Flt. Sgt. Arthur Louis Aaron, V.C., D.F.M., 218 Sqn, RAF Downham Market

August 13, 2023July 13, 2023 / Aviationtrails / 11 Comments

The Second World War produced some incredible heroes, men and women, who in he face of incredible odds, continued to carry out their duties, often going beyond those expected of anyone.

One such man was Arthur Louis Aaron, of 218 Squadron, RAF Downham Market, Norfolk.

Arthur Louis Aaron (RAFVR) V.C., D.F.M. (source unknown)

Aaron, born 5th March, 1922, in Leeds, who at the time that war was declared, was training to become an architect at Leeds School of Architecture. On joining the Royal Air Force on December 15th, 1941, he was sent, via Canada, to No.1 British Flying Training School (B.F.T.S.) at Terrell, Texas, where he completed his initial flying training.

Aaron like the other recruits would pass through ten weeks of biplane flying, moving onto monoplane aircraft at which point, if successful, they would receive their wings. Returning back home also via Canada, he was hoping to fly fighters but was disappointed when he was posted to bomber training, and was sent to 6 Advanced Flying Unit at Little Rissington. After further training, he was sent on to 1657 Heavy Conversion Unit (Stradishall) flying Stirling MKIs, and then on 17th April 1943, he was posted to his first operational flying unit, 218 (Gold Coast) Squadron, at RAF Downham Market.

Whilst here at Downham Market, Aaron continued flying Short Stirling bombers, the large heavy bomber that proved to be both vulnerable to fighters and poor performing. Due to high losses it was eventually pulled out of front line bombing duties, and used for mine laying, glider towing and parachute operations.

Aaron’s first mission would be the very next day after arriving at Downham Market. He, and his crew, would fly a ‘gardening’ mission laying mines off Biaritz, after which he would be sent on more heavily defended targets within German occupied Europe and Germany itself.

At 21:35 on the night of August 12 – 13th 1943, Flt. Sgt. Aaron and his crew: Sgt. M. M. Mitchem (Flt Eng.); Sgt. A. C. Brennan (RCAF) (Nav.); Flt. Sgt. A. W. Larden (RCAF) (Bomb Aim.); Sgt. T. Guy (Wop/AG); Sgt. J. Richmond (M.U. Gunner) and Sgt. T. M. McCabe (R. Gunner), all took off from Downham Market on their second mission of August to attack Turin, a night that featured several attacks on Italian targets.

This would be Aaron’s 20th and final mission, three as co-pilot and seventeen as pilot. He was a man known for his courage and bravery, only 12 days earlier he had struggled with his aircraft whilst his crew bravely fought fires that had broken out in the fuselage after being hit by incendiaries from aircraft flying above. Using his skill and judgement, he managed to evade both flak and searchlights by corkscrewing his aircraft whilst the crew members put out the fire that resulted from the accident. For his action on this day, he would be awarded the D.F.M.,*¹ one of the highest possible awards for non-commissioned officers in the Royal Air Force, but this, like his V.C., would only come posthumously after his death on 13th August 1943.

That night, two of the thirteen 218 Sqn aircraft from RAF Downham Market in Norfolk, would be posted ‘missing’; Stirling HA-Y ‘MZ 263’ piloted by F/O J. McMallister, and that of 21-year-old Arthur Aaron – Stirling III ‘EF452’ HA-O . Whilst in the bomber stream heading toward Turin, the aircraft was hit by gunfire from another aircraft. The navigator, (Sgt. Brennan s/n R/117605) was killed, Sgt. Mitchem and Flt. Sgt. Larden were both injured. The aircraft, now badly damaged, had been hit in three of the engines resulting in one of them being put out of action. Both front and rear turrets were immobilised, various control lines were broken and the windscreen was shattered. During the attack, Aaron received devastating blows to his face, his jaw being broken and quantities of flesh being blown away. A further bullet struck him in the chest, puncturing his lung. Now in great pain and severely injured, Aaron fell against the control column forcing the aircraft into a dive. After the Flight Engineer regained control, a course was set for North Africa, Aaron was moved to the rear of the plane where he was treated. He remained here for only a short time, insisting on returning to the cockpit where he was placed with his feet on the rudder bars. Wanting to take over, he had simply insufficient strength, and was persuaded to assist rather than fly. He wrote notes with his left hand, guiding the crew toward the airfield at Bone, in Algiers. After four failed attempts at landing, the bomb-aimer finally managed to get the aircraft down, low on fuel and with its undercarriage still raised.

The entry in the Operations Record Book for August 12th 1943, merely states “Landed in Algiers, Sergeant Brennan, Navigator Killed.”*²

At 15:00 on August 13th 1943, Arthur Aaron finally lost his determined battle to survive and died from his terrible injuries. He had fought on, overcoming severe pain and injury to guide his crewmen back to safety. Flt. Sgt. Aaron was buried alongside Sgt. Brennan in Bone War Cemetery, in Algeria.

For their action Flt. Sgt. Larden received the C.G.M., and Sgt Mitcham and Sgt. Guy, both a D.F.M.

Arthur Aaron was awarded not only his D.F.M. from his previous mission, but the V.C., the highest honour for military personnel. His V.C. was announced in the London Gazette on November 5th, 1943*³.

It reads:

Air Ministry, 5th November, 1943.

The King has been graciously pleased to confer the Victoria Cross on the undermentioned airman in recognition of most conspicuous bravery:
1458181 Acting Flight Sergeant Arthur Louis Aaron, D.F.M., Royal Air Force Volunteer Reserve, No. 218 Squadron (deceased).

On the night of 12 August 1943, Flight Sergeant Aaron was captain and pilot of a Stirling aircraft detailed to attack Turin. When approaching to attack, the bomber received devastating bursts of fire from an enemy fighter. Three engines were hit, the windscreen shattered, the front and rear turrets put out of action and the elevator control damaged, causing the aircraft to become unstable and difficult to control. The navigator was killed and other members of the crew were wounded.

A bullet struck Flight Sergeant Aaron in the face, breaking his jaw and tearing away part of his face. He was also wounded in the lung and his right arm was rendered useless. As he fell forward over the control column, the aircraft dived several thousand feet. Control was regained by the flight engineer at 3,000 feet. Unable to speak, Flight Sergeant Aaron urged the bomb aimer by signs to take over the controls. Course was then set southwards in an endeavour to fly the crippled bomber, with one engine out of action, to Sicily or North Africa.

Flight Sergeant Aaron was assisted to the rear of the aircraft and treated with morphia. After resting for some time he rallied and, mindful of his responsibility as captain of aircraft, insisted on returning to the pilot’s cockpit, where he was lifted into his seat and had his feet placed on the rudder bar. Twice he made determined attempts to take control and hold the aircraft to its course but his weakness was evident and with difficulty he was persuaded to desist. Though in great pain and suffering from exhaustion, he continued to help by writing directions with his left hand.

Five hours after leaving the target the petrol began to run low, but soon afterwards the flare path at Bone airfield was sighted. Flight Sergeant Aaron summoned his failing strength to direct the bomb aimer in the hazardous task of landing the damaged aircraft in the darkness with undercarriage retracted. Four attempts were made under his direction; at the fifth Flight Sergeant Aaron was so near to collapsing that he had to be restrained by the crew and the landing was completed by the bomb aimer.

Nine hours after landing, Flight Sergeant Aaron died from exhaustion. Had he been content, when grievously wounded, to lie still and conserve his failing strength, he would probably have recovered, but he saw it as his duty to exert himself to the utmost, if necessary with his last breath, to ensure that his aircraft and crew did not fall into enemy hands. In appalling conditions he showed the greatest qualities of courage, determination and leadership and, though wounded and dying, he set an example of devotion to duty which has seldom been equalled and never surpassed.

A number of memorials exist in honour of Arthur Aaron. On the site of the former accommodation blocks at Bexwell (RAF Downham Market) stands a new memorial in his honour along side that of Squadron Leader Ian Bazalgette, who also won the V.C. whilst at Downham Market.

There is another plaque in the main hall of Roundhay School, Leeds, Aaron’s former school; another commemoration can be found at the AJEX Jewish Military Museum in Hendon, London, and a five-metre bronze sculpture by Graham Ibbeson has been erected on a roundabout to the north of Leeds city centre. Unveiled on 24th March 2001 by the last survivor of the crew, Malcolm Mitchem, it represents the freedom Aaron’s sacrifice helped ensure.

The new memorial updated July 9th 2023

Sources and Further Reading:

RAF Downham Market appears in Trail 7.

*¹ London Gazette, 15th October 1943, page 4620.

*² Air 27/1351 – National Archives

*³ London Gazette, (supplement) 5th November 5th, 1943, page 4859

No. 218 Gold Coast Squadron, 1936-1945. A blog that has many letters, from Aaron along with the history of 218 Squadron.

Sqn. Ldr. Ian Willoughby Bazalgette (RAFVR) VC

August 4, 2023July 13, 2023 / Aviationtrails / 11 Comments

RAF Downham Market was one of a small number of airfields that were home to the RAF’s Pathfinder Squadrons. Elite airmen who would lead formations of heavy bombers into some of the most heavily defended areas of the Reich, often against insurmountable odds and always at great risk to themselves. The Pathfinders produced some remarkable flyers and many, many heroes. Of all the crews who flew with 8 Group PFF, only three were rewarded for their valour and gallantry with the highest possible accolade, the Victoria Cross. One of those went Posthumously to Sqn. Ldr. I. W. Bazalgette, whose long and distinguished career led him to achieving 58 missions before his death. Based at RAF Downham Market, Bazalgette, would become legendary, flying his Lancaster bomber in pursuit of victory against a tyranny beyond all evil.

Sqn Leader Ian Bazalgette (RAFVR) died August 4th 1944, a few days before his 26th Birthday.*¹

Squadron Leader Ian Willoughby “Baz” Bazalgette was born on October 19th 1918 in Calgary, Canada and was the youngest of three children. His parents decided to move to England in 1924 when he was six, settling in New Malden, Surrey on the outskirts of London.

During his school life he developed a passion for music, and in particular Classical Music, which he immersed himself in spending hours listening to and writing about.

As a teenager, he would have his first real battle, that of tuberculosis, which meant he would have to undergo four long months of hospital treatment. Bazalgette’s strength and determination would see him pull though this, a strength and determination that would go on to show itself on a number of occasions later on during his RAF career.

Prior to the outbreak of war, Bazalgette decided to enlist, applying to, and being accepted by, the Royal Artillery; achieving a commission as Second Lieutenant within a year. This new role took him to the outskirts of Edinburgh operating a radar searchlight, protecting both the city, and the Forth Estuary from Luftwaffe bombers. Dissatisfied with the routine of searchlight activities, he decided to give up this role, and whilst on a trip into nearby Edinburgh in March 1941, he applied to the Royal Air Force Volunteer Reserves. His application was accepted and in the following July, he received his first posting to a training unit – 22 Elementary Flying Training School at Cambridge.

Throughout his training Bazalgette showed great tenacity and promise, quickly passing a number of stringent and difficult flying tests. Flying solo for the first time during August, gave him the opportunity he had been longing for. His flying skills impressed his seniors so much that on the 28th, he passed the C.O.s test taking just 30 minutes to complete the flight. Upon passing, he was graded as an ‘above average’ pilot by his examiners.

Bazalgette was then transferred to Cranwell where he trained on Airspeed Oxfords. At Cranwell he achieved his wings, and after a short break, he was sent to Scampton and 18 Beam Approach School. Bazalgette eventually left Scampton, heading towards his first operational unit, 25 Operational Training Unit, where he would form his first crew.

Informal crewing up was very much encouraged by the RAF, but those that didn’t manage the task were allocated crew members by the relevant staff at the various bases; Bazalgette had no problems in finding his own.

Whilst at the OTU, Bazalgette would have his first experience of heavy bombers flying the Vickers Wellington; a remarkable aircraft that used Barnes Wallis’ geodesic construction in Rex Pierson’s design. Bazalgette and his crew competed a range of training flights whilst at 25 OTU, including air gunnery and bombing practice, all of which they passed. On September 18th 1942, after accumulating some 223 hours as a pilot, Bazalgette received his first posting to a fully operational Squadron, 115 Squadron at RAF Marham, Norfolk, he was off to war.

The very next day he flew “Second Dickie” assisting an experienced crew tackling the rigours of an operational sortie to Saarbrucken. Two days later he was back out, but this time laying mines on a ‘Gardening’ mission shortly before the squadron moved to nearby RAF Mildenhall in Suffolk. It was here that Bazalgette would fly his first operational mission as a pilot leading his own crew.

After moving to East Wretham, 115 squadron then began the task of replacing their Wellingtons with Stirlings, and Bazalgette was sent to 1567 Operational Conversion Unit (OCU) to convert to the big heavy four-engined aircraft. Between him completing the course and returning to East Wretham though the Stirling had been superseded, proving to be a poor performer in conflict zones. Bazalgette would now get his chance to fly the legendary Lancaster.

On the 3rd April 1943, Bazalgette was awarded the DFC, and the same strength and determination that had got him though tuberculosis would get him through his tour of 30 missions. On completion, as was customary at this point, he and his crew were separated and scattered across a range of new squadrons within the Air Force.

Bazalgette was sent back to Scotland and RAF Lossiemouth where he reluctantly trained new bomber pilots, a position he disliked immensely. He pleaded for postings to an operational unit, a plea that was eventually granted in April 1944, and a posting to RAF Warboys and the Pathfinder Conversion Unit.

From here he transferred with a new crew to 635 Squadron at RAF Downham Market, in Norfolk, a few miles west of Marham the very station he had spent his early days at with 115 Sqn.

As a model crew, he was looked up to by others at Downham Market. He would go on to fly 58 missions in total, two off his score of two tours of duty.

However, his 58th mission would be his last. On August 4th 1944, Lancaster ‘M’ for Mother would not be listed for duty, but an absent crew left an opening that Bazalgette and his crew jumped at. It was a decision that would change their lives forever.

On that day, Bazalgette would fly Lancaster Mk III, F2-‘T’ for Tommy, not their usual aircraft but it was ready, fuelled and bombed up. The aircraft was known for a history of mechanical problems, its usual pilot tending to work the engines much harder than necessary, but it was a choice of stay on the ground or fly the mission: for Bazalgette and the crew of ‘M’ for Mother it was an easy choice.

The mission for the day was as Master Bomber of the Pathfinder squadron to identify and mark a V1 storage site at Trossy St. Maximin, a heavily defended area to the north of Paris. Take off was set for 11:00, over the next fifteen minutes at five-minute intervals, 14 Lancasters of 635 Sqn would leave Downham Market heading for France. The weather was less than 3/10 cloud over the target, excellent for the determined and accurate anti-aircraft gunners below. On the second run in to the target, the Master Bomber and Deputy Master bomber were both hit, one being downed (PA983 F2-A piloted by F/L. R. W. Beveridge) and the second forced to return home, leaving Bazalgette as the lead aircraft.

Flak was incredibly intense and his aircraft repeatedly hit. The starboard wing was struck causing damage to both engines, subsequently putting them both out of action. In the wing the fuel tanks caught fire, fuel poured into the rear of the fuselage and the situation becomes desperate. The bomb aimer was mortally wounded, his arm barely recognisable due to his injuries, but Bazalgette managed to reach the target, drop both his markers and his bombs, whereupon the aircraft began a steep spin toward the ground below. As the situation worsened, he gave the order to bail out, all but three; Bazalgette, F/Lt. I. A. Hibbert and F/Sgt. V. V. R. Leader are left.

Bazalgette continued to fight with the controls and quite remarkably managed to keep the stricken bomber flying long enough to avoid the French village of Senantes. Unable to maintain height, the aircraft finally hit the ground, resting momentarily before exploding in a massive fireball killing all those remaining on board.

Once the ferocious fire subsided, locals were able to reach the wreck and remove the bodies of both Leeder and Hibbert. Bazalgette’s remains were not found until the air frame was removed, some days later.

For his bravery and sacrifice, Ian Bazalgette was awarded the V.C., the highest honour for military personnel. The London Gazette, of 14th August 1945, published the following:

On 4th August 1944 Squadron Leader Bazalgette was “Master bomber” of a Pathfinder Squadron detailed to mark an important target for the main bomber force. When nearing the target his Lancaster was seriously damaged and set on fire by anti-aircraft fire; the bomb aimer was badly wounded. As the deputy “Master bomber” had already been shot down, the success of the attack depended on Squadron Leader Bazalgette who despite appalling conditions in his burning aircraft pressed on gallantly, bombed, and marked the target accurately. That the attack was successful was due to his magnificent effort. The condition of the aircraft had by now become so bad that Squadron Leader Bazalgette ordered his crew to leave the aircraft by parachute. He attempted the almost hopeless task of landing the crippled and blazing aircraft to save the wounded bomb aimer, and one air-gunner, who had been overcome by fumes. With superb skill and taking great care to avoid a French village, be brought the aircraft safely down. Unfortunately it then exploded and this gallant officer and his two comrades perished. His heroic sacrifice marked the climax of a long career of operations against the enemy. He always chose the more dangerous and exacting roles. His courage and devotion to duty were beyond praise.

Ian Bazalgette’s sacrifice marked the end of a career covering an incredible 58 operational missions. His courage, determination and devotion to duty going way beyond those expected of any serving officer. With him that day on ‘T’ for Tommy were: Sgt. G. R. Turner; F/L. G. Goddard; F/L. I. A. Hibbert DFC; F/O. C. R. Godfrey DFC; F/S. V. V. R. Leeder (RAAF) and F/O. D. Cameron DFM. Of the four men who manged to get out of the aircraft: Turner, Goddard, Godfrey and Cameron, all managed to evade capture*².

In his honour, Bazalgette has a Garden in New Malden, Surrey named after him, a school in Calgary, the ‘Ian Bazalgette Junior High School’, and at the Bomber Command Museum of Canada, an Avro Lancaster, FM159, was painted in the markings of his aircraft; the Lancaster was dedicated in 1990. At the ceremony, Bazalgette’s sister, Mrs. E. Broderick, unveiled a commemorative plaque whilst the aircraft itself was unveiled by two of Bazalgette’s former crew members, Chuck Godfrey DFC and George Turner, both of whom were with him of that fateful night.

Outside the church of St. Mary’s at Bexwell close to the accommodation sites of Downham airfield, stands a new memorial in his name. Laying beside him is the memorial of another V.C. winner Arthur Aaron, who was also based at RAF Downham Market during the Second World War.

Ian Bazalgette was one of those many young men who sacrificed their lives in the hope of saving others. He dedication to duty, determination to win and above all, his value of other’s led to a tragic and sad end, that shall forever be remembered in the hearts and minds of those who lived through those terrible years 1939-45.

The new memorial at St. Mary’s Church Bexwell.

There is a book written listing every operation of 635 Sqn whilst at RAF Downham Market, with crew details, aircraft profiles and mission aerial photographs. It is an amazing record and the result of three years work. The author Christopher Coverdale, is also on the committee aiming to construct the new memorial at RAF Downham Market.

Downham Market appears in Trail 7.

Notes and Further Reading.

Coverdale C. ‘Pathfinders 635 Squadron – definitive history March 1944 – September 1945‘ Published by Pathfinder Publishing, 2009. ISBN: 978-0-9561145-0-1

The Bomber Command Museum of Canada website has a detailed account of the restoration of Lancaster FM159.

*¹ Photo IWM – CH 15911 in the public domain.

*² Chorley, W. R. ‘Bomber Command Losses of the Second World War‘ Vol 5, 1944, 1997

Downham Market VC Memorial Updated.

July 23, 2023July 13, 2023 / Aviationtrails / 6 Comments

The memorial, located outside of Bexwell church, opposite what was the entrance to RAF Downham Market (Bexwell) was updated and officially rededicated on Sunday 8th July 2023.

It commemorates two pilots who were posthumously awarded the VC both whilst serving at the airfield during the Second World War.

Both Flt. Sgt. Arthur Louis Aaron, (218 Squadron) and Sqn. Ldr. Ian Willoughby Bazalgette (635 Squadron) lost their lives in heroic attempts to save not only their injured crew but also the aircraft in which they were flying. The awards were given posthumously following their deaths, a year apart, on 12th August 1943 and August 4th, 1944 respectively.

Up until now, a small memorial has been on the site commemorating the heroic action of both men, but on Sunday, a new memorial was unveiled which is far more befitting not only of the two men, but all those who served at the airfield during those dark days of World War II.

The memorial, in steel, stands at around six feet in height and shows not only the two VCs but the types of aircraft flown (Stirling, Lancaster and Mosquito) by the six squadrons who operated from RAF Downham Market along with their relative squadron codes.

Each symbol is cut out of the steel which (intentionally or not) allows the sun to shine through casting an image on the ground. The creator, Jonathan Horton, also made a series of steel silhouettes of the different aircraft, these were placed in the ground to appear as if flying toward the memorial.

Designer Johnathon Horton with the memorial.

The service opened at 02:30hrs, and was well attended by various military dignitaries from nearby RAF Marham, and the RAAF, also with representatives from the Royal Air Force Association, a local village spokeswomen and members of the community who helped organise the memorial as well as a former Mosquito pilot Flt. Lt. Colin Bell DFC, AE now 102 years old.

The new memorial with Station Commander Grp. Cpn. Frederick Wigglesworth (right) and Colin Bell DFC AE (left)

Words of prayer were said by Reverend (Wg CDR) Eddie Wynn, the blessing by Reverend Nigel Moat, words from Grp. Cpn. Frederick Wigglesworth (station Commander RAF Marham) and a bible reading from Air Commodore Steve Thornber CBE RAFR. Sadly a fly past by the BBMF Spitfire didn’t happen.

Two hymns were sung: O God, our help in ages past and The Airman’s hymn, with the National Anthem closing the ceremony.

The new memorial uses the original memorial rearranged in a new setting and attached to the new memorial rather than on a pedestal as before. The Pathfinder Moto ‘Strike Hard Strike Sure’ is also cut down the flanks of the sheet, further reflecting the work carried at Downham Market.

The updated board from the original memorial.

The memorial can be found outside of Bexwell Church opposite what is the former technical area of RAF Downham Market. Grid Reference TF 63142 03460, Post Code PE38 9LZ

Robert C Frascotti, USAAF, 352nd FG, 486th FS. RAF Bodney (Trail 8)

June 5, 2023May 7, 2023 / Aviationtrails / 6 Comments

D-Day began many months if not years ahead of June 6th 1944. That day was to become famous as the biggest, most important day in the Second World War.

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 Stirlings, Lancasters and Horsa gliders; 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 new 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 13, 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 6, 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, 1^st Lt. Donald “Red” Whinnem travelled 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.

RAF Bodney can be visited in Trail 8 – Swaffham and her Neighbours (Part 1).

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)

Another blow for RAF Downham Market.

May 23, 2023May 22, 2023 / Aviationtrails / 8 Comments

In April 2023 a group of archaeological surveyors arrived at the former RAF Downham Market and began digging trenches on the western perimeter along where the track led to the threshold of the main east-west runway. They were looking for historical artefacts of any significance, either wartime or Anglo-Saxon. Apart from odd items, nothing of any real significance was found and the trenches were filled in.

The remains of the perimeter track after diggers removed it.

In mid May, the diggers moved in again, but these were the developer’s diggers, and they began to remove a strip of the western perimeter track along half its length, taking away what would have been the site of two hangars, and several hardstands along with it.

Evident from the thick concrete slabs that have been lifted, are substantial sections of piping for drainage, along with wiring most likely for the perimeter track lighting. Each section of concrete has thick reinforcement cable thread through it to give added strength.

Pipework going through the track bed.

The planning for this site has been ongoing for about 15 years, stalling over various aspects since the current landowners took over. Now, finally, an agreement has been reached and some 240 houses have been earmarked for this site on the former airfield. Other plans have been considered for the remains of the technical area but these didn’t seem to come to fruition. All the runways have been removed and only small sections of peri track now remain, one as a private road and the other along this section to the north of this site.

RAF Downham Market, otherwise known as RAF Bexwell, was opened in July 1942 and closed in 1946. It was home to the Pathfinders of Don Bennett and to Stirlings, Lancaster’s and Mosquitos. It features in Trail 7.

There is extensive pipework along the length of the removed track.

The last flight of Joe Kennedy and Wilford Willy – (RAF Fersfield).

May 7, 2023May 6, 2023 / Aviationtrails / 14 Comments

There has been much written about the young Kennedy, his life, his family and his death, but a lot of information around his death has remained ‘unknown’ for many years. Even today, the actual cause of his death is not clear and will probably remain so.

Joseph Kennedy Jnr was based at RAF Fersfield (originally RAF Winfarthing) in Norfolk (Trail 27), and had only been there a few weeks before he tragically died on August 12th 1944, whilst operating on secret operations. A tragic loss, this is the last flight of Joseph Kennedy and Wilford Willy from RAF Fersfield, Norfolk, England.

The Crew – Lieutenant Joseph Kennedy Jnr.

Joseph Kennedy was born July 25th 1915, Nantasket, Massachusetts, he was the eldest brother of eight siblings including John F. Kennedy. He was son to Joseph Patrick Kennedy and Rose Fitzgerald. Throughout his life he had been pressured into the political life by his father who had high hopes that his son would become the future President. Joseph Jnr wanted to please. As war loomed, Joe Kennedy Jnr rose to the challenge seizing his opportunity to become the ‘shining light’ of the Kennedy family.

The Kennedy parents instilled a desire to be competitive, to win and succeed and to be the best. This came out in Joseph during his time at both home and at school. The pressure on Joseph was enormous, and it was clearly evident throughout his short life.

Joseph lived in the shadow of his younger brother John, who would captain a PT boat in the Far East, and in Joseph’s absence, go on to become President of the most powerful nation on Earth. John was the brighter, the more determined of the two, and this caused friction between them. Joe always wanting to ‘out-do’ his brother persevered, but never seemed to quite make it.

It was this determination and rivalry that perhaps led Joseph to do what he did, to impress, to be the best and the ideal way he thought was as a war hero.

With a remarkable academic background behind him, Joseph Kennedy joined the U.S. Naval Reserves on October 15th 1941, reporting to the Naval Air Station (N.A.S.) at Jacksonville, Florida the following day. After several months of training he received his commission and on January 10th 1943 he joined a flying patrol squadron. In May he became a Junior Grade Lieutenant transferring to a bomber squadron in the following July that year. In 1944, on July 1st, he was promoted to Lieutenant United States Naval Reserve. His military life would last just over one month.

Joseph was posted to RAF Dunkeswell serving under the RAF’s Coastal Command. Flying a PB4Y he would carry out U-Boat searches over the Atlantic around the Bay of Biscay and the Atlantic. As he accumulated flying hours, he rarely came into any real danger, even when posted to cover the Allied invasion fleet over Normandy he rarely came into contact with any opposing aircraft or vessels.

Joseph Kennedy’s opportunity came when volunteers were asked for to undertake a special secret and dangerous operation. He jumped at the chance to be a hero.

Joseph Kennedy arrived at RAF Fersfield, Norfolk on 30th July 1944 where he was trained for two weeks. On August 10th 1944 he wrote a letter home, it would be his last communication with his family. Joseph Kennedy was to become a pilot in operation Anvil.

Lieutenant Wilford John Willy

Sadly, Lieutenant Wilford J. Willy (s/n: O-137078), has remained in the shadows probably because the status of Joseph Kennedy Jnr. A tragic loss nonetheless and no less an important one. Willy was born 13th May 1909, New Jersey. He enlisted in the Navy in 1928, gaining his Naval Wings on April 30th 1937, just two years after he had married his sweetheart, Edna C. Schaffery, the women he left behind. On advancing through the rank of Chief Petty Officer, he was awarded Lower Grade Lieutenant (April 28th 1942) and two months later, on June 26th, he achieved the rank of Lieutenant. Willy served at a number of operational stations, including Pearl Harbour, before being posted to RAF Fersfield, in Norfolk.

Willy, now an expert in Radio Operations and procedures, became the Executive Officer of the Special Air Unit One (S.A.U.1), the rank he achieved when he took off with Kennedy on August 12th 1944.

Operations Anvil and Aphrodite.

Whilst Drone technology and research had been around as early as World War I, it was still relatively unchartered territory. However, radio controlled drones (modern name Unmanned Aerial Vehicles or U.A.V.s) were already being used with relative success for target practice by the RAF and USAAF during World War II. The ‘Queen Bee’ being one of many used by the RAF. The Germans had also been investigating drone and guided bomb use through examples such as the Mistel aircraft (the most successful being a combination of either a FW-190 or Me-109 mounted above a Ju 88).

Both the USAAF and USN were undertaking secret trials into drone aircraft operations with the view of attacking the heavily defended and ‘impenetrable’ submarine and ‘V’ weapons sites across northern France . The aim, to stop, or at least reduce, the Nazi’s use of the V1, V2 rockets and the development of the new V3 canon.

Codenamed ‘Aphrodite‘ by the USAAF, and ‘Anvil‘ by the Navy, they were two secret operations running side by side. The idea behind these operations, was to remove all excess equipment from war-weary B-17s and B-24s, fill them with explosives, such as the British Torpex, put in radio receivers so that the drone (baby) could be controlled by a separate aircraft (mother) and fly them into designated targets. A volunteer crew of two would take off, set the aircraft in flight and then bail out over the U.K. or English Channel, leaving the ‘baby’ in the control of the ‘mother’ aircraft. These would then fly, by remote control, to the target when they would be put into a dive destroying whatever they hit.

The controls of the B-17 . The arm linkage moved the control column in response to the radio controls. (credit USAF)

The idea was remarkable but not new, and the equipment whilst innovative for its day, was limited to say the least. In all the operations undertaken only one drone ever reached its target, and that was through more luck than skill.

‘Azon’ (from AZimuth ONly*¹) controls had been used successfully on individual 500lb or 1000lb bombs, where the control box was attached to the rear of the bomb and controlled by the bomb aimer through a joy stick. Using two directional controls (left or right) he could direct a bomb very accurately onto a given point. The downside of Azon, was that range and fall had to be determined in the usual way by the bomb aimer and could not be altered once the bomb had left the aircraft.

Azon had been used and proven in attacking bridges, railways and other longitudinal targets and was very accurate with a good bomb aimer. However, because of its limitations, it could only be used in one dimension and therefore was not capable a making a ‘baby’ take off.

Two aircraft types were identified for the project. Boeing’s B-17 ‘Flying Fortress’ and Consolidated’s B-24 ‘Liberator’. These once converted would be given new identifications BQ-7 (usually B-17Fs) and BQ-8 (B-24D/J). In each case it was deemed that two crew members would be needed to raise the ‘baby’ off the ground, partly because of the strength needed to pull back the control columns in these heavy bombers. Once airborne, they would climb to around 20,000ft, arm the Torpex, set the aircraft on a trajectory to the target, switch on the receivers and bail out.

About twenty-five BQ-7s were modified, but it is not known accurately how many USAAF BQ-8s were converted. However, it is known that at least two naval PB4Y-1s (the naval version of the B-24 of which 400 had been converted from B-24 status – these were given s/n 31936 – 32335) were converted to BQ-8 standard; one of which was flown by Lt. Kennedy and Lt. Willy on the 12th August 1944.

A number of support aircraft were needed for each mission. Prior to the attack a Mosquito XVI of the 653rd BS would photograph the target. Then the ‘baby’ would be accompanied by at least one fighter (either P-38 or P-51) incase the ‘baby’ lost control and had to be shot down and for fighter escort; a ‘mother’ either a Lockheed Ventura or another B-17 modified to CQ-4 standard, and a photographic Mosquito from the 8th Combat Camera Unit (CCU) to record inflight behaviour. A post mission photo reconnoissance operation was carried out by the 25th BG at Watton to analyse the effectiveness of the bombing. It therefore took a lot of fuel, crew and aircraft to fly one drone to its target.

Because of the design features of the bombers, the USAAF looked into removing the cockpit to allow easy departure. The only aircraft that received this treatment was B-17F, “Olin’s 69’ERS” 42-30595 formally of 560BS, 388BG at Knettishall. It was never used on an Aphrodite mission and was scrapped post war after being used for training in the open cockpit mode. The BQ-8 (B-24) also had modifications made in the form of a widened hatch in the nose allowing for an easier escape from the aircraft. Once modified, the aircraft would have had all previous markings removed, and a special white or yellow paintwork applied to identify them from other bombers. To assist the controllers in sighting the ‘babies’ whilst in flight, the aircraft were fitted with a smoke canister that would be ignited allowing the bomb aimer to see the aircraft as it began its dive. In addition to this, two cameras were fitted to some ‘babies’ that transmitted pictures to the mother or support ship. These pointed at the controls and through the plexiglass. A revolutionary step forward in drone technology.

A modified B-17 (BQ-7) with its canopy removed, this aircraft became a training drone. (Credit USAF)

In all, there were fifteen missions undertaken by the USAAF and USN, but none were to successfully hit their targets. These included: Mimoyecques (Fortress); Siracourt (V1 Bunker); Watten (V2 Bunker); Heligoland (U-boat pens); Heide; Le Havre (docks); Hemmingstedt (oil refinery); Herford (marshalling yard) and Oldenburg (Power station). Both the operations and entire programme were cancelled only a few months after the Kennedy/Willy mission.

The last flight.

At RAF Fersfield, on August 12th 1944, Lieutenants Joseph Kennedy Jnr and Wilford J. Willy, both of the S.A.U. 1 of the Fleet Air Arm Wing Seven, boarded their converted B-24 Liberator, s/n 32271 (ex USAAF B-24J 42-110007)*²and began their preflight checks. The aircraft was filled with 21,270lbs of explosive. At 17:55 and 17:56 two Lockheed Ventura ‘mother’ aircraft took off, followed by a further navigation aircraft and then the ‘baby’ at 18:07. The ‘baby’ climbed to 2,000 ft, the two ‘mothers’ 200 feet higher and slightly behind. They were joined by two Mosquitos, one for monitoring the weather, and the second, A USAAF F-8, to photograph the ‘baby’. This aircraft was flown by pilot Lieutenant Robert A. Tunnel and combat camera man Lieutenant David J. McCarthy. There was a further B-17 relay ship, a P-38 high altitude photo reconnaissance aircraft and five P-51 Mustangs to provide fighter cover.

The group set off toward the target at Mimoyecques , Northern France. They were to fly south-east toward the Suffolk coast, then turn south and head toward the target. Once level and stabilised, Kennedy and Willy handed over control to one of the ‘mother’ ships Then they reached the first control point (CP) at which time the group began to turn south; the ‘mother’ controlling the ‘baby’. Shortly after the turn was completed (about two minutes) Kennedy was heard to give the code “Spade Flush”, then at that 18:20 the ‘baby’ disintegrated in what was described as “two mid-air explosions” and a “large Fireball”.*⁴ The explosion, spread debris over a large area of the Suffolk countryside killing both crew members instantly. The following Mosquito also suffered damage and minor injuries to its crew. Following the explosion, all the aircraft were ordered back to base and the crews debriefed.

Many months (and indeed years) of investigations followed, but no firm conclusions could be drawn as to the precise cause of the explosion that ripped the aircraft apart. A number of speculative theories were drawn up, but the most plausible is that the electronic arming system was faulty and when Kennedy or Willy flicked the switch, an electronic short occurred that caused the bombs to detonate. Oddly the film that was in the following Mosquito has never been seen or made public – if indeed it was filming at that time.

The cause of deaths of Joseph Kennedy and Wilford Willy still remain a mystery to this day.

Joseph Kennedy wanted to be a hero. He wanted to be talked about as the one who achieved and outshone his brother. Sadly, this dream cost him his life.

Page 1 of August 23, 1944 condolence letter to the parents of Lt. Joseph Kennedy, Jr.,

The letter sent to the Kennedy’s after Joseph’s death.*³

Page 2 of August 23, 1944 condolence letter to the parents of Lt. Joseph Kennedy, Jr.,

The letter sent to the Kennedy’s after Joseph’s death.*3

This fateful mission and its two crew members are remembered across the world. In France, the Mimoyecques museum contains a memorial honoring both pilots, and their names are carved in the Tablets of the Missing at the American Cemetery, Madingley, Cambridge. Kennedy has a ship the Destroyer ‘USS Joseph P. Kennedy Jr.’ DD850 named after him and this is now a museum in Battleship Cove, Fall River, Massachusetts. Both aviators were awarded the Naval Cross posthumously,

Lieutenant Joseph P Kennedy Jr, USNR, appears on the Wall of the Missing at the American Cemetery, Madingley, Cambridgeshire.

Lieutenant Jospeh P. Kennedy Jnr had no dependents but Lieutenant Wilford J. Willy left a widow and three children.

Sources and further reading.

*¹ Azimuth being the clockwise horizontal angle from a given point (usually North) to a second given point.

*² ‘US Navy and US Marine Corps BuNos, Third Series (30147 to 39998)‘ Joe Baugher, accessed 20/8/15

*³ Photos taken from ‘A People at War‘ Archives.Gov, Accessed 20/8/15

*⁴ ‘Crisis Hunter: The Last Flight of Joseph P. Kennedy Jr.’ Paul Elgood, Columbia Point, 2014 pg 45, 65,

For a list of USAAF drones and pilotless missiles, see here.

For the details on Drones see Wikipedia.

For more information and types, see Mistel aircraft, on Wikipedia.

Loss of Mosquito FBVI ‘NS828’ RAF Swanton Morley.

April 27, 2023April 21, 2023 / Aviationtrails / 12 Comments

On April 25/26th 1944, 487 Sqn (RNZAF) moved from RAF Gravesend to RAF Swanton Morley in Norfolk, taking with them D.H. Mosquitoes. They had only been at Gravesend a few days when news of the new move came through.

487 Sqn had previously been involved in ground attacks on German airfields across the occupied countries, and in several high profile missions. In particular, during the previous February, they had been involved in Operation ‘Jericho‘, the attack on the Amiens Jail, in France. It was also a Methwold based Ventura piloted by Squadron Leader Leonard H. Trent, who, on 3rd May 1943, had led the Squadron in a disastrous daylight attack on the power station at Amsterdam. As a result of his actions that day, Sqn. Ldr. Trent received the V.C., the highest honour bestowed on personnel of the armed forces.

On their arrival at Swanton Morley, 487 Sqn would immediately begin training for new air operations, their part in the forthcoming D-day invasion at Normandy, with the first flights taking off the following day.

On April 27th three ‘targets’ were chosen, the Grimston Range not far away from Swanton Morley, the Bradenham Range in the Chilterns, and lastly the Army Gunnery School site at Stiffkey, on the North Norfolk coast. Each of these were to be ‘attacked’ in cross country sorties by the Mosquitoes.

In one of those Mosquitoes ‘EG-A’ was Pilot Flight Lieutenant John Charles Paterson (NZ/2150), and his Navigator Flight Lieutenant John James Spencer Mellar (s/n: 49175) both of the R.N.Z.A.F.

The day’s sortie went well, until the return flight home was made. It was on this leg of the flight that the port engine of the Mosquito, a Hatfield built FBVI ‘NS828’ under contract 555/C.23(a), began to overheat.

Immediately Flt. Lt. Paterson feathered the engine – now flying on just one. The Mosquito was lined up on approach to Swanton Morley for a single-engined landing, but all did not go well. Unfortunately, instead of putting the aircraft down on the runway, the aircraft overshot the airfield crashing into a field beyond, the resultant accident killing both pilot and navigator instantly.

The Operational Record Book (AIR 27/1935/31) for April 27th states:

“Formation dive bombing on Grimstone [sic] range. Low level bombing on Bradenham Range. Formation cross country with air to sea firing practice off the coast at Wells. In the evening six aircraft carried out formation attacks on gun positions at an army Gunnery School at Stiffkey. Returning from this ‘A’, F/Lt. Paterson developed engine trouble and feathered the airscrew. In attempting to land, he overshot and crashed. F.Lt. Paterson and his navigator F. Lt. Mellar, were both killed.”

Since then, a memorial has been erected in memory of the two men, located on the side of the B1110 Dereham Road just outside the village of North Elmham in Norfolk, it stands not far from the site of the crash site, west of Swanton Morley airfield. After the crash, Flt. Lt. Paterson’s body was buried at Shepperton Church Cemetery, whilst Flt. Lt. Mellar was buried at Brookwood Military Cemetery plot 24. D. 20.

Flight Lieutenant Mellar was 29 on the date of his passing, he was the son of William Edward and Eleanor Mellar; and husband of Dorothy Freda Mellar. Flight Lieutenant Paterson was 24 years of age, he was the son of John Alexander and Alice Louise Paterson, of Papakura, Auckland, New Zealand, and husband of Doris Josephine Paterson, of Shepperton.

Pathfinder Memorial Brome, Suffolk – Press Release

April 16, 2023April 16, 2023 / Aviationtrails / Leave a comment

A guest post from Clive Stevens

‘Aviation historians attempt to trace family members of wartime tragedy for new Memorial unveiling’

On November 10th 1943, a B-17 Flying Fortress heavy bomber which had taken off from Thorpe Abbotts Airfield, near Diss minutes earlier, crashed in Brome village after unsuccessfully attempting to reach the newly constructed concrete runway at Eye airfield.

Civilian eyewitness reports, documented at the time by United States Army Air Force Accident Investigators, stated that the aircraft was observed with an onboard fire and flying at very low level, before pulling-up sharply to avoid hitting the tree-lined avenue at the front of The Old Rectory (now the Oaksmere Country Hotel). The aircraft immediately stalled out, crashing into overhead power lines and a gang of local road workers clearing drainage ditches. Fire quickly engulfed the already burning aircraft as it dragged a horse and tumbril into a nearby field as the road men tried in vein to flee the scene. As the heat from the aviation-fuelled fire rapidly intensified, exploding ammunition and phosphorus ordnance prevented bystanders from being able to help any of the young airmen onboard the doomed Bomber.When the gravity of the situation was fully realised, 13 American Airmen, 4 British civilians and one horse had all tragically succumbed to the horrific accident which still to this day ranks as one of the very worst aviation related loss of life incidents in the whole of the Mid-Suffolk District.

Fressingfield lorry driver Roland Thirkettle narrowly avoided serious injury when he was stood beside his truck close to Brome Crossroads and saw the aircraft approaching at what he estimated to only be 100 feet high and heading directly towards him. It cleared the trees, violently nosed down, hit the road and came to an abrupt halt in the ploughed field with the tumbril beneath it. He stated in his report written on the day of the crash that he “had to run fast to keep from being hit!’

The local roadmen killed in the crash were Walter Clarkeaged 50 from Stradbroke, William Charles (Charlie) Burridge aged 54 of Langton Green, Eye, William Dixonof Finningham (who also owned the horse and tumbril) and Ernest Barker of Wetheringsett who died of his injuries two days later in Hartismere Hospital, Eye. (Dixon was working at the time for a Mr G Arnold and his former employer was a Mr R Turner – These details are provided in the faint hope that somebody might just have a picture of Dixon with his horse and tumbril).

Another eyewitness to the incident, William Cooper Browne, a local Builder, stated “I saw an Officer rush up to the burning plane, dive under one wing and drag out two of the badly burnt roadmen. In view of the intense heat, this Army Officer demonstrated the highest bravery and disregard for his own life.” Sadly both of those men rescued did not survive the ordeal.

Whilst Press censorship, propaganda and the issues of public morale often compromised such stories from being told during times of war, the incident was covered by the local Diss Express Newspaper at the time where funeral details of all the civilians killed were posted in the November 19th 1943 edition of the Newspaper. The bodies of the 13 young Servicemen who were aboard the aircraft were also recovered and buried at Brookwood Military Cemetery in Surrey with full Military honours. At the end of WWII, the next-of-kin for all those men where given the choice of having their sons and husbands returned to America for family burials or to be reinterred at the American Military Cemetery at Cambridge along with their fellow combatants, on land gifted for the purpose by Cambridge University at Madingley. Five of the Aircrew lost in the Brome crash still rest at Madingley today, including the pilot of the aircraft, Lt. Arthur Reynolds, who had previously flown a Combat Tour of missions over Europe with 91st Bomb Group, to which the famous B-17 ‘Memphis Belle’ was assigned.

It is very much hoped that any descendant family members of those locals who were both eyewitnesses to the tragedy and the four roadmen who were killed, could be traced in time to attend an unveiling of a new Memorial to honour all those who lost their lives at Brome eighty years ago this coming November. Ipswich resident Tarkey Barker of Chantry Estate, has spent the past few years researching his family tree and determined to be a distant cousin of Ernest Barker of Wetheringsett.

On Friday November 10th at 10:40am, exactly 80 years to the minute that the mighty bomber crashed, local people are being invited to attend a Memorial Dedication Ceremony in the grounds of the Oaksmere Country Hotel, Brome, where current serving United States Air Force (USAF) personnel from Alconbury, near Huntingdon will perform an Honour Guard Ceremony and Folding of the Flag. The original B-17F Bomber, which was a top-secret radar equipped Pathfinder aircraft, was assigned to the 482nd Bomb Group and stationed at Alconbury Airfield and was performing a routine non-combat transit flight from Thorpe Abbotts Airfield and returning back to its home base, when events overtook the airmen moments into what should have been an entirely routine flight in unlimited ceiling and 1500 yards visibility.

The organisers are very keen to gain any further information concerning the accident and would very much like to hear from anybody with a family connection to those involved. Local WWII Historians Maggie Aggiss, Steve Andrews and Clive Stevens who are coordinating the Memorial Project, can be contacted on3drews@tiscali.co.uk and stressed that the general public are very much welcome to attend the Memorial unveiling ceremony in November, just 48 hours before the whole Country falls silent on Remembrance Sunday itself.

The timing of the Memorial Unveiling Service (which has been largely dictated by the date of the original crash) is anticipated to gain greater interest from the public due to the eagerly awaited release this Autumn of Stephen Spielberg & Tom Hank’s final ‘tip of the hat’ to WWII – Masters of the Air. Based upon the story of the United States 100th Bomb Group, who were posted to Thorpe Abbotts airfield in Norfolk in 1943, this new television Nine Part Series (and sister series to the award winning 2001 Band of Brothers), has been entirely filmed in the UK and charts the story of the United States Eighth Air Force daylight bombing campaign, flown from the many wartime airfields of Suffolk & Norfolk.

Fund-Raising for this significant Memorial Project is very much an ongoing effort and any individual or business that might wish to consider donating towards to the extensive costs of constructing the Memorial can find out more details from the GoFundMe website by looking up ‘B-17 Crash Memorial Project – Suffolk, England.’

The official November 1943 Accident Report concluded, from both eyewitnesses interviews and the condition of the plexiglass canopy that was throw clear upon impact, that the pilots were combating fire in the cockpit at the point of loosing control, but the cause of the fire was 100% undetermined. It is hoped that by the placing of the Memorial in a prominent position within the beautiful grounds of The Oaksmere Hotel, the names of the many individuals who lost their lives that day will be forever remembered and the tragic story surrounding their deaths exposed to a new, younger audience, who are most probably unaware of what took place in the village eighty years ago.

Please do not hesitate to make contact for any further details on the Pathfinder Memorial Project and we very much welcome your enquiry.

Written by

Clive Stevens

https://gofund.me/069e16b4

Little Snoring hardly the quietest of airfields! (Part 4)

April 9, 2023March 18, 2023 / Aviationtrails / 6 Comments

In Part 3 Little Snoring had seen some short stay visitors, it had been attacked by enemy bombers and a famous face had been posted here. The bad weather had played havoc with flying duties but the parties had more than made up for it. In the final part, the war draws to a close, the airfield declines eventually closing to military activity. But its not quite the end for this little airfield with a big, big history.

The dawn of 1945 brought more of the same with both squadrons remaining here until after the end of hostilities.

The Sunderland Cup, an annual award presented to the most efficient WAAF section within Bomber Command, finally came to Little Snoring in 1945. A prestigious award, it brought many dignitaries to the airfield including: Air Commodore R.G. Spencer, Group Captain B.R. O’B. Hoare, DSO., DFC., and Air Vice Marshal E.B. Addison, CB., CBE., Air Officer Commanding 100 Group.

The cup was presented by Group Officer C. Woodhead, Deputy Director WAAF. to Flight Officer C.L. Gallavan, officer in charge of the WAAF. Section at the airfield. It was a very proud moment for the ladies of the airfield.

A group of WAAF. officers photographed with the Sunderland Cup. L-R – Front: Flight Officer Kitson of RAD Chipping Warden, Squadron Officer Ford of 100 Group, Group Officer E.C. Bather of H.Q. Bomber Command; Group Officer C. Woodhead, Deputy Director W.A.A.F. Flight Officer C.L. Gallavan of Little Snoring. (© IWM. CH15776)

515 were finally disbanded on June 10th that year whilst 23 Squadron remained in situ until 25th September 1945. With the addition of 141 Squadron in July 1945, the last few months were much quieter operationally even though there were three squadrons on the base, During this time, a great change began in the structure of the Air Force, with crews being posted out to other squadrons and units, and surplus aircraft being put into storage. Operational records show a continuous list of ‘Operational Flying Hours – Nil’.

The new Mosquito NF XXXs began replacing the ‘old stock’ of Mosquitoes that had been so successful in the previous months and years. But these updated models, with their more sophisticated radars, were not to see any operational flights with these units.

Eventually in September 1945, flying officially ceased and the airfield was soon reduced to care and maintenance. Given over to 274 Maintenance Unit it became a storage site designated as No 112 Storage Sub-Site.

Like other airfields in this area, it became the home for surplus Mosquitoes on their way to a sad ending under the choppers blade. Luckily for some though, their fate would not be so awful and they were fired up and flight tested ready for delivery to the Fleet Air Arm or alternative Air Forces overseas. Many sadly though, ended up as fire wood.

The Nissen huts, like many airfield huts, were used to accommodate civilians until such times as suitable housing became available locally. In July 1951, No. 2 Civilian Anti-Aircraft Cooperation Unit (CAACU) was formed here, and flying a collection of warbirds including a: Beaufighter TT 10 (RD781); Spitfire XVI (TD344); Mosquito TT.35 (TA633); Vampires FB.5 (WA117); FB.9 (WL573); T11 (WZ584); Oxfords and an Anson. These would take to the skies, operating over the Wash off the Lincolnshire / Norfolk coast. In 1953 they too pulled out though, the airfield becoming too run down to be operational.

At this point, the site was largely passed to civilian hands, what was left was used by the Americans to store their own surplus equipment and not for any flying activities. A short lived move that eventually led to the final closure and demise of the airfield.

Following sale of the site, a large number of buildings were demolished or taken away for use elsewhere. The officers’ mess – which housed four ornately and beautifully written honours and awards boards, painted by Douglas Higgins – was also demolished, but luckily, these were saved by a local woman and now reside in the base’s ‘official’ church, St. Andrew’s, on the west wall. Written in paint, they detail the awards and ‘kills’ of the various crew members stationed at Little Snoring. Just a short walk from the church is the village sign which depicts a Mosquito, often seen over the skies of Little Snoring all those years ago.

In 1957, the McAully Flying Club was established here as the Fakenham Flying Club headed by its founder Elwyn ‘Mac’ McAully who sadly lost his life three years later in a flying accident at the airfield.

Since its closure, the runways have virtually all been removed, with only a few remnants of concrete left existing; the northern threshold of the main runway being used to store gravel and other road material. The largest and best preserved examples are two of the original T2 hangars, both used to store farm produce. A blister hangar is also on site but thought not an original of Little Snoring. Private flying now occurs on the sole remaining part of the runway located to the west. Part of the perimeter track forms the public road on the boundary of the eastern side of the airfield, and a small number of buildings, mainly huts, exist in private gardens used as storage sheds. The local caravan site has what is believed to be the base hospital and / or mortuary now a washing block.

Little Snoring’s gem is its watch office, standing proud in the centre of the site, a lone wind sock fluttering from its walls. Run down and dilapidated, it is crying out for love and restoration, but I suspect this isn’t going to happen and perhaps its days are very sadly numbered.

During its short operational life, twelve Lancasters and forty-three Mosquitoes were lost during missions over enemy territory and up until 2018, there existed no ‘official’ memorial in memory of these tragic losses. In July, the Airfields of Britain Conservation Trust placed an airfield marker on the western end of the site, just beyond the runway’s threshold, that omission has at least been corrected.

The base commander, ‘glass eyed’ Group Captain ‘Bertie’ Rex O’Bryan Hoare (Sammy) was a known character and has been mentioned in a number of books discussing night intruder missions. He was a very successful Mosquito pilot and looked up to by his fellow pilots. A superbly detailed account of him appears in ‘The Snoring Villages‘ and is certainly worth a read. He sadly died in an air accident in 1947 in Singapore.

Little Snoring was by far a sleepy airfield. Those who were stationed here made the best use of what they had, and when the cold winter weather put paid to operational activities, recreational ‘sorties’ took over and the airfield came to life in other ways. Operationally, Little Snoring played a huge part in intruder operations, strafing airfields and interfering with German Night Fighter operations. Even Adolf Galland in his book ‘The First and the Last‘ acknowledges the extent to which 100 Group went to “set really difficult problems for the German Night Fighter Command”. A true accolade to any wartime airfield and the men and women who worked there.

Sources and further reading

*¹ National Archives AIR 27/890/15; AIR 27/890/16; AIR 27/1094/17; AIR 27/288/11; AIR 27/1981/31

*² Ward C., & Smith S. “3 Group Bomber Command An Operational Record” Pen and Sword, 2008

*³ This is taken from the official Squadron Operational records, other sources including Chorley’s Bomber Command Losses state the crash was near to Broughton near Huntingdon.

*⁴ Bowman, M., “Battle of Berlin: Bomber Command over the Third Reich, 1943–1945” 2020, page 297 Pen and Sword (accessed via google books)

Galland, A., “The First and and the Last“. Methuen & Co., London, 1955

The four award and honours boards in St. Andrew’s Church can be seen on the Flickr page.

A personal recollection of life at Little Snoring can be heard via the International Bomber Command Website.

The full story can be seen in Trail 22.

Little Snoring hardly the quietest of airfields! (Part 3)

April 2, 2023March 18, 2023 / Aviationtrails / 3 Comments

In Part 2, 115 Squadron moved away from Little Snoring and the Electronic Warfare Group 100 Group took over. With that came a new type of aircraft, the Mosquito, operating as night intruders attacking enemy night fighters at their airfield. In this part, we see more new faces, a small detachment arrives, and a famous face is posted in.

The first of these new faces would appear over March and April, a small section comprising of only three aircraft (believed to be just two P-51s and a P-38) flying in American colours for training and trials with 100 Group. On March 24th, one of these aircraft would take part, somewhat unofficially, in the raid over Berlin. Flown by Major Tom Gates, he managed to get his name added to the operations board for that night, taking a P-51 to Berlin and back. During this epic flight, he apparently strayed over the Ruhr but the German anti-aircraft gunners failed to bring him down and he returned to Little Snoring unscathed by the first of several such experiences.*⁴

During mid April, Little Snoring was itself the subject of an attack from Luftwaffe aircraft, these intruders following the bomber stream home from a Serrate mission over Tergnier. According to operational records, the attack consisted of scattered bombs and cannon fire which caused no major damage nor casualties.

Another new face, this time for 515 Sqn, was that of Sqn. Ldr. Harold B. ‘Mick’ Martin of 617 Sqn fame, pilot of Lancaster ‘P – Poppsie‘. Whilst at 515 Sqn Martin would excel as a Mosquito pilot, strafing airfields, trains, railway yards and a flying boat base all in one night. He is also accredited with the shooting down of an unidentified aircraft and an Me 410.

But the bad luck that had shadowed Little Snoring crews would have the final say, when on April 11th, Mosquito DD783 flown by F.O. H. Stephen and F.O. A. Clifton spun from what was thought to have been a low level roll that went wrong. The manoeuvre led to a stall and spin at a height between 2,000 and 3,000 feet. Both airmen were sadly killed in the crash, the only 169 Sqn airmen to lose their lives whilst at the airfield.

Finally on June 4th 1944, both 169 Sqn and 1692 (Radar Development) Flight departed Little Snoring for pastures new. The move, hours before the D-Day landings being more than coincidental. The 3rd and 4th were given over to packing and moving equipment to Great Massingham, and only one early morning sortie was planned, but it had to be cut short when the aircraft developed engine trouble and hour or so into its flight over France.

With that, the two squadrons moved out and began to prepare for early morning flights over the Normandy coast in the early hours of June 6th 1944. Their short time at Little Snoring had been far from noteworthy, other than to say how badly the weather and lack of serviceable aircraft had dogged their early flying days.

515 Squadron who had moved onto the airfield just days after 169, would now be joined by 23 Sqn, also flying the Mosquito VI. Both these squadrons would concentrate on enemy night fighter airfields, seeking them out and destroying enemy aircraft on the ground, a low level intruder role that 23 Sqn had performed well in the Middle East.

The summer arrival brought a little light relief to those at Little Snoring. 23 Sqn who had arrived in two parties via Liverpool and Gourock, had previously been at Alghero in Sardinia. Their journey had not been the delight they would have wished for, both ferries, the Strathnaver and the SS Moolton, being held outside the ports for over four days before staff were allowed to disembark. However, once at the airfield, seven days leave was granted and the majority of personnel left for London and a week’s recreation.

Training flights, night flying practise and target practice then filled their time with both squadrons taking part in firing practise over the Holbeach Range on the Wash. Compasses were swung on the aircraft and low flying became the immediate focus. Those crews undertaking night flying were amazed at the number of lights displayed at British airfields, the 23 Sqn adjutant describing them as ‘Pansy’ when referring to the Drem lighting system employed at many airfields at this time.

Sadly the poor weather returned and yet again many flights were cancelled at the last minute. Instead parties were held, and great merriment once again fell over the airfield.

On 5th June, ten sorties were carried out over night by 515 Sqn Mosquitoes. Airfields at Montdider, Rossieres, Ardorf, Varal and Marx being targeted. Further patrols were carried out over Wunstorf, Celle, Creil, Beavis and Courmeilles with bombs being dropped on some and vehicles set on fire at others. A road bridge and barge were attacked on the Vecht Canal and airfields at Twente and Plant Lunns were patrolled by two more Mosquitoes. Further patrols and attacks were undertaken using a variety of HE bombs and incendiaries. Other vehicles were also set on fire during these intruder raids. Two aircraft flown by, Sqn. Ldr. Shaw (the Flight Commander) and Sgt. Standley Smith (a/c 950), along with Flt. Lt. Butterfield and Sgt. Drew (a/c 189), took off from Little Snoring but neither were ever heard from again and were recorded as missing in action.

The remainder of June involved much the same, poor weather hampering night flying but where the squadron was able to get airborne, 515 patrolled numerous enemy airfields, attacking goods trains and destroying a small number of enemy aircraft. Some He 111s and Ju 88s were amongst those destroyed whilst attempting to take off. The month ended with 515 crews undertaking in excess of 415 hours night flying time and 48 hour daylight flying.

23 Sqn meanwhile were suffering the same disappointments with the weather, although this did not spoil the merriment, the adjutant reporting several parties occurring whilst the remainder of leave was taken and the last of the crews arrived from abroad. Some night sorties did take place, again trains were attacked and several airfields were bombed. A small number of aircraft were seen and attacked with some resulting in ‘kills’.

A small number of the Mosquitoes of both squadrons were modified to carry ASH, the American built airborne interception (AI) radars. By the end of the year training on the new equipment was in full swing as were the parties!

December brought a devastating blow for 23 squadron though, with the loss of their Commanding Officer W.Com. A. M. Murphy DFO, DFC and C de G with Palm. He had been in charge of 23 Sqn for almost a year and was both liked and respected by all those in the squadron. Air-sea patrols were carried out by the squadron in conjunction with the Air Sea Rescue Service but nothing was found of him, his aircraft, nor his navigator Flt. Sgt. Douglas Darbon. That night, the squadron was stood down and on the following day a party was held in which many attended from lunch time to well into the night – few were seen before lunch the following day. Within a few days, Murphy’s navigator took a turn for the worst, and applied for a posting out of the squadron. Much to his disappointment though he was offered an Operational Training Unit (OTU), a move he did not wish for nor relish.

On the 9th December a little lightheartedness crept into the squadron when two Canadian aircrew landed at the wrong base by mistake. Only when they were down did they realise their mistake and were immediately awarded the M.H.D.O.I.F. The adjutant doesn’t explain the acronym, but it is likely to be something derogatory!

The number of sorties being performed by the crews in 23 Sqn were reflected in their departures. With seven crews with between 50 and 65 flights on their logs, they were all lost as tour expired, the lack of crews now becoming an issue at the airfield.

The poor weather returned once more closing down the station on several occasions. More training mean that December had been the ‘heaviest’ training month since the squadron arrived in the UK. 23 Squadron’s first ASH sortie had to be scrubbed on the night of 18th, and was followed by the inevitable party and poker.

The 22nd saw two aircraft manage to get off the ground. Unfortunately these ASH equipped aircraft had no luck in seeking out the enemy. A Lancaster diverted from its own airfield made an appearance at the airfield on Christmas Eve and the crews were treated to one of Little Snoring’s magnificent parties, a party that needless to say, went on well into Christmas Day.

The squadron remained stood down for several days, but as December drew to a close further ASH equipped aircraft took part in sorties over occupied Europe. The year ended on a positive note though, and although the squadron had lost many experienced and well liked crews, they were looking forward to better weather and more operational flying.

In the last part, the war draws to a close, the military eventually pull out leaving the airfield to nature and new owners. Although there is no more military action, it is not yet the end of flying. Little Snoring is to live on for some time yet.

The full story can be seen in Trail 22.