If visiting the airfields of North Norfolk, then a stop at the grand 17th Century Blickling Hall is a must. Here, not only do we have a house that dates back some 400 years, but an estate that goes back even further to the 15th Century, and once belonged to the Boleyn family. A mix of Jacobean architecture, grand paintings and tapestries complement a library that contains one of the most historically significant collections of manuscripts and books in England. Walks that take you through a 4,800 acre estate of gardens, wild meadows and woodland, are brimming with wildlife. Even on busy days, you cannot fail to enjoy the peace and tranquillity, the inviting waters of the lake and views over the Norfolk countryside.
But equally important, you have a house that once belonged to Philip Kerr, 11th Marquis of Lothian, Britain’s Ambassador to the United States. Lord Lothian, played a major part in Britain’s war, convincing Churchill to write to Roosevelt, explaining the consequences of a Nazi victory in Europe and the poor defensive position Britain lay in at that time. A letter that began a chain of events including Lord Lothian’s speech to the American people, that eventually led to the ‘Lend-Lease’ programme being initiated and arms allowed to flow into Britain.
Blickling Hall, the Museum can be found in the buildings to the right hand side.
A few miles from Blickling, is the airfield RAF Oulton, part of 100 Group commanded by Air Commodore Addison, whom the farm at RAF Foulsham is named after. Oulton utilised much of the house and grounds of Blickling, billeting officers in its ‘wings’ and other ranks in Nissen huts within its grounds. The lake was regularly used for dingy training, the upper floors allowed for bathing in baths – a real luxury for aircrews in the Second World War.
Housed within one of the ‘wings’, is a small museum, the RAF Oulton Museum.
The museum itself is situated in the upper floors on the eastern side, utilising one of the former barrack blocks used by the RAF. The original paintwork still colours the walls and a ‘mock’ billet has been recreated using original furniture sourced from local shops, auctions and through donations.
The museum holds a unique collection of photographs, personal letters and stories gathered over a number of years accumulating into a fascinating record of life at RAF Oulton only a few miles away. The winter of 1944-45 was one of the worst on record and many of the photographs show crew members relaxing in the snow on and around the base.
Letters tell of the local people, their connections with the base, the pub outside the main gate formerly the ‘Bird in Hand’, (now a private residence) and the Buckinghamshire Arms next to Blickling Hall, (still a pub) where crews would spend their evenings and ‘free’ time.
Log books and uniforms from those stationed at Oulton, along with a mix of original artefacts and replica newspapers, all help to recreate the atmosphere of an RAF billet. It is packed with historical and personal information – a real gem for those interested in history and life on the RAF base.
A great little museum, it is certainly worth a visit.
More information about Blickling Hall and the RAF Museum can be found on the National Trust Website.
This airfield forms another in a short trail through this part of north Norfolk. An area littered with the remnants of war and aviation history. As we continue south through the narrow lanes of the Norfolk countryside, we find the almost forgotten airfield at Swannington.
RAF Swannington
Swannington was one of the last airfields to be opened during the Second World War, hence very few units were permanently based here. This considered, an appreciable amount of it remains visible even today.
Also known as Haveringland, construction was started as early as 1942, but it didn’t actually open until 1944. It utilised much of the forests of nearby Haveringland Hall along with large parts of its estate. The hall itself, a rather large and grand building, was blown up at the end of the war following requisition damage and then being classed as ‘surplus to requirements’ by the MOD!
Once the forest area had been removed, work could begin, and a number of accommodation sites were erected. Haveringland Hall itself became the Officers mess, with various accommodation sites constructed all around it, all located to the east of the airfield. In 1944 there were 154 Officers (of both RAF and WAAF ranks) along with 1239 other ranks stationed here although accommodation was provided for around 2,500.
Former Sergeants Mess in use Today
Designated a class ‘A’ airfield, Swannington would have two T2 hangars and one B1, three runways (1 x 2000 yds and 2 x 1,400 yds) and 36 loop style hardstands.
100 Group became the immediate owners of Swannington and instantly placed two squadrons of de Havilland’s Mosquito at the base – No. 85 and 157 Squadrons. 100 Group were formed in November 1943 to investigate and oppose the electronic warfare operations being conducted by the Luftwaffe. To counter this threat, a number of airfields in this area were utilised, Swannington being one of them.
Using a range of new devises and tactics, 100 Group operated a range of different aircraft, predominately the heavier bombers: B-24s, Lancasters, B-17s, Halifaxes, Wellingtons along with the smaller and more agile, Mosquito.
On May 1st 1944, following a successful tour at West Malling*1 , the first Mosquito XVIIs of 85 Squadron arrived at Swannington.
Having a history that extended back to the First World War, 85 Sqn had been in France to support the B.E.F then, re-equipped, they participated in the opening skirmishes of the Battle of Britain. After taking on a new role as a night fighter squadron and moving to Yorkshire, they transferred to 100 group with their move to Swannington. Here they began supporting bombing missions, seeking out enemy night fighters before they attacked the bombers and then loitering over their airfields as they returned.
The Mosquitoes had proven so successful in all operations that 85 Sqn were moved back to West Malling for a short period to combat the increasing threat from the V-1 ‘Doodlebugs’. Their stay in Kent ended in the following August, at which point they returned to Swannington upgrading to the Mosquito XXX before moving off again, to RAF Castle Camps.
157 Squadron joined 85 at Swannington on May 7th 1944 with the Mosquito XIX, later upgrading to the NF.30 with its superchargers and a new radar. 157 had been the first squadron to receive the NF.IIs earlier in March 1942 with the delivery of both W4087 and W4098*2 .
157 Sqn’s arrival would not be the best. Three days after their arrival, Flight Lieutenants Tweedale and Cunningham would take off for an Airborne Interception (AI) training sortie in their Mosquito XVII. On their return, the aircraft would crash, losing its starboard undercarriage, and whilst neither officer was injured, it would be the first ‘casualty’ of 157 Squadron whilst based at Swannington. A very successful fighting unit, they would not be immune from further incidents, some to the embarrassment of their crews.
Whilst on patrol on November 21st 1944, Mosquito MM629 ‘RS-Y’ piloted by Flying Officers A Mackinnon and G Waddell, were shot down in error by another Mosquito of the same squadron, who believed them to be a Ju 88! Both crew members parachuted safely into enemy territory but managed to evade capture returning home within 12 hours.
Portions of concrete remain in the Technical Area.
157 Sqn would also transfer with 85 Sqn to West Malling, undertaking ‘anti-diver’ or ‘Doodlebug’ sorties; operations that saw 157 Sqn claim a total of 36.5 flying bombs, whilst 85 claimed some 18.
157 Sqn then returned to Swannington with 85 Sqn at the end of August 1944 and as with 85 Sqn, they upgraded to the MK XXX Mosquito. They, unlike 85 Sqn however, remained at Swannington until disbandment on 16th August 1945. By the end of operations at Swannington, both 85 Sqn and 157 Sqn had completed a touch under 2000 sorties between them, with 108 enemy aircraft destroyed and 19 damaged.
Toward the end of 1944 and early 1945, four other fighter squadrons would visit Swannington. 229 and 451 (Australian) Squadrons came first in the November of 1944; in a move initiated by poor weather, they would come from nearby waterlogged Matlask. 229 brought Spitfire IXs which within a month they would replace with LF XVIEs. This was followed by a swift departure to nearby Coltishall where they were disbanded and renumbered 603 (Auxiliary) Sqn in the following January.
It was a similar story for both 453 (Australian) Sqn with their Spitfire LF XVI, and 602 Sqn with their Spitfire XVI, both swinging like a pendulum between Matlask and Swannington and Swannington and Coltishall. 453 Sqn then transferred to Kent and eventually the continent whilst 602 Sqn followed 229 to Coltishall where they were disbanded on May 15th 1945. These late model Spitfires were now escorting daylight bombing raids such was the strength and superiority of the Allied Air Force over Europe.
Portions of the Perimeter track remain, some of it in full width.
These four squadrons, 602, 229, 453 and 451, were to join forces with 124 and 303 to tackle the new V-2 rocket, strafing and bombing the launch and control sites. It was on the 14th February 1945, that 602 Sqn pilot Sgt. T “Cupid” Love fired upon a rising V-2, the first (and only) record of any such incident occurring. An account of the event appears in Raymond Baxter’s log, and he explains how it was fortunate that the shots missed, for had he hit the rocket, it would no doubt have exploded ending the lives of himself and his fellow crews.
As the war came to a close and German forces were thought to be amassing troops at Kiel for a final assault on Norway, Mosquitoes from 157 Sqn were sent along with those from 8 Group to attack airfields in the area. These were to be some of the last attacks carried out by RAF aircraft in the European Theatre.
Their final departures signalled the end of operational duties for Swannington. The site was used for storage of surplus materials, mothballed Mosquitoes and numerous Merlin Engines until the RAF finally pulled out in 1947. Future plans for an upgrade to the airfield were abandoned, and the site was then sold off, it has since become a mix of agriculture and forestry.
Swannington’s Stand By Set House is used for storage.
The majority of Swannington airfield is best seen from the eastern side. Approaching from the north, you first come across the former technical site that marks the top right corner of the site. Turn right here and you will see the location of one of the T2s, a farm building now stands here and behind it the location of the tower and a small number of ancillary buildings. These are today shrouded in trees and large bushes, which prevents any real sighting of them. Sadly the current condition, which is believed to be quite poor, is difficult to verify from this point on the roadside. Large portions of concrete denote the perimeter track and access routes to the technical area. Across the road from here, other buildings do still remain and are easily seen from the roadside. A small portion of the north-east / south-west runway also remains here, virtually full in its width.
Turning back on yourself, turn right and drive past the technical area to your right. Poultry sheds and farm buildings now stand here, but the shape of the hardstands are easily recognisable. On your left are more concrete structures and piles of rubble from former buildings. After a sort distance you arrive at the perimeter track, this crosses the road and is full width at this junction. A gate to your left allows access to the distant church, and by driving along here you traverse the actual perimeter where many Mosquitoes would have moved on those night missions in 1944/45. The distant round-towered Church was so close to the perimeter that aircraft were often parked next to the church yard, a rather eerie and stark reminder to those crews boarding the aircraft at this point. Stopping at the church the enormous size of the track can again be seen, virtually full in its width, photos exist of a Mosquito also standing here in this very same position.
Outside this church, is a memorial dedicated by the ‘Airfields of Britain Conservation Trust’, the only ‘official’ memorial on the site. The church itself is locked, but two graves within the church yard and a bench dedicated to two members of the same family can be found here. The bench, dedicated to Lt. Cdr. M. Auckland and Flt. Lt. W. Auckland, both Harrier Pilots stands near the gate, whilst the older graves, F.O J. Edwards (Navigator) and Corporal C. Mace, can be found behind the church.
Flying Officer Edwards (s/n) 172240) was killed when his Mosquito TA392 ‘RS-K’ developed trouble whilst returning from an intruder mission. The aircraft crashed close to the airfield and both he and his pilot, Flt. Lt. W. Taylor, lost their lives. *3
Before returning, look across to the north to the small wooded area and you will see the Squash courts, standing in what was the Haveringland Hall estate. Now return back to the road, and turn left, follow the road south. You will cross, a short distance away, the remains of the east-west runway, followed shortly by the returning perimeter track. Carry on to Clay Lane, and turn right. To your left is a small farm and a track that leads away over private land. This is the entrance to the bomb store, it circles round and rejoins the road further along, both now narrow and restricted to farm traffic only.
The Grave of F.O. J Edwards, Killed 22nd December 1944, age 22.
From here it is best to retrace your tracks, go back along Clay Lane, turn left and head north. On your right is a turn into the Haveringland Hall Holiday Park. A number of buildings remain here, the squash court, former sergeants mess and standby set house and most in good condition. The woods around here also contain many derelict remains and foundations of former structures. Some visible others shrouded by growth, many are too dangerous to explore.
Swannington had a short life, and many of the crews that passed though here went on to achieve great things. Swannington though wasn’t without its drama. Because of the nature of the operations carried out from here, losses were incurred, many fatal. The later part of 1944 saw a particularly high number of accidents and crew losses, many of these young men never being found.
The remaining buildings at Swannington stand as a silent reminder of the activities of 100 Group. Along with the brave Mosquito and Spitfire crews are all those who fought a long and hard battle against Hitler and his terror weapons. Whilst the Griffons and Merlins have gone, their memories have not.
Sources and further reading.
*1 85 Squadron was previously commanded by Wing Commander ‘Cats Eyes’ Cunningham, who became famous for downing 20 enemy aircraft during hostilities. He later went on to be a test Pilot for de Havilland, testing the DH Comet – the worlds first jet airliner. He received a number of awards and achieved a number of aviation firsts, He died in 2002.
*2de Havilland Mosquito, An Illustrated History Vol 2, Ian Thirsk, Crecy Publications.
**3RAF Bomber Command Losses of the Second World War, W.R. Chorley, Midland.
Spitfire Dive-Bombers versus the V-2, Volume 2,Bill Simpson, Pen and Sword Books, has a good account of the V-2 war by the RAF Squadrons.
By the end of the Second World War, there were a substantial number of airfields covering the UK, mainly used by the Royal Air Force, the United States Army Air Force, the Royal Navy and all their associated branches; they were handed back to the RAF at the end of the war as the various forces were pulled out. Some were used as POW or repatriation camps, some were used to store surplus aircraft, vehicles or ordinance; many were put into care and maintenance whilst the RAF decided their ultimate fate.
Thankfully a few have lasted as airfields and are even fulfilling that role today, sadly though, many were dug up, their runways used for hardcore, the buildings demolished and the events that occurred there reserved for the history books.
The scale and pace of development was massive. The size of these sites bigger than many of the villages they took their names from, the populations larger than many towns of the time. Architecturally they changed the landscape dramatically.
Today as they dwindle away, many are mere names, locals have little knowledge of their existence, memorials are being forgotten, and life is moving on.
As a little reminder of those times and to put the scale of development into perspective, here are two maps held by the British Library that show the main Royal Air Force and Royal Navy airfields as of 31st December 1944.
The two maps, divide the UK and show not only the airfields but satellites as well. They also show Royal Air Force and Royal Navy Water Airfields, and Royal Air Force Moorings. There are a number of sites not included on the map such as relief landing grounds, and training schools, but they do give an indication of the number of airfields that covered the UK by the end of the war.
These are both low resolution pictures, and copyright is held by the British Library who have given permission for them to be reproduced here.
In this, the 34th trail, we go back to the northern area of Norfolk, not far from the North Sea coast, and then head south. We end up near to RAF Attlebridge found in Trail 7, west of the city of Norwich.
Our first stop was a quite unassuming airfield, but one that played an important role during the Second World War. British readers will remember the distinct voice of one Raymond Baxter OBE, the voice behind so many thrilling air show commentaries, the TV programme ‘Tomorrow’s World‘ and a wide range of outside commentaries that brought the wonders of science and technology into our homes. Baxter himself served in 602 Sqn RAF, and was stationed at the airfield in the latter stages of the war. We are of course at RAF Matlask.
RAF Matlask (Station 178)
Documented on airfield site plans and other RAF Documents as Matlask, as opposed to Matlaske the name of the village, it was a large grassed airfield hidden well into the Norfolk countryside.
The village of Matlaske separates the main airfield from the four airmen sites and sewage disposal site, which were widely spread away to the north; only site 2 (communal and WAAF area) and site 7 (Sick Quarters), were located in the village itself.
One of the few remaining buildings at Matlask. This being the former Site 3.
Accommodation was substantial, even taking over the large and rather grand Barningham Hall for the Officer’s Mess. The current building dates back to 1612 and stands in 150 Hectares of garden, park and lakes, a rather ‘up market’ dwelling, that is closed off to public access.
Other accommodation included a range of the usual huts, ‘Nissen’ and ‘Laing’ being the most prominent, with brick and timber featuring most.
The airfield itself stands to the south of the village, with the main entrance way off to the western side. A guard hut would have marked the main gate where a number of brick buildings would have been used for storage, technical activities, fuel storage and the like. A small road took you onto the concrete perimeter track that led all the way round the site. Dispersal was provided by 21 concrete hardstands, although a further 21 temporary hardstands were planned. One single T2 hangar was located next to the technical area, with a further 5 Blister hangers (design 12512/41) spread around the perimeter. Aircraft dispersal was also provided by the standard 6 Type B protected dispersal pens, (7151/41) with built-in air raid shelters; each shelter having a crew entrance and emergency exit. Matlask initially had one watch tower to the north of the site next to the technical area. This was later modified to a two storey design and then a further example was built slightly to the south, this being of the more common two storey ‘standard’. wartime design (343/43).
Matlask although tucked away in the Norfolk countryside would not be devoid of activity. Some 22 RAF squadrons, an Air Sea Rescue unit and an American Fighter Group would all use it at some point.
Designed initially as a satellite for Coltishall, it was dogged with drainage problems, and surprisingly never seem to warrant any form of hard runway. It was opened in 1940 as part of 12 group, destined for fighter defence of the Midlands.
In 1937, 72 Sqn (RAF) was reformed. they moved around a variety of bases eventually ending up at Matlask’s parent base, RAF Coltishall. When Coltishall was attacked in late October 1940, it was decided to move the Spitfire squadron to Matlask for protection. This merely brought the war to Matlask for on the 29th, five Dorniers attacked the airfield, inflicting damage on several dispersed aircraft and injuring a number of personnel.
The village sign in Matlaske village.
After this attack, the first of two, the Spitfires would leave and Matlask would revert back to a satellite having no permanent residents of its own. This situation continued until May/June 1941, when Spitfires IIbs would arrive also from RAF Coltishall (Trail 7) . 222 Sqn (RAF) only stayed until the following July, moving south to the large fighter base at RAF Manston, in Kent.
This would then set the tone for Matlask, a large number of short stays, most for no more than a month or so. But whilst their stays were short, the diversity of aircraft they used was not. Spitfire Is, IIbs, IX, XVI, Hurricane II, Airacobra I, Walrus, Lysanders, Westland Whirlwind, Typhoon Ia and Ib, P-47 ‘Thunderbolts’, Miles Master, Martinets, Hawker’s Henley, Tempest Vs and Mustang IIIs would all grace the skies over this region of Norfolk.
Perhaps one of the more notable examples to fly here, was the American Airacobra. 601 Sqn (RAF) moved from RAF Manston to Matlask at the end of June 1941, bringing Hurricanes with them. These were replaced by the distinctive tricycle undercarriaged P-39 ‘Airacobra‘ a short time after. The first auxiliary squadron, 601 was known as the “Millionaires’ Squadron” and said to have been created by Lord Grosvenor at the gentlemen’s club “White’s“. Membership was initially very restricted, and boasted a unique initiation into the ‘club’. Whilst a determined and very professional unit in the air, they acquired a reputation for flamboyance and bravado on the ground.
In looking for a new fighter, the RAF turned to the Americans. The Airacobra was trialled and whilst found to have a number of advantages over its adversaries, it was considered too poor at heights over 15,000ft. Used in only a small number of raids it was deemed inadequate and soon replaced, with many supplied models being sent on to Russia and the Far East. 601 would use these partly at Matlask and then back at the Fighter Development Unit at Duxford where they moved to on August 16th 1941.
On that same day, Spitfires arrived with 19 Sqn (RAF). They changed their Mk.IIs for Vbs before moving off to RAF Ludham in December. It was during this stay though that a change was to take place for Matlask.
On October 1st 1941, 278 Sqn would be formed out of 3 Air Sea Rescue (ASR) Flight, operating Lysander IIIs. These, whilst successful in SOE missions, were considered the weak link in the Air Sea Rescue Role. Operating initially as a spotter, it would fly to the last reported position of the downed aircraft, carry out a search, drop whatever aids it could, and then pass the information on to a Walrus which would collect the airman. In theory this worked well, but due to its poor capacity (supplies were limited to what could be fitted on the bomb racks), slow speed and vulnerability, it was limited to flying no further than 40 miles from the coast. As a result, and almost immediately, the Lysanders were replaced by the Walrus, an aircraft 278 Sqn operated for some time. Performing in this vital role, they were eventually moved in April 1942 to RAF Coltishall leaving Matlask firmly behind.
Around the time 19 Sqn departed Matlask, 137 Sqn moved in. They were to be perhaps the longest-serving squadron at Matlask and perhaps also one of the most notable.
Operating in the Coastal patrol and fighter role, they brought with them the Westland Whirlwind. Potentially thought be a world-beater, they would be liked by their crews, perform well at low altitude and have a punch that matched anything in the European Theatre at that time. However, having a poor combat range, and production problems with their engines, they were only built-in limited numbers and were restricted to ground attack, anti-shipping duties and low-level sorties. As such, they were only supplied to 2 operational squadrons, 137 Sqn and 263 Sqn; 137 Sqn being the second. Operations by the Whirlwind were mixed. Some great successes were reported, its concentrated fire power proving devastating not only to enemy aircraft but more heavily armoured targets including locomotives.
Despite this however, 137 Sqn was to suffer a major blow in February 1942. Whilst escorting British destroyers, they were unaware of the presence of the two German warships Scharnhorst and Gneisenau. On diving to investigate, they were attacked from above by escorting Bf-109s and of the six Whirlwinds sent out, four were shot down and lost. Despite its good performance, it was never to enter full production and soon the Whirlwind would be declared obsolete and be destined to fall into aviation obscurity.
137 Sqn would leave Matlask in August 1942 only to return 10 days later before departing again to RAF Snailwell at the end of the month. Almost as a direct replacement, Typhoons from Snailwell’s 56 Sqn and Coltishall’s 266 Sqn took their place. 56 Sqn stayed here for almost a year, moving to Manston in July 1943 whilst 266 Sqn moved to Duxford that same month. One of the last fatalities of 56 Sqn was Flight Sergeant R.G. Gravett (s/n 1268706), flying a ‘Rhubarb’ mission in his Typhoon JP392, who was killed when his aircraft was hit by Flak whilst attacking a locomotive at Leiden train station. The resultant crash, which hit 5 homes in Leiden, also killed one civilian and wounded five others.*1
After 56 Sqn’s departure the airfield was allocated to the Eighth Air Force and given the designation Station 178. Sadly though, it was only used for small detachments of the 56th FG flying P-47 ‘Thunderbolts’, and plans to expand the station to three runways were not carried out.
Apart from target towing activities, the early summer of 1943 was relatively quiet at Matlask; Lysanders returned along with the more unusual Masters, Henleys and Martinets of 1489 Flt.
Then came a flurry of fighter activity. The July of that year would see Matlask become a fighter base once again, with Spitfires, Tempest and Mustangs all being stationed here. Some 11 squadrons: 611, 195, 609, 3, 486, 65, 122, 229, 453, 602 and 451 all brought their own variety of fighter with them over the next year.
January 1944 would bring two more ‘unusual’ visitors to Matlask, although neither would be particularly graceful. On the 11th, B-17G (s/n 42-31090) ‘Nasty Habit‘ was instructed to land at Matlask, because of poor weather at its own station, RAF Deenethorpe (Trail 6). The B17 overshot and crashed through the boundary hedges and onto the road. Flying with the 613 BS, 401 BG, it was salvaged ten days later.
B-17G (s/n 42-31090) ‘Nasty Habit’ *2
Then at the end of that month, whilst returning from a mission to Berlin, Halifax III, HX239*3 ‘HD-G’ of 466 Sqn RAF Leconfield, attempted a landing at Matlask due to low fuel. On touchdown the pilot, P.O. D. Graham realised he was on a collision course for a group of workmen. In averting what could have been a major catastrophe, he ground looped and hit a partially built building, injuring three of the crew members. For the crew, a mix of Canadians and Australians, it was not the most comfortable of landings!
Almost as quickly as it all started, aircrews left and Matlask fell silent. The war came to an end and the RAF pulled out. 451 Squadron leapfrogged between here and nearby RAF Swannington, finally leaving on April 6th 1945 to RAF Lympne in Kent. The end had arrived for Matlask. A short spell as a POW camp and then it began its rapid return to agriculture and its present day form.
Matlask airfield today is very different from its heyday of the 1940s. The perimeter track is all but gone, only a small section remains as a simple farm track that leads across what was the northern section of the airfield. Half way across this part of the airfield lay the remains of the base of the T2 hanger. Today its holds farm machinery, waste and other products. On the north-western side would have been the main gate and the technical area. The two towers have left no remnants and even the last fighter pen is all but indistinguishable. Having grass runways, means the site is flat and unrecognisable as having any notable history. A memorial erected by the Airfields of Britain Conservation Trust stands on what was the north-eastern section of the airfield just south of the village. From the village, heading south past this memorial takes you parallel to the airfield, the former perimeter tracks only feet from where you are driving.
In the village of Matlaske itself, you can find the former sick quarters – site 7, its distinctive roadway still evident but housing small homes and Bungalows now rather than sick bays of the 1940s. To the west there are a small number of buildings remaining on private land, shrouded in vegetation and trees, they are barely visible from the roadside. This would have been the former site 3, the location of six airmen’s barracks, five latrines, an ablutions block, drying room, fuel compound and a picket post. A small community in its own right.
Many of the accommodation sites are located within the grounds of Barningham Hall and the roadways that once took weary crews to and from the airfield now gone. Driving down the western side past the technical site, presents no sign of wartime activity. The former huts have all been removed, and even the battle headquarters, often one of the last few buildings to survive, has been removed.
Matlask has all but gone. When I visited early in 2016 it was a foggy, cold morning. The Norfolk wind has replaced the piston engines, the Merlin’s no longer resonate across the open expanse. The village is quiet. A public defibrillator in an old phone box perhaps a metaphorical gesture. The village sign acknowledges the history, a lone aircraft flying low over the village. As the fog lifts on this winter morning it reveals a wide open expanse that was once the busy and historic RAF Matlask.
Raymond Baxter commentates on some British Classics at RAF St. Athan.
After leaving Matlask airfield, we head south, a short distance to the former base at Swannington.
sources
*1 Air War WW2 database V4.1, Jan Nieuwenhuis, Netherlands
Today, 13th February, marks the birthday of an American airman who like so many, died at the young age of just 21, in the early morning of D-Day, 1944.
He was a gallant and brave young man, whose tragedy perhaps led to the success of his fellow airmen, and whose sacrifice is still remembered today.
As the world’s largest amphibious assault force assembled along the South Coast of England, thousands of aircrew prepared for what was to be the most incredible night of their lives.
Across the Midland Counties, American ground crews prepared their fighters and paratrooper aircraft. Along southern England, the same scene was being played out. RAF crews too prepared their aircraft; fighter groups were briefed and paratroopers readied their gear. The invasion was on!
Flying an operation of this magnitude was going to require guts, daring and precision flying. There was little room for error.
In the lead up to June 6th, the RAF and USAAF had been bombing prime targets across Northern France to soften up the defending Germans. Supply lines were severed and gun emplacements destroyed. Beachhead bunkers had been heavily targeted, and supporting artillery further inland, hit hard.
In the air, fighters had been downing the Luftwaffe in an effort to gain vital air superiority over the drop zones. At home, huge attempts were made to keep the plans and preparations as secret as possible. An intricate operation of deception was being played out; dummy airfields were built, camps and troop movements were hidden under cover and concealed in forests.
At an airfield in Norfolk, the day was to begin very badly for one particular young pilot. He was 1st Lt. Robert C. Frascotti of Milford, Massachusetts.
In the days leading up to D-Day at RAF Bodney (USAAF Station 141), the 352nd FG had been flying intruder missions over France, attacking ground targets and completing air superiority missions. P-51s were rapidly being prepared, and the growth of black and white stripes adorning aircraft, hinted of an imminent invasion.
In the late hours of June 5th, the P-51s were being fueled up and armed, ready for an early morning takeoff. The weather was not at its best and a low mist shrouded the airfield reducing visibility. The mission ahead was to support the troops landing on the Normandy beaches.
At 02:30, the pilots climbed in, fastened their belts and awaited the signal to launch D-Day. First to leave were the 486th FS. To help with the takeoff, temporary lights were placed along the runway, guiding the aircraft safely out of harm’s way into the night sky. One of these aircraft, unfortunately struck the lights knocking them out and plunging the airfield into darkness once more. Lining up behind them were the second flight of the 486th, including Frascotti’s P-51.
When lining up, the flight were unaware that they were off centre. Frascotti and his wingman, Lt. Carlton “Bud” Fuhrman, accelerated away and raced down the runway. Fuhrman watched Frascotti to his left when suddenly there was a massive fireball. Thinking someone had dropped their external fuel tanks, Fuhrman pulled up sharply and pushed on through the flames hoping his engine would not falter resulting in him crashing into the raging fire below. Momentarily blinded by the now total darkness, Fuhrman, pushed the stick forward and fought against the impending stall. Eventually his sight returned and he was able to read his instruments once more. Looking back, he could see Frascotti’s fully fueled plane engulfed in fire with no hope of an escape. Frascotti died instantly.
The accident report filed after Frascotti’s death stated that an inadequately lit tower along with poor weather and high levels of traffic had caused him to inadvertently strike the unfinished control tower at Bodney resulting in the ignition of his fuel. Tragically, Frascotti died instantly, and the aircraft was a total loss.
Frascotti’s plane, a blue nosed P-51B-5 Mustang, 43-6685 was named ‘Umbriago‘. In Italian, ‘umbriago’ means ‘drunk’. Frascotti could have named his plane for that reason, but it could also be he was referring to the World War II-era song of 1944, “Umbriago”by Jimmy Durante about a fabled friend of the same name. The song lyrics end with,“So when you feel low, better send for my friend, Umbriago.”
At a mere 21 years of age, 1st Lt. Robert C. Frascotti had many tributes written about him. There was one benefit of his tragic accident: the following aircraft now had a ‘guiding light’ by which they could safely takeoff and leave for Normandy.
Frascotti was born on February 13th, 1923 into a very close-knit and patriotic family in Milford, Massachusetts. (His father fought in World War I where he was gassed). Frascotti was awarded his pilot wings in Marianna, Florida on March 25, 1943, then completed advanced fighter training before deploying to England in March 1944. He joined the 486th FS of the 352nd FG, otherwise known as ‘The Blue Nosed Bastards of Bodney”. 1st Lt. Donald “Red” Whinnem of Hartford, Connecticut, was best friends with Frascotti since the early days of flight school. On D-Day at Bodney, “Red” took off without incident and flew for sixteen hours, returning to discover the tragedy that had occurred. “Red” says of his friend;
“Bob was the nicest guy you would ever want to know, and a great athlete as well. He could stir up laughter anywhere he went, and he was great fun to be with. Bob would sing a song or tell a story and cheer everyone up. You couldn’t ask for a better friend, and he was closer than a brother to me.”
During his service, Frascotti was credited with the destruction of two enemy aircraft on the ground whilst strafing enemy airfields. On D-Day, he departed for his 89th mission. This was to be his last mission of the war as he was due to return to the States leaving conflict behind him. Sadly, he never made that journey home to Massachusetts until many years later.
Initially, Frascotti was buried in England. His remains were eventually taken back to Massachusetts in 1948 after his next of kin had his body exhumed, and he now lies in the Sacred Heart Cemetery, in Milford. Lt. Robert C. Frascotti VFW Post 1544 in his hometown, now bears his name, and on December 6th, 2013, as part of the annual “Wreaths Across the Worcester and Norfolk District”, a group of local veterans, families and friends, laid a holiday wreath at Calzone Park in Milford to remember the fallen veterans of the area, including Frascotti. Since the war, every year until his death in 1998, 1st Lt. Donald “Red” Whinnem traveled to Frascotti’s grave in Milford to pay his respects and remember his wartime friend.
Fly pasts and tributes continue to be paid for Frascotti, in both the United States and here at RAF Bodney, Norfolk. 1st Lt. Robert C. Frascotti will long be remembered for his brave sacrifice, and we that are here, are honored to continue to tell his story.
As for RAF Bodney, the airfield is now an Army training camp and part of the Stanford Training Area (STANTA) in Thetford Forest. Little remains of the airfield today but the history held within its decaying walls will long live on.
Robert Frascotti next to his P-51B, 43-6685, named ‘Umbriago’ . At 21 years of age he was killed on his final mission before returning home. (Photo – Marc Hamel)
I came across this video on You Tube, published on May 27th 2013, it shows the control tower at Bodney airfield.
(The Frascotti page was originally posted on June 6th 2014)
There has been a recent ‘spate’ of developments with planning applications that affect Britain’s wartime heritage, and in particular the airfields that were used during the Second World War.
With land at a premium, a housing crisis that is growing, these sites are becoming more and more handsome as development opportunities. Many have a ready-made infrastructure, many are open fields and as such, prime agricultural or development land. So what does the future hold for Britain’s heritage?
We have seen applications submitted or at least interest shown, for the former: RAF Kings Cliffe, RAF Downham Market, RAF West Raynham, RAF Denethorpe and RAF Coltishall, further applications have now been seen affecting former RAF Dunsfold, RAF Bourn and RAF Wellesbourne Mountford.
We also know that the USAF have given notice of withdrawal from their major UK base at RAF Mildenhall, the smaller site at RAF Molesworth and the remaining site at RAF Alconbury. The Government has already announced it will be selling these sites for housing after the military withdrawal in 2020-23. These three sites form part of an estimated £500m sell-off that would also include: RAF Barnham (Suffolk), Kneller Hall (Twickenham), Claro and Deverell Barracks (Ripon), Lodge Hill (Kent), Craigiehall (Edinburgh), HMS Nelson Wardroom (Portsmouth), Hullavington Airfield (Wiltshire) and MOD Felton (London). Changes at RAF Lakenheath will also see job losses through streamlining of operations.
It is estimated that the 12 sites could accommodate an estimated 15,000 homes with Alconbury having 5,000 alone.
The former airfield and barracks at RAF Waterbeach is also subject to planning proposals, and the Bassingbourn barracks near Cambridge is also under the development spotlight. The recent closure of Manston (a vital Second World War airfield) has led to speculation of its future both as an airfield (possibly London’s third) and as a development opportunity. These are perhaps just a few of the prime areas of land that are now becoming the focus of planners and developers alike.
There are many variables in this heated and long-lasting debate, in fact far too many to raise and discuss here. Strong feelings exist both toward and against the idea of development and it is certainly not a new one. Employment, jobs, environment, heritage, housing etc, they all create discussion and a strong case for both arguments, but the debate here is not “should we build or not” this is quite frankly, inevitable and in many cases much-needed, no, it’s more how can we meet the needs of an ever-growing population with the needs to preserve historically important sites that form the very thread of today’s society.
We have a dynamic population, and as health care improves, social mobility increases and a growing desire to own our own home increases, the need for more housing, affordable homes and homes for rent also increases. We are an ageing population, care homes, schools for our children and hospitals for the sick are all in much greater need. Where do we build them?
Whilst housing demands have always been with us and the need for more housing an all important one, the recent developments suggest that these old airfields could become prime land to meet these future housing needs.
Many of the current Second World War airfields are now either industrial conurbations or agricultural areas. Most have little or no remnants of their former lives visible, and certainly not widely accessible. Many argue that these sites are scrub, derelict and in need of development, and some indeed are. A proportion of the more recently used sites, are ‘mothballed’ or in part operating aviation related activities. They cover huge areas and have a ready-made infrastructure such were the designs of war and post war airfields. These sites also contain extensive dereliction, primarily due to being left and allowed to decay by their owners. Vandalism and pilfering has left them rotting like carcasses of forgotten wild animals. Where industry has been operating, contaminates have seeped into the soils, damaging flora and fauna growth; some so severe that they are rendered too difficult to reclaim as ‘Green Space’. Certainly on paper, they offer good sources for today’s desperate housing stock.
However, balance this against the historical and cultural importance of these places and the argument becomes a little blurred at the seams. Had it not been for the people who came to this country from all over the world to fight the Nazi tyranny in the war years 1939-45, then Britain and Europe would probably not be the Europe we know today. Many thousands of people gave their lives during those dark days, and for many of them, these airfields were their last homes, cold, often draughty huts on the outskirts of some bleak airfield. Their dedication helped form the very society we live in today, the democracy and freedom of speech we so enjoy and relish, the open spaces where we can walk our dog without fear and in freedom. The fact that we can have this very debate, is in itself, testament to those who came here never to return. The very nature and fabric of our local communities has been built around the ‘friendly invasion’ the acceptance of others into our quaint life and idyllic life-styles. Influences from other nations and cultures grew and developed as a result of those who came here from far and wide to give up their lives.
These sites have become monuments to them, their lives and deaths, many still have no known grave; many simply ‘disappeared’ such was the ferocity of the explosion that killed them. The design of Britain’s airfields are architecturally significant to our heritage, buildings were designed to fulfil a purpose and just like our castles and stately homes, they are monuments to a significant period of not only British, but world history. Our education system, includes this very period as a subject for discussion, debate and analysis. To build over such sites without due regard to them would be a travesty, and one that we would regret in the future. To paraphrase that well-known quote; If we are to learn from our mistakes then we need to remember the past. The Second World War is still, for the moment, in living memory, the veterans and civilians who survived it are dwindling in numbers and very soon their memories will be lost for ever. Each day brings news of a lost veteran or a newly discovered story. If we don’t acknowledge the value of these places, if we don’t plan for their ‘preservation’ then both we and our future generations, will be the ones to regret it.
So where do we go from here? The plans published for RAF West Raynham and RAF Coltishall take into account the nature of these sites, they are sympathetic to their historical value and acknowledge the sacrifices made. West Raynham utilises the very buildings that were created, thus keeping the atmosphere for those who wish to visit. Small museums create a record, first hand experiences and artefacts, all valuable records for the education of future generations. But both of these are unique. Both closed in more recent history, they have retained their structures whereas many older sites have had theirs long since demolished.
It is a delicate balance, and as sad as it would be to see them go, there has to be legislation to create compromise. Sympathetic developments have to be the way forward, acknowledgement of the sacrifice has to be high on the agenda. Many of the airfields I have been too have no museum, no memorial barely even a signpost. Surely this is wrong.
If we are to preserve our fragile heritage, we need to consider the implications of the planning process, to look at the value of these sites as both suitable housing and significant historical areas, the sacrifice of the many needs to be acknowledged and it needs to be done soon.
As 2015 fades away I would like to take this opportunity to thank each and every one of you who has visited, followed, liked, reblogged, commented and generally supported “Aviation Trails” during the last year. Without you, it would not be the site it is today.
It has certainly grown over the last year and taken on a new dimension. Investment in research material has enabled much longer posts and more personal information to be included, something that I know many people like to see. Not only do ‘we’ as enthusiasts, historical ‘writers’, modellers, relations of veterans etc. preserve our common history, but openly promote and educate others through the writing we do.
I believe it is important to remember what went on, the sacrifice and dedication to freedom, and if I can go a small way to helping that then it has all been worthwhile.
I have been inspired to take up old hobbies, learnt about aspects of military and natural history that I had never heard of, found new places in the world and been a part of a group of people who share the desire to learn, educate and inform others. It has been a wonderful year.
The tally of airfields I have visited is now around 75, double what it was this time last year. I have walked in the footsteps of famous people like Guy Gibson, Glenn Miller and Joe Kennedy, stood where important and famous missions have been planned and executed, trodden the very ground where so many young men and women served their country, many thousands giving the ultimate sacrifice.
It has been a most humbling experience.
So to each and every one of you, a heartfelt thank you, and here’s to a happy, peaceful and rewarding 2016.
A third proposal for airfield development had been released in this last week. The first two, RAF Downham Market and RAF West Raynham have been highlighted in previous posts. The third, is possibly the most significant so far and one that like RAF West Raynham, sets a standard by which future developments could proceed. This site is that of RAF Coltishall.
RAF Coltishall – The Future
RAF Coltishall was home to around 56 RAF Squadrons throughout its life, these included the Jaguars of 6, 41 and 54 Squadrons along with a wide range of aircraft from both the Second World War, Cold War era and the Gulf War. It is a large site that accommodated around 1,500 people at its height, with four hangars, a single runway and both extensive accommodation and technical sites.
Vacated by the RAF in 2006, it has been the subject of a public consultation since 2013. Questions were asked about the possible future use of the site which included light aviation with air displays, a change to affordable housing, industrial use and site redevelopment. Norfolk County Council took the future of the site very seriously, knowing how much it meant to both the local people of Norfolk and Britain’s aviation heritage. The results of this consultation have now been released and can be accessed through the link at the base of the page.
The Control Tower at Coltishall may be part of a Heritage Trail
As with West Raynham, a site like Coltishall, that is complete, offers a unique opportunity to develop the buildings and structures whilst retaining and highlighting the heritage value that it represents. The buildings and infrastructure are ideal for a small self-contained ‘village’ that encourages links with both the local and wider community as a whole.
Norfolk County Council have recognised the importance of this site in particular, and as a result, much of it is now listed as ‘ancient monuments’ or locally listed buildings. These include: the World War 2 dispersals, Cold War blast walls, hangars, tower and communal buildings. It survives today in its entirety, primarily because the entire airfield is designated a Conservation Area by Norfolk County Council. This status gives protection against some of the more virile development and ensures in part, the preservation of the site for future generations.
Norfolk County Council have now released their proposed plans for the site, which include a harmonic development of both the main technical and accommodation areas utilising the buildings in situ where they can.
These plans may mean the sad loss of the main runway and grassed areas, probably both being returned to agriculture or open green space. It would also suggest a loss of much of the perimeter track as well. However, their plans do include creating a public heritage trail, viewing platform and sign-age to promote and explain the uses of Coltishall, as it was throughout its aviation life. There are also suggestion of ‘interpretations’ of both cold war and second world war aircraft in their respective pens.
Just this week however, a private enterprise (led by a cycle shop owner) put forward a proposal to use the three-mile perimeter track as a cycle track for recreational and competition cycling opportunities. Further proposals include a £300,000 development of the former operations room into a cafe and cycle workshop. Landscaping would also be included making it a hub for recreational activities linked by cycles paths to Norwich, Hoveton and Aylsham.
Financial support has not yet been granted for this particular part of the proposal, but it is hoped that the site will be open mid 2016.
Norfolk County Council are considering the plans in line with their own heritage and development ideas. If it all goes ahead, then once developed, RAF Coltishall is likely to be the best preserved airfield in the UK that has not only been developed but opened to the public. Furthermore, if these proposals are to come to fruition, it could become a model for future development of Britain’s old wartime relics.
Details of the Council’s proposal can be found here.
The second airfield that has recently seen proposals for new development is the large and complete site on Norfolk’s western side. It is RAF West Raynham. If these proceed, then West Raynham could be a unique development.
RAF West Raynham.
RAF West Raynham is a large airfield that operated well beyond the Second World War. It was home to some 20 squadrons and saw a range of aircraft including: Blenheims, Bostons, Tomahawks, Beaufighters, B-25 Mitchells, Mosquitos, B-17 Flying Fortresses, Canberras, Javelins and Bloodhound Missiles to name but a few.
It currently stands complete although a large part of it has been the focus of development since the RAF’s departure. Much of the former RAF housing has already been refurbished and sold off to private families; a solar park has also been built along the runway line and the accommodation sites developed sympathetically with the airfields history in mind.
The Grade II Listed Control Tower at West Raynham.
A recent report identified this site as being of “heritage value” and that whilst some of the buildings are “at risk” there is a strong desire to reuse buildings wherever possible. The only ‘listed’ building is the Control Tower (which is Grade II listed) which, along with the majority of the main buildings: Guard House, Station Headquarters, Chapel, Water Tower, District Heating Control Centre, four Hangers and the Training Dome, is in relatively good condition. A large majority of the remaining buildings were temporary or will require renovations to make them usable once again. The report states that:
“It is important that the character areas described keep their identity. The approach taken for existing buildings will vary according to the character area and the qualities of the specific buildings”.
The report also highlights the benefits of the MOD property, and that it provides suitable low-cost housing that would meet the Council’s housing target. It also states that the former technical area provides suitable accommodation for small industrial units or “start-up” businesses.
In essence, the survey illustrates the need to develop the site to fulfil the council’s need for housing whilst identifying the site as an important heritage site, and that the development should reflect this:
“The vision is to re-use and reinvigorate the site in a way that respects and celebrates the historic and architectural heritage of the site.”
The infrastructure of former RAF bases lend themselves to new villages; the layout, transport networks and available buildings, are perfectly suitable for the Garden Village idea. Open spaces intertwined with affordable accommodation and recreational facilities are all there. If this development goes ahead, then RAF West Raynham could become a well-preserved yet appropriately developed site that in the large part, reflects it historical importance and valued contribution to Britain’s defence network.
The full development brief can be found here from where the quotes were sourced.
Plans have been released this week for the development of three former RAF airfields in Norfolk. On the face of it, these represent steps forward in preservation whilst allowing a sympathetic development of these historical sites in at least two of them, and development and part preservation in a third. These proposals will not only revitalise the decaying structures, but will also allow public access to the very infrastructure of the sites that once protected our skies. In part, they offer a model for future development and preservation of Britain’s aviation heritage, whilst highlighting the sacrifice of the crews who flew from them.
The first of these is that of RAF Downham Market.
RAF Downham Market (RAF Bexwell)
Proposals were put to the government on Monday for a new multi-million pound technology park on the former RAF base at Downham Market. It is proposed that the site will create 4,600 jobs and become a centre of excellence for technology comparable to those already at Cambridge.
The £300m project will include a major campus dealing with data and data handling. This will include a research centre for both under and post-graduate students, a hotel, leisure and tourist facilities.
Whilst the proposals have only just been put forward, consultations have already started, and so final planning proposals are hoped to be revealed early in the new year. Local residents are raising objections due to the losing of the ‘green space’, along with increased pressure on the local infrastructure, which according to some, is already stretched.
According to reports, the plans also include restoring some of the few remaining buildings, creating a bronze statue and a museum to commemorate the work of Downham Market crews; something that is long overdue.
Downham Market airfield was the home of: 218 and 623 Sqns both flying Short Stirlings, 571 Sqn and 608 Sqn, both flying Mosquitos in the Pathfinder role and 635 Sqn who flew Lancasters between March 1944 and September 1945. It is where Flt. Sgt. Arthur Aaron and Sqn. Ldr. Ian Bazalgette were both awarded VCs for their bravery and heroic acts whilst on missions over Europe. It is from where the last Mosquito mission took place which was also the last RAF operation of the war.
Whilst the runways and perimeter track are long gone, a few buildings still do remain in current use. There is no official memorial at Downham Market, although there is a memorial to both Aaron and Bazalgette outside the local church.
These plans are very much in the early stages, but a number of parties have shown an interest in the proposition and development is likely in the near future.
Blickling Hall, the Museum can be found in the buildings to the right hand side.
