RAF West Raynham – a well Preserved Segment of Britian’s Aviation History.

April 21, 2015April 15, 2019 / Aviationtrails / 12 Comments

From the first site of this trail, RAF Sculthorpe, we travel a few miles south, a stones throw, to its sister station and another post war relic – RAF West Raynham.

RAF West Raynham

Nestled away in the heart of Norfolk is a real hidden gem. West Raynham remains an incredibly intact airfield, complete virtually in its entirety. But don’t get over excited, the diggers, cranes and bulldozers are there and already casting their blows.

Built in 1939 it had four runways, all of grass with 36 pan type dispersals, an accommodation block, ‘C’ type hangars and all the associated support buildings of a wartime airfield. Used by bomber command, it would see a range of twin-engined aircraft operate from within.

West Raynham’s hangars will be holiday flats.

Opened in May 1939, it was typical of its time. The first squadron to be based here was 101 squadron RAF, equipped with Bristol Blenheim IVs and later Vickers Wellington 1cs. 101 sqn began the war with daylight attacks on oil supplies in the port areas, communication lines and enemy airfields. A duty that later changed to the more successful night fighter role. 101 eventually left West Raynham, being replaced by further Blenheims of 114 squadron. Other squadrons to arrive included: 2 Grp TT flight, 76, 139, 18, 90 (with B17c ‘Fortresses’), 614, 18 and 1482 squadrons. A variety of aircraft came with them, including: Lysanders, Defiants, Bostons, Hampdens and Fairy Battles giving West Raynham a real diverse range of types.

In September 1942, two more squadrons arrived at West Raynham, 98 and 180 operating the North American B25 ‘Mitchells’. In the following year, Between May and November 1943, the grass runways were removed and replaced with concrete runways, one 2,000 yards (1,800 m) long and the other 1,400 yards (1,300 m) long. To coincide with this, the accommodation area was also expanded to allow for the influx of new personnel. West Raynham was now able to accommodate up to 2,456 men and 658 WAAFs.

The Officers mess is destined for other uses.

Night intruder attacks from West Raynham increased. De Havilland’s ‘Wooden Wonder’, the Mosquito II, FB, VI and NF 30s of 141 and 239 squadrons taking over this role. A number of switching between nearby Sculthorpe and Great Massingham, led to regular changes in residency, indeed as the war closed and the jet age beckoned, West Raynham would be the home to many types of modern fighter and their squadrons. Fighter trials became the order of the day, Tempests, Spitfires, Firebrands, Sea Mosquitos (see here), Sea Venoms, Sea Hawks Meteors, Javelins and Canberras to name but a few. The Royal Navy based many of their types here for various trials and research projects. The last piston examples to fly from West Raynham were the Fireflys and Hellcats of 746 sqn RN as part of Naval Fighter development Unit.

Further fighter trials and development units continued into the jet age, and the last aircraft to grace the skies over West Raynham were the Hunters and Canberras of 45, 85 and 100 squadrons. Then the roar of the jet engine was replaced by the Bloodhound missile and West Raynham began its decline into closure. In the 1994 West Raynham finally closed its hangar doors and its personnel moved out, the airfield itself remaining in MOD hands. Sadly the housing lay empty and it quickly became derelict, targeted by the vandals, the accommodation blocks were damaged and windows smashed.

Long debates and scornful banter over the housing shortage boiled over in parliament and sites such as West Raynham were seen as Prime land, with a huge infrastructure already in place, they were half way to meeting the needs of a growing community. The MOD eventually gave in, agreed to the sale and the site was handed over.

The Tower stands in the late sun shrouded in scaffolding. A sign of new life?

Initial attempts at obtaining a Grade II listing to a large number of the airfield’s buildings was made by the English Heritage but sadly, this was later withdrawn and no follow-up made. A number of planning applications have been passed over a period of years and as a result, the number of developments designated for this site have increased. Luckily, many of the original homes will and have been refurbished and sold off, thankfully retaining their original style and layout. The Hangars remain and will be turned in to Holiday apartments. How much of the other airfield architecture will remain in its original design is yet to be seen, but much of the north end of the runway and Bloodhound sites have already gone, being replaced by the beginnings of what is reputed to be, Britain’s largest Solar Park.

The control tower remains along with a wide range of smaller ancillary buildings, shrouded in scaffolding maybe it will become a cafe or other ‘social centre’. The Rapier Training dome still stands as does the elaborate Officers Mess. The adjacent tennis courts have now been reclaimed by trees and like the mess, will no doubt will find a new lease of life in some other guise.

The Rapier training dome resembles the gunnery trainers found at other older airfields.

If you drive round the airfield, to the east side, you can still obtain good views across to the hangars. The original Battle headquarters remains buried and pill boxes for the airfields defence can also be found.

A memorial to the crews of West Raynham has been erected in what is now the centre of a new housing area that utilises the old accommodation blocks. Around it remain fences and grazing sheep, the buildings behind them yet to see their fate.

West Raynham’s lasting legacy may be down to Flight Lieutenant Alan Pollock, flight commander of No 1 Squadron, who around midday on 5th April 1968 flew a Hawker Hunter FGA.9 (XF442) between the two spans of Tower Bridge in London. This stunt, a protest by Pollock at Government defence cutbacks, resulted in Pollock being invalided out of the RAF on ‘medical’ grounds, the alternative being a rather more embarrassing court-martial.

West Raynham remains today an incredibly well ‘preserved’ airfield, complete in its entirety. Its history is well documented in its walls and architecture. The layout, even as private housing is clearly that of an airfield, with the feel of an airfield, but what of its future? What will eventually become of this grand and large segment of British History? Only time will tell.

West Raynham’s memorial stands in the centre of the refurbished housing development.

Just a few minutes drive from West Raynham to the west is another wartime airfield and our last for today. Whilst the majority of the infrastructure has gone, all is not lost as it is a private airfield open to landings and with access in part via a footpath, a real delight to end the trail. We visit the picturesque village of Great Massingham.

RAF Sculthorpe – a relic of the Cold War.

April 12, 2015April 9, 2015 / Aviationtrails / 9 Comments

In this second part of the Norfolk Trails, we visit three more of Norfolk’s treasures. Deep in the heart of Norfolk, two of them are very much complete, but the third is all but gone. However, all is not lost as it still an active private airfield, and some of its features have luckily survived.

The first of these three jewels on this trail is RAF Sculthorpe.

RAF Sculthorpe

Located to the west of Norwich, Sculthorpe has its origins in the Second World War, but it has a larger claim to fame that it still retains to this day.

A once busy shop now derelict and forgotten.

Designed initially as a heavy bomber site, and satellite to RAF West Raynham, Sculthorpe now has three runways one of 12,000ft and two of 6,000ft, all concrete. With its enormous technical and administration sites that housed up to 10,000 personnel, Sculthorpe was one of the biggest bases in Europe, an honour it retains to this day.

Sculthorpe had a limited Second World War life, being opened quite late in the war in January 1943. Following a years development and growth, it initially housed Mosquitos of 464 (RAAF) and 487 (RNZAF) squadrons. Originally based at Methwold, the Mosquito FB.VIs replaced the earlier and slower twin-engined Venturas. At Sculthorpe, these two units were joined by 21 Sqn who stayed until the following December, before moving on. Then the much heavier B-17s of 214 sqn moved in thus changing the role of RAF Sculthorpe. The B-17s were redesigned and adapted to assist in radio jamming trials, the early form of Electronic Counter Measures (ECM), the B-17 crews would also be joined by other personnel from the United States, who stayed carrying out this role, until just prior to the end of hostilities.

Barrack Block

It was really at this time that Sculthorpe came into its own. With the influx of crews from the States, more accommodation would be needed and quickly. A sustained period of redevelopment, improving of runways and hardstandings, saw Sculthorpe gain the designation of Very Heavy Bomber base. It was anticipated that the enormous Boeing B-29s would be stationed here, but when the war in Europe came to an end, further deployment at Sculthorpe ceased and the B29s never arrived. However, the rise in ‘Soviet Aggression’ and post conflict tensions during the Cold War and Berlin airlift, secured the immediate future of Sculthorpe. Atomic weapons were stored here ready, when the North American B-45 Tornado found itself becoming the front-line four engined bomber designed to attack Soviet targets from the UK. During 1952, the 47th Bomb Wing of the Strategic Air Command were redeployed here from the United States. This wing consisted of the 84th, 85th, and 86th BS, along with the 420th Refueling Sqn and the 19th Tactical Reconnaissance sqn. These units operated a number of types including the: B-45, B-66, KB-29, KB-50, and RB-45C aircraft.

The Control Tower in a setting sun.

Ninety day duty rotations saw aircraft like the mighty B-36 ‘Peacemaker’ fill the skies over Sculthorpe, until finally, political agreements and imposed de-escalation strategies between the Cold War factions, prevented further deployment of large-scale US bombers on European soil.

Gradually, as nuclear deterrents turned to missiles and naval based platforms, Sculthorpe’s activity began to slow. Being returned to RAF ownership in 1964, it was placed in care and maintenance, and held by only a small detachment of support staff. Then in the late 60s, the USAF returned once more, needing a base from which to operate its aircraft whilst other airfields were redeveloped and runways resurfaced. This brought new life to Sculthorpe, American F-4 Phantoms and C-130s were based here, along with other aircraft types from the RAF operating under similar circumstances. This process went on well into the late 1980s and Sculthorpe became a mecca for plane spotters for at least another few years.

‘Hut 380’, a Second World War remnant.

This was not to last however, and Sculthorpe finally closed its doors in 1992, the enormous accommodation blocks and technical sites were sold off. Both these and many of the remaining buildings were left to decay, whilst planners gae thought to what they should be used for. However, like a phoenix, Sculthorpe returned from the dead yet again. The RAF, Army Air Corps and USAF using it for manoeuvres, with tilt wing aircraft, paratroops and rehearsals of supply drops over its enormous runways; much of this activity taking place at night. Even up until recently, C-130s have also been seen landing here, again rehearsing quick ‘stop-‘n’-go’ drops.

Looking at Sculthorpe, it is hard to believe its origins were in the Second World War. Being a real monster of the Cold War, Sculthorpe is clinging on by the skin of its teeth. The accommodation blocks that once housed 10,000 personnel are decaying and vandalised, refurbished areas are now sold off and accommodating local families. A small industrial area has been developed from the technical area, and the local farmer grazes his cows on the far reaches of the site. Many of the older orignal buildings have been left to rot and fall down. The American authorities still retain some ownership of the site, whilst a large part of it is in private hands.

A large part of Sculthorpe has been left to rot, piece by piece.

The original guard-house is no longer manned, and a number of other buildings close by are also empty. A small public track that once took eager plane spotters to the rear of the airfield, still allows views across the north of the now quiet site where a blister hangar continues to stand alone. The control tower is still intact visible in the distance from this point, as are a number of original Nissan huts and Second World War buildings hidden amongst new buildings and old developments.

In remembrance of the 47th BW, 50th anniversary reunion, 2002.

Sculthorpe was once a bustling airfield, home to some of the world’s heaviest bombers, a mecca for aviation enthusiasts and plane spotters alike. Today, it is a decaying industrial site, a mix of old buildings and new developments, a remnant of the Cold War, it clings on to life by the skin of its teeth, maybe, just maybe, the Phoenix will rise up once more and spring into life again.

Sculthorpe’s remaining Blister hangar in a low setting sun.

From Sculthorpe, we travel a few miles south, a stones throw, to its sister station and another post war relic – RAF West Raynham.

Gloucester – RAF Stoke Orchard

April 7, 2015April 7, 2015 / Aviationtrails / 16 Comments

An original Bellman Hangar, rusty but in use.

It’s always good to receive comments and have interaction with readers on trails. Contact from such a reader promoted a good discussion around the state of many of these airfield and the changes seen in relatively short periods of time. It surprised both of us how much had changed and not for the better!

A fellow enthusiast and reader, Steve Darnell, kindly offered to share his photos with me and take me to a local but little known about airfield within a few minutes of his home near Gloucester – RAF Stoke Orchard.

RAF Stoke Orchard

There is little information available about Stoke Orchard, but it is known that a small number of units were based here between September 1941 and January 1945: No 3 GTS, (Glider Training School), No 5 MU, (Maintenance Unit) , No 10 EFTS, (Elementary Flying Training School) along with a WAAF Officers’ School all utilised the site during this time.

Having a relief landing ground at Northleach, Stoke Orchard airfield was built with four grass runways: N/S – 1,090 yds, NE/SW – 1,160 yds, E/W – 1,160 yds, and NW/SE – 1,125 yds. It had a number of hangars: 4 Bellman, 8 double Blisters, 1 treble Blister and four single blisters. Accommodation was provided for 645 RAF personnel and 201 WAAFs. Other buildings on the site included the accommodation blocks, technical buildings, hospital, AA defences and a wooden Control Tower.

As a training station, there were around 50 Tiger Moths based here, which were later replaced by gliders.

Bellman Hangar door runners.

After the war, the site quickly closed, and Stoke Orchard fell into disrepair. However, the Gloster run factory across the road at the northern side of the site, continued to use the airfield to ferry aircraft away from the site. The aircraft were maneuvered over the road and through a gate onto the airfield; the gate now a gap in the hedge and the factory used for research into coal.

Several parts of the perimeter track still remain today, now used by farmers, they mark the extent of the site which for its origin and purpose, is quite large. The four Bellman hangars are also still in situ, three of them having been substantially reinforced and refurbished, the fourth being in its original shell. Even with the refurbished covers, the internal structures are evident as are racking points, evidence of additional work being carried out on them during their original use.

The Hangar door rails can also be seen embedded in the concrete floor, and a large concrete area, to the front of the sites is where the control tower stood along with other technical buildings.

Part of the Perimeter Track.

Part of the site is now a waste disposal site and along this road can be found examples of both a Cold War relic, the Royal Observer Post, and a bunker, a rare type called a ‘Seagull Trench’ due to its shape. These trenches were used for airfield defence in the case of attack or invasion. Both are intact, but the bunker has had several fires lit inside it severely damaging the internal structures.

A number of brick mounds are also embedded in the hedgerows, bits of pottery and other remnants can also be found for those wishing to get in amongst the thorns and delve deeply.

Little else survives of the airfield, and little is known or recorded about its activities. There are mentions of ex-POWs using it as a ‘squat’ post war and families living in its accommodation blocks, but it appears that Stoke Orchard is another site that has quietly disappeared leaving only small relics behind to remind us of this once active airfield.

My sincerest gratitude goes to Steve and Michelle for their generous hospitality, and for opening their home up to me. I would also like to thank Steve for the loan of the books, CDs and for giving me the many photos for safe keeping. A real gent.

Stoke Orchard is also very close to the Jet Age Museum based in the corner of Gloucester Airport, formally Staverton, and is open on certain days in the summer.

A Seagull trench used for Airfield defence.

RAF Bircham Newton.

March 29, 2015March 29, 2015 / Aviationtrails / 6 Comments

Trail 20 is a Trail that takes us round northern Norfolk. Our first stop is RAF Docking. After Docking, we travel to Bircham Newton.

Bircham Newton has it origins in the First World War prior to the birth of the Royal Air Force. Its distinguished career, saw action in both World Wars and post war right up to 1965 when it finally closed.

The former Guard House now stands as a shop.

Opened in 1916, its first operational use was as a fighter gunnery School in 1918. Its runways were grass and early residents included: DH4, DH5 and the DH9, amongst others. There then followed a period of expansion and development where larger buildings and accommodation blocks were built. Its first and possibly its most significant early aircraft, were the Handley Page V/1500 bombers. An enormous 4 engined aircraft, it was designed to hit Germany hard, targeting Berlin from airfields in East Anglia.

During expansion, a number of squadrons were based here: 7, 11, 166, 167 and 274 to name but a few. Primarily a bomber base during this period, it was soon passed to Coastal Command, who would also take charge of a number of other airfields around this area, including both satellites at RAF Docking and RAF Langham. Many of the original buildings were demolished and those we see today built instead.

Former armoury and photographic building.

New residents for Bircham featured heavier twin-engined aircraft such as the Lockheed Hudson, Bristol Beaufighter and Vickers Wellington, for which steel matting was laid to prevent sinking in the soft earth.

The majority of missions from here were anti-shipping activities, mine laying and Air-Sea rescue. Like its satellite, Docking, it saw a large number of squadrons pass through it gates, too many to give the required credit to here.

As the second World War drew to a close, Bircham’s activity began to dwindle and its role lessened. From Anti Shipping activities to Flying Training, Transport Command and finally to a Technical Training unit, training the Officers of the future. Flying reduced, and Chipmunks became the order of the day. The most notable ‘resident’ of Bircham being HRH The Duke of Edinburgh, who made several landings here as part of his flying training in the early 1950s.

One of the former technical buildings no longer used.

Finally, in 1962, Bircham Newton closed its doors to aviation, but it was not to be the end of the story. In 1965, with the development of the Kestrel, Hawker Siddeley’s VTOL baby, Bircham came to life once more, albeit briefly, with the sound of the jet engine.

A year later, Bircham was sold to the National Construction College and the pathways are adorned with young building apprentices, diggers and cranes of varying sizes. Being a busy building college, many of the original buildings hae been restored but the runways, flying areas and sadly the Control Tower, removed. Whilst private, the airfield retains that particular feel associated with an airfield.

The main stores with two of the C-type hangars in the background.

Luckily, the main road passes through the centre of Bircham. A memorial project has been set up to remember those that served at the airfield with photos and exhibits from days long gone. A memorial has also been erected and stands outside the original Station Commanders house, just off the main road and is well sign posted. The original accommodation blocks, technical buildings and supporting blocks are still visible even from the road. The 1923 guard-house, is now a shop and the operations block, the reception centre.

The original squash courts are still used as they were intended.

Reputedly haunted, the squash courts (built-in 1918) continue to serve their original purpose, and most significantly, the three large C-type hangers and 2 Bellman sheds are still there – all visible from the public highway.

RAF Bircham Newton, stands as a well-preserved model one of Britain’s wartime airfields. Although Private now, the buildings reflect the once time bustling activities of a busy centre of aviation.

RAF Memorial and Station Commanders house

The recently added RAF Memorial and behind, the Station Commanders house

The memorial project at RAF Bircham Newton has a website and can be found here. Norfolk Heritage Explorer also has more details here.

Finally – recognition for Britain’s airfields and the sacrifice made by so many.

March 24, 2015 / Aviationtrails / 10 Comments

The government recently announced their final budget before the forthcoming general election. Amongst the tax hype, vote buying and pre-election promises we have come so accustomed to, was a small recognition to those who gave their all for the security of Britain.

Recognition has finally been given to the deterioration of Britain’s wartime airfields. In particular Stow Maries that dates back for the First World War, the museum at Hendon and the chapel at the former RAF base at Biggin Hill, have all been the subject of grants to improve and update them.

This does not in itself signify a dramatic change in heart of the upkeep or a reduction in planning and development of Britain’s wartime airfields, but it does show a change in attitude toward those that flew from them and the memories we hold of them.

Any small recognition of the sacrifice made by these people, and the fading historical aspect of these now decaying sites has to be good. Maybe just maybe, somewhere along the line planning regulations may change to allow for preservation of some small part of these sites before they are all gone forever.

This has to be a positive step forward, let’s hope so!

An interesting article relating to this appeared in the “Telegraph” newspaper on May 21st. It’s well worth a read and can be found here

Leslie Howard Pilot Officer 77sqn. RAF(VR) RAF Elvington

March 24, 2015March 21, 2015 / Aviationtrails / 6 Comments

As a teacher, I often try to squeeze in a little bit of modern history. I feel it’s important that the younger generations know and understand what sacrifices were made during both the First and Second World Wars (not to mention the many others) so that they realise lives are lost and that war is not a game of ‘Call Of Duty’.

To my surprise one of the girls brought in some papers and explained how it was a relation of hers on her mother’s side, but she knew nothing about him. The gauntlet was thrown, eager to know more, I took copies of the relevant documents and brought them home.

After some considerable searching I came up with some interesting facts about this man.

His name was Leslie Howard (s/n: 168652), he was originally a policeman, and came from the Sheffield area (Birklands Road). He was married to ‘Gladys’ and on joining the RAF was posted to 77 Squadron who were based Elvington at the time of his death. He was a sergeant and received training on Wellington bombers. After promotion, he became and Pilot Officer and flew Halifax (V) bombers from Elvington with 77 Sqn, RAF(VR).

On the night of 20th /21st December 1943, he was on a mission to bomb Frankfurt. With him on board were: Sgt. E Dickman, F/sgt. C. Quine (DFM), F/Sgt. J. Waterston, Sgt. N.H.C. Short, Sgt. W.C. Wight and Sgt. A.P.H. Restarick. His Halifax, S/N LL121, “KN-G” was attacked by what is believed to be by either JU88 or B110 of 8./NJG3 night fighter squadron, piloted by, again not confirmed, Oblt. Paul Zorner, from Hintermellingen, near Frankfurt.

The aircraft was severely damaged and crashed. Both P.O. Howard and Sgt. E.W.Dickman were killed, whilst the others survived being taken prisoners of war.

Sgt. Dickman was buried in Runnymeade, whilst P.O. Howard was buried in the cemetery at Hintermellingen. His remains are now in the Hanover War Cemetery, block 16, row A, number 18.

I informed the father of the young child who was more than interested as they knew little of him. He told me that the family on the mother’s side, still resided in the Yorkshire area and were visiting in the next week or two. He would pass this information on.

I shall continue digging, to find more and confirm the details I’ve already found, but you get a real sense of achievement and satisfaction to know that a little bit of history has been uncovered for this family.

If you know of, or have any further information about this operation or crews, I would love to hear from you.

Do you recognise anyone in these photos? Particularly the bottom left.

The telegram sent to Mrs Howard.

Leslie Howard’s grave is 16.A.18 to the top of the diagram (created by the War Graves Commision).

Trail 20 – RAF Docking, a satellite that became an airfield in its own right.

March 22, 2015May 14, 2017 / Aviationtrails / 4 Comments

RAF Docking

RAF Docking (also known as RAF Sunderland after the farm it took over) was originally built as a satellite for nearby RAF Bircham Newton. As one of many dummy airfields in this area, it saw an unusually high level of activity.

Looking across and along what would have been runway 3 at Docking.

Docking had 3 grass runways one each of 1,730 yds, 1,400 yds and 1,100 yds (all extendable) it also had 8 blister hangars, 1 x A1 hangar and accommodation for 789 RAF personnel and 92 WAAFs.

Located to the East of Docking village, it was a ‘K’ site during the day and a ‘Q’ site at night. Dummy aircraft and false buildings would be used along with flarepath lighting to guide enemy bombers away from major nearby targets; it was quite successful in this role being bombed on a number of occasions.

The northern side of the peri track. The bomb store is behind and slightly to the south.

Docking became a dispersal site for RAF Bircham Newton, and often took aircraft returning during the hours of darkness. They would remain here and then be transferred home the following day. As it grew, it took more and more aircraft, eventually becoming an airfield in its own right to the point that it had its own satellite which became RAF North Creake.

Many of the airfields in this area, participated in the anti-shipping role under the control of Coastal Command. A small number of larger aircraft based with RAF squadrons, having with their longer range and larger bomb loads, were also based here and used to attack targets in Holland. A wide range of aircraft both visited and were stationed here at Docking, Avro Ansons, Lockheed Hudson and even Gloster’s Gladiators graced the grass field. In fact the range was so vast, (ranging from the iconic biplanes, Swordfish and Albacore to the larger Wellingtons, Whitley and Hampdens to the more modern Spitfire and Mosquito) that there are simply too many to mention with any real accuracy.

Movements in and out of Docking were frequent, but, many units were here at some point officially, these included: 53, 143, 221, 235, 241, 254, 268, 288, 304, 407, 415, 502, 521 and 524 RAF squadrons. With so many movements, it is hard to believe so little exists about its history or photographs of its activity.

One of the crew huts now a storage unit, once housed pilots and latterly, local families.

Undoubtedly, the most significant contribution by Docking was that of meteorological reconnaissance, preparing weather reports for returning bombers and reports for forthcoming mission and the like. Many of these operations involved flying up to altitudes as high as 40,000 ft, taking measurements every 5,000 ft and reporting back. They would fly in set zones around the UK, Docking’s aircraft focussing on an area between Norfolk and Wick in Scotland. These sorties were codenamed ‘RHOMBUS‘, some from the west coast flying out deep into the Atlantic and some as far north as Iceland. Later on, these flights codenamed ‘PAMPA’ would involve flying deep into enemy territory to ascertain weather conditions over the target area in advance of a forthcoming bombing raid. Performed by Spitfires and latterly Mosquitos, these were often very dangerous with many crews failing to return.

Docking had its fair share of accidents. One such unfortunate incident on 10th october 1943, saw a Docking based Handley Page Hampden crash on take off, three of the crew members being killed in the ensuing fireball, whilst two others escaped – Sgt. J. Alloway and Flying Officer J. Maxwell. Alloway was severely burned and became one of ‘McIndoe’s’ army later known as the ‘Guinea Pig Club‘.

F.O. H Featherstone was killed when the HP Hampden he was in crashed.

A number of other crashes, many in extremely poor weather, paid a toll on the crews, these are all talked about in detail in David Jacklin’s book so I won’t dwell here. One that is worth a mention is that of Flying Officer H.E.M. Featherstone (41275), 206 Sqdn., Royal Air Force who died on 1st January 1941, Age 27 when the aircraft he was in crashed killing him and seven other crew members. Featherstone’s grave is found in the nearby war cemetery at Great Bircham.

Another ‘noteworthy’ mention is that of Pilot Officer A.L. Kippen (407 Sqn RCAF) who was killed on 16th May 1942. Kippen, (J/7208), an Air observer, was killed when the badly damaged Lockheed Hudson he was in, crashed on its approach to Docking hitting an anti-aircraft gun pit killing the occupants. He too is buried in the nearby church. What makes Kippen’s death so significant, is that just eight days earlier, his sister had sent him a poem, this poem now stands beside the headstone on a plaque.

P/O A Kippen, Whose Poem from his sister sits at the foot of his headstone.

Meteorological reconnaissance was not the only role played by Docking. Air Sea rescue were responsible for saving a number of downed crews, mine laying, anti-submarine missions and attacks by the Polish 304 Sqn RAF in the ‘1000 Bomber’ raid on Breman all form part of its rich tapestry. Even though it was a grass airfield, it became a refuge for many returning ‘heavies’, Lancasters, Halifaxes and even Stirlings found Docking a safe haven. On one day alone, 17th January 1944, a total of five Lancasters who had run out of fuel managed to land safely on its grass tracks. A number of B-17s also tried to land at Docking, but believing it to be a much longer runway, they ran off the end forcing their undercarriage to collapse in an adjacent ploughed field.

Toward the end of the war, Docking was used less and less operationally and eventually became a ‘demob’ centre for crews. Many faces were to pass through, including Richard Burton and Mick Misell (aka Warren Mitchell/Alf Garnet for those who watched British TV!). Robert Hardy (All Creatures Great and Small) another British TV actor was also here with Burton, as was Danny Blanchflower (Tottenham and Norther Ireland footballer). With little to do, these particular crew members were often in trouble, fights, vandalism and fraternization with the locals led to many a run in with the law.

A gas decontamination building.

After the war had ended, Docking was used as emergency housing for the locals, many stories are told by David in his book and indeed he was one of those souls who had to brave the cold and ‘misery’ of a Nissan hut in winter.

With such a ‘distinguished’ history, RAF Docking is one of those airfields that has managed to fade into the past. Little now remains of its existence. Being grass, there are no runway remains or even an indication of a runway. The perimeters being concrete now form the eastern road that pass along side the site, being single track it is considerably smaller today then it was in the 1940s. At the top of this road, where the track swings west, is the former bomb site. Now a ploughed field, its wartime existence totally masked.

The new Docking memorial.

To the West of the site, the main road (B1154) passes through what was the admin and technical sites. A single crew hut stands in a field marking the location of the airmen barracks. Further along, the road forks, and to the left would be a further domestic site housing crews in more Nissan huts. The triangular coppice that stands in the middle of this fork, still retains, in a very dilapidated state, the gas decontamination centre and the emergency electrical supply, the stand-by set house. Both these are in a very poor state and now house disused agricultural machinery. Careful observations amongst the bracken and undergrowth reveals entrances to underground shelters, four entrances in total. These have been blocked and partially filled by the farmer to prevent access. Further along the right fork, would have been to the left, the WAAF site, to the right, the water tower along with further domestic units. All traces of these are now sadly gone.

The original watch tower watches over crops rather than departing aircraft.

Newly created on this fork, is a memorial to those who flew from Docking, beautifully crafted in black, it over looks the airfield to the east. From here, a small pill-box can be seen amongst the hedgerow, and with permission, it may be accessible and could be one that was damaged when hit by an HP Hampden.

The entrance to the rebuilt Sunderland farm is also along here. This led to the A1 hangar, again now gone, and on through to the centre of the airfield to where the watch office still sits. Used for storage, again with permission it may be accessible. A number of smaller buildings are still evident here too and many can just be seen between the hedgerows, from the public highway.

A Pill Box remains hidden in the hedgerow.

When visiting Docking, it is strongly recommended that you visit the War Cemetery at St. Mary’s Church, Great Bircham, which includes 11 German war graves and a Cross of Sacrifice unveiled by King George VI on the 14th July 1946. These graves highlight the sacrifice of these men who flew in poor weather for the benefit of their more famous counterparts, the bomber crews. The high number of graves here and the stories that can be told, all reveal a rich tapestry of valour, bravery, sadness and loss that for a decoy station certainly earned its place in history.

War Graves Cemetery - St Mary's Great Bircham

War Graves Cemetery – St Mary’s Church, Great Bircham, includes 12 german graves.

Trail 20, takes a tour round North Norfolk, an area of natural beauty, where many of its airfields are remain intact, but are slowly succumbing to the bulldozer.

Please see Trail 20 for further reading and references.

Royal Air Force Memorial, Embankment, London

February 22, 2015February 22, 2015 / Aviationtrails / Leave a comment

London has many stunning memorials and monuments scattered about its streets and gardens. The Royal Air Force memorial is just one of many visited over recent months.

The Royal Air Force memorial stands on the Embankment overlooking the Thames.

The Royal Air Force memorial is located on the banks of London’s River Thames, between Embankment and Westminster tube stations.

Overlooking the river, it was designed by Sir Reginald Blomfield, sculpted by William Reid Dick, and completed on 13th July 1923.

The memorial consists of a bronze globe on which stands a gilded eagle with its wings spread as if about to take off. The main tapering column is of Portland stone and this forms the official Royal Air Force memorial.

The initial idea for a memorial was raised by Maj.Gen.J.M.Salmond, in a letter to the Air Ministry on 27th November 1918. Following this a committee was set up and discussions continued around the raising of funds and more importantly, how it should be spent. The leads in this committee were Air Chief Marshal Sir Hugh Trenchard and Lord Hugh Cecil. Eventually, on 21st January 1920, an appeal was launched with an article in the Times newspaper and the money gradually gathered.

There then followed many discussions about a suitable location for the memorial and eventually, the current location was agreed and permission given for its erection. The Architect, Sir Reginald Blomfield, decided upon William Reid Dick as the sculptor, plans were drawn up and building work started.

A Bronze gilded Eagle stands as if about to fly.

It wasn’t until 16th July 1923, that the memorial would be both finished and unveiled. In the presence of Sir Hugh Trenchard, and many other dignitaries, the Prince of Wales gave a moving speech highlighting the sacrifice of those who gave their lives in this new form of warfare.

Following the Second World War, further inscriptions were added and the updated memorial unveiled by Lord Trenchard on Battle of Britain Sunday, 15th September 1946. The tradition of placing a pilot’s brevet shaped wreath at its base has continued ever since.

There are a number of inscriptions around the column and base, each one referring to the dedication and loss of the men and women from the entire British commonwealth who gave their lives in both World Wars.

Even on a wet winters day, this is a stunning memorial and a beautiful tribute to those brave people.

The Eagle looks across the Thames to the London Eye,

For more information about its history go to the RAF Benevolent Fund website here. A pdf is available.

Other major memorials appear in the blog here and for specific airfield memorials here.

As Heard on the BBC: RAF Kings Cliffe – Time is Running Out!

February 17, 2015February 15, 2015 / Aviationtrails / Leave a comment

We recently published a post highlighting the proposed development of the former RAF Kings Cliffe airfield (Trail 6), and in particular the Glenn Miller Memorial located at Jack’s Green, which is part of Rockingham Forest in Northamptonshire, England (post 6/1/15).

The memorial and hangar base where Maj. Glenn Miller played his last hangar concert on 3rd October 1944.

The proposal, by the land owner/developer, Philip Ashton-Jones, states that a ‘caravan site’ with access and associated buildings would be built on part of the former airfield. This outlined plan includes the location of the memorial on the hangar base where Maj. Glenn Miller performed his final hangar concert (3rd October 1944) before his mysterious disappearance over the English Channel in December that year.

Whilst promoting the issue, Marcella, contacted John Griff at BBC Northants, who in turn asked for an interview on the Stuart Linnell Breakfast Show. Living in the U.S., this would prove interesting as there is a time difference of 5 hours. However, a suitable time was agreed and arrangements made for a pre-recorded rather than live interview.

The proposal has, unsurprisingly, been met with resistance from the local community. Some of the issues include: impact on local property and the current roads around Kings Cliffe which pass a quarry and lead to the back of Kings Cliffe village. The roads are very narrow, and unsuitable for high levels of traffic. The area is relatively high up and gives great views of the surrounding countryside, a reason why it is used by walkers, horse riders, cyclists etc. Furthermore, there is a wide range of wildlife including a herd of deer that roam freely through the forest – it is indeed an idyllic area of pristine and natural beauty.

Of course there is the NIMBY aspect, no one wants a holiday village in their back garden. There are fears of ‘development creep’ and damage to the local finely balanced ecosystem. To Aviation Trails, it is not only the environment, but it the future of the Glenn Miller Memorial that is at stake, as are the remains of the airfield where so many brave young men, who gave the ultimate sacrifice, flew from during the Second World War.

The BBC broadcast both sides of the debate, including an interview with the landowner/developer, Mr. Philip Ashton-Jones, who slipped into admitting it was not caravans but 55 ‘luxury lodges’ that are being proposed. This was one of several ‘suspicious’ actions, along with the time at which the planning application was made public (i.e. prior to the Christmas holiday when the planning offices were closed), that caused some concern. This action reduced the amount of time objectors had to raise their concerns.

We feel these issues and the memorial in particular, are an important part of our shared British and American history. RAF Kings Cliffe comes from an era that changed the world, and Maj. Glenn Miller was a man whose musical talents helped shape and develop popular music for years to come.

These ancient forests are now delicate ecosystems, the memorials, rapidly disappearing monuments to past generations and Anglo-American heritage. Both need protection from permanent and sustained damage.

The BBC site has the various interviews available through their website, (links are valid for 30 days from the 9th February 2015 – but may be available on archives). They are for entire shows, but we have noted the timings of the relevant parts.

The BBC news website article can be found here.

A facebook page here, anyone can access this.

The radio interview with Marcella can be found here at 1:39:20

The interview with Ian Sharpe and Mr Philip Ashton-Jones can be found here at 2:39:15

A further report from the site can be found here on the John Griff show at 1:15:30

A big thanks also goes to my good friend, Kevin Fleckner, who wrote in support of the memorial.

As an additional note, there is also talk of development on the nearby RAF Deenethorpe site, another Northampton historical site likely to disappear. See the BBC report here.

Andy Laing and Marcella Beaudreau

Diary of a Luftwaffe pilot

February 15, 2015February 14, 2015 / Aviationtrails / 7 Comments

A recent visit to an antiques shop, led to the purchase of two books, one detailing the events of the Battle of Britain, the second included short diary entries of Luftwaffe pilots. Sadly, not many Luftwaffe diaries exist today, all but a few being destroyed in case they fell into enemy hands! As a result, records are sketchy, few and far between.

Some of these Luftwaffe entries refer to the Battle of Britain. I tried to make a comparison, maybe one entry would refer to the other – sadly they were not sufficiently detailed enough to be certain. This aside, I was intrigued to see the Germans portrayed their part in the battle and how they might compare in terms of recounts.

After the fall of France, the Germans built up strong groups of fighters, transports and bombers in readiness for the coming invasion of Great Britain. Five main groups (Luftflotte ‘air fleets’ similar to the RAF groups) operated across the German empire. Covering the eastern borders were Luftflotte 1 and 4, to the north in Norway and Denmark was the newly formed Luftflotte 5 and in Belgium and France , Luftflotte 2 and 3 respectively.Total servicable aircraft facing Britain amounted to 3,157.

Jagdgeschwader 3 (fighter ‘wing’ made up of 3 Gruppen^*1 and 1 Stab) normally stationed on the eastern front, had been brought in to bolster numbers in Luftflotte 2 and were now based at Samer not far from Boulogne. Commanded by Hauptmann Hans von Hahn*² (himself a German Luftwaffe ace and recipient of the Knight’s Cross), Luftflotte 2 were able to field 23 Messerschmitt Bf 109Es at the start of September.

The mid part of September had been dogged by poor weather, on the 12th 13th and 14th, the Luftwaffe launched only small raids and reconnaissance missions with minimal numbers of aircraft. Many fighter pilots were given the luxury of rest periods some even taking in local sites.

One of the biggest days of the Battle of Britain, now celebrated as Battle of Britain day, was Sunday 15th September 1940. It saw a major change in Luftwaffe policies. The weather was misty but promised to improve, and the Germans saw this as an opportunity to bring a severe blow to London and the RAF; this would be the ultimate prelude to invasion.

The Unit war diary for 1 Gruppe, Jagdgeschwader 3, September 15th 1940^*3, reads:

12:00.

Escort (by 12 aircraft) Do 17s against London. Oblt Keller shot down the Spitfire, Leutnant Rohwer a Hurricane. Fw Wollmer dived into the channel; the impact was seen by Lt Springer. This crash appears not to have been caused by enemy action. After a long dive Wollmer’s machine rolled a quarter turn into a vertical dive and he did not succeed in bailing out. A motorboat detached from a German convoy near Cap Gris Nez and went to the scene of the crash.

15:10.

Operation by nine aircraft to escort He 111s against London. At 1,500m there was almost total cloud cover. Over the Thames estuary and to the north of London there were gaps in the cloud. During the flight in there was contact with Spitfires. The bombers flew in loose formation to the north of London. Strong and accurate flak. The Spitfires came from above, fired, and dived away. Hauptmann von Hahn shot down the Spitfire, Lt Rohwer probably destroyed a Hurricane. During an attack by Spitfires Oberleutnant Reumschuessel became separated from his wing-man, Obfw Olejnik, and has not returned (this aircraft crashed near Charing, Kent; the pilot bailed out and was taken prisoner). After he was separated from the formation Obfw Hessel was heard on the radio, but he failed to return (this aircraft crash near Tenterdon; The pilot bailed out was taken prisoner). Obfw Buchholz’s aircraft was hit in the cooling system and forced down in the Channel. Oblt Keller made contact with the rescue aircraft nearby, which picked up Buchholz. He had injuries and was taken to the military hospital a Boulogne. The body of Lt Kloiber has been washed ashore near St. Cecile, and buried. Lt Meckel and two Feldwebeln attended the funeral. During the last few days news has been received from the Red Cross in Geneva that Oblt Tiedmann, Oblt Rau, Oblt Loidolt, Lt Landry (these last two wounded) and Obfw Lamskemper have been captured by the British”.

An interesting read, if only there were more!

Notes:

*1 The singular is ‘Gruppe‘ and each Gruppen operated with three Gruppe. Each Gruppe would operate from one airfield but moved as a Gruppen.

*2 Hauptmann Hans von Hahn more infomration can be found at http://www.luftwaffe.cz/hahn3.html or http://falkeeins.blogspot.co.uk/2013/11/hans-von-hahn-and-his-stab-ijg-3.html

*3 The Luftwaffe Data Book, Dr. Alfred Price (1977) Greenhill Publications pg196-197