swanton Morley – Trail 38: To the West of Norwich.

RAF Thorpe Abbotts (Station 139) – Trail 12: Southern Norfolk around Diss (Part 1).

RAF Tibenham (Station 124) – Trail 13: Southern Norfolk around Diss (Part 2).

RAF Tuddenham – Trail 16: West Suffolk (Part 1).

RAF Tydd St. Mary – Trail 37: The Northern Reaches of Cambridgeshire.

RAF Upwood – Trail 17: The Pathfinders.

RAF Warboys – Trail 17: The Pathfinders.

RAF Watton (Station 376/Station 505) – Trail 9: Swaffham & Her Neighbours (Part 2).

RAF Wendling (Station 118) – Trail 10: Swaffham and Her Neighbours (Part 3).

RAF West Malling – Trail 4: Kent Part 1.

RAF West Raynham – Trail 21: North Norfolk Part 2.

RAF Wethersfield – Trail 45: Essex (Part 2).

RAF Westley – Trail 16: West Suffolk (part 1).

RAF Winfield – Trail 41: The Borders of Scotland and England.

RAF Winthorpe – Trail 2: Lincoln Borders and Newark.

RAF Witchford – Trail 11: Around Ely.

RAF Wittering – Trail 37: The Northern Reaches of Cambridgeshire.

RAF Woodall Spa – Trail 1: Lower Lincolnshire.

RAF Wratting Common – Trail 50 – Haverhill’s neighbours – Wratting Common and Great Sampford.

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RNAS Crail (HMS Jackdaw)

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Watch Offices.

Summary

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Thorpe Abbotts (Station 139).

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Airfield Architecture

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Building the airfield.

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Choosing a site.

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The expansion period and airfield development.

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RAF Tibenham (Station 124)

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