Norfolk

RAF Swanton Morley – Small but rich in history.

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In this Trail, we return to Norfolk and take in three former airfields each of notable historical value. Our first is probably better known as an Army barracks than it is an RAF airfield, but, for the duration of the Second World War, it would be home to a number of different aircraft types and to a range of international crews. Amongst the many residents here would be those from Poland, the Netherlands, Australia and New Zealand. We start our journey at the former RAF Swanton Morley.

RAF Swanton Morley

Following the end of hostilities in 1918, Britain’s defences and in particular the RAF, were cut back dramatically. From around 250,000 personnel (the worlds largest air force) to just under 30,000 by the early 1920s, the reductions were both severe and widespread. Political in-fighting between the three armed forces and the Government had seen the RAF lose out significantly, and under the terms of the ‘Ten year Rule’, expansion was prevented, and so little could be done to redress the declining situation.

During the 1930s, world developments (and in particular those in Germany) raised the threat of yet another war, at which point the Government realised that Britain’s defences were now totally inadequate and in dire need of redevelopment and expansion.

Their response was a series of expansion ‘schemes’  which would not only reshape the organisation of the RAF, but would cater for the huge increase in numbers of personnel that would be required to raise an adequate fighting force .

Considered lacking in direction by many, these early schemes surprisingly paid little attention to future needs, and so no real provision was made for supporting aspects such as training, maintenance or supply.

Scheme A, approved in July 1934, would set the bench mark at 84 home-based squadrons, a figure that was still woefully inadequate compared to the might that was building up across the channel. Each scheme would build on and replace the former, taking into account layout, new developments and the materials available – but all under the monetary restrictions of the 1930’s depression.

By the time war came, Scheme ‘M’ had been implemented (November 7th 1938), which called for 163 home based squadrons involving 2,500 aircraft for Britain’s home defence. It was under this scheme that Swanton Morley would be built.*1.

Initially designed as a fighter station, construction began in 1939, and one of the criteria for this scheme was to include type ‘C’ hangars. However, being incomplete by the outbreak of war, it was caught in the transition period between temporary and permanent aircraft storage. The ‘C’ types were cancelled in favour of three ‘J’ types, only one of which was actually built – this left Swanton Morley with considerably less hangar space than was actually required. Unfinished, the airfield opened on September 17th 1940 under the ownership of No. 2 Group Bomber Command.

As war broke out, a small detachment of 107 Squadron Blenheim IVs were based here. 107 Sqn were widely spread with other detachments at: Lossiemouth, Newmarket, Hunsdon, Horsham St. Faith and Ipswich, whilst the main squadron was based at RAF Wattisham. As part of 83 Wing, 107 would be joined by a further detachment from 110 Sqn the following month, also bringing the twin-engined Blenheim IV.

It was a No. 2 group aircraft that famously made the first sortie over the German frontier on the very day war broke out, and then on the second day, Monday September 4th 1939, a flight of four 107 Sqn aircraft and one 110 Sqn all from RAF Wattisham, dropped the first salvo of bombs on German ships at Wilhelmshaven . It was from one of these aircraft (Blenheim IV ‘N6240’) that Observer, Sergeant George Booth, and AC1 L. J. Slattery would become the first British Prisoners of War, captured when their Blenheim was shot down by German defences. None of the five aircraft returned, a rather disastrous start to the war for the RAF.*2

Work continued at Swanton Morley throughout the next two to three years, and eventually accommodation blocks were raised, hard perimeter tracks laid and four T2 hangars erected. Around twenty hardstands were created although many aircraft were still dispersed on the grassed areas around the technical site. A bomb store was developed to the south, and lighting added to the three runways, but despite of all the improvements, upgrades and developments, it was felt Swanton Morley did not warrant having any hard runways and so they continued to remain as grass.

It wasn’t until the end of October 1940, that Swanton Morley would have its own squadron of aircraft, 105 Squadron arrived bringing their Blenheim IVs to compliment those of 107 Sqn and 110 Sqn. With two detachments at Lossiemouth and Luqa (Malta), 105 would take part in anti-shipping sorties and attacks on targets in the low countries. A successful unit they swapped these for the Mosquito IV in November 1941, becoming the first operational squadron to receive these highly manoeuvrable aircraft, taking them to nearby Horsham St. Faith in the following month.

ROYAL AIR FORCE BOMBER COMMAND, 1939-1941.

A Blenheim of 105 Squadron passing over a fiercely burning enemy merchant vessel (© IWM (C 1940)

One of Swanton Morley’s earliest casualties was a 105 squadron aircraft, piloted by F/O. D. Murray DFC with Sgt’s C. Gavin and T. Robson. The aircraft, Blenheim IV ‘T1890’, was brought down over Brussels with the loss of all three crew members.

It was during August of 1941, that the first of many units would arrive – No. 152 Squadron. Like so many other squadrons around the country, their stay was to be short-lived taking their Spitfire IIAs to Coltishall the following December.

Coinciding with 105’s departure, was 226 Squadron’s arrival. At the end of December 1941, 226 Sqn would bring a new twin-engined aircraft to the grounds of Swanton Morley, the Douglas Boston. The Mk III was proving to be a formidable medium bomber and night-fighter, featuring improved armour, larger fuel tanks and its two Wright Twin Cyclone engines providing 1,600hp each. 226 Sqn were to later replace the MKIIIs with the MKIIIAs in January 1943 under the lend-lease agreement and then very shortly afterwards, with the B-25 Mitchell II. 226 Sqn operated these aircraft for almost a year at Swanton Morley before moving on to Hartford Bridge and the continent in 1944, thus becoming Swanton Morley’s longest standing squadron.

It was with 226 Squadron that the United States would make its mark on the war. On June 29th 1942, with both Eisenhower and Churchill present, twelve RAF Boston IIIs were sent to bomb the Marshalling yards at Hazebrouck, one of these aircraft (AL743) was flown by an all American crew. A rather ‘unofficial’ entry into the conflict, it was made more formal on Independence day, July 4th 1942 when six U.S. crews joined 226 Squadron in a low-level attack against Luftwaffe airfields in Holland. Twelve RAF aircraft took off a few minutes after 07:00 hrs and flew low and fast over the North Sea toward Holland. After splitting up to attack their designated targets, one group encountered severe flak and was badly beaten, one aircraft crashing whilst another had an engine knocked out. Before the pilot could regain control, the aircraft, Boston AL750, scraped the ground coming remarkably close to a complete disaster. However, the pilot Major Charles Kegelman, managed to regain control and nurse the stricken aircraft back to Swanton Morley. Of the twelve Bostons sent out, two U.S. and one RAF crewed aircraft failed to return. A baptism of fire that resulted in a 30% loss of the U.S. Air Force contingency. For their bravery, three DFCs were awarded to the U.S. crews, with Major Kegelman receiving a D.S.C. from Major Gen. Dwight D. Eisenhower, American commander in the European war theatre. This made Major Kegelman the first member of the United States forces in Europe to be decorated for gallantry against the enemy.

Whilst not the first U.S. involvement nor their first casualties of the war, their actions did officially bring the United States into the European conflict.

Sergeant Bennie Cunningham, Technical-Sergeant Robert Golay, Major Charles C Kegelman and Lieutenant Randall Dorton in front of a Boston bomber. (Roger Freeman Collection IWM)

1943 would go on to prove to be an eventful year for Swanton Morley. With the Allied invasions plans taking shape, a new force was needed to support those destined to take to the Normandy beaches. The creation of the Second Tactical Air Force (TAF) in November 1943, was designed to meet that challenge and with it came changes at Swanton Morley.

Ownership now passed from Bomber Command to the Second TAF, and many units that would operate from here were part of that force. Following a relatively short stay by 88 Squadron (30th March 1943 – 19th August 1943) flying both the Boston III and IIIA, No. 305 (Weilkopolski) Squadron would arrive bringing the first Polish crews to Swanton Morley. Being the fourth and final Polish bomber squadron to be formed, they arrived in early September bringing Wellington MK Xs with them. Whilst serving in Bomber Command, the Polish had amassed some 1,117 sorties in which they had lost 136 brave young men as either killed or captured.

After arrival here, 305 Sqn changed their Wellingtons for Mitchell IIs and in line with the Second TAF objectives, began attacking targets around the Cap Griz Nez region. Being daylight operations, this was something new for the Polish crews, but one they relished and carried out well. In November after only being at Swanton Morley for two months, the Polish crews left leaving 226 Sqn with only a small detachment of 98 Squadron Mitchells for company.

At the end of 1943, three days after Christmas, No. 3 Squadron arrived bringing  a new breed of aircraft with them – the single-engined Typhoon IB, which they kept at Swanton Morley until February 14th 1944. No. 3 Sqn had been one of three founder squadrons of the Royal Flying Corp in 1912 and they remain one of the few squadrons to retain an active role today, flying the aircraft’s namesake, the modern Eurofighter Typhoon.

Whilst here at Swanton Morley, No. 3 Sqn carried out duties that the ill-fated Hawker Typhoon performed well at, low-level ground attack and anti-shipping roles. Dogged by development problems – engines fires and deadly levels of Carbon Monoxide in the cockpit – the Typhoons suffered terrible problems throughout their wartime service, subsequently virtually every model was scrapped at the end of war.

February 1944 was all change again at Swanton Morley. A detachment of 107 Squadron would return after a couple of years absence, and with their arrival came the departure of 226 Sqn after just over two years of being at Swanton. On the thirteenth of that month, they left for Hartford Bridge in Hampshire, in preparations for the Allied invasion at Normandy.

In the two months that followed, Swanton Morley began its wind down, a move signified by a number of short stay units. Each of these would however bring a wide range of nationalities, including crews from the Australian unit No. 464 (RAAF) Sqn, from 25th March 1944 to 9th April 1944. Then came 180 Sqn (12 – 26th April 1944) a short-lived unit that survived just under four years before disbandment only to be reformed as No. 69 Sqn.

Coinciding with 180 Sqn was the Auxiliary Squadron, No. 613 Sqn with Mosquito VIs. This too would disband at the end of the war also to reform as 69 Squadron. Then as April drew to a close another international unit would arrive and depart, a New Zealand unit, No. 487 Sqn (RNZAF)  also bringing Mosquito VIs – an aircraft they used in conjunction with 464 Sqn in the attack on the Amiens prison earlier on.

Finally for two weeks in May 1944 (6th – 18th), a dutch contingency arrived in the form of No. 320 Squadron. 320 Sqn was formed out of evacuated Dutch airmen along with a handful of Fokker T-VIIIW seaplanes which they used until spares were no longer available. Here at Swanton Morley they had lost their seaplanes and were now flying Mitchell IIs, wreaking their revenge by attacking enemy communication lines and airfields. After the war the crews of this unit were transferred to the Royal Netherlands Navy and 320 was disbanded as an RAF unit.

ROYAL AIR FORCE: 1939-1945: COASTAL COMMAND

Before arriving at Swanton Morley, No. 320 Sqn flew a handful of Fokker T-VIIIW float-planes, that they had brought with them when the Netherlands fell to the Germans. Here, one is being serviced at Pembroke Dock, August 1940. (© IWM (CH 1042)

Coinciding with the invasion of Normandy in June 1944, the Bomber Support Development Unit (BSDU) transferred across from RAF Foulsham. Developed under the wing of 100 Group, they used a range of aircraft to investigate and develop electronic counter measures and radar technologies for aircraft.  At Swanton Morley, this involved nine Mosquitoes, MK XIX and XXX, to operate in both operational and non-operational duties. The BSDU (and 100 Group) were responsible for a range of electronic devices including Serrate, Hookah, Perfectos and Mandrel to name but a few, and were involved in some 114 operations, claiming  five air-to-air victories.

The USAAF were to play another small and final part in the life of Swanton Morley, when on 25th July 1944, B-24H ’41-29402′ “The Mad Monk” of the 786th BS, 466th BG, took off from nearby Attlebridge. It clipped some trees causing it to crash-land at Swanton-Morley; the aircraft was so severely damaged it was condemned and salvaged for spares.

Another near disaster was averted at Swanton Morley when Mosquito NFXXX (MM797) of the BSDU crashed after take off on the night of 2nd-3rd January 1945. On take off, with a full fuel load, the port engine began leaking glycol at a furious rate. Too low to bail out, the pilot, Flt. Lt. Harry White DFC, put the aircraft down on the frozen ground. After both pilot and co-pilot were pulled from the wreckage by local farmers, the aircraft exploded creating a ferocious fireball that destroyed the air frame completely.

Eventually the war came to a close, the ‘Window’ research station was transferred to the BSDU and in the summer 100 Group was disbanded. With that Swanton Morley fell quiet and no further operational units would serve from here.

In the closing months of 1946, No. 4 Radio School moved in using Avro’s Anson, and Percival’s Proctor and Prentice aircraft. Various ground units also used the site but gradually flying all but ceased. Eventually on September 15th 1995, Battle of Britain day, the RAF Ensign was lowered and RAF Swanton Morley was officially closed. A small private micro-light club took over part of the site, but in 1996 the Army claimed the airfield forcing the club to close. It remains in the hands of the Army today as the ‘Robertson Barracks’, named after Field Marshal Sir William Robertson and no flying takes place.

Swanton Morley’s history was fairly rare, in that it never had any concrete runways and boasted to be one of the longest lasting Worlds War 2 grassed airfields. It had, at its peak, one – ‘J’ Type hangar and four – ‘T2’ hangars. Its watch office, built to drawing 5845/39, included a Met Section and is now thankfully, a Grade II listed building making it one of the best originally preserved examples of Watch Office designs.

Swanton Morley june 2016 (3)

Swanton Morley had four T type hangars. All but one have been demolished. This one remains in private ownership.

Many of the original buildings have gone and either their concrete bases left or more modern replacements put in their place. Some of the concrete pathways have been removed as have all the dispersal pans. The bomb store is now a field and all but one of the hangars were demolished – the remaining one being re-clad.  A number of pill boxes and air-defence structures also remain, but like the main airfield site it is all securely kept behind very high fences and armed guards.

The public highway circumnavigates Swanton Morley, but views are best achieved from the main entrance. As with all active military sites there is a no stopping rule, but as you pass, careful observations will reveal some of the main buildings of the accommodation area.

Swanton Morley retains some if its historical features, and they are all in the care of either the Army or the local farmer. As the MOD holds this site, many of these features are well hidden from public view, but for now at least, this along with the preservation order on the watch office, does at least mean Swanton Morley’s past is in part ‘protected’ for future generations.

From Swanton Morley we visit two more airfields in the area, Hethel, a USAAF base with its own museum and Hingham an airfield that had possibly the shortest life of any UK airfield.

Sources and further reading

*1 Royal Air Force Historical Journal No. 35

*2 Chorley, W.R., “Bomber Command Losses of the Second World War, V1, 1939-40″, Classic, 1992

Norfolk Heritage Website

Freeman, R.A., “The Mighty Eighth“, Arms & Armour, 1970

Bowman, M., “100 Group (Bomber Support)”, Pen & Sword, 2006

RAF Mattishall Airfield – Part of Trail 36

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Following on from previous posts about Tydd St. Mary and Narborough airfields, RAF Mattishall was used by the same squadron, 51 (HD) Sqn to combat the threat from Zeppelin airships over the eastern counties of England. Now long gone and sadly relegated to the history books, we visit another airfield that played a role in the defeat of these once mighty airships.

RAF Mattishall.

Close by to RAF Swannington is the former RAF/RFC airfield at Mattishall, a few miles to the south beyond Attlebridge and its huge USAAF base. Closed at the end of the First World War, Mattishall saw detachments of 51 Squadron during the First World War. 51 (HD – Home Defence) Squadron had its headquarters at Thetford, with other flights at Harling Road, Narborough and Tydd St Mary. Flying a range of models, including both the BE2 and BE12 models; 51 (HD) Sqn had a mix spread across these airfields taking on the FE2b in both single and two variants later on in the war.

Intrusions by Zeppelins were more common in the earlier stages of the war, and the Home Defence Squadrons were created to counter-act them. Poor performance initially led to poor successes against these airships but that didn’t stop the determined young crews of the RFC and latterly the RAF. Toward the end of the war in 1918, home defence had been scaled back. However, as the newer Zeppelins, Gotha and Zeppelin-Staaken were able to fly at much higher altitudes, home defence squadrons needed a more able aircraft to combat them. In poured numbers of Sopwith Camels, SE5 and DH4s, but it was all a bit ‘too-little, too-late’ for the mighty airships that once ruled the skies.

During the last Zeppelin raid of the war on the night of August 5th/6th, 1918, RAF DH4s and Sopwith Camels attacked a small fleet of airships of the Norfolk coast. Inland the home defence squadrons were alerted and scrambled but the group of Zeppelins never made it in-land and flights from 51 Squadron at Mattishall were to play no part in their eventual downfall. Sadly Lt. Drummond from Mattishall flying in FE2b ‘A5732’ had to make a forced landing at Skegness, presumably as a result of engine trouble. This was to bring the night fighter operations to an end and with it the end of both 51 Sqn and RAF Mattishall.

The airfield was built close to Toll House Farm and had a range of facilities common to First World War airfields. A few wooden huts and two hangars were erected on-site and these proved to be the limit of accommodation on the 80 acre site. Post war, these were all sold off to local businesses and farms and the land returned to the farmer.

Now completely agricultural, Mattishall was once a hive of flying activity for a short period of the war, where flying bravely in open cockpits and without parachutes was common place. Sadly, Mattishall’s existence has disappeared into the history books and it is no more.

A short history of Mattishall along with some personal accounts can be found here.

Mattishall is can be found in Trail 36 – North Norfolk (Part 6).

RAF Tydd St. Mary

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Just over the Cambridge border into the area known today as South Holland in Lincolnshire, is a field that was a small airfield during the First World War. Designed for home defence, it was used for attacking marauding Zeppelin airships approaching England across the North Sea. Larger towns and cities such as Norwich and Lincoln were prime targets, although most designated targets were much further north for example Manchester and Liverpool. To protect themselves, the crews of these mighty airships flew at night and at altitude, but navigation skills were poor and crews were generally unaware of their actual location. As a result, they rarely made it beyond the eastern counties or the Fens of Cambridge and Lincolnshire. Because of poor weather and inexperienced pilots flying against these ships, some Zeppelins were able to wander – at the will of the weather – for as much as 10 hours unabated, randomly dropping bombs on what they considered to be ‘prime targets’.

A major turning point in this air-war, was the night of January 31st 1916 when nine Zeppelins of the German Navy attacked what they believed to be the industrial north-west. In fact they had barely got beyond the lower regions of Lincolnshire before dropping their ordnance. These attacks resulted in the loss of sixty-one people and whilst no British fighter was known to have engaged the airships, a number of Royal Flying Corps (R.F.C) crews were lost due to bad weather.

This disastrous night led to major changes in the Home Defence Squadrons of the R.F.C and R.N.A.S (Royal Naval Air Service), a process that would take a considerable time to complete.

As a part of these changes, an airfield was developed just south of the South Holland Drain a mile or so north of the village of Tydd St. Mary.

RAF Tydd St. Mary

Designed as a class 1 landing ground, Tydd St. Mary covered 125 acres by the time it closed in 1919. Development of the site began in mid 1916 following the re-organisation of the home defence force, but the first units didn’t arrive until the autumn of 1917. Not much more than a field, it did eventually have a small number of  Bessonneau*1 hangars and a small selection of crew huts.

The main unit to use Tydd St. Mary was 51 Home Defence (HD) Squadron whose main flight was based at Thetford. Formed from the nucleus of 9 Reserve Squadron (RS) on 15th May 1916, they moved to Hingham with flights dispersed at Harling Road, Norwich (‘A’ Flight), Mattishall (‘B’ Flight), ) and Narborough (‘C’ Flight). Initially they were equipped with the BE2c, which were soon replaced by the BE12 and subsequently the FE2b aircraft and then the BE2e in December 1916.

For a short while Zeppelin intruder flights were rare and this breather allowed for extensive practice flights by both 51 (HD) Sqn and their partner unit 38 (HD) Sqn who were based a little further to the north.

This lull in movements ceased in the autumn of 1916, when a large formation of Zeppelins gathered over the wash and headed for London. Badly hindered by fog and bad weather, they were eventually scattered across the southern and eastern regions of England where they dropped their bombs on remote farmland. This attack caused no damage to property, nor were the Zeppelins challenged in any major way – the marauders had little to worry about other than poor weather. Patrols by 51 and 38 (HD) Sqn’s were in vain, a pattern that was to continue for the large part, for the duration of the war.

At the end of 1916, Tydd St. Mary was re-designated a Night Landing Ground (NLG) following the renaming of R.F.C Home Defence Stations. 51 (HD) Squadron would soon fly from here in the defence of the eastern counties.

51(HD) Sqn aircraft hangar modified for agricultural use post war.*2

The Zeppelins main advantage over the British was the poor performance of the aircraft types the R.F.C used.  Whilst capable of operating at the 8,000 – 10,000 ft altitude used by the Zeppelins, many aircraft simply took too long to get there and thus could not reach the airship in time to attack it.

As performance improved along with the development of the explosive ammunition that would ignite the airship’s gases, the odds were a little more balanced and larger numbers of airships were being brought down over the eastern region. The tide was turning and pilots of 51 (HD) Sqn were playing a large part in this.

In the early part of 1917  cuts to the Home Defence units were announced based on the increasing gains made by units of the Norfolk / Cambridge / Lincoln squadrons. But the Germans had not given up yet. Reductions in weight enabled new Zeppelins to reach greater altitudes. Now capable of 16,000 – 20,000 feet, few British defences could reach them.

As the tide was turning in France, attacks became fewer and fewer. These high altitude flyers were more at the mercy of the bitter cold and poor weather than defending aircraft.

In August 1917 51 (HD) Sqn moved their headquarters to Marham, and ‘A’ Flight arrived at Tydd St. Mary and 51 (HD) Sqn began replacing their BE2e aircraft with the Martinsyde G.100 ‘Elephants’ – so-called because of their size and poor manoeuvrability.

A large contingent of airships gathered once more on the night of October 19th 1917, requiring extensive sorties by 51 (HD) Sqn at Tydd St. Mary and her counterparts. Whilst a determined effort was made by the R.F.C crews, they had little or no impact, and the gathered airships made off only to be badly beaten by bad weather and anti-aircraft fire over France.

Further changes to R.F.C Squadron designations  in the latter parts of 1917/18, dropped the title ‘Home Defence’ and Tydd St. Mary became the base for 51 Sqn ‘A’ Flight in Eastern Command. Aircraft by now were primarily Royal Aircraft Factory FE2bs, although 51 Sqn were now replacing some of their ‘Elephants’ with BE12b variants which they kept until the autumn of that year. Further changes in February 1918 meant that ‘A’ Flight moved to Mattishall, whilst ‘B’ Flight took their place at Tydd St. Mary.

As the R.F.C turned into the R.A.F on April 1st 1918, Tydd St. Mary would once again become significant. On the night of April 12th 1918, Zeppelin L62 was sighted close by and aircraft took off to intercept. As it was dark at 22:00 the flare path was lit to assist the now R.A.F crews, which openly guided L62 directly onto the airfield. Gliding above the site, L62 dropped a small number of incendiary bombs onto the aerodrome in an attempt to damage or destroy aircraft on the ground. Fortunately the bombs fell well away from parked aircraft and caused no damage to either buildings or aircraft. Pursuit was made by Lt. F. Sergeant in FE2b ‘A5753’, but to no avail and he returned to base empty-handed. Other pilots also tried to catch L62, some crashing due to engine failure, but many simply weren’t able to catch-up with the intruder. Eventually L62 reached the coast and made a break for it across the sea under the protection of yet more bad weather.

By November 1918 the final FE2bs had been relinquished and for the remainder of the year and into May 1919, 51 Sqn operated Sopwith Camels. A move by ‘B’ Flight in May to Suttons Farm (RAF Hornchurch) not only signified the end of the Camels (replaced by Sopwith Snipes) but the end of 51 Squadron who were disbanded in June. This departure also meant the end of Tydd St. Mary and in November 1919 notice of closure was given and the site finally closed in January 1920.

Tydd Gote Village sign

The village sign at Tydd Gote, remembers the RFC from the airfield at Tydd St Mary.

At its height Tydd St. Mary covered an area of 125 acres, and contained two Home Defence flight sheds as single units (believed to measure 130 x 60 ft). These were utilised by local farmers and business and lasted for many years. Other buildings were also utilised, the last, believed to be the Flight Office, is thought to have been demolished as late as 2009.

Not a major player in the war and never to return to aviation, Tydd St. Mary is a notable site and perhaps when passing, a second thought for those who flew from here in defence of the Eastern counties, should be offered.

Tydd St. Mary forms part of Trail 37.

Sources and Further Reading

*1 Early Bessonneau hangars were constructed of wood covered in canvas. Various types were made and were designed to be erected by small trained groups of men. Later models replaced wood with metal and were more permanent.

*2 Photo on display at Thorpe camp, Woodhall Spa.

Goodrum, A. ‘No Place For Chivalry: RAF Night Fighters Defend the East of England Against the German Air Force in Two World Wars‘. 2005, Grub Street

The Great War Forum – website 

RAF Narborough – Norfolk’s first Airfield.

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Resting not more than a mile or so from the boundary of RAF Marham, is an airfield that never made it beyond the First World War – but it played such a major part, it should never be forgotten. Opened originally as a satellite by the Royal Naval Air Service, it became the biggest First World War airfield and led the way for the aviators of today’s Royal Air Force.

RAF Narborough

Built as the largest, aircraft based, World War One aerodrome, Narborough was known under a range of different names. The most common, ‘The Great Government Aerodrome’ reflected not only its size but also its multi-national stature and its achievements in aviation history. Used by both the Royal Naval Air Service (RNAS) and the Royal Flying Corps (RFC) it would also have names that reflected both these fledgling services.

Designed to counteract the threat of the German Zeppelin and Schütte-Lanz airships, Narborough was initially used by the RNAS as a satellite station to RNAS Great Yarmouth. No crews were permanently stationed here, but ‘on-duty’ crews would fly in and await the call to arms should a raid take place over East Anglia.

The first recorded arrival was in August 1915; an event that would keep the site in use by the RNAS for the next ten months before being designated as surplus to requirements, and handed over to the RFC in June 1916.

Used as a training ground, accommodation was basic to say the least, being described as a “desolate God-forsaken place”*1 buildings needed to be erected for accommodation, training and maintenance. A total of seven Boulton and Paul hangars and up to 150 buildings would be built on the site over the next two years. By the end of the war, some 1,000 personnel would be based at Narborough – a number comparable with any modest Second World War airfield.

As the First World War raged on the European continent, the use of aircraft was seen as a new way to monitor, kill and record enemy troop movements; it would develop into a lethal weapon and a very potent reconnaissance vehicle. Training programmes were rushed into place, and Narborough would become a preparation ground for new recruits. With training considered basic by today’s standards, recruits had to pass a series of tests before being sent to the France. Written examinations followed up by twenty hours solo flying, cross-country flights and two successful landings, were followed by flying for fifteen minutes at 8,000 feet and landing with a cut engine. These daring young men, many who were considered dashing heroes by the locals, would display their skills for all who lined the local roads awe-inspired by their antics.

Life was not always ‘fun’ though. Accident rates were high and survival from a crash was rare. Some 15 graves lay in the local church  at Narborough, all young men who never made it through the training and on to the battle in France.

The occurrences of these accidents were so frequent, that one instructor, W.E. Johns, creator of ‘Biggles’ cited spies as the cause of many ‘accidents’ – tampering with machines causing the deaths of the crews on board. Johns, himself having written of many machines, believed Americans with German sounding names were to blame for aircraft breaking up in mid-air or crashing at the bottom of loops. More likely, the fault lay with over exuberant or poorly trained recruits.

Narborough as a training station would operate a wide range of aircraft. The French designed Henry Farman F.20, a military reconnaissance trainer, would operate with 35 Squadron from June 1916 until October when they were replaced by the Armstrong Whitworth FK8; 35 Sqn moving to France with these aircraft in January 1917.

The first full squadron to be formed here was 59 Sqn on 21st June 1916. Born out of 35 Sqn, they would operate Avro’s 504K followed by the second French design, the Maurice Farman Shorthorn; named so because of the length of the skids designed to prevent recruits overturning the aircraft on landing. After these came the BE2c, BE12 and RE8s, before the squadron moved to St-Omer in February 1917.

It was during this year that 83 Squadron would be born out of 18 Reserve Squadron (RS) operating various aircraft in the training role. They arrived at Narborough during December that year with FE2bs before they themselves moved to St-Omer in March 1918.

As the war drew to a close, one further squadron was formed at Narborough; 121 Squadron on New Year’s Day 1918. Whilst originally formed to fly the DH9, they actually used a variety of aircraft before being moved to Fliton and eventual disbandment on 17th August 1918.

Three other units would pass through Narborough before it closed. Now part of the Royal Air Force, 56, 60 and 64 Sqns would all come here as cadres in February 1919. 64 Sqn disbanded here in the following year, whilst both 56 and 60 Sqn moved to Bircham Newton and onto disbandment.

The end of the war saw the closure of Narborough. But unlike its sister station RAF Marham a mile or so away, it would remain closed. The buildings were all sold off in what was considered to be one of the biggest auctions in Norfolk, with some of them going to local farmers, small industrial units, schools and the like. Some of these buildings still exist at various places around the local area today but many have long since succumbed to age and inevitable deterioration.

Narborough itself having no hard runways or perimeter tracks has long since gone. A small memorial has been erected by a local group aiming to promote and preserve the memory of Narborough, a memorial plaque also marks the fifteen graves of those who never made it to France; and the small Narborough Museum & Heritage Centre holds exhibits of 59 Squadron in the local church.

Significant not only in size, but in its history, Narborough has now been relegated to the history books. But with the dedication and determination of a few people the importance and historical significance of this site will hopefully continue to influence not only the aviators of tomorrow, but also the public of today.

The memorial to those who served at Narborough.

Sources, Links and Further Reading.

*1 letter from 2/AM C. V. Williams from 59squadronraf.org.uk

C.G. Jefford, RAF Squadrons, Airlife Publishing limited, 2001

The Narborough History Society cane be visited through their website.

The Narborough Airfield Research Group tell the history of 59 Squadron at Narborough, this includes personal notes and details of the Narborough airfield.

Air Crew Memorials – Sgt R. C. Land (RAFVR)

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Young men who died in service for their country, may their memories last forever.

On February 4th 1943, Lancaster III, ED496, ‘WS-P’ of No. 9 Squadron (RAF) took off from its base at RAF Waddington, Lincolnshire. On board were the crew members: Sgts Land, Packer, Gullery, Levesque (RCAF) and McGonigal all of the RAF (VR). This was to be a routine test flight for the crew, but it would end tragically for all those on board.

February 1943 was one of the mildest on record, experiencing low snowfalls and warmer temperatures across the country. However, on the fourth, particularly low temperatures were recorded, and during the night many aircraft on operations turned back due to associated icing problems. During that month there was a very low seasonal rainfall, particularly around Lincoln and the east coast area; with prevailing south-westerly winds, the weather was considered to be ‘fair’.

Lancaster WS-P took off on a routine air test, it was to undertake a number of circuits carrying out practice landings testing on-board equipment aiding such manoeuvres. At 16:00, the aircraft dived in to the ground crashing at Scopwick, north of Sleaford, Lincolnshire. With all its four engines still running when the aircraft struck the ground, the resultant crash led to an inevitable explosion and fire killing all on board. Whilst Sgt Land’s body was thrown clear, the remaining crew members were not and they remained trapped inside. The force of the crash buried the aircraft  deep in to the peaty Lincolnshire soil, rendering any recovery virtually impossible.

The crash was investigated by the Air Investigation Branch and their findings summarised in report W1458; but whilst no firm conclusions were drawn, it is believed that ‘structural failure’ of the air frame was to blame for the accident.

The aircraft and bodies remain in the ground to this day and a small monument has been erected in their honour. Sgt Land’s body was taken to Weston Longville, Norfolk, where he was buried in the grounds of All Saints Church. His companions are all honoured at the Runnymede Cemetery, Surrey.

The crew of Lancaster WS-P were:

Sgt Charles Richard Land, (s/n 1332099)
Ronald Jack Packer (s/n 901009) (Panel 160)
Sgt  Hugh Francis Gullery, (s/n 1378136) (Panel 151)
Sgt Joseph Thomas Levesque (RCAF) (s/n R/55503) (Panel 183)
Sgt Francis Victor McGonigal, (s/n 1554452) (Panel 157)

Sgt. CR Land,

Sgt Land is buried in the grounds of All Saints Church, Weston Longville, Norfolk.

F/O. Edwin C. Gardner, RAF Hemswell, 61 Squadron

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One of many young men killed in the Second World War whose stories deserve to be told.

F/O E Gardner

Flying Officer E. Gardner, RAF(VR)

Flying Officer Edwin Charles. Gardner (s/n 72558) was stationed at RAF Hemswell with 61 Squadron flying Hampden Mk.I bombers. He was part of the RAF(VR) and was killed 17th October 1940 age 24.

61 Sqn (RAF), a former World War I unit,  was re-formed on March 8th 1937 at RAF Hemswell as a bomber squadron flying Audax aircraft. Over the next two years they would transition through a number of makes – Anson Mk I and Blenheim Mk I eventually equipping with the Handley Page Hampden in February 1939. They were formed as part of No. 5 Group, Bomber Command, and would take part in several prestige operations. During the early part of the war they would carry out the very first attack on a German land target, (Hornum, 19th/20th March 1940), the first major bombing raid on the German mainland (Monchengladbach, 11th/12th May 1940), and take part in the first RAF bombing raid on Berlin on the night of August 25th/26th 1940.

It was two months after this, that Flying Officer Gardner would lose his life at the age of 24.

Gardner’s aircraft, X-2979, QR-? took off around 18:00 to attack the German city of Merseburg. They would form part of a 73  strong formation made up of both Wellington and Hampden aircraft, attacking a number of targets at: Bremen, Kiel, Bordeaux and the Harz Forest, intending to set it alight with incendiaries. The force included aircraft from a number of squadrons that night.

With F/O Gardner were the Pilot – Pilot Officer William Herbert Clemenson (s/n 81027), Wireless Operator – Sgt William Hutchinson Hewitt (s/n 822581) and Sgt Dominick Flanagan (s/n 532927), the air gunner on board the aircraft.

The force attacked their designated targets successfully, returning home to the respective bases after having suffered very lightly (3 aircraft in total) over the target areas. On the return trip however, they encountered dense fog which, combined with technical problems with a number of aircraft, caused 10 Hampdens and 4 Wellingtons to crash, many with loss of life.

Reports show that Gardner’s aircraft contacted Hemswell twice in the early hours of the Thursday Morning to gain fixes on their positions. Possibly out of fuel, the aircraft finally came down at Sporle, a few miles west of Norwich, killing all four crew, members.

Flying Officer Gardner was laid to rest at All Saints Church Tacolneston, Norfolk a few miles west of Norwich. His companions were returned to their respective parishes. His grave stands alone in a quiet corner of this 13th Century church. May he rest in peace.

‘Death is Swallowed up in Victory’

Sources

Chorley. W.R., Bomber Command Losses Vol I, 1939-40, Classic Publication, 1992.

Church Memorial Honours 28 Airmen

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The skies of East Anglia were once busy and alive with the throbbing of radial and piston engines. The dangers of war were constant, and until aircraft were safely on the ground,  danger and risk were always present. This is no more evident than in the large All Saints Church, Carleton Rode, Norfolk.

Although not strictly speaking in Carleton Rode, All Saints Church houses a plaque that is dedicated to the crews of  four aircraft that collided in two separate collisions over the parish during the Second World War.

The Church itself is a historic building dating back to the 13th Century. It was modified in the 19th Century following a collapse of the tall tower. This restoration work gives the visitor the impression that this large church was a built with an unnatural small tower, but this was not so.

All Saints Carelton Rode

The memorial board at All Saints Church, Carleton Rode, gives the names of those who died in the two collisions. The top board contain the names of the 389th BG; the bottom, those of the 453rd BG.

The memorial itself hangs on the north wall inside All Saints, along with wreaths presented by local organisations including representations from the American base at RAF Alconbury.

The two collisions occurred on separate occasions and involved aircraft from both nearby RAF Hethel and RAF Old Buckenham.

Both incidents involved crews of the 2nd Air Division, Eighth Air Force. The first took place on November 21st 1944, followed a few months later, on February 9th 1945, by the second. The casualties of the first, were from the 566th BS, (389th BG) flying from RAF Hethel, and the second involved crews from the 734th BS, (453rd BG (H)) flying from RAF Old Buckenham. In all 28 airmen lost their lives in these two very tragic accidents.

The 566th BS were activated Christmas Eve 1942, and were assigned to the 389th BG, Second Air Division, Eighth Air Force. On arrival in England they were sent to RAF Hethel (Station 114) in Norfolk where they would participate in the air campaign over occupied Europe.

On November 21st 1944, the 389th were preparing for a mission to bomb the oil plants at Hamburg, Germany. Liberator B-24J, s/n 42-50452  ‘Earthquake McGoon’*1, piloted by Lt. Alfred Brooks took off to formate high above the Norfolk countryside. A second Liberator, B-24J, s/n 44-10513, piloted by 1st Lt. J. E. Rhine took off to join the same formation. The entire raid would involve a colossal 366 B-24 ‘Liberators’, along with 177 fighter-escorts involving both P-47 ‘Thunderbolts’ and P-51 ‘Mustangs’ – a formidable number of aircraft to have in the sky at any one time.

As the aircraft were joining the formation, the two B-24s collided, resulting in both aircraft crashing to the ground. Brooks was the only survivor from his aircraft, whilst there were only two survivors from ‘10513’. In total seventeen of the aircrew died that day in the resultant crash.

The crew who lost their lives that day were:

1st Lt James E. Rhine, s/n: 0-820824, *
1st Lt J.W.  Safier.
2nd Lt D.R. Bromer.
2nd Lt J.E. Ryles.
2nd Lt. N.R. Snodgrass
Tech/Sgt. William M. Bucher, s/n: 36814876, *
Tech/Sgt. E.G. Forester
Tech/Sgt. Stanley H. Smith, s/n: 11082353, *
Tech/Sgt. Harold M. Thompson, s/n: 39092072, *
Staff/Sgt. Walter D. Brewer, s/n: 34872455, *
Staff/Sgt. Julius Heitler, s/n: 42041178, *
Staff/Sgt. Carl V. Hughes, s/n: 34021953,*
Staff/Sgt. R.W. Krouskup
Staff/Sgt. F.L. Landrum
Staff/Sgt.  W.E. Leatherwood
Staff/Sgt. H.W. Looy
Staff/Sgt. W.C.Sawyer

*Seven of these men are buried in the Cambridge American Cemetery, five of whom were presented the Purple Heart.

All Saints Carelton Rode

A small window also remembers the 17 men killed in November 1944.

The second incident occurred on February 9th 1945, and involved two aircraft from RAF Old Buckenham.

The 734th BS flew as part of the 453 BG, 2nd Air Division, Eighth Air Force. They were activated on 1st June 1943, moving to England during the December of that year. Their trip took them from Wendover Field, Utah, to Idaho, California and onto Old Buckenham. Throughout the war they would operate as  a strategic bomber group attacking many high prestige targets across Germany.

On February 9th 1945, two B-24s, 42-95102, ‘Spirit Of Notre Dame‘ and 42-50703 ‘Worry Bird‘ took off as part of a 313 strong force of B-24s to attack the Rothensee oil plant at Magdeburg, along with any targets of opportunity. Escorted by 151 P-51 ‘Mustangs’, they successfully bombed the target using H2X and returned home.

As the bombers were approaching Old Buckenham, the two aircraft collided and ‘Worry Bird‘ crashed in a fire-ball, within a mere hundred yards of the runway. ‘Spirit Of Notre Dame‘ on the other hand recovered from the collision making a safe landing at Old Buckenham. In the resultant crash, all 11 crews members of ‘Worry Bird‘ tragically lost their lives.

The crew of ‘Worry Bird‘ were:

1st Lt. RQ.Rollins
2nd Lt. Earl E. Check, s/n: 2005832, *
1st Lt. Max E. Stump, s/n: 0-718979, *
Tech/Sgt. J.P. Eubank
Tech/Sgt. E.W.Amburn
Staff/Sgt.J.E.Sharp
Staff/Sgt.R.W.Adkins
Staff/Sgt. E.T Soine
Staff/Sgt. D.E.Robertson
Staff/Sgt. E.C.Erker
Staff/Sgt. W.L. Starbuck

*Two of these men are buried in the Cambridge American Cemetery, one of whom was presented the Purple Heart.

This memorial reminds us of the dangers faced on a daily basis by young crews of the armed Air Forces during the Second World War. On these two days, 28 young men lost their lives in tragic accidents, that left a lasting scar on not only their bases, but their families and the local communities as well.

Notes:

All the crew members who lost their lives are remembered in the Saint Paul’s Cathedral Roll of Honour.

*1 in some references the aircraft name is given as ‘Earthquake Magoon‘.

466th Bomb Group – a Disastrous start to the War.

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The area around Attlebridge is steeped in historical value, archaeological finds have dated inhabitants of the area going back as far as prehistoric times; the Romans, Anglo Saxons and Normans have all left their remnants and marks. So too, has more modern man.

RAF Attlebridge (Station 120)

Initially built as a satellite for Swanton Morley, Attlebridge would eventually pass into the hands of the USAAF, receiving the designation Station 120 . As a satellite it was built with less ‘quality’ features than standard ‘A’ Class airfields, but this would not prevent its development or use by a range of single, twin and four engined aircraft of both the RAF and USAAF.

RAF Attlebridge, which became the home airfield of the 466th Bomb Group, earlier in the war when the RAF still owned the station. The control tower is to the left of the windsock. Handwritten caption on image:

RAF Attlebridge Watch Office with Ops Room, the photo is believed to have been taken before the USAAF moved in. The office is a Type ‘A’ design (17821/40). and would have later additions to bring it up to improved standards.   (IWM)

Opened in 1941, initial occupants were the dispersed Blenheim IVs of 105 Sqn from the parent airfield RAF Swanton Morley. Operating anti-shipping roles, they were originally state-of-the-art aircraft but were quickly left behind in the development stakes as the war progressed. Their failings were soon revealed in front line operations and so activities were reduced to low-level attacks on shipping and coastal targets.

No. 88 Sqn (RAF) were the first permanent residents of Attlebridge. Having replaced their Blenheim IVs for Bostons IIIs in the previous July, they brought these new and updated American built aircraft to Attlebridge to continue the low-level attacks on the European continent. 88 Sqn would operate various model s of the Boston right up until their departure the following year and then subsequent disbandment later in 1945.

These were infant years for Attlebridge, and it was soon realised that upgrading was going to be needed if it was to be a serious contender. So reconstruction work began and the site was upgraded with new concrete runways, improved perimeters tracks and dispersal points.

Across the Atlantic, the American’s began their immense build-up, and in the Autumn of 1942, Martin’s controversial B-26 ‘Marauders‘ were flown in via the northern Atlantic route. Both Attlebridge and nearby-by Horsham St. Faith received the new crews. A period of training was undertaken that consisted of low-level flights across the English countryside, but Attlebridge remained a back-seat airfield, acting as a staging post before the Marauders along with the Twelfth Air Force, moved on to the Mediterranean Theatre.

USAAF Station 120

One of the many structures that remain swamped by undergrowth.

Little happened following their departure; the construction work was completed and the RAF returned with another American built model, the B-25 ‘Mitchell II’. 320 Sqn (one of three Dutch squadrons) brought these with them from RAF Methwold in the western regions of Norfolk; they stayed here until August 1943 undertaking a small number of operations in low-level raids.

A spate of Luftwaffe attacks on the East Anglian coast instigated a short stay by Typhoons of 247 Sqn (RAF) which saw them use Attlebridge as a stepping stone, moving through 12 airfields in as many months, a pattern that would continue well into 1947.

At this point, Attlebridge was assigned to the Eighth Air Force and further reconstruction of the airfield began. Improvements to the runways were made, new perimeter tracks, dispersals and technical areas were all added. The three original runways of 1,220, 1,120 and 1,080 yards, were by now increased to the standard 2,000 and two of 1,400 yards accordingly, each being 50 yards wide.

To accommodate the expected influx of 3000 crews and support staff, the accommodation sites would be increased to a total of 11: two communal; a WAAF site; sick quarters; a mix of officers, sergeants and enlisted airmen quarters and a sewage treatments works. Aircraft would be dispersed around a mix of both original and new ‘spectacle’ and ‘pan style’ hard stands, over 60 in total, with two T2 hangars and a blister hanger providing maintenance shelters. A larger bomb store – located to the east, would also accommodate the huge tonnage of bombs that was going to be required in the forthcoming onslaught over occupied Europe.

The scene was set and in February 1944, the Skies over Norfolk would reverberate with the sound of America’s most-produced, four-engined ‘heavy’ bomber.

USAAF Station 120

One of the many air-raid shelters that can be seen around the area.

The only major Group to be stationed at Attlebridge was the 466th Bomb Group, 96th Combat Wing, 2nd Air Division, who arrived in early 1944.

The 466th BG were constituted on 19th May 1943, being activated in August that year. They flew Consolidated’s B-24 ‘Liberator‘ in the ‘H’, ‘J’, ‘L’ and ‘M’ models, and was made of four Bomb Squadrons: the 784th BS (code T9), the 785th BS (code 2U), the 786th BS (code U8) and the 787th BS (code 6L). The 466th would be nicknamed “The Flying Deck” and they would operate solely from Attlebridge.

In February-March 1944 the 466th moved in. The air echelon transferred via the southern ferry route to England, the ground echelon taking the Queen Mary to Greenock. They were new, inexperienced in combat, and as ‘rookies’ this would be a major factor in their disastrous start to the war.

USAAF Station 120

Many parts of the runways and dispersals remain in full width.

Their maiden operation, a mission to Berlin, on March 22nd 1944 would very quickly bring home the dangers of aerial warfare and close formation flying. Even though fighter attacks were non-existent, two B-24s were to collide with the loss of 13 of the two crews. B-24H ’41-29434′ “Terry and the Pirates” collided with B-24H ’41-29416 “Rebel Yell” after “Rebel Yell” was hit by flak. The resultant collision caused both aircraft to fall from the sky and crash West of Oranienburg, in Germany.

On the second operation, the following day, two more B-24s collided over Osterburg, and again heavy casualties were incurred. Onboard one of the aircraft, – B-24H ’41-29466 ‘Dark Rhapsody‘ – were three replacement crew members: Robert A. Gum (C/P), Bogan Radich (R/O) and Aleck A. Amich (TG), it was Amich’s first and only mission – suffering from his injuries, he died three days later in hospital. The two B-24s crashed into or near the Zuiderzee, in the north-west of Holland, where fuselage parts of ‘Dark Rhapsody‘ were later recovered in 1981. Only three of either crew survived taken as prisoners of war.

USAF Station 120

A memorial stands to the south-west overlooking the former technical site.

Then a third collision on the 27th March meant that six aircraft had been lost in five days with little or no enemy intervention. It was not a good start for the freshman of the 466th!

In an attempt to reduce these collisions, which occurred throughout the war, war-weary B24s were stripped of their armaments, painted bright colours and patterns, and lit up so formating aircraft could identify their correct path and position in the formation. Known as ‘Forming Ships’, ‘Circus Leaders’, ‘Judas Goats’ or more commonly ‘Assembly Ships’; they were painted in bizarre patterns and carried a huge quantity of pyrotechnics, that itself being a danger to the operating crews. Many units operated their own assembly ships for this purpose, the 466th using a former 44th BG B-24 ’41-24109′ painted entirely in red zigzags.

The 466th BG would recover from this terrible start and go on to operate in a strategic bombing role, attacking targets such as: Liege; Brunswick; the Bohlen oil refineries; Kempten aircraft plants; Hamburg; Saarbrucken; Misburg and airfields at St. Trond. They supported the Normandy landings, the St. Lo breakout, hit communication and transport links during the Battle of the Bulge, and supported the Rhine Crossing. They would fly their last mission on April 25th 1945.

The 466th BG would not suffer as badly as many of the other groups did. Their initial entrance in the war marred by losses, would soon fade away. By the war’s end they would complete a total 232 missions, a remarkable achievement in just over one year. A total of 5,762 operational sorties would see 12,914 tons of bombs dropped on enemy positions. They would lose ‘only’ 47 aircraft in action with a further 24 others being lost as ‘other’ loses. The 785th BS had the enviable record of 55 consecutive missions without loss, but the 466th were to also suffer the last aircrew casualties of the entire Eighth Air Force.

last crew shot down 21 apr 45 10kia

The last crew to be shot down over Germany, taken 21st April 1945, 10 of the crew were killed. Standing Left to Right: John C. Murphy (RN), John A. Perella (N), John A. Regan (CP), Richard J. Farrington (P), George E. Noe (PN), Chris Manners (B) Kneeling Left to Right: Robert E. Peterson (TG), John C. Brennan (WG), Jerome Barrett (FE), Howard G. Goodner (R/O), Albert Seraydarian (G) Only Manners and Seraydarian were able to bail out. .(IWM.)

After the USAAF pulled out, Attlebridge was returned to RAF ownership, it was put under care and maintenance and retained until sold off in 1959.  It is now owned by the Bernard Matthews company and as with many of the airfields that adorn Norfolk, they are now used to house Turkey sheds.

DSC_0064

Views along one of the runways

The main runways and perimeter track of the airfield are very much evident and in a good state. As this is private ground, access is not permitted, but good views across the tracks can be gained from the local road. There were minimal visible signs of standing buildings, but the control tower was extended and is used by the management of the site.  More careful probing will reveal signs of buildings and  the bomb shelters laying waste amongst the trees. It is possible to drive round the entire site, being only feet from the perimeter track at any one time. Amongst these trees evidence can be seen of the airfields perimeter track. Odd derelict buildings lay swamped by vegetation and trees. At entrances to the site, good views along the runways give a perspective of the size of the place. Hard standings and concrete dispersal pens lay on either side of the road, now used to store sugar beet and other produce cultivated by the local farmers.

The accommodation sites, widely spread to the south-east, have little in the way of visible structures, although some huts are still used by small businesses and remain in reasonable condition.

The blister hanger still stands, although it is now showing signs of wear and its life may well be limited. Whilst large parts of the airfield have survived and survived well, many of the spectacle dispersals have been reduced, in some areas completely removed, presumably for hardcore, and only the tracks through the bomb store remain through the trees.

The western end of the main runway, perimeter track and connected dispersals have all been removed, the public road (Breck Road) now cutting through what was the main technical area. It is the only part that utilises any of the original perimeter track.

It is along this road, only feet from one of the dispersals, that there is a memorial dedicated to the crews of the airfield who served here.  A well-kept memorial, it portrays a Liberator of the 466th, 2nd Division, 8th Air force, ‘The Flying Deck’ and the badges of each of the four bombardment squadrons. It tells of the combat missions over Normandy, France, the Rhineland and the Ardennes. Dedicated in 1992, 50 years after the end of hostilities, it serves as a little reminder of those brave souls, who gave their all from this small part of Norfolk.

Attlebridge had the dubious honour of having the last crew to be shot down over Germany fly from it. As with other sites, its easy to picture a bustling base, aircraft rumbling along preparing to take off on what may be their last flight. Where man once stood, turkeys now breed.

USAAF Station 120

One of the Dispersal pans at Attlebridge.

Whilst visiting Attlebridge, it is worth taking a short journey westward to Hockering Wood, a site of Special Scientific Interest and one that is also steeped in history. More recently, it served as a massive bomb store, and evidence of its activities still remain.

(Attlebridge was visited in 2014 this page has been revised.)

Attlebridge forms a Trail taking in a number of airfields in this region all of which are covered in Trail 7.

 

Hockering Wood Bomb Store, Norfolk

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With the increase in airfield construction and the demand for greater quantities of munitions, additional bomb storage became a problem during the Second World War. Bomb sites needed to be close enough to the airfields so that stores could be transferred quickly, but far enough away so as to not cause problems should an attack happen at either the airfield or at the store.

Apart from the major underground stores bought and secured in the 1930s, the War Office planned an additional nine above ground ‘Ammunition Parks’ at the outbreak of war*1. They were to add a further two more once the war had started and following the realisation that nine would not be sufficient to meet the demands of the air war over Europe.

Each of these parks were initially designed to hold a total of 1,000 tons of ordnance, but it was quickly realised that this too was not going to be anyway near sufficient and the capacity was soon raised to 10,000 tons.

Any store, needless to say, had to be safe, secure and well hidden from prying eyes, all of which presented the War Office with numerous problems. The initial pre-war sites relied upon the strength of the design to protect them but it was then thought better to use concealment as a way of protecting them and so the latter two sites did just this.

About one mile from RAF Attlebridge (Station 120) in Norfolk, stands one of these two sites. Located in Hockering Wood, now a site of Special Scientific Interest, it not only houses some of the rarest plants and animals in Norfolk but across the country as well.

Hockering Wood is one of the largest ancient, semi-natural woodlands in Norfolk, its ponds provide habitats for the protected Great Crested Newt, and a rare mix of soils support an ecological range that is remarkably unusual for Norfolk. It also contains a moated site believed to date as far back as the middle ages.

Yet with all this fauna and flora thriving, it is hard to believe that during the Second World War, this was an enormous bomb store capable of accommodating 8,400 tons of High Explosive (H.E.) bombs and 840 tons of incendiary bombs. A number of hardstandings, huts, component stores, staffing blocks and open sites, were spread out across the site, each linked by 9 foot (18 foot by adjoining H.E. groups) tar sprayed, metal roads that followed the natural contours of the wood. Whilst the general layout and design of each of these sites were similar, each construction team would have a certain amount of autonomy in the decision-making depending upon the conditions at each site. At Hockering, this would take into account the drainage, natural ditches, tree cover and natural barriers that existed there at the time. The requirement being that all natural features were to be retained as much as possible.

The H.E. bombs and ordinary small arms ammunition (S.A.A.) would be stored on hardstands, with the S.A.A. sited between the H.E. in the wooded area. The incendiaries, components stores and pyrotechnics would be stored in 36′ x 16′ Nissen huts, with some of the incendiaries on open land. The original plan was for the pyrotechnics to be grouped together in 6 huts per group, whilst the component stores would be in pairs. This provided a total of 17,000ft of storage for small arms, and over 20,000ft for pyrotechnics. Tail units, not fitted to the bombs until arming, were stored in an area covering 36,750ft.  In addition to this at Hockering, there were two extra accommodation sites also planned in just beyond the perimeter fence should there be an overspill at nearby Attlebridge.

Access to the site was limited and controlled. Three public roads were closed off and entrance along these roads was by pass only – security was understandably high.

The site designed in the early 1940s, and designated as a ‘Forward Ammunition Depot’, was originally built to supply RAF units of 2 Group Bomber Command, and was under the control of No. 231 Maintenance Unit. It was built in the latter part of 1942, opening in early 1943 closing in 1945 at the end of the war. At its height it is thought to have served both USAAF and RAF units.

The tracks that led around the store are still there today, hidden beneath years of vegetation and soil build up. Foundations from many of the huts are still evident and even the odd building still stands as a reminder of the work that took place here all those years ago.

As with many of these historic sites though, mother nature has a way of claiming them back. Careful ecological management ensures the public get to enjoy the site whilst protecting the rare species that continue to thrive there.

A quiet and unassuming site today, it was once a hive of activity that supplied the bombs and bullets that brought death and destruction upon our enemy. It is somewhat reassuring to know that we can once again enjoy the peace and tranquillity that it now brings.

Hockering Wood Bomb Store

One of the more complete huts on the edge of Hockering Wood.

Sources and further reading
*1 Wikipedia has a full list of all the designated ammunition parks.

The technical information was obtained from the plan drawing MC/97/42 Sheet B.

Trail 34 a visit to former RAF Oulton

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Laying quietly between the airfields at Matlaske and Swannington is another one of Addison’s 100 group’s small collection. An airfield that not only saw a variety of makes and models, but a range of nationalities as well, each having a remarkable story to tell. In the second part of Trail 34, we travel a few miles south and visit RAF Oulton.

RAF Oulton.

RAF Oulton in 1946, taken  from the north. (IWM)

Although an RAF base, Oulton was also home to the heavy American bombers the B-17 and B-24. However, they were not used in their natural heavy bomber role, but a more secret and sinister one.

Initially built as a satellite for the larger bomber base at Horsham St. Faith, Oulton originally only had grass runways. It would later, in 1942, be upgraded to class ‘A’ standard, which would require the construction of three concrete runways, a new tower and bomb store and upgrading to the technical site. Runway 1 (2000 yds) ran east-west, runway 2 (1,400 yds), north-east to south-west, and runway 3 ran approximately north-south and was also 1,400 yds. All were the standard 50 yards wide and would be connected by thirty-two loop style hardstands and eleven pan style hardstands. Uncommonly, Oulton would also have four T2 hangars (three to the eastern side and one to west, two of which would later hold Horsa gliders) and a further blister hangar.

The majority of the technical area was to the eastern side of the airfield next to the main entrance and along side Oulton Street. The two bomb stores were located to the north and western sides of the airfield well away from personnel and aircraft as was common. The first of the two towers, was built to drawing 15898/40, which combined the tower and crew rooms; the second built later to drawing 12779/41 (adapted to the now common 343/43) brought the airfield in line with other Class ‘A’ airfields.

RAF Oulton

One of the huts used for agricultural purposes today.

Throughout the war personnel accommodation utilised the grand and audacious Blickling Hall. A seventeenth century building that stands in a 4,777 acre estate that once belonged to the family of Anne Boleyn. Owned more recently by Lord Lothian, he famously persuaded Churchill to write to Roosevelt declaring Britain’s position and poor military strength. Lord Lothian was a great entertainer dining with many notable people including Joachim von Ribbentrop, Hitler’s foreign Policy advisor and close friend. A number of other notable events took place at Blickling, including, in early 1945, Margaret Lockwood raising eyebrows when she and James Mason arrived to film ‘The Wicked Lady’ .

In the early 1940s, the hall was requisitioned by the RAF, officers were billeted inside the ‘wings’ whilst other ranks were put up in Nissen huts within the grounds. The lake was used for Dingy training and the upper floors allowed for baths albeit with cold water!  In total some 1,780 personnel could be housed in and around the estate.

For the first two years between 1940 and 1942, Oulton airfield was the home to Blenheims, Hudsons and Beaufighters, each undertaking a light bombing or anti-shipping role as part of 2 Group.

First came 114 sqn on August 10th 1940 with Blenheim IVs. Apart from a small detachment at Hornchurch, they stayed here until the following March whereupon they moved to Thornaby. Their most notable mission was the mid-December attack on Mannheim, an attack that would signify the start of the RAF’s ‘area’ bombing campaign.  A short spell of three months beginning April 1941 by 18 Sqn, preceded their return later in November and then subsequent move to Horsham St Faith.

Like many airfields during this time, units moved around and it was no different for 139 Sqn. With their Blenheims and later Hudsons, they would leapfrog between Horsham St. Faith and Oulton throughout 1941 only to disband and reform returning in 1942 with Mosquito IVs.

RAF Oulton

A few buildings remain on the site, many are fighting a losing battle with nature. The main entrance to the airfield is just to the right of this building.

It was during this time in late 1941 that Hudson conversion flight 1428 would be formed at Oulton with the sole job of training crews on the Hudson III. They would remain here until the following May, at which point they were disbanded.

The re-establishment of 236 Sqn in July 1942 with Beaufighter ICs meant Oulton performed as part of Coastal Command for a short time. The success of 236 in torpedo strikes, led to a new wing being formed at North Coates with 236 leading the way, they departed taking their Beaufighters with them. This left a vacancy, that would soon be filled with a new twin-engined model, the Boston III and 88 Squadron.

88 Sqn were split over 6 different airfields before being pulled together here at Oulton. They retained two of these detachments, one at RAF Ford and the other at RAF Hurn, and their arrival and start of operations at Oulton, would be tarnished with sadness.

On October 31st 1942, a month after they arrived, ground crews were unloading a 250lb bomb from 88 Sqn Boston ‘W8297’ when it suddenly went off. The resultant explosion destroyed the Boston and killed six members*1 of the ground crew. The youngest of these, AC2 K. F. Fowler, was only 19.

After having suffered serious losses in France whilst claiming the first RAF ‘kill’ of the war, they were the first unit to fly the new Boston, and would continue to undertake dangerous daylight intruder operations. Flying daring, low-level missions, they would attack shipping and coastal targets before supporting the allied advance on D-day. Their most famous attack was the renowned bombing of the Philips works in Eindhoven, which resulted in the loss of production for six months following the raid. Ninety-three aircraft took part in the raid, all flying beyond the reach of any fighter escort, a factor that no doubt resulted in the heavy casualties sustained by 2 Group on that mission*2 .

DSC_0178

Two Nissen huts would have been next to this building, and according to the site map, it was part of the rubber store.

In March 1943, the Boston IIIs left and Oulton passed to Addison’s 100 group. As with many other airfields in this part of Norfolk, 100 group were using them to fly missions investigating electronic warfare and radio counter measures. This move to 100 Group would bring a major change for Oulton.

The now satellite of Foulsham would soon be seeing larger and heavier aircraft in the form of the American Fortress I (B-17E), II (F), III (G) and Liberator VI (B-24H). This change required extensive upgrading; the construction of hard runways, updating of the accommodation, new technical buildings and a second, updated tower, along with further storage facilities. The airfield was closed throughout the operation, and with the completion in May 1944 operations could begin almost immediately.

Both USAAF and RAF crews moved in. 1699 Flight were providing conversion for crews to fly the heavy bombers for their parent Squadron 214 Sqn, whilst the American 803rd BS, 36th BG flew radio-countermeasures in their B-17s and later B24s. This move here allowed their own parent station RAF Sculthorpe, to also be extensively redeveloped.

The Americans stayed for three months whilst their work was undertaken, but the RAF units remained until the end of the war. After 1699 Flt. had completed conversions, 214 changed Fortress IIs for IIIs and flew these until disbandment on July 27th 1945.

On August 23rd 1944, 223 Sqn reformed at Oulton. Having previously been flying the twin-engined Baltimore, the new unit would have to get used to much larger aircraft very quickly, a task they commanded with relative ease. They flew the heavier Liberator IVs, and Fortress IIs and IIIs until their final disbandment a year later.

Both 214 and 223 flew the heavy bombers now bristling with electronics. Using a range of electronic gadgetry such as ‘window’ ,’H2S’ and ‘Mandrel’, they had their front turrets painted over or removed and electronic equipment added. ‘Window‘ chutes were installed in the fuselage of the aircraft and a heavy secrecy enveloped the airfield.

The winter of 1944 proved to be one of the worst for many years, crews worked hard in the snowy environment, relaxing where they could at the nearby pubs, one nicely placed next to Blickling Hall and the other directly opposite the entrance to the airfield.

Both units would participate in a number of major, high prestige operations, providing radio jamming and window curtains for the bomber formations. ‘Spoof’ operations were common, diverting enemy fighters away from the real force and playing a daring game of cat and mouse with the German radio operators. As the war drew to a close, so too did the operations from 214 and 223. Eventually in July 1945 both Squadrons were disbanded, 214 being the renumbered 614 squadron, with 223 having to wait until 1959 before being reborn as a THOR missile squadron.

With the withdrawal of the heavies, the end was near for Oulton. After being used for storage of surplus  Mosquitoes for a year it was closed and sold off. The end had finally arrived and Oulton closed its gates for the last time.

Oulton airfield stands as a  reminder of the bravery of the light bomber and ECM crews; today many of the original buildings still remain, used for agricultural purposes and even by the National Trust.

RAF Oulton

One of the few buildings that remain, the former squadron offices.

Whilst the general layout of the airfield has changed with the addition of farm and ‘industrial’ units, its layout can still be recognised. The majority of the runways still exist, now housing poultry sheds, and large sections can easily be seen from the roadside. Luckily, even some of the original huts from the technical area are also in existence and ‘accessible’.

Approaching from the north, the first reference point is the memorial. Standing at the crossroads on the north-eastern corner, it serves as a pointer directly in line with the centreline of the Runway 2. Behind you to your right is the former sick quarters, here would have been an ambulance station, Static water tank and sick quarters, now all gone. Turning right here, keeping the airfield to your left, you pass along the northern boundary, within a short distance of what would have been the perimeter track.

The first sign is a pillbox. This was placed next to the special signals workshop which consisted of three small buildings. Now overgrown, this maybe a Vickers Machine gun Pillbox, different to ‘standard’ pill boxes as it has a concrete ‘table’ beneath the gun port designed to support the heavier gun and tripod.

Further along this road, to your right, is the first and main bomb store. A small track being the only visible reminder, the walls having been removed long ago. The large concrete ‘pan’ being the entrance, on which farm products are now stored.

The second store and USAAF quarters were further along this road, again all trace has gone and it is purely agricultural now. Retracing your steps, go back to the memorial. At the crossroads, ahead of you, was Number 1 accommodation site, now all farm buildings, but formerly the officers, sergeants quarters and airman’s barracks.

Turn right here and as you drive down Oulton Street, there are a number of original buildings back from the road in a small enclave. The National Trust own part of these and use them to restore historic textiles, one of these buildings being the squadron offices. The main entrance to the airfield is further along this road and now an insignificant farm gate, allowed to grow and fill in, the path buried beneath the grass. Beyond this, you can see some remaining buildings across the field, truly overgrown and very dilapidated, these are possibly the crew locker and drying rooms. Continue on along this narrow road and you arrive at the pond. Behind the pond, stands a well-preserved hut and smaller buildings. These were the main workshops, rubber store and general stores, now holding agricultural products and waste material. Certainly they are some of the better preserved buildings on the site. Further along, the road crosses the main runway, here it is full width on both sides of the road. Poultry sheds stand on the main section, whilst farm waste resides on the left.

RAF Oulton

The eastern end of the main runway.

Continuing on and the road crosses the third runway, where we turn left. We can now see the site of one of the four T2s, the road at this point using the original perimeter track before it departs away to the north.

From here, we return north, head back past the airfield and return to the main road. Here we turn right and follow the road for a few miles east through the woodland where we arrive at Blickling Hall. The accommodation sites here, include the No.1 and 2 WAAF sites, NAAFI, No. 4 and 5 accommodation site and various service sites.

The east wing of the Blickling Hall is now a museum, formerly the barracks and still shows the original paintwork. A range of uniforms, photos and personal stories can be seen and read.

There are virtually no remnants of the other sites which were primarily Nissen huts. Footpaths do allow you to walk through these, now natural spaces, walking in the footsteps of former airmen and women.

Next to the Hall, is the church of St. Andrew, in here is a small collection of artefacts and a roll of honour for those who died at Oulton. Also here is the sole grave of Sergeant L. Billington, who died on March 4th 1945 at the young age of 20. He was part of a crew in a Fortress III (B-17) on window duties. As the aircraft was returning from its mission, it was attacked by a JU 88, causing it to crash on the airfield boundary. All but two of the crew were killed*3, their bodies being buried in different locations. A sad end to another young life at Oulton.

St. Andrew's Church

The Roll of Honour at St. Andrew’s Church, next to Blickling Hall.

RAF Oulton housed a range of aircraft types and nationalities. Their role encompassed many important duties and missions that certainly helped defeat the Nazi tyranny. Many of these young men, led the way in today’s electronic counter measures and electronic warfare. The daring missions they led, firmly embedded in our history, and now the remnants of Oulton stand as a reminder to both their sacrifice and dedication.

Notes and Further Reading.

*1 The ground crew were:

E.J. Bone, Aircraftsman Ist Class
H. Bramham, Aircraftsman 2nd Class
A.C. Emery, Aircraftsman 2nd Class
K.F. Fowler, Aircraftsman, 2nd Class
F. Packard, Leading Aircraftsman
A. Torrence, Leading Aircraftsman

Source Aircrew remembered website.

*2 National Archives, RAF Bomber command diary 1940.

*3  The crew were:

P/O H Bennett
Sgt. L Billington
F/S H. Barnfield
W/O LJ Odgers (RAAF)
F/S W Bridden
F/S LA Hadder
F/S F Hares
Sgt. A McDirmid (injured)
W/O RW Church (injured)
Sgt. PJ Healy

Source: Chorley, W.R., RAF Bomber Command Losses 1945, 1998, Midland Counties.