RAF Sutton Bridge, was a small airfield on the Norfolk / Lincolnshire border a few miles from the Wash off the north Norfolk coast. Before, during and after the war it served as training camp for new pilots, training them in the art of gunnery, utilising a firing range that had been in situ since 1926.
Many airmen of the RAF passed through Sutton Bridge, many of these were Commonwealth aircrew, some from Czechoslovakia and a few from the United States.
In the church yard behind the church of St. Matthew in the village, lie almost 60 graves of those who died in the fight for freedom, they are also joined by a German airman, foe united in death.
One such airmen is that of American Airman Pilot Officer William Lee Davis s/n: 61459 (RAFVR) who joined as part of the famed ‘Eagle’ Squadron, a group of volunteer American flyers who volunteered for the RAF before the United States joined the war.
P.O. Davis was from St. Louis and graduated at Central High School, before going on to attend Washington University. He was the son of William J. Davis of 4500 Arsenal Street, and a salesman in a cork and insulation firm in the area, when he joined up at the age of 25.
He left his job, signing with the Clayton-Knight Committee, a recruitment company for the Canadian and British Air Forces operating in the United States. He was initially stationed at Love Field in Dallas, where he received four weeks of intensive training in aerobatics, gunnery and combat flying. After qualifying here, he transferred to Ottawa, where he was commissioned and then sent onto England to further his training. He was the first person from St. Louis to obtain a Commission in the Royal Air Force obtaining a deferment of his draft in doing so. When asked about joining the RAF, he told reporters that it was “a matter of sentiment and heritage” citing his English grandfather’s role as an officer in the Boar war.
P.O. Davis was no stranger to flying, having been a flyer before signing up for the RAFVR, achieving a total of 225 hours flying time, a commercial pilots licence and an advanced CAA Licence.
After a four week training course in Dallas, Davis boarded a train for Canada, stopping off briefly in St. Louis to see his father and his girlfriend, before continuing his journey. Records show that Davis didn’t catch the boat other American pilots caught, instead he travelled by Flying Boat, arriving in England on the same day the boat his compatriots landed, March 5th 1941.
He like many others was most likely sent to No.3 Personnel Reception Centre at Bournemouth, before his posting to No.56 Operational Training Unit (OTU) at Sutton Bridge. Here they completed their training and were then sent onto their respective operational squadrons.
There were something in the region of 156 American Airmen who found their way into 56 OTU, many passed through with little or only minor mishaps. For P.O. Davis though it was to be the end of his dream, in an accident that would take his life.
On March 18th, a week after his arrival at Sutton Bridge, P.O. Davis took off in Hurricane P5195 on a general map reading flight across the Lincolnshire Fens. This was only his second flight in a Hurricane, already having suffered a minor landing accident in his first. During this second flight he became lost in poor weather and low on fuel, and decided to put down on farm land at New Leake Fen near Boston. Unfortunately, the ground in the Fens was soft causing the undercarriage to dig in and flip the Hurricane on its back. In the resultant crash, P.O. Davis broke his neck killing him instantly. He was not only the first from St. Louis to die, but the first American from Sutton Bridge to die also.
A citizen of the United States, Pilot Officer William Lee Davis is buried in the Church yard of St. Matthew’s Church, Sutton Bridge, Lincolnshire, Section P, Grave 56 – a long way from home.
There are multiple stories of heroism and daring stemming from the Second World War, each and everyone pushing man and machine beyond their boundaries. Many daring missions were flown in which crews performed and completed their task with extraordinary bravery and at great cost to both themselves, and to those on the ground.
Stories such as the ‘Dambusters’ have become famous and commemorated year on year, and yet another daring raid is barely mentioned or even considered by those outside of aviation history. The details of the raid remained secret for years after the event and even now, factual evidence is scarce or difficult to find; even the name of the operation can cause heated debate. The merits of the operation continue to be debated and many are still divided as to what the true purpose of the operation really was.
Whatever the reason behind it however, the historical fact is that the operation was a daring, low-level raid that helped many prisoners of war escape captivity and probably death, and one that was carried out in very difficult circumstances by a group of extremely brave young men.
It was of course the raid on the Amiens prison on February 18th 1944, by nineteen Mosquitoes of 140 Wing based at RAF Hunsdon.
As a new wing, it was formed at RAF Sculthorpe, and would consist of three multinational squadrons, a ‘British’, Australian and New Zealand unit, and all would be based at Hunsdon as part of the RAF’s Second Tactical Air Force (2TAF) designed to support ground troops in the forthcoming invasion of Europe.
Group Captain P C “Pick” Pickard (centre), Commander No. 140 Wing, flanked by Wing Commander I G E “Daddy” Dale, Commanding Officer of No. 21 Squadron RAF (to Pickard’s right), and Wing Commander A G “Willie” Wilson, Commanding Officer of No. 487 Squadron RNZAF, visit No. 464 Squadron RAAF at Hunsdon, prior to a daylight raid against flying-bomb sites in the Pas-de-Calais. 464’s Mosquitoes (FB Mk VIs) have been loaded with 250-lb MC bombs for the operation: HX913 ‘SB-N’ can be seen in the background (@IWM HU 81335).
The raid on Amiens was not the only low level raid carried out by the Wing however. Between 1944 and 1945, they would attack numerous ‘V’ weapons sites, along with the Gestapo headquarters at Aarhus University and the Shellhaus building in Copenhagen. Operation Carthage, another of their more famous raids, occurred whilst the wing was based at RAF Fersfield in 1945, but their most controversial raid, Ramrod 564 or ‘Operation Jericho’ as it has since become known, took place the year prior to that, whilst they were based at Hunsdon in early 1944.
There is a lot of speculation around Ramrod 564, many of the official records are missing, inaccurate or even vague. The operational record books for the squadrons involved are recorded as ‘secret‘ and contain no details other than aircraft, times and dates.
The Operation, was designed to assist in the escape of 120 French patriots, who were reportedly condemned to death for assisting the Allies in the fight against the Nazis. These prisoners included key resistance fighters who had considerable knowledge of resistance operations in France, and so it was imperative that they escape.
The plan was for Mosquitoes of 140 Wing to attack from different directions, breaching the walls of the prison and blowing up several key buildings inside the prison holding German guards and soldiers. It would require each aircraft to carry 11 second, time-delay fuses in 500lb bombs dropped at very low level.
The Operation, formulated by Air Vice Marshal Basil Embry, would be critical, even the amount of explosive itself had fine limits, and time was also of the essence. The prisoner’s executions were imminent, so the attack had to be carried out quickly thus allowing only a small window of opportunity for the operation to take place.
The exact time of day that the attack could take place was also critical, there needed to be as many of the guards as possible in the key buildings at the time of attack, and the prisoners needed to be safely gathered together out of harms way. So, a time of 12:00 pm precisely on a date between 10th and 19th February was chosen, as both the guards and prisoners would be having lunch at this time, and it would be prior to the executions being carried out.
The route would take the aircraft from Hunsdon to Littlehampton, then via appropriate lattice to Tocqueville / Senarpont / Bourdon – one mile south, Doullens / Bouzincourt – two miles west-south-west, Albert / target – turn right – St. Saveur / Senarpont / Tocqueville / Hastings and return to Hunsdon.
In the attack, 3 waves of Mosquito would be used, 6 from 487 (RNZAF) Squadron, 6 from 464 (RAAF) Squadron and 6 from 21 Squadron. In addition, to record the attack, one aircraft (a Mosquito) of the Photographic Reconnaissance Unit (PRU) was detailed to monitor and film the entire operation. Along with them were three squadrons of Typhoons (198, 174 and 245) each protecting one of the three waves. These escorts were ordered to rendezvous with the waves one mile east of Littlehampton at Zero minus 45, 42 and 32 minutes respectively.
The first wave of Mosquitoes was directed to breach the wall in at least two places, the leading three aircraft attacking the eastern wall using the main road as a lead in. The second section of three aircraft would, when ten miles out from target, break away to the right at sufficient height as to allow them to observe the leading three aircraft, and if successful, attack the northern wall on a north-south run, immediately following the explosion of the bombs of the leading section. The time of this attack Zero Hour.
The second wave was ordered to bomb the main prison buildings, the leading three aircraft attacking the south-eastern end of main building and second section of three aircraft, attacking the north-western end of the key building. Both attacks were to be carried out in a similar fashion to the first. This would follow three minutes behind the first wave at Zero +3.
The final wave was a reserve wave intended to bomb if any of the first two waves failed to hit their targets. They would follow the same patterns as the first two, one section from east and one from north, but they would only bomb if it was seen that one of the previous attacks had failed. The details of the attacks would be determined by the leader and would happen thirteen minutes (zero +13) after the initial planned attack. If they were not required, the order to return would be given by the Group Leader or substitute.
Embry elected himself to lead the attack, but this was blocked by those higher up, As a result, and much against his wishes, Embry therefore had to choose a successor. Group Captain Percy C. Pickard (D.S.O. and two bars, D.F.C.) was chosen, but even though he was known as an expert pilot and leader, Embry was not convinced of Pickard’s ability to complete the job at such low level. Despite his reservations though, Embry duly informed Pickard of the decision and preparations for the operation began in earnest.
On February 18th that year, a day after the initial planned attack and in extremely poor weather, the Nineteen Mosquitoes took off to attack, breech and destroy the walls and a key building of the Amiens prison.
During the flight out, two Mosquitoes and three Typhoons of 198 Sqn became lost in swirling snow and were forced to turn back as they had now lost contact with their main formations. The remaining crews flew on, but whilst over France a third Mosquito, flown by Flt. B. Hanafin, suffered engine problems and was also forced to turn back. On his return journey he was attacked by Flak from which he was seriously injured. Helped by his navigator the two were able to land back at RAF Ford where he was given medical treatment for his injuries.
Just three minutes behind schedule, the first wave split and the first three aircraft followed the main road toward the prison’s eastern wall at tree top height. The second set of three waited and observed. Wing. Cdr. I. Smith, 487 Sqn, went in first, dropping his bombs with 11 second fuses against the wall. The second three then followed as instructed.
“Three Mosquitoes of No 487 Squadron attacked the eastern wall at 12:03 hours, just clearing the wall on a heading of 250 degrees with 12 bombs. The leader’s bombs were seen to hit the wall five feet from the ground, while other bursts were seen adjacent to the west wall with overshoots in fields to the north. Two aircraft of no 487 Squadron attacked the northern wall at 12:03 hours just clearing the wall on a heading of 150 degrees with 12 bombs. These attacks were directed at places later reported breached by reconnaissance aircraft. One bomb seen to hit the large building, and northern side of the eastern building was also reported hit.”
The second wave then attacked the south-eastern main building and north-western end respectively. Following the explosions chaos ensued inside the prison, guards were taken by surprise and over running bombs had caused some damage inside, prisoners began to run toward the gaps but some had been injured or struggled to escape.
“Overhead view of the prison, showing the breaches made in the outer walls. Two Mosquitoes of No 464 Squadron bombed the eastern wall at 12:06 hours from 50 feet heading 150 degrees and 250 degrees with 8 x 500lb bombs. The wall appeared unbreached before the attack. Results were unobserved.
Two Mosquitoes of No 464 Squadron bombed the main building at 12:06 hours from 100 feet heading 150 and 250 degrees with 8 x 500lb bombs. The north wall appeared to be already damaged. One of these aircraft was seen to bomb and has not returned.
The breach in the Eastern wall. One Mosquito of the PRU circled the target three times between 12:03 and 12:10 hours from 400 to 500 feet using a cine film camera but carrying no bombs. He reported a large breach in the eastern centre of the north wall and considerable damage to the extension building west of main building as well as damage to the western end of main building. A number of men were seen in the courtyard near the separate building which appeared to be workshops and three men running into fields from large breach in northern wall.
The four aircraft of No 21 Squadron received VHF messages from ‘F’ of No 464 Squadron (Gp. Capt. Pickard) and PRU aircraft when between 2 and 4 miles from the target, instructing them not to bomb. Target was seen covered with smoke and they brought their bombs back.
The target was obscured by smoke, so later aircraft were instructed not to bomb. Two aircraft were missing from this operation; one was last seen circling the target and heard giving VHF messages not to bomb (Pickard) and the other after attacking the target, was seen at Freneuville at 12:10 hours at 50 feet leading his formation. It attacked a gun position and shortly afterwards dropped to starboard and was not seen again. One aircraft of No 467 Squadron was hit by light flak near Albert; starboard nacelle holed and starboard wheel collapsed on landing. One aircraft of No 21 Squadron landed at Ford – aircraft damaged. One aircraft of No 487 Squadron abandoned task south of Oisemont – pilot slightly wounded and aircraft damaged. Two aircraft of No 21 Squadron abandoned before leaving English Coast owing to technical failure.”
It is thought by some that Pickard had been shot down before giving the return order, but these reports state that it was both Pickard and the PRU Mosquito flown by Flt. Lt. Wickham, that gave 21 Sqn the “Red, Red, Red” order, sending the last wave home as their bombs were no longer needed.
After the attack, FW.190s began to swarm and various dogfights took place between them and the Typhoons, but not before they had attacked some of the fleeing Mosquitoes who also returned fire.
It was one of these FW190s flown by the ace Feldwebel Wilhelm Mayer, who severed Pickard’s tail sending the aircraft into the ground near to Saint Gratien killing both occupants.
A story goes that Pickard had left his dog ‘Ming’ at RAF Sculthorpe, their previous airfield, to be looked after whilst he was away. On the day he was shot down, 18th February 1944, the dog fell gravely ill. Pickard’s wife, Dorothy, went to get him and sensed that after seeing the state of the animal that Pickard had been killed . It took months for Ming to recover, and some years later whilst living in Rhodesia, Ming went outside looked up to the sky as he always did when Pickard was flying, heard a whistle, collapsed and died.*1
A famously brave act, the attack resulted in the death of three crew members; Gp. Capt. Percy C. Pickard, and Flt. Lt. John A. Broadley, (RNZAF), both in Mosquito HX922, ‘EG-F’, and Flt. Lt. Richard W. Samson, (RNZAF) in Mosquito MM404 ‘SB-T’. Samson’s pilot, Sqn. Ldr. A. I. McRitchie survived his crash and was taken prisoner. Two Typhoons from 198 Sqn escorting the Mosquitoes are also thought to have failed to return (the ORBs don’t confirm this). Considered a success at the time, ‘evidence’ has since come to light to suggest that the operation was ‘unnecessary’, and may have failed to achieve anything more than a successful PR role (see end note). *2
Of the 700 prisoners detained within the walls of Amiens prison that day, a total of 258 escaped. In the confusion, 102 were killed and a further 74 wounded, but the success remained secret from the public for another eight months. With so much speculation around the attack, it will no doubt remain one of the mysteries of the war, but it was without doubt, an incredibly brave and daring mission that cost the lives of many superb young men.
A podcast using eyewitness accounts from the Imperial war museum can be heard through their website.
(A better quality version is available on the Pathe News website.)
All controversy aside, the raid took place at very low level and in very poor weather, with bombs dropped against a wall with delayed fuses. There was little resistance on the flight in and Typhoons provided higher cover when it was needed, but dogfights still ensued and lives were lost.
A daring attack, the Amiens raid was not the only one where lives were lost. Airfields along with the Hazmeyer electrical equipment factory at Hengels in Belgium, were also attacked at low level. On this particular operation Mosquito MM482 was hit by intense flak setting the starboard engine on fire. As a result, the aircraft flown by Canadian Sqn. Ldr. A. W. Sugden with navigator Fl. Off. A. Bridger, was lost and both men were listed as missing. Having been with the squadron since 1942 they were considered ‘old timers’ by the others and were sorely missed.
The three squadrons of 140 Wing would later depart Hunsdon, leaving the joy of success and the turmoil of a thousand questions behind them. 464 went first on March 25th whilst 21 and 487 Sqns would both leave mid April, both moving to RAF Gravesend in Kent.
The Amiens raid has no doubt caused great controversy, and as the years pass it will probably seep into the depths of history where it’ll become ‘just another raid’. But whist the background to it remains a mystery, it was done with great valour and courage by a group of young men who believed strongly that it was a worthy and much needed attack.
Aircraft involved in the attack (all Mosquito Mk.VI):
Crews attacking the target:
No 487 Squadron
‘R’ Wg Cdr Smith, DFC (Pilot) / Flt Lt Barnes, DFM (Navigator)
‘C’ Plt Off Powell / Plt Off Stevenson
‘H’ Flt Sgt Jennings / WO Nichols
‘J’ Plt Off Fowler / WO Wilkins
‘T’ Plt Off Sparkes / Plt Off Dunlop
No 464 Squadron
‘F’ Wg Cdr Iredale, DFC / Flt Lt McCaul, DFC
‘O’ Fg Off Monghan, DFM / Fg Off Dean, DFM
‘A’ Sqn Ldr Sugden / Fg Off Bridger
‘V’ Flt Lt McPhee, DFM / Flt Lt Atkins
Missing (Killed/POW)
No 464 Squadron
‘F’ Gp Capt P C Pickard, DSO, DFC / Flt Lt J A Broadley, DSO, DFC, DFM
‘T’ Sqn Ldr A I McRitchie / Flt Lt R W Samson
Crews instructed not to attack the target:
No 21 Squadron:
‘U’ Wg Cdr Dale / Fg Off Gabites
‘O’ Flt Lt Wheeler, DFC / Fg Off Redington
‘J’ Flt Lt Benn, DFC / Fg Off Roe
‘D’ Flt Lt Taylor, DFC / Sqn Ldr Livry DFC
198 Squadron (six aircraft set off, three returned early)
174 Squadron (Eight aircraft took off and rendezvoused with Mosquitoes)
245 Squadron (Eight aircraft took off rendezvoused with Mosquitoes)
Sources and Further Reading
*1 Gunn, P.B., “Flying Lives – with a Norfolk Theme“, Peter Gunn, 2010
*2 – The Amiens raid is one that has become embedded in history and is beyond doubt an incredible and daring low-level raid that succeeded in its aim. However, official records seem to have many errors, anomalies or missing details that it is very difficult to ascertain the accuracy of these historical ‘facts’.
The ORBs for each of the four squadrons give no details other than an ‘operation to France’, some crew names and aircraft numbers. There is no record of the use of the word ‘Jericho‘ but there are two sides to this story.
Some authors including Rowland White “Mosquito” and John Laffin “Raiders – Great Exploits of the Second World War“, both cite Basil Embry as the creator of the name ‘Jericho‘ before the missions took place, whilst Robert Lyman “The Jail Busters” cites a French film, made in 1946, as the author of creator of the name. Some believe the name was created by various media outlets since then whilst others say that Embry created the name after the operation had been carried out. It is however, widely considered that it was a post-war name as the original operation was ‘Ramrod 564‘ and none of the ORBs use the name ‘Jericho‘. To further add mystery, the use of the title ‘Renovate‘ has also cited, but records in the National Archives show this as the secret VHF code word to be used by aircraft on the operation and not the Operation title.
The name aside, and more recently, one of the French Resistance fighters revealed his doubts about the operation, and considers that it may have been nothing more than a propaganda operation or a diversionary attack linked to D-Day. One book (one amongst many) on the subject has been written by author Simon Parry and historian Dr Jean-Pierre Ducellier entitled ‘The Amiens Raid – Secrets Revealed‘ and is published by Red Kite. It goes into the details of the raid and possible reasons behind it.
There have also been theories that it was an MI6 operation but due to the nature and secrecy of the mission, little evidence is publicly available to substantiate this.
Of those who lost their lives, both Pickard and Broadley are buried in St. Pierre Cemetery, Amiens, whilst Sampson is buried in the Poix-de-Picardie cemetery in the Somme region.
The Second World War was full of extraordinary operations many of which succeeded in their aim resulting in great jubilation on home shores, whilst others will always be remembered for their catastrophic fail and loss of life. In these operations, and even though the mission may have failed, those who took part went far beyond the ‘call of duty’, showing incredible bravery and self sacrifice for the better good.
One such operation took place on February 12th 1942.
Up until now, German warships had been causing havoc in the waters around Britain, sinking in excess of 100,000 tons of allied shipping since the opening days of the war; their ‘trophies’ including the aircraft carrier HMS Glorious and the battleship HMS Hood. In January 1942, three of those German warships responsible the Gneisenau, Scharnhorst (Gluckstein and Salmon as the ships were known by bomber command crews) and Prinz Eugen, all heavily armed and battle hardened, were laying in the port of Brest. Even by remaining there, they were causing the Royal Navy an immense headache, as they were diverted from other important tasks, including operations in the Middle East against German supply ships supplying Rommel, and the valuable protection of allied shipping crossing the Atlantic. The small fleet were a major thorn in the Royal Navy’s side and had to be dealt with.
Coastal Command had been closely monitoring the vessels over a period of months, but information had led to little more than that. With the aim of sinking these ships, the RAF became involved undertaking a total of 299 attacks against them whilst docked in the port. During these attacks, forty-three aircraft were lost along with 247 brave airmen. Included in these raids, were in December 1941, ten such operations by Bomber Command which resulted in the loss of some twenty aircraft and seventy airmen. On the 8th of that month, forty-seven bombers escorted by ten fighter squadrons also attacked the docks. Whilst the three ships remained intact, three enemy fighters were claimed to have been shot down but with with the loss of four Stirlings.
During this time though, the ships were indeed hit, and in the case of Scharnhorst, damaged badly, but none ever badly enough not to be beyond repair.
The decision was eventually made therefore, to move the ships, Hitler’s fear of a second front being opened in Scandinavia proving to be the deciding factor. On that decision two routes were considered, the northern route around Scotland which would take the small, but powerful fleet in range of British carriers and warships at Scapa Flow, a fight the Germans did not want to engage in. Alternatively, they could attempt a daring dash through the narrow and well defended English Channel. It was a difficult decision to make.
The presence of the ship and their likely move to safer harbours prompted William Helmore (one of those behind the Turbinlite project) to go to the Alan Muntz Company with an idea as to how to sink them. In conjunction with GEC, RAE Farnborough, Dowty and Stones of Deptford to name but a few, the idea of a radio controlled, 5 ton torpedo with a diameter of 39 inches able to fit a Lancaster bomber, was devised.
The idea was that a Mosquito would control the torpedo once it had been dropped from the Lancaster, and a mast would rise to maintain radio contact with the controlling aircraft. The torpedo would have a range of 25 miles with a warhead weighing 1 ton, limited only by the size of the Lancaster. While tests were carried out, many issues raised their heads including an air supply for the engine, (a Meteor Tank engine) which all proved too complicated and the project was eventually shelved*4.
However, following a meeting on January 12th, 1942 between many top ranking German officials including Hitler, Raeder (the C In C of the Navy), Vice-Admiral Ciliax and Adolf Galland as commander of the Luftwaffe in the Channel area, a decision was finally made, the shorter English Channel route would be the one to take and so Operation Cerberus, (the breakout) was born.
The decision raised great concerns though. Both Galland and other Luftwaffe officials knew that there were too few available fighters in the region – just some two groups and a few training units – to be able to provide the 24 hour protection the ships needed as they dashed through the straits. Night fighters were especially needed, a decision which was affirmed and granted by Major General Jeschonnek, the Luftwaffe Chief of Staff; but the numbers of aircraft available to Galland would still remain greatly inferior to those on British soil ready to attack.
So, Operation Thunderbolt (Donnerkeil ) was put in place, the air umbrella that would protect the ships as they sailed northward. Operation Cerebus (the breakout) was affirmed with February 11th chosen as ‘X’ day, and a sailing time set at 8:00pm. In the weeks leading up to the ‘dash’, German transmitting stations based at both Calais and Cherbourg, began a cat and mouse game transmitting a series of elaborate but false messages to interfere with British radar stations along the south coast. They provided a cover story, suggesting that the fleet would set sail but head toward the Pacific in support of the Japanese and not north to Scandinavia. In preparation, trial runs were made to test engines, guns and communications. The British, still monitoring their actions, began a series of raids on the port, none of which achieved any great success.
During these attacks, which had been occurring regularly since early January, several aircraft were lost including: three Manchesters from 61 Squadron; two Hampdens from 144 Sqn; three Wellingtons, one each from 12, 142 and 300 Sqns and on the 10th February, another Manchester from 61 Sqn.
To meet the anticipated challenge, Galland had some 252 fighters, including a mix of 109s, 190s and some thirty 110 night fighters at his disposal, but he argued, it was still not enough to provide the cover he wanted.
As ‘X’ day approached, the radars went wild with false readings and interference. But the British, now aware of an impending escape, were on high alert, additional Motor Torpedo Boats (MTBs) were docked at Dover and Swordfish aircraft were drafted in to RAF Manston in Kent. Some 1,100 magnetic mines were laid along the projected route and Dover command was put on standby. At 8:00pm on February 11th, the flotilla began to assemble outside of Brest harbour, just as a routine air raid was launched, and so the port was shut down. Although only one aircraft was lost, a Wellington from 150 Sqn, the raid proved no more than a nuisance, only delaying the fleet’s departure by two hours.
Now temporarily blinded by false radio measures, the British were unable to ‘see’ the mighty armada as it finally slipped out into the open waters of the Channel. Their escape had been a success.
During the night, good progress was made by the fleet and the lost time was made up quickly. Meanwhile, the skies remained quiet, the British not yet realising the ruse. The early morning remained dark, night fighters patrolled along side the fleet at wave top level, thus avoiding detection by British radar. Day fighters joined them in a relay operation that would be held below the cloud ceiling of 1,500 feet.
At 11:00 am on the 12th, the Germans intercepted a British message signalling that the fleet had been spotted. But it remained another hour before further RAF aircraft were seen, the British being wary and unsure of the message’s accuracy. Even though for months the British Command had been monitoring the fleet, those in command failed to act on valuable information, a mistake that led to a vital delay in operations.
Then, in the early hours of the afternoon, as the fleet approached the narrowest point of the Channel, British defences at Dover opened fire. A sea battle then raged between German warships and British MTBs, but for all their valiant efforts they failed to achieve their goal.
At 13:20 A group of sixteen Spitfires took off from Kenley on a Beaufort escort mission that were sent out to search for, and attack the fleet. They initially rendezvoused with twelve more Spitfires from 602 Sqn, but then failed to meet the Beauforts over Manston. The formation then continued on to the target area looking for the convoy and its escort. Soon after arriving over the Channel, 485 (NZ) Sqn’s leader, Group Captain, Francis V. Beamish DSO and Bar, DFC, AFC, spotted six destroyers, two E-Boats and two German Battle cruisers. At his altitude there was no fighter escort, the mix of Bf109s and FW190s remaining firmly below radar level at 600ft.
Seizing his chance, Beamish then attacked one of the destroyers raking it with gunfire along the length of its deck, a Spitfire’s guns were no match for the destroyer though and little damage was done. The remaining aircraft of the two squadrons then took on the enemy who were forming a low level protective umbrella, achieving a greater rate of success with several ‘kills’ being reported back at Kenley.
Now fully aware of the situation, the RAF and Navy were called into action. At RAF Manston, eighteen young men began to prepare for take off, their target, the escaping German fleet of some sixty-six surface vessels including the warships Gneisenau, Scharnhorst and Prinz Eugen, now sailing almost unopposed through the English Channel.
The six Fairy Swordfish of 825 Naval Air Squadron were ageing biplanes, they were no match for Galland’s fast and more dominant fighters, nor the defensive guns of the mighty German fleet they were hoping to attack. To pitch a handful of biplanes with torpedoes against such a heavily armed and well prepared armada, turned out to be no less than suicide.
The winter of 1942 was very cold, but the Swordfish were kept ready, engines warmed and torpedoes armed, now they could no longer wait, and instead of attacking as planned at night, they would have to attack during the day, and so the order to go was given. The crews started their engines and set off on their daring mission in what was appalling weather.
Shortly after take off, the escort arrived, merely ten Spitfires from No. 72 Squadron RAF, led by Squadron Leader Brian Kingcombe, and not the five Spitfire squadrons promised. The six Swordfish, led by Lt. Cdr. Eugene Esmonde, dived down to 50 feet and began their attack. Hoping to fly below the level of the anti-aircraft guns each of the six Swordfish flew gallantly toward their targets. Eventually, and even though they were hit and badly damaged, they pressed home their attacks, but they were out-gunned, and out performed, and just twenty minutes after the attack began, all six had fallen victim to the German guns. No torpedoes had struck home.
Of the eighteen men who took off that day, only five were to survive.
Leading the attack, Lt. Cdr. Esmonde (an ex-Imperial Airways captain) was warded the V.C. Posthumously, he had previously been awarded the Distinguished Service Order for his part in the attack on the Battleship Bismark; an award that also went to: S/Lt. B Rose, S/Lt. E Lee, S/Lt. C Kingsmill, and S/Lt. R Samples. Flying with them, L/A. D. Bunce was awarded the Conspicuous Gallantry Medal and twelve of the airmen were mentioned in dispatches.
The attack became known as ‘The Channel dash’ officially called Operation Fuller, and in honour of the brave attempt to hit the German fleet that day, a memorial was erected in Ramsgate Harbour, the names of the eighteen Swordfish crew are listed where their story is inscribed for eternity.
Operation Fuller was a disaster not only for the Royal Navy and Coastal Command who had been monitoring the fleet for many months, but also for the Royal Air Force. A force of some 100 aircraft made up from almost every Group of Bomber Command had made its way to the Channel. By the time evening had dawned, it had become clear that some sixteen aircraft from the force had been lost. The loss of life from those sixteen aircraft totalled sixty-four, with a further five being captured and incarcerated as prisoners of war.*1
Bomber Command were not without their terrible stories either. The sad loss of W/C. R MacFadden DFC and his six crew who remained in their dingy after their Wellington from 214 Sqn ditched in the cold waters of the Channel. Over a period of 72 hours all but Sgt. Murray, slowly died from the cold, he being rescued at the last minute and incarcerated by the Germans. Of all the RAF squadrons that took part that day, their losses amounted to: 49 Sqn (4 x Hampdens); 50 Sqn (1 x Hampden); 103 Sqn (1 x Wellington); 110 Sqn (1 x Blenheim); 114 Sqn (1 x Blenheim); 144 Sqn (2 x Hampdens); 214 Sqn (1 x Wellington); 419 Sqn (2 x Wellingtons); 420 Sqn (2 x Hampdens) and 455 Sqn (1 x Hampden)*2
February 12th had been a disaster, so bad that The Daily Mirror reported on February 16th 1942 under the headline “9 Lost Hours in the Channel“, that a demand had been put forward to Parliament for a complete statement on Naval strategy during the event. It also questioned the “suitability of Admiral Sir Dudley Pound”, in fulfilling his role. The paper goes onto say that a lag of some nine hours had largely been ignored by officials, that being the time between the first notice and when action was finally taken against the fleet. It also says that although the initial sighting was no earlier than 10:42 am, it took another hour before it too was responded to. The public had been mislead it believed.
The entire operation has been badly organised by those in command, with little or no cohesion nor coordination between this various forces involved. As a result, the entire operation was a catastrophe with a major loss of life and no real result. The entire operation was seen by some as akin to a “Gilbert and Sullivan” comedy*3.
However, from that disaster came stories of untold heroism, bravery and self sacrifice by a group of men that have turned this event into one of Britain’s most remarkable and incredible stories of the war.
The memorial stands in Ramsgate Harbour. The names of the 18 airmen and the Swordfish they flew.
Sources and Further reading
*1 To read more about Bomber Commands part in operation Fuller and a German film of the event, see the Pathfinders Website.
*2 Chorley, W.R., “Bomber Command Losses of the Second World War – 1942” 1994, Midland Counties publications.
*3 Bennet, D “Pathfinder“, Goodall, 1998
*4 McCloskey, K., “Airwork – A History.” The History Press, 2012
A German account of the ‘dash’ is given in “The First and the Last” by Adolf Galland published in 1955 by Meuthuen & Co.. Ltd.
In Part 2, we saw how crews at East Kirkby took a battering over Germany and how the Allies turned their attention to the forthcoming invasion.
In this, the final part, the war finally comes to an end and RAF East Kirkby eventually closes, but not without making its mark.
With spring at an end, thoughts turned back to the impending invasion and the bombing of pinpoint targets in France: Railways, munitions factories, troop concentrations and transport links became the focus for Harris’s Air Force. Throughout the month of April both East Kirkby squadrons were in operations, and whilst not significantly high, a number of aircraft were lost adding to the lengthening list of casualties and those now missing.
The end of this period of the war was remarkable for several reasons, notably when Wing Commander Leonard Cheshire of 617 Sqn, flew a Mosquito at low level and marked the target, a factory in Toulouse, with great success. This delighted Harris, who gave the all clear to 5 Group to operate independently of the Pathfinders of 8 Group, a decision that did little to heal the growing rift between Don Bennett and Ralph Cochrane who had taken the idea to Harris in the first place.
Other targets then became the focus for 5 Group including the railway yards at La Chapelle. In the operation Cheshire put this method to the test once more. with 617 Sqn again to marking the target in conjunction with 8 Group’s Pathfinders. In the operation, 247 Lancasters from 5 Group were ordered to attack a pin point target. In the attack, 57 Sqn lost two aircraft. Of these two Lancasters the first, LL893 ‘DX-J’ was lost with all seven lives over St-Omer whilst the second, Lancaster MK. III ND582 ‘DX-S’ crashed after attempting a landing at Croydon. After overshooting the runway the aircraft, piloted by Canadian F.O. H. Young, struck at least three homes in Lavender Vale, a street adjoining the airfield. Three of the crew died immediately and a further one died from his injuries in hospital.
Operation POINTBLANK. Groundsmen refuel Lancaster ND560 ‘DX-N’, 57 Squadron in preparation for a night attack on the railway yards at La Chapelle, France. IWM (CH 12868)
Summer then dawned, and overnight, May 22nd-23rd, Cheshire once more, put his method to the test. 617 Sqn were again to mark the target, but a heavily defended Brunswick led to heavy losses for both the East Kirkby squadrons, 57 losing three Lancaster Mk.IIIs and 630 Sqn another two. Only five airmen made it out alive, each one being captured by the German ground forces and so becoming prisoners of war.
These losses were however a mere pin-prick compared to June. The mission of 21st-22nd to Wesseling near Cologne proved to be yet another massacre for 5 Group who sent a total of 133 Lancasters to attack the city’s oil facilities. A number of squadrons took heavy loses including both East Kirkby’s 57 and 630 Sqns with six and five losses respectively. One of these aircraft was abandoned whilst another ditched in the sea allowing all crewmen to be rescued, but the overall loss proved to be devastating.
The spring – summer of 1944 was defining, not only had 5 Group shown that low-level marking could be done, but the attacks on targets in France meant that the Luftwaffe were at a disadvantage. Their night tactics, relying on long range bomber flights, could not manage with the shorter ‘quick’ attacks, and so losses from Bomber Command began to lessen.
This reduction allowed for restaffing, with a large number of officers, NCOs and airmen being both posted in and out of the two squadrons. It also allowed for training flights to take place, some 476 hours of operations compared to 729 hours for non-operational flights for 630 Sqn alone.
Like many places across the UK, the coming of D-Day, and the fragile success of the invasion led to an increase in morale at the station. Ground crews being acknowledged for their long hours and hard work in keeping aircraft flying and operationally ready, without them, these operations could not have taken place at all.
This extra effort and improved state continued for several months, and by August, it was acknowledged that morale had lifted, discipline was at a high and health was overall very good. Casualties were also down, a real boost considering the extra effort and number of operations that had been taking place over the last few months. The summer was at last ending on a high.
August’s improvement coincided with the liberation of Paris, a major landmark in the war’s progress. Ground forces were charging ahead. In the air, Bomber Command had played a small part in the offensive supporting ground troops as needed and now they were released from the tight grip SHAEF had held over them. Discussions followed as to where best place their bombs, oil and communication were one option or alternatively, a return to the bombing of the cities and morale busting; oil won over, and so, much to Harris’s disappointment, the bombing of oil based targets began.
The looseness of the criteria however, allowed Harris to circumnavigate the ‘rules’ and turn his attention to cities with an oil link. He had got his way and the Air Ministry had got theirs.
Although individual operation losses were relatively low, 57 Sqn tallied some 56 aircraft by the end of 1944, whilst 630 Sqn reached 57. Non-operational loses for the two units were also on an equal par.
On the penultimate day of the year, East Kirkby was to witness, a short distance away from the airfield, the crash of a B-17 attempting to land. Aircraft #42-97479 (UX-L) of the 327thBS 92nd BG based at Podington (Station 109), crashed in a field between the two small hamlets of Old Bolinbroke and Hareby. On board that day were nine crew men: 2nd Lt. Joseph Martin Van Stratton (Pilot); 2nd Lt. Edward A Porter (Co-pilot); Sgt. Charles H Chambers (Bombardier); 2nd Lt. John E Cowan (Navigator); Sgt. Arthur R Estrada (Radio Operator); Sgt. Harold Raymond Barner (Ball Turret Gunner); Sgt. Wilfred A Bedard (Wasit Gunner); Sgt. Thomas G Standish ((Top Turret Gunner) and Sgt. William D White (Tail Gunner), who all lost their lives.
The aircraft, a Lockheed/Vega B-17G-15-VE Flying Fortress named “Belle of Liberty“, had returned from operations to the Bullay railway bridge located south-west of Koblenz, in Germany. After suffering engine failure, the pilot decided to abort the mission and attempt a landing at East Kirkby. In poor visibility and with one engine out, he overshot the runway and pulled up to attempt a second try. A second propeller then began windmilling and in trying to gain height to avoid a hill, the B-17 stalled and crashed.
A small memorial plaque has since been laid at the site in commemoration of those lost.
The wreck of the “Belle of Liberty” 30th December 1944. (IWM FRE 5762)
The winter of 1944-45 was one of the worst, ground troops were by now entrenched in the Ardennes around Bastogne, with the German army preparing for one last push through the forests. Fog and snow kept many airfields non-operational in the UK, aircraft struggling to get much needed support across to the continent.
At East Kirkby, January started on high spirits, but on the 9th, 630 Sqn Lancaster PD317 ‘LE-G’ struggled to get airborne when one of its engines cut out on take off. After jettisoning its bombs, the pilot, F.O. G Billings, opened the throttle to attempt a circuit and landing. However, the port wing lost lift and dropped causing the aircraft to cartwheel injuring five airmen and killing two. With one further loss on the 14th, this brought the spring tally to two aircraft. However, good news did soon come as six of the seven crew were repatriated by the April. The seventh airmen, W.O. E Edwards, struck the tail plane on baling out and died the next day.
Otherwise, 57 Sqn, scraped through with a clean sheet and no operational losses were encountered, but they did suffer an unfortunate incident when ‘DX-N’ PB382 (the predecessor of DX-N below) entered Swedish airspace and was shot down by flak on the night of February 8th-9th.
The losses encountered by 57 and 630 Sqn, were only pipped by the tragic accident that was reported to have happened on the 17th of April. Although the operational records record no evidence of the accident, even to the point of showing some of the aircraft involved taking part and completing their operations, it is recorded in some resources that six Lancasters of 57 Squadron were destroyed following a fire in the fuselage of Lancaster PB360. As a result of the fire, four men were killed and a further five injured, along with several civilian workers near the site.
The fire started at 17:45, causing a series of explosions which destroyed the five other Lancasters parked nearby. The Hangar on the airfield was also badly damaged, as was a neighbouring farm. The fires were so severe that fire crews were brought in from nearby airfields and the area was not declared ‘safe’ until the following day. The Lancasters involved were: PB360 (MK.III) ‘DX-N’; ND472 (MK.III) ‘DX-I’; LM673 (MK.III) ‘DX-U’; RF195 (MK.I) ‘DX-‘; PD347 (MK.I) ‘DX-P’ and NN765 (MK.I) ‘DX-‘.*3
By now German resistance was minimal. Fighters were rarely encountered in any number and flak batteries were reducing in their accuracy and intensity. By May, the war was at and end, and quickly both ‘Exodus’ and training flights became the norm along with cross country and high level bombing training flights taking the front stage. For 630 Sqn July signified the end, after a period of intense recruiting the squadron was disbanded after serving for approximately eighteen months of the war.
During that time they had shown great courage in action. On average they had flown 1,087 hours of operational flying per month and 286 hours on non-operational flights. This amounted to 2,147 operations over enemy territory during which 64 aircraft had been lost. With another six crashing, the toll was high, and their medal tally reflected that, with in excess of 60 awards being granted.
In a last days before disbandment a sports challenge with 57 Squadron allowed 630 to show their colours one last time, winning the overall trophy, and with a party to celebrate that night, the squadron went out on a high. The final day saw the last parade and the handing over of the squadron crest to the Air Ministry for safe keeping. With that, 630 squadron disbanded.
Their place at East Kirkby didn’t stay vacant for long though, for on the 27th July, 460 Sqn arrived to join 57 Sqn and serve its lasts days here at this Lincolnshire airfield.
57 Sqn would continue on, taking on the Lincoln bomber in August as a replacement for the Lancaster although numbers remained low at this time. Fighter affiliation, high level bombing training and cross country flights became the main focus, along with ferrying flights into the European continent bringing back personnel and equipment; a schedule that continued for the next four months, its time finally being called on November 25th 1945.
Throughout the war 57 Sqn had served with distinction, providing crews for not just one but two different squadrons, one of which went on to become perhaps the most famous unit in the RAF’s history. It was a success however, that came at a cost, with the highest loss rate of the whole of Bomber Command, they had taken part in some of Europe’s most ferocious aerial battles and still went on to perform admirably.
On disbandment, 103 Squadron then at Elsham Woods, was immediately renumbered as 57 Sqn, and the unit number lived on. The majority of personnel from the original 57 Sqn were transferred to the RAF’s Holding Station RAF Blyton Holding Unit, along with personnel from several other serving squadrons. Seven three-men crews remained at East Kirkby to ferry the Lancasters away whilst six crews transferred to Scampton to form the basis of the new squadron along with three Lincoln bombers.
460 Sqn an Australian unit, had also served well during its war time life. Being originally formed on November 25th 1941, it was made up of Australian crews, flown Wellingtons, Halifaxes and then Lancaster I and IIIs. Its move to East Kirkby from Binbrook signifying its end, as training flights took over bombing missions and personnel began to be transferred out. By October it too had disbanded.
In an acknowledgement of their bravery, the closing remarks in the Operation Record Books state how the Australian had been warmly welcomed to our shores and how they had cemented a great bond between the two allies against a common enemy. Appreciation and thanks was warmly given to those who had served in the unit.
With the war’s end, East Kirkby was rundown, but between spring 1946 and February 1948, a detachment of Mosquito B.IVs from Coningsby’s 139 (Jamaica) Sqn, operated here, joined between August 1947 and February 1948 by 231 Operational Conversion Unit (OCU) also on detachment from Coningsby. Flying a mix of Airspeed Oxfords, Avro Ansons & de Havilland Mosquito B.IVs, they were the last RAF units to use the airfield before it entered care and maintenance.
Then in 1951, the US Strategic Command 3rd Air Force took over the site, intending to use it as a stand-by airfield. As part of the plan, the runway was extended by 1,230 yards along with an expansion to the apron. Both the 3931st ABG and 3917th ABS were based here but only visiting C-47 ‘Skytrains’ (a derivative of the Dakota) of the 7th Air Division’s Rescue Squadrons, ever arrived.
Eventually, on 31 October 1958, the airfield was returned to Air Ministry under ‘Big Shuffle’ , the reorganisation of the Air Force and its sites in the UK and Europe.*4
With that, East Kirkby closed for good, being sold off in 1964 when it turned once again to agriculture. However, bought by the Panton Brothers, it was turned into a living museum including a taxiable Lancaster to commemorate not only the third brother – Christopher Panton, who was killed on a bombing raid over Nuremberg on 30th – 31st March, 1944 – but all those who served in Bomber Command during World War II.
Part of the museum includes the chapel, a stained glass window and memorial board listing all those who died whilst serving at the airfield in both 57 and 630 Sqn, are poignant reminders of the toll on human life at this one small Lincolnshire airfield.
*2 Worrall, R., “Battle of Berlin 1943-44” Osprey Publishing. 2019.
*3 Chorley, W.R., “Bomber Command Losses pof the Second World War – Vol. 6 1945” Midland Counties Publications 1998.
*4 Francis. P & Crisp. G., “Military Command and Control Organisation Volume 4 – The United States Air Forces in the UK” on behalf of English Heritage.
*5 The East Kirkby Museum have a website which gives far more detail, opening times, and other other visitor information.
National archives: AIR 27/538/38; AIR 27/538/44; AIR 27/538/43; AIR 27/2152/8; AIR 27/2152/7; AIR 27/2152/29; AIR 27/540/13; AIR 27/540/21; AIR 27/1910/11; AIR 27/540/8; AIR 27/540/7
In Part 1 we saw how East Kirkby came about, how its one main unit was used to create further units and how the war had taken its toll on those stationed here. In this part, we end 1943, but the high hopes of better things are far, far away.
The opening of September 1943, was however, the tip of the iceberg, for on the night of 23rd – 24th, three more aircraft were lost whilst on operations to Mannheim; all but five of the twenty-one men involved being killed, with those surviving five being incarcerated by the German forces. The operation had seen almost 630 aircraft take part in a raid that resulted in huge devastation with over 25,000 people being bombed out of their homes.
With the loss of two further aircraft in the closing days of September, the total dead or captured stood at seven Lancasters (forty-nine crewmen) with only four airmen returning to their Lincolnshire home. It had been a devastating start for the squadron at their new home in Lincolnshire.
October 1943 was much the same, major battles over the German Reich took further tolls with another four Lancasters falling from the skies. Most of these crews were also killed with just a handful surviving to be taken prisoner. The numbers of experienced crews on roll were quickly dwindling and replacements were now urgently needed.
The Lancaster ‘DX-F’ at East Kirkby, paying tribute to all those who flew from the airfield and in Bomber Command.
Then in mid November, 57 Sqn would be split for a second time to form yet another new squadron. This time, ‘B’ Flight were taken out and re-designated 630 Sqn. Initially being given the designation of an auxiliary squadron, it was however, a status that was never achieved. The entire flight consisting of nine crews and 106 ground staff, were led by the American, Sqn. Ldr. Malcom Crocker DFC, who simply moved across the airfield locating to new quarters and new dispersals, thus creating two operational squadrons at the site. Being battle hardened already, it took less than three days to complete the move before operations for them began once again.
November also saw Bomber Command enter its fourth month of the ‘Battle of Berlin‘, a period that saw intense bombing of the German capital with repeated raids on the city by heavy bombers of the RAF. It was also a time when the ill-fated Stirlings were finally pulled out of front line bombing campaigns, their losses becoming insurmountable. The decision to do so however, would put further pressure on the Lancaster and Halifax crews who were then left to complete the job with fewer aircraft and increasingly tired crews.
This period would become one of the RAF’s most testing times, and for the next four and a half months, Bomber Command, led by Sir Arthur Harris, would continue to pound Berlin and other major cities deep inside Germany. The winter would be harsh, flights would be long, and it would be a gruelling time for the crews of Bomber Command.
The void left by the Stirlings was filled by the Halifaxes, and their loses now also soared. The battle for Berlin was a battle that would quickly diminish the capability of the RAF if loses were to continue at their current pace.
As the war entered 1944, the crews of Bomber Command became weakened and tired. Extensive battles had taken their toll and a rest was much needed. With poor weather dominating January that rest came, as crews were grounded unable to fly in the appalling winter weather.
The new year would see 617 Squadron dominate the way for 5 Group, their fame and successes taking a large chunk of the new reels. However, at East Kirkby, 630 Squadron would take on a new commander with the arrival of Wing Commander Deas in early February, taking over from Wing Commander J. Rollinson. Deas would continue to lead the squadron for the next five months, as it battled its way through the harsh winter period into spring and onto summer.
The pressure was however on Harris. He was now ordered to turn his men away from Berlin and help the Americans with the invasion plans supporting them in Operation Argument, otherwise known as ‘Big Week’. The operation was designed to weaken the German aircraft industry to prevent reinforcements of aircraft in the build up and launch of Operation Overlord.
In one last vain attempt to hit the capital, Harris planned four nights of raids in February, but poor weather curtailed these allowing only one raid to take place that on the night of the 15th – 16th February.
In the raid, which proved to be Bomber Command’s penultimate flight over the city, both 57 and 630 Squadrons would be involved. A mix of almost 900 Halifaxes and Lancasters saw losses amounting to over forty aircraft, one of these coming from 57 Sqn and another from 630 Sqn with the loss of all crewmen.
In order to lower losses, the formations would be concentrated, dropping 2,600 tonnes of bombs in just twenty minutes, a rain-storm of explosives that would see forty-five aircraft bomb every minute.*2
With that the Battle of Berlin came to an end, fizzling out as operations turned to The Rhine and its heavily defended industrial infrastructure.
The first area targeted was Leipzig, on the night of February 19th-20th. Here another 800 plus aircraft flew to Germany and back. They met determined German fighters as soon as they crossed the coast after which ensued a relentless air battle all the way to the target. Once there, it was completely covered in cloud and sky marking by the Pathfinders was the only possible method of identifying the target. In the operation, 630 Sqn put up nineteen aircraft and 57 Sqn, twenty; all but three returned home that night.
The Leipzig attack would prove to be a disaster for Bomber Command, strong winds meaning some bombers had arrived before the Pathfinders, and then had to circle the target for some considerable time before the markers arrived. This resulted in many of them being shot down by flak with some colliding in the dark, night sky. A loss of seventy-five aircraft that night led to the withdrawal of the second of the heavies – the Merlin powered Halifaxes – from front line operations; like the Stirlings before them, their loses had become unsustainable. This move put yet another heavy burden on the Lancasters crews, as it became the main heavy bomber now able to carry the war into Germany,
The night also proved to be an important one for one East Kirkby Pilot, W.O. J. White, whose determination to get the ‘job done’ and come home, led to him receiving the award of a DFM. In the attack, his rear gunner was mortally wounded, and the aircraft badly shot up with both hydraulics and an outer engine rendered unserviceable. Undeterred, W.O. White carried on to the target, dropping the bombs and then returning to England. On arrival, he managed to negotiate landing the crippled aircraft at an unfamiliar airfield away from home. His courage and determination being more than worthy of the award he received for his actions.
With no break nor time to rest, another operation was ordered the following night, and although the 20th-21st attack on Stuttgart was a clear scoreboard for 57 Sqn, 630 lost another two; one of these ‘ND563’ swinging violently to port after travelling three-quarters of the way along the main runway. After crashing through a boundary fence and crossing a road on its belly, the bomb load exploded before anyone could escape. It was a tragic loss of life for those based at East Kirkby.
BBC war correspondent Richard North interviews the crew of Lancaster “S -Sugar” of No. 630 Squadron RAF on their return to East Kirkby, after bombing the marshalling yards at Juvisy-sur-Orge, France. IWM (CH 12778)
February closed with operations to Schweinfurt and Augsburg, an enquiry into the crash of ND5663 and the funerals of those who had lost their lives that day. With one squadron each losing a further crew, losses were continuing to mount for the two squadrons.
The early spring months would finally draw to a close over two disastrous nights. The first, on 24th – 25th March, saw Harris send his men back to Berlin one more time. In a last effort to bomb the capital, the RAF sent another 800 plus aircraft to the German capital, it would prove to be one of the worst for 630 Sqn, when three aircraft, including that of W.O. J. White who had just been awarded the DFM, were lost.
It was a dramatic figure that would be repeated on the last night of the month, when almost another 800 aircraft made up of Lancasters, Halifaxes and Mosquitoes were sent to Nuremberg. Weather reports from a Meteorological Mosquito were ignored and whist the operation should have been cancelled, it went ahead. In a moon-filled sky, the result was carnage.
By the time all aircraft had returned, losses stood at 95 crews, almost 12% of the entire force sent out, and the biggest loss for the Command of the war so far. The weather experienced had caused the biggest problems, not only for the main bomber-stream, but also for the Pathfinders, with strong winds blowing many aircraft widely off track causing them to bomb Schweinfurt, some 50 miles away, by mistake. Of those that did bomb the correct target, many reported that they were unable to see it due to heavy cloud, which combined with the strong winds, forced both them and the Pathfinders to mark and bomb the wrong area. As a result, little damage was done to the city, and dropping bombs too early, caused ‘creep back’ to extend for some 10 miles ahead of the target. All-in-all more crews were lost that night then there were casualties on the ground, losses that were totally unsustainable for the command.
The German defences on both nights had been extensive and determined. Tame Boar and Wild Boar tactics along with Schrage Musik, the upward firing cannons, had devastated formations who were scattered far and wide. Harris had gambled with his crews and lost.
The disastrous nights of Berlin and Nuremberg led to a short pause in operations in much the same way as the dreaded raid on Schweinfurt did for the Americans. A new focus would take no chances, and precise bombing became the order of the day.
After devastating operations over the German cities, thoughts turn to the invasion and supporting the ground forces. A choice that did not agree with Harris, but one the crews would take in their stride…
In the heart of Lincolnshire lies a former wartime bomber base that holds a particular and unique item dedicated to those who served in Bomber Command. The airfield where it is housed, was only used for a relatively short period of time, and by two main operational squadrons, yet it was one which saw the greatest number lost in the whole command.
In the next part of the trail, we travel away from Woodhall Spa to a former airfield synonymous with the Lancaster – RAF East Kirkby.
RAF East Kirkby
RAF East Kirkby is one of many Bomber Command airfields located in the Eastern county of Lincolnshire, a region that known as ‘Bomber County’. During its life it was home to two main front line squadrons along with a handful of other support units.
The airfield sits some 4 miles south-west of Spilsby and 12 miles north of Boston, in an area strongly associated with the Romans. Indeed, Lincoln – or Lindum Colonia as the Romans called it – became one of the largest and most influential Roman towns in England. Later, this area was where many invading Vikings settled, providing the local towns with examples of their own Nordic names, many of which can still be seen today. As time passed, both the Normans and the armies of Cromwell played their own part in the development of Lincolnshire, meaning the region has been left littered with several hundred monuments and numerous sites of archaeological and historical interest to offer the visitor.
Being in the lower regions of Lincolnshire, parts of it are only 40 feet above sea level meaning it is an area with a rich agricultural history as well; some areas being used to grow crops and of course tulips, bringing a wealth of colour and a wide range of crop to the area. It is all this that gives Lincolnshire both its beauty and its wide ranging historical interest.
Initially, East Kirkby airfield was built as a decoy site for nearby Coningsby and Manby, the site, complete with decoy wooden Whitley bombers, was decommissioned on June 27th 1941 and the area designated for a class A airfield – RAF East Kirkby. Following requisition of the farmland in 1942, construction began by the building company John Laing & Sons Ltd., which included, amongst others, the first flushing toilets in the area. The airfield was finally completed in 1943, opening on August 20th that same year under the control of Bomber Command.
Located to the south-east of the village that gave it its name, the apex of the ‘A’, formed by the three standard runways, pointed westward with the main runway approximately north-south and the two subsidiaries west to north-east and west to south-east, each being the standard 2,000 and 1,400 yards in length and 50 yards wide.
As a bomber airfield the much needed runways would be of a concrete construction, and the airfield would boast six T2 hangars and a single B1 for maintenance and storage; a technical area stood to the north-west, with accommodation and the bomb store, spread around the area away from the main airfield site. Dispersals for aircraft storage and preparation consisted of twenty-seven spectacle hardstands along with five loop hardstands, all located around the extensive perimeter track.
As a decoy site, it had been bombed on several occasions, and having accommodation and high explosives near to the airfield was not a good combination. These accommodation blocks were of a ‘temporary’ construction, very different to the luxury of Scampton, from where the first residents would come. At its height RAF East Kirkby could cater for 1,965 RAF personnel with a further 482 WAAFs all of mixed rank.
Initial ownership went to 5 Group Bomber Command, whose headquarters were at the time at Morton Hall near Swinderby, in the North Kesteven district of Lincolnshire, and would operate as 55 Base, the parent station of sub-stations Spilsby and Strubby.
A somewhat posed photo of Flt. Sgt. J Morgan, the rear gunner of a 630 Sqn. Lancaster at East Kirkby. @IWM (CH 12776)
The first resident unit was that of 57 Squadron who took it on immediately upon its opening, bringing both the Lancaster MK.I and MK.III with them.
After forming in 1916, they were, like many other squadrons at that time, disbanded after the war’s end in 1919, but then, as similar events unfolded on the continent once more, they were reformed (in 1931) to run continuously to the end of the Second World War. With further breaks post-war, they would continue to operate up to the current day, flying a wide range of aircraft from Victor tankers in the Falklands to their current model the Prefect T1 trainer at RAF Cranwell.
57’s history goes far deeper than that though, for it was whilst at Scampton, their previous home before East Kirkby, that ‘C’ Flight was separated from the main squadron to form the basis of 617 Squadron, better known as ‘The Dambusters‘; the Flight Commander, Sqn. Ldr. ‘Dinghy’ Young only being appointed to 57 Sqn a matter of weeks before the transfer took place.
However, it was at East Kirkby that 57 Squadron were now based. On August 27th 1943, just after the split, the advanced party arrived at East Kirkby to start what would be three days of moving and settling in. The first section of the main party arrived on the 28th with the remainder joining them on the 29th. During this time all flying operations were understandably cancelled and the time was allocated to the huge task of moving men and equipment over to their new base.
Operations commenced quickly on the 30th, when fourteen aircraft were detailed for operations to Munchen-Gladbach. All aircraft except one, completed the operation in which ground defences were ‘light’ and bombing was recorded as being ‘good’ with a large explosion seen in the target area. The only casualty of the flight being Lancaster MK.III ‘ED655’ which returned early with an engine failure. Thankfully though, there were no injuries nor any further problems incurred.
On the following night another fourteen aircraft were detailed to attack Berlin, the ‘big city’, an operation which brought August to an end and a total of twelve operations (179 sorties) amounting to over 940 hours flying time for the month.
It wouldn’t be long though before the first causalities would arise at the new station. On the night of September 3rd 1943, Lancaster ‘JA914’ DX-O was part of another fourteen flight raid on Berlin. On board that night was Australian Pilot Flt. Sgt. W. Grindley and his crew, which included one other Australian and a New Zealander.
After departing East Kirkby at 19:30 hrs, the aircraft made its way toward the capital. As it neared the target, search lights managed to cone the bomber, allowing a German night fighter (FW190) flown by pilot Unteroffizier Fritz Brinkmann of the Stab/JG 300, to attack the aircraft, bringing it down at Zehrensdorf with the loss of all seven crewmen on board.
Three of the crew were recovered and remained buried in the Berlin 1939-1945 War Cemetery whilst the remaining four were not. They have been commemorated on the Runnymede Memorial. The remains of the bomber were themselves discovered in a lake, and recovered on September 29th 1997; a large section of wing which is now displayed in the Deutsches Technik Museum, in Berlin.*1
On the 22nd September, a further crew were lost when an intruder, since known to be Major Wolf Dietrich Meister of the Stab V./KG 2, flying an Me 410 A-1 from Schiphol airfield, followed the bomber home and intercepted it near to the airfield. As it fell from the sky both the Flight Engineer and the Bomb Aimer managed to escape the burning wreck, both parachuting to safety, but the other five failed to get out and were killed in the resultant crash and fire.
In Part 2, we continue with the ups and downs of life in Bomber Command, seeing how the airfield continues to develop and how the war affects those based at the Lincolnshire airfield.
As the year draws to a close, I would like to pass on my sincere thanks to all those of you who have continued to follow, read, comment and share a common interest with me here at Aviation Trails.
The last year(s) has simply flown by, with almost 70 trails having now been reached. Many visitors have passed through sharing their own experiences or family stories, adding that ‘little extra’ to the trails. The number of airfields I have now visited has increased to over 120 stretching from Scotland in the north to Kent in the south, from the eastern regions to the west of England; a huge area but one in which there are still many, many more airfields and sites yet to visit.
With new resources becoming available, I have manged to update many of the older, original pages with more information, much of which has taken the bulk of my blogging time.
So as 2025 approaches, I would like to take the opportunity to wish you all, wherever you are, a very happy Christmas and a peaceful and prosperous New Year.
Finally, in memory of my father whose experiences and love of aircraft inspired me, is one of his Christmas dinner menus, a festive feast whilst serving in 324 Wing, RAF Deversoir in the early 1950s.
2 (AC) Sqn by now, also had a move away on the cards, and following a meeting on the 28th January the advanced party departed first, followed on the 31st by the ground party. The Mustangs moving to RAF Bottisham, from where they would now operate before being divided and part moving to Fowlmere. After a short stay at the two sites they returned to the Hertfordshire airfield once more. Their departure had lasted a mere four months.
The Standby Generator House now a stores for machinery.
Whilst they were away, the airfield was used on a temporary basis by 652 Sqn flying Austers, On arrival, they immediately took over Blount’s Farm and used it for their own personal use. In the short time they were here, they participated in Exercise “Spartan” again in conjunction with the Army, departing the airfield in late March.
After being spilt between Bottisham and Fowlmere, 2 (AC) Squadron was now reunited and returned to training flights, air to air firing, ground support flights and increased operational activities. A large part of the squadron’s role now included photographic reconnaissance of enemy territory, many of these operations taking place over the Hook of Holland, den Helder, Kijduin, and Ameland. Some of these required the squadron to detach to other stations but the majority of operations flew from Sawbridgeworth, the Mustangs fairing much better than the heavy Typhoons of 182 Squadron earlier on.
In Mid may, disaster struck again for the unit when three aircraft crashed into a hillside after setting off on a photo reconnaissance flight to photograph locomotive movements in northern France in Operation “Asphalt“. On the way out, a bank of sea fog was encountered and the order to climb was given. Unfortunately, flying abreast, three of the ten Mustangs failed to clear the hill they encountered, and Pt. Off. J. McLeod, Fl. Off. D. Hirst and Fl. Off. N. Miller were all killed. The remaining aircraft then flew to Thruxton where they were detached to, and a search commenced for the missing airmen. Their bodies were later recovered and funerals held in their respective homes at the end of the month.
Photo reconnaissance flights and attacks on shipping, increased becoming the main role for the squadron. Sadly during one of these operations, Operation “Lagoon“, Fl. Off. Butt was killed when his Mustang crashed into the ground before he was able to land. The resultant explosion and fire killing him.
July 1943 saw yet another move for the squadron, this time to Gravesend, where they were immediately billeted under canvas and then inspected for fitness to serve overseas. No such move came through though, and after moving around various other local airfields, in November, 2 Sqn returned to the Hertfordshire airfield that had become their semi-permanent home; this time though, they were not unaccompanied, they brought with them the Mustangs of 4 Squadron.
During their absence, Sawbridgeworth had not been deserted, in fact it had been very busy and home to several other squadron detachments. On the 12th November 1943, 63, 168 and 170 Squadrons had all moved in with Mustangs, then on the 30th, both 63 and 168 departed moving back to their parent unit, their short detachment coming to an end; whilst 170 remained here until mid January when they were disbanded.
The return of 2 Sqn and the new Mustang unit that November, saw a continuation of reconnaissance operations over the continent. 4 Sqn had been dogged by mechanical issues resulting in many unserviceable aircraft and even for the move, only five aircraft were able to make the initial flight. It was these ongoing issues that led to them to begin changing their old models for newer examples, a change that would unfortunately take time to complete.
For much of December the weather played the dominant part, the winter of 1943 – 44 being extremely wet and foggy. For much of the month the airfield was yet again, unserviceable and only top priority operational flying could take place and even that was sporadic.
At nearby Hunsdon, both a Mosquito and a Spitfire along with suitable trainers were made available, and it soon became known that 4 squadron was going to re-equip with both and move to Aston Down. At last, the older, problematic Mustangs were being replaced by a much needed and higher performing aircraft.
Conversion of the crews would take place at Hunsdon who would transfer across regularly to take flight instructions whenever the weather allowed. It didn’t come a moment too soon either as serviceability for the Mustangs of both squadrons, remained critically low; at the end of the month, 4 Sqn only had two airworthy aircraft.
In early January 1944, 4 Sqn finally got their departure orders and made the move to Aston Down. The conversion had been successful, and further training flights were carried out once at Aston Down, gradually more and more of the new models arrived bringing the squadron back up to full strength once more. That was not the end of 4 Squadron though, as on March 3rd 1944, they returned to Sawbridgeworth with their new Spitfires and their Mosquitoes, their period of reconnaissance training on the two types now almost complete.
On the 3rd March, two parties left Aston Down, the road party in the morning and then, in the afternoon, the air party, forming the largest ‘Balbo‘ the unit had known for some time. in all, twenty-two aircraft made up of Spitfires, Mosquitoes and Mustangs flew in formation all the way to Sawbridgeworth, their arrival in the late afternoon must have been a magnificent sight for those waiting on the ground.
The squadron was then divided into two flights, ‘A’ Flight flying the Spitfires and ‘B’ Flight the Mosquitoes. During March the ‘A’ Flight Spitfire XIs were used to fly photo reconnaissance sorties over ‘Noball‘ targets – rocket installations in France, the first operational sortie since December 12th. However, and a blow to the squadron, there was 10/10ths cloud over the target area and no photos were taken as a result.
With ‘A’ Flight busy on operational sorties, ‘B’ Flight continued with their Training flights in their Mosquitoes. However, as with the Typhoons earlier, things were not as straight forward and easy and they may have been. It was found that stones and clinker had found its way onto the tracks and these had been thrown up damaging the tail plane of the aircraft rendering all the aircraft used unserviceable.
Poor weather continued to hamper operations as it had done for months, the Mosquitoes now taking part in photographic flights having their flights cancelled and the squadron being stood down on several occasion.
In early April, they were ordered out of Sawbridgeworth and on the 4th, both air and ground parties left for Gatwick, their penultimate stop before moving to the continent where they would stay for many years after the war’s end.
Meanwhile, 2 Sqn had continued operations over enemy territory, carrying out both air-ground attacks and reconnaissance flights over the continent. Yet more detachments away at various airfields including Benson and North Weald, led to them being divided once more. However, being posted to North Weald caused problems for the resident 268 Sqn who were now forced to leave there and come to Sawbridgeworth, North Weald being too small to accommodate both units. When 2 Sqn returned to Sawbridgeworth on March 26th to continue their operational activities, 268 departed, being transferred to RAF Gailes where the entire squadron undertook a Naval Bombardment course.
During their time here, 268 had been operational flying regular sorties over France. With the impending invasion, they photographed beach defences along the French coast, Radar station at Ostend and carried out “Noball” operations searching for and photographing V1 launch sites.
2 Sqn’s last departure from Sawbridgeworth than came, and on 24th March 1944, they along with 4 squadron shortly after, departed the airfield for Gatwick, never to return to Sawbridgeworth again.
2 Sqn would go on to serve well into the future, taking their Tornadoes to Marham in 1991 after serving in Germany post war. With a long and distinguished history that extends as far back as 1912, they would operative some of the worlds most modern aircraft including: Meteors, Hunters and Jaguars all in front line operations.
With 2 Squadron now departed and not going to return, there was room for other squadrons to utilise the airfield. April saw the arrival of both 80 Squadron on the 24th April followed by 126 Sqn on the 30th; both units flying Spitfires VB and IX respectively.
80 Sqn had been overseas for the last few years and as soon as they arrived at Sawbridgeworth, they were granted leave of up to seven days. Many were disgruntled at such a short period of time and some were given extensions. On return, the squadron then moved immediately to Hornchurch to form a new Wing along with 229 and 274 Squadrons.
Only one other squadron used the airfield after that, 126 Sqn, who, like 80 Squadron, had been abroad and were essentially regrouped here. No flying took place and once settled they were assigned to RAF Culmhead.
After D-Day no other units used the airfield and Sawbridgeworth had had its day. Now redundant it was handed over to the Maintenance Command and placed into care. All flying ceased, military units were pulled out and the airfield gradually wound down.
Its demise was swift, the mesh runways were quickly removed using POWs, the tower was demolished a year after the cessation of conflict in 1945, and many other buildings were removed or demolished; the land rapidly turned back to agriculture.
Wandering the site today, there is luckily still quite a bit of evidence about. The perimeter track is complete, not in its full width throughout, but a large proportion of it. A number of pill boxes remain scattered around the perimeter of the site and the Battle Headquarters (design 11008/41) can be found with determined searching amongst the brambles and hedgerows.
To the west of the site is a small industrial complex utilising what was a ten-bed sick quarters, dental annex, a twelve bed Barrack hut that doubled as a hospital ward, mortuary and an ambulance shed. An ablutions block is was also located here and the site is more or less complete. Not far from here, is a modern farm, which houses a number of smaller original buildings including a Parachute store (built to drawing 11137/41), fabric store, sub station, main stores and other technical buildings. These are all located on private land and in use by the farmer. There is also a signals block, located nearby to these sites and easily visible from the road.
Across to the east of the airfield, is whats left of the communal site. Here stood 33 buildings in total, incorporating a wide range of supporting units for recreation and general living. The only remaining buildings being the standby generator house and the grocery store. Both are used by local businesses.
A memorial to those who served at Sawbridgeworth stands outside what was the guard house. A recent addition, it is a nice reminder of the dedication of the crews who were stationed here during two world wars.
Sawbridgeworth took years to develop and continually struggled with nature and her elements. Those stationed here struggled with mud and poor weather, undertaking co-operation flights, photographic reconnaissance operations and attacks on enemy targets on the continent. But it never really reached its true, and full potential, languishing in the background with no real direction or planning to see it thrive. Possible loved by many, but loathed by some, it remains today as a reminder of what those dark days of the 1940s were all about.
It is a small well hidden airfield and takes some finding. Hidden by woodland and crops, it was created through luck rather than good planning. The crews and aircraft of Sawbridgeworth played a big part in the Second World War, and all in its short but yet significant life.
Whilst in the area, a third, very important and still active airfield, can be found not far away at North Weald.
*4 (a form of gas that is thought to be harmless and used in trials. Mustard Gas would be stored and used in the event of an invasion). National Archives Air/27/19.
*5 National archives AIR 27/1135/1 – 182 Squadron Operational Record Book
National Archives: AIR 27/19/9; AIR 27/19/13, AIR 27/19/15; AIR 27/19/19; AIR 27/19/21, AIR-27-2876; AIR 27/19/25; AIR 27/19/30; AIR 27/19/33; AIR 27/19/32; AIR 27/19/36; AIR 27/19/30; AIR 27/1564/5; AIR 27/671/7;
For personal stories and further information see the Wartime Airfields website.
The Hertfordshire Airfields and Memorial Group have further information about the site and the memorial on their website.
With all Tomahawks now airworthy, if not troublesome, exercises away at other airfields were the main order of the day. Courses held here were well attended meaning the airfield would see a range of personnel, including naval staff, residing at the site for short durations, over the coming months.
Perimeter track
Personnel spirits were raised once more when Flt. Lt. Houseman and Sqn. Ldr. Eyres visited RAF Duxford in February to see the new American built P-51 ‘Mustang’, it was thought this was to be the new replacement for the Tomahawks which had been nothing but problematic throughout their time at Sawbridgeworth.
Convinced of the Mustang’s superiority, arrangements were quickly made for other personnel to also visit the airfield and see for themselves what the new aircraft was capable of. Then, in April 1942, after some initial training at Bottisham, the first three Mustangs arrived at Sawbridgeworth flown in from Speke, Liverpool. With a further six arriving the next day, the total number of Mustangs at the airfield quickly began to increase.
RAF Mustangs of 2 (Army Cooperation) Sqn.
As with the introduction of the Tomahawk, the introduction of a new aircraft takes time and is rarely trouble free. On April 9th, no less than three Mustangs were either written off or substantially damaged in accidents. The first, ‘AG401’, was on a message dropping flight when it inadvertently hit hidden HT cables severing its pitot head and aerial. With no air speed indicator, the aircraft made a fast landing causing the wheel to slip off the tracking and hit a hole in the ground. The wheel lodged itself in the hole causing the aircraft to flip onto its nose. In the second accident, as ‘AG403’ piloted by Pt.Off. G. Gosnell, ran down the runway, it struck a second Mustang, ‘AG488’ piloted by Pt. Off. P. Willmett, who was taxiing prior to taking-off. After the impact, ‘AG403’ rose into the air, flipped onto its back and crashed into the ground fatally wounding Pilot Officer Gosnell. Pt. Off. Willmett in the second Mustang was however, uninjured in the collision.
Only ten days later Pt. Off. Willmett was involved in another accident when the Mustang he was flying, this time ‘AG492’, suffered a stalled engine. Unable to restart it, Willmett made a forced landing in a field near to High Wycombe. Neither he nor the aircraft suffered any injury or damage.
In June, further consideration was given to extending the runway once again and more surveys were made of the ground by Captain Storey of C.R.E. Bottisham. But any positive news from this was marred by the two deaths of personnel from Sawbridgeworth. Firstly , P. O. G. Young was killed in an air firing exercise at Stert Point ranges on Fenning Island. The aircraft failed to pull up after the attack and subsequently hit the sea wall completely destroying the aircraft. The cause of the accident remains unknown. The second person to die was LAC Dodds, who accidentally drowned whilst swimming in a river local to the airfield, both tragic accidents that marred an otherwise positive day.
Exercises in July took detachments to both Snailwell and Wendling. Residing at Shipdham, they carried out forty-six sorties altogether all with excellent results – the Mustang and its crews were performing well. With the official release of the P-51 at the end of the month, the squadron was visited by press officials who were invited to take photos and also meet the crews who would be flying them.
On August 8th, 1942, one of many support training units that were to operate from the airfield, was created here at Sawbridgeworth. The 1495 (Target Towing) Flight, who like 2 (AC) Sqn early on, was equipped with the Lysander and Martinet. It was a short lived unit though, created to support air-to-air gunnery practice using targets towed behind the aircraft; being absorbed into another unit at Hutton Cranswick merely a year later.
The naval link continued in September when a detachment of No. 809 Sqn Fleet Air Arm, arrived bringing with them Fairey Fulmars. The three aircraft staying here, were practising low level attacks through smoke screens in conjunction with 54 Division Battle School. A further twelve officers and six more aircraft then arrived at the end of the month bringing the total number of naval personnel to nine. These were very quickly supplemented over the next few days, and soon the airfield was awash with staff.
This cooperation between units brought many varied aircraft and personnel to Sawbridgeworth. A detachment of 239 Sqn arrived here for a short stay between 22nd October and 18th November, flying their own Mustang Is in conjunction with those of 2 (AC) Sqn, this move would have considerably increased the number of aircraft using the site and the station would have become increasingly active.
Former Sick quarters
October 29th would sadly be another black day for the airfield though, with the loss of three more Mustangs during night manoeuvres. Flying in bad weather and unsure of their location, the flight of three descended to lower altitudes to gain visual references. In doing so, the first aircraft, ‘AG605’ flown by Pt. Off. D. Williams, collided with trees and crashed. The aircraft was destroyed and the pilot was sadly killed. In the second incident, one of the wingmen (AG633), was forced to make a wheels up landing in a field next to the airfield after attempting an overshoot. The pilot, Pt. Off. P. Whittenham luckily escaped without injury. The last of the three, the leader of the flight (AG465), ran out of fuel and baled out leaving the aircraft to crash into hotel grounds at Ludgershall, Buckinghamshire. He landed without further incident.
Further cooperation flights, involved the arrival at the end of November, of sixteen Spitfires from the Norwegian squadron then based at North Weald. The pilots were here to train in Army cooperation, again operating alongside the Mustangs of the now expert 2 (AC) Sqn.
With the principle aircraft now being the Mustang for 2 (AC) Sqn, a few Tomahawks still remained on their books, and it was one of these that would crash on landing causing minor injuries to the pilot Pt. Off. P. Gordon-Crosby in ‘AK144’. The type had by now though, seen its day and was largely phased out of squadron use by this time.
As 1942 drew to a close, Sawbridgeworth had grown and developed. It had links with squadrons across the country and across different forces, it had also seen a variety of nationalities reside at its grounds. Whilst it was at least now making its mark, conditions at the site were far from perfect, a problem that was to be highlighted when news came in to 182 Squadron based at Martlesham Heath that they were to relocate to Sawbridgeworth. In preparation, the station commander, Sqn. Ldr. T. Pugh and adjutant Flt. Lt. R. Melhuish, set off by road to inspect the airfield, paying particular attention to its accommodation facilities, hardstands and runways.
It was clear from the outset that the airfield was “going to give everyone a formidable array of difficulties to face, the accommodation is uncompleted, the dispersals are uncompleted and deep in thick, clayey mud, and the larger hangar is only half erected and has no roof, and everywhere is mud, thick and sticky.” *5
These findings were then confirmed by Flt. Lt. Manak, who returned to Martlesham after landing a Hurricane at Sawbridgeworth. The entry recorded in the ORB *5 reflected Manak’s feelings in just a few words: “He returns with a very dismal face.”
As a result, Sqn. Ldr. Pugh contacted Headquarters 11 Group to express his deepest concerns at the state of the airfield, but promised to try and see if the squadron could operate from it,despite the difficulties they would face. It was a brave attempt that would not last long. That night, in honour or the squadron, a party and competition were held between 132 and 182 Sqns at Martlesham which, as often happens, became a little ‘boisterous’ resulting in the C.O. and Squadron Engineer Officer both being sent to hospital for injuries sustained in the activities.
Then, on the 6th December, the ground party began their move, followed the next day by the air party lead by Flt. Lt. Manak, in which seventeen Typhoons and one Hurricane took off in groups of four, set for Sawbridgeworth. The problems they were going to face became immediately obvious as they were faced with sticky mud as soon as they landed. Undaunted by the challenges ahead, by the evening they are all bedded down ready for the challenges of their new home.
Conditions at the dispersals made flying virtually impossible for the heavier Typhoons, and considerable work was needed to bring them up to any sort of standard, deep “cleyey‘” mud prevailed making movement difficult, even the runways were a challenge despite the fact there was matting lain down.
By the 13th December, a week into their stay things had improved slightly, and flying began with thirteen officers putting in twelve hours thirty-five minutes of patrols.
Former Signals block
But by the 15th, the rain had returned, and the airfield became difficult to fly from once more. Further rain followed and by the 17th it was completely out of commission, a state it remained in for many days thereafter. With flying scaled right back, it was decided to make good use of the time by providing ground lectures covering a wide-range of topics. By the end of the month, little had changed and six aircraft were ordered to disperse as soon as possible to nearby RAF Hunsdon so that some flying could, at least, take place.
It was not until the 29th December that the airfield was in any state to permit flying to take place. The six aircraft destined for Hunsdon then managed to take off, lead by Sqn. Ldr. Manak. To support them, a ground party also left taking with them supplies and spares to Hunsdon from where they would now operate until further notice.
To combat the continuing mud problem, the north-south runway was eventually relaid, the east-west runway was considered ‘usable’, as long as there was no further rain, and it was therefore left in situ. The slightest amount of rain however, would simply turn the ground into thick mud and slush.
Christmas then passed, and 1943 would see little change in the weather. After a few dry days, adverse weather returned once more, and once again the early days of January saw little flying take place. However, a short break did allow history to be made when, on the 3rd January 1943, the first operational sortie of 182 Squadron was made. Two Typhoons, flown by Flt. Lt. Manak and Sergeant Shields, flew to Martlesham Heath, where they were ‘ bombed up’ with 250lb bombs and then attacked inland port installations at Bruges. Whilst the overall outcome of the operation was not known, it was nevertheless the squadron’s first operation since its inception and there were no losses.
Between then and the 17th, bad weather persisted, it became so bad, that at one point the mud seeped through the mesh and a substantial amount of flying by the squadron, had to be cancelled as a result. However, on the 17th, ten aircraft were able to get airborne and after joining with four of those detached at Hunsdon, they made their way, with two lighter Mustangs from 2 (AC) Sqn, to RAF Snailwell where they would take part in ground support operation with Army Command. Snailwell’s resident 181 Sqn welcomed their sister squadron with open arms, and threw a huge party in their honour. The following day, they all took part in the training exercise “Shatter“, before all aircraft, from both squadrons, returned to Sawbridgeworth and the mud they had left behind. 182 Sqn then made the decision to attempt to operate the all its aircraft from the airfield, but, with mud accumulating along the track, by 23rd the new station commander W. Cdr. Bristow, had had enough and declared the runways unserviceable and the airfield all but closed.
By the 27th, concerns for Sawbridgeworth had reached the higher ranks of the military and the Air Officer Commanding Army Co-operation Command, Air Marshal Sir Arthur Barratt KCB, CMG, MC, who arrived at the airfield to discuss the future of 182 Squadron with W. Cdr. Pugh. The outcome was that the squadron would have to move elsewhere as training had been held up for far too long, and this must now stop; a move away was on the cards and not a moment too soon either.
By the 30th January, all was set and the squadron managed to get airborne returning to their former station at Martlesham Heath. The following day all ground personnel also left and the squadron settled in at their former airfield, leaving a disastrous stay at Sawbridgeworth well and truly behind.
Part 4 continues with the end of the war and the end of Sawbridgeworth. The full story can be read in Trail 25.
The New Year 1941, started with good news when Wing Commander Geddes, received an OBE in the New Years Honours list. Celebrations were only slightly marred with two more attacks by German bombers; as before, there was no major damage and there were no casualties as a result.
Winter being what it was in 1941, poor weather very soon made its mark, and as a result, little flying was achieved over the whole of the new month.
It was during 1941, that Wing Commander Geddes and 2 (AC) Sqn would be heavily involved in the secret work of the Special Operations Execute (SOE) who were involved in dropping agents into occupied France. Much of the training of the aircrews for this role took place here at Sawbridgeworth, with practice flights using the famous ‘Black’ Lysanders. Even today, many years later, these operations and the role of the photographic reconnaissance units based here, remain deeply buried in the Archives, hidden from many a prying eye.
Winter lectures and the occasional flights, were interrupted by a three day visit by Colonel L. Kennedy, Air Liaison Officer of the American Armoured Forces. He inspected various aspects of the airfield and met with the airmen on various occasions.
The next few weeks up to spring saw little change, with fog, rain and snow persisting until mid March when warmer weather finally broke. But the persistent heavy rain had rendered the airfield unserviceable for even the Lysander, and so it was out of operation for much of the time. Not only had the rain affected flying, but the huts now being used for personnel had flooded, and as such, were classed as ‘uninhabitable’; a position they remained in for a good while. Eventually, if only temporarily, routine training flights did resume, working in conjunction with the Army once again, they performed more gas attacks and dive bombing flights, but April’s infamous showers would soon return and play havoc, closing the airfield to flying due to the ground being waterlogged.
At the end of May, there was a hint of changes to come, when radio equipment was sent to Henlow to be fitted to Curtis Tomahawks, suggesting a replacement aircraft was now on the cards. This, followed by several visits by the Works and Buildings representatives to discuss runway extensions and improvements, further went to affirming the suggestion of another step forward, both new facilities and a new aircraft – hopefully one that could operate in the damper weather now dogging the crews at Sawbridgeworth.
The weather over May then improved significantly, hot dry days helped dry out the previously sodden ground, and just in time too as 170 men from the Aerodrome maintenance company arrived to be housed under canvas for the duration of their week’s stay. Their role, to lay Army Track, the first hard runway used at the airfield.
With fine warm weather now presiding, pilots in groups of three, were sent to Old Sarum, a former WWI airfield, for conversion training to the new Tomahawks. Their return was greeted by a visit from both Marshal Viscount Trenchard CGB, GCVO, DSO, DSL, LLD and Air Marshal Sir Arthur Barrett KCG, CMG, MC. who were here to inspect the squadron and their current facilities.
Part of the defence network
By the middle of August 1941, virtually all air crew were transitioned onto the Tomahawk, and were ready to fly the new type, the first of which began arriving from the Cunliffe Aircraft Co. Ltd over the next few weeks. The transition would not go smoothly however, with two aircraft, AH945 and AH928, both ground looping on the 9th and 10th September respectively. In addition, a further Tomahawk, ‘AH940’, was forced to land in a field the following week, when the engine cut out for no apparent reason. Whilst the pilot was unharmed, the aircraft sustained considerable damage to its underside and propellers. An investigation began immediately which revealed that faulty generator drive had been responsible, and so all Tomahawks were grounded until the bevel gears had been inspected by engineers from the Air Ministry.
September would prove to be a dark month for the squadron. Not only were the Tomahawks proving to be troublesome, but a water tanker hit and killed a 15 year old girl (Doris Bird) from the nearby village. An investigation was also held into this and no blame was apportioned to the driver. Doris’s funeral took place a short time later and was well attended by members of the station.
The continual presence of officials from various departments were bolstered by the arrival of representatives of the AMWD (Air Ministry Works Department) on both the 26th September and 10th October 1941, who inspected the runways and perimeter tracks. Within days, on 16th October, Flt.Lt. Hampton brought along revised plans for development of these tracks, taking into account the layout and difficulties that had been suffered, it would go on to change the format of the entire airfield once again.
Two days after this, Mr. Pallott, an electrical engineer from 10 Works Area, met with staff at the airfield to discuss the fitting of the Drem lighting. Development plans were now well in hand and Sawbridgeworth was heading ever closer toward expansion and classification as an airfield in its own right.
The sunny summer weather soon passed and by November ‘fair weather’ was the main description recorded in the operations books. Making best use of what dry weather there was, enabled both photographic and navigational exercises to take place. Then finally, on November 28th 1941, Sawbridgeworth’s day had at last arrived when Flt. Lt. K.K. Horn MC, took over control of the newly named Royal Air Force Sawbridgeworth, the name and title were now official, and the airfield had at last achieved its independence.
Little immediately changed however. The plans for development continued to roll on, as no work had as yet, been carried out, and the Lysanders, still being used, continued to take off for photographic sorties and training exercises; lectures and ground based training also continued for all personnel, and many of the Tomahawks which were now airworthy again, also took part in exercises such as “Scorch” and “Swift“.
The weather continued to be a mix of high winds, fair days and rain, the weather again cancelling several night flights. Manoeuvres continued in conjunction with the various troop units and gas spraying training flights carried on as usual. During many of these manoeuvres, flights would disperse to other airfields giving the appearance of vacating Sawbridgeworth. These exercises could take days, and so the airfield became quiet for short periods of time whilst ground parties took spares, vehicles and rations to wherever they were being temporarily stationed.
The remaining personnel made good use of the facilities at Hyde Hall, attending ENSA shows and enjoying a christmas meal served by the Officers and NCOs. With spirits high, it was hoped that the new year 1942, would be a year that would bring further changes to both the airfield and those stationed here.
One thing that didn’t change though, was the seemingly continual arrival of ‘guests’, with both Sir Archibald Sinclair, Secretary of State for Air along with Group Captain Sir Louis Greig, looking round the station before enjoying an evenings ENSA entertainment.
In the middle of January, yet more dignitaries arrived, but these were not social visits but more strategic ones. A group made up of Air Commodores, Wing Commanders, Group Captains and Squadron Leaders along with representatives of the Army and the Air Ministry, all arrived to attend a meeting to discuss the future of RAF Sawbridgeworth. The many aspects of its design were discussed including the accommodation facilities, technical blocks, runways and wider airfield development, aspects that had no yet been reflected upon until now.
The remaining dispersal pen
The meeting had a very positive outcome for Sawbridgeworth, and would see it finally become a fully developed airfield able to operate in its own right. It was unfortunately decided that concrete runways could not be laid down at the current time, and so Sommerfeld tracking would have to be the preferred option. However, it was also decided that a concrete perimeter track could be laid down and that it should be able to marry up with concrete runways in the future when and if, they were to be added. As Army Tracking was already in place, this would need to be replaced, and so it was decided to extend the runways at the same time. With limitations on the length of the runways due to the geographical nature of the site, it was decided to extend them as far as was feasible at that time. With this is mind, it was decided to lengthen the main east / west to 1,750 yards, whilst the north / south runway was to be extended to 1,200 yards, and the the North-east / south-west runway to 1,400 yards, not the full Fighter Command lengths but certainly large enough to take most light aircraft.
The runways here had given considerable problems over the years particularly with the poor weather, and many flights had had to be cancelled, sometimes for days at a time. In order to solve the problem, a number of different materials were trialled, including (as referred to in some resources) ‘coir matting’ an experimental material using coconut fibres formed into a mat (still commonly used today as domestic door mats) and laid down as a runway. However, this was found to be a failure, as it, like grass, soaked up the water causing great difficulty for the aircraft. This type of matting also required a lot of maintenance, and so metal Army track was used. During this latest upgrade the Sommerfeld tracking chosen would see Sawbridgeworth through to the end of the war and no concrete would be laid for runways.
Pieced together using interlocking sections, Sommerfeld Track required a lot less maintenance and was very strong. With the new runways came the Drem lighting system which was developed at RAF Drem in Scotland, and was fast becoming the standard airfield lighting system. Here at Sawbridgeworth, it was placed alongside the track embedded into concrete blocks as opposed into the runway edges itself.
Now designated a Class ‘C’ aerodrome, Sawbridgeworth would also have concrete dispersals; fighters on the north side with Army Command on the south; both commands would also have dispersals located north of Matham’s Wood. In addition, hangars would be built as well as hardstands, the number of each being initially determined by Fighter Command requirements; six double Blenheim pens; two hardstands and four extra-over blister hangars. With further developments and later upgrades,it would eventually have eleven Dorman Long (4630/42) blister hangers along with one type T2 hangar. Buildings were upgraded and developed too. In the technical area there would be a parachute store; designed to drawing 11137/41, they are easily identifiable by their unique roof structure, designed to accommodate the hanging of parachutes as they dried out in the temperature controlled environment within.
As with many airfields a Battle Headquarters would also be added, (drawing 11008/41) these were sunk or partially sunk, and constructed with 13.5 inch thick walls. Inside was a PBX, an office and a space for messengers. In many cases only the roof and viewing slit was visible from the outside.
Around the perimeter thirteen (and not the original six) ‘Blenheim’ style aircraft pens were added with an additional fifteen (as opposed to two) frying pan style hardstands of 40 ft diameter each. In addition, eight dispersed sites of temporary construction were eventually added to the east of the airfield for accommodation, Hyde Hall accommodation would cease and it would be passed over to the Army for Motor vehicles storage and maintenance. A watch tower, fire tender station, hospital, grocery store, Link trainer, gymnasium and the usual accommodation blocks all added to create a much bigger site than had been previously been designed . At its peak Sawbridgeworth would accommodate 1,000 personnel of mixed rank and gender.
The conditions at the airfield were considered so poor at this time though, that immediate changes had to be made in order to keep it operationally active. The ground and accommodation areas being totally unsuitable for an operational airfield. The new upgrade would take time, so basic changes were made, and all in line with the longer term plans. These would enable Sawbridgeworth to operate both fighter and army Co-operation aircraft, even before the upgrade had taken place. The development was going to require a lot of maintenance and constructions workers to be on site, but rather than move the squadron and all its personnel to another airfield, it was decided to keep them all here and operate in conjunction with the development crews.
Part 3 continues with the development of Sawbridgeworth. The full story can be read in Trail 25.
Aviation Trails 