RCAF

RAF Sutton Bridge Part 6 – The End of an Era.

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Part 5 of this trail, we saw how Sutton Bridge grew into a bustling hub of Allied air training, hosting a mix of British, European, Commonwealth, and American pilots. How the airfield remained under constant threat from Luftwaffe raids, while crowded skies and inexperienced trainees made accidents a grim reality. In 1942, the focus shifted from front-line pilot training to advanced gunnery instruction with the arrival of the Central Gunnery School. Fighter and bomber crews honed their skills in Spitfires, Wellingtons, and Hampdens, while innovative experiments, including rocket-firing Hurricanes, highlighted Sutton Bridge’s role at the cutting edge of aerial warfare. Despite progress, the dangers were ever-present, with both trainees and experienced instructors paying the ultimate price.

In the final part, we witness the slow decline and eventual but inevitable closure of the airfield. How a once vibrant but small airfield became simply a part of history.

Arrival of WAAFs and Local Folklore

During May 1942, Sutton Bridge found itself with in excess of 180 WAAFs arriving, mainly to operate training turrets and to work in the photographic room developing cine reels. The WAAFs were billeted not on the airfield but in small Nissen huts located in various parts of the village. It was one of these WAAFs that added fuel to the story of a pilot flying under the bridge, by claiming she saw it happen, again whilst she was there. No other evidence is available and so, like the first account, it will unfortunately remain just an uncorroborated story passed from generation to generation.

Enemy Attacks and a Safe Haven.

The war was never far away, and once again was brought all that little bit closer on 24th July 1942, when a Dornier 217 dropped its payload on the airfield in the early hours of the morning whilst most were asleep. Several buildings were damaged including hangars, the cinema and the armoury which exploded when all the ammunition inside was hit. Several personnel were also injured mainly from flying debris, and several aircraft were also damaged. The attack certainly brought an early morning wake up call and the war very much closer to home.

Being so close to the Wash, Sutton Bridge was often a safe haven for damaged aircraft either returning from Germany or suffering mechanical difficulties whilst forming up over the Wash. One such incident involved B-17F #41-24460 “RD-A” of the 423BS, 306BG at Thurleigh. The aircraft had been part of ninety B-17s and B-24s sent to Lorient on October 21st 1942. Due to poor visibility, the operation was scrubbed and bombers were ordered to dispose of their bombs in the Wash – a common practice for damaged aircraft or scrubbed missions. During the process, the life-raft latch broke loose allowing the raft to escape and wrap itself around the elevator.

B-17 #41-24460 ‘RD-A’ of the 306th BG that made an emergency landing at RAF Sutton Bridge. (IWM FRE 4418)

After landing on the short space of Sutton Bridge, the problem was soon sorted allowing the B-17 to take off and return for further repairs at its base at Thurleigh. Crowds gathered to see the spectacle as the aircraft thundered along the grassed runway before rising into the air.

Earlier Emergency Landings

It was not the first bomber though, to use Sutton Bridge as safe haven. Prior to this, a Halifax (W1102) from 35 Sqn, also made an emergency landing after it suffered damage on the night of October 14th 1942. The bomber, taking part in operations over Kiel, was hit by flak rendering its starboard outer engine unserviceable and the fuel tank leaking. Despite its difficulties, the crew managed to reach Sutton Bridge with little fuel left to get them home to Gravely. The crew would experience something similar a matter of days later when they had to land another damaged Halifax, this time at RAF Martlesham Heath.

USAAF Arrivals and High-Profile Visits

Sutton Bridge had supported many US airmen in the lead up to their war, training pilots of the Eagle Squadrons. Following the Japanese attack on Pearl Harbour and America’s entry into the war, USAAF pilots began to arrive here for gunnery training bringing their own unique aircraft with them. Some of these included P-38 ‘Lightnings’, an aircraft unknown to the British airmen at Sutton Bridge. Other US visitors included Brigadier-General James Doolittle and an entourage of high ranking officials. Arriving on a Douglas C-47 ‘Skytrain’, they were here to inspect the training methods of the Gunnery School and try out the Spitfires for themselves.

Even with experienced pilots and gunners, mishaps continued to happen. As the summer of 1942 led into the autumn and eventually winter, so the cold, fog and frosts began to return too.

Accidents and Operational Hazards

But the cold weather was not the only problem pilots had to contend with. Even though, those who attended the gunnery school had already received operational experience, it didn’t stop them having accidents. Between August 1st 1942 and New Year 1943, there were no less than fourteen crashes on the airfield all relating to undercarriage issues; either a heavy landing, blown tyres or a pilot’s mishandling of the aircraft.

Winter Challenges, Early 1943

With heavy snows in January 1943, present aircraft had to be stored undercover, being pushed by hand, into the hangars. Waterlogged ground froze, and ice became the norm. What flying could be done could only be done in Magisters, the Spitfires flimsy flaps and undercarriages being too prone to damage in such appalling conditions. By the end of January and beginning of February, servicing also become an issue with around two-thirds of the sixty available aircraft requiring remedial attention.

Spring Accidents, more Losses and more Changes

As the winter changed to spring the weather turned, the ground thawed and flying took place once more. On 10th April, a Wellington of the CGS, Wellington IA N2865 piloted by Flt. Lt. Terence C. Stanbury, collided in mid air whilst undertaking a training exercise with Spitfire IIa (P7677) piloted by Flt. Lt. Ernest H. Griffith of the RAAF. The two aircraft were performing gunnery manoeuvres over Abbots Ripon not far from Alconbury in Huntingdon, when they accidentally collided sending both aircraft to the ground.

Flt. Lt. Griffith managed to bale out suffering minor injuries and was returned to Sutton Bridge where he was treated before returning to flying duties. The Wellington crew were not so fortunate however, and all six were killed. The crew was a truly multinational one consisting of a Scot, a Canadian, and two Australians.  The Pilot, Flt. Lt. Stanbury lies in Sutton Bridge churchyard.*18

Leadership within the CGS changed hands on numerous occasions during its wartime history; one of the more famous associated with it being New Zealander Wg. Cdr. Alan C. Deere, whose achievements overshadowed most who followed him. On appointment to lead the Pilot Gunnery Instructor Training Wing, (a part of the CGS) on October 21st 1943, he would have twenty-two kills to his name, an ideal candidate to lead such a school.

1944 – Departure of the Central Gunnery School

By February 1944, a further reorganisation occurred and it was decided that the Central Gunnery School (CGS) would move on from Sutton Bridge. After two productive years, the school had more than demonstrated its value, but its departure left a sense of uncertainty. With Wing Commander Alan Deere posted to a desk job and the demand for new aircrew beginning to decline, the future of the airfield seemed in doubt. A review, downgrading, or even closure suddenly appeared possible.

For a time, Sutton Bridge became ‘spare’ and was placed in a state of ‘care and maintenance’, administered by RAF Peterborough while its long-term role was considered. Yet its story was far from over. With Peterborough heavily committed, Sutton Bridge was soon called upon to take on new duties. When the runways at RAF Newton (Peterborough’s satellite) required reseeding, its resident 16 (Polish) Service Flying Training School was temporarily relocated to Sutton Bridge. From early 1944 until August, the Polish unit brought a new but temporary life to the airfield before eventually returning to Newton once more.

Although winding down, the summer months continued to bring further activity. Between May and November an American unit, the 1st Gunnery & Towed Target Flight (1 G&TTF), arrived to operate alongside No. 1 Combined Combat Gunnery School, then based at RAF Snettisham. Their task was to provide target-towing services, a role previously carried out at Sutton Bridge by RAF flights equipped with Vultee Vengeance aircraft. Surplus Vengeances were duly handed over to the Americans, who continued the work with their own crews.

Meanwhile, No. 7 (Pilot) Advanced Flying Unit (7 (P)AFU, officially based at Peterborough, made increasing use of Sutton Bridge as an overflow for both day and night flying. Among its pupils were French trainees, who formed a distinct French wing within the unit, flying Miles Masters and Airspeed Oxfords. For a time this group carried the informal title of “French SFTS,” although this was later dropped.

As 1944 progressed, training pressures shifted. After D-Day, the demand for new pilots eased, and courses at Sutton Bridge became more general in nature. In December, 7 (P)AFU was reorganised and re-designated No. 7 Flying Training School (FTS). Training was split between the two sites: single-engine work at Peterborough, twin-engine training at Sutton Bridge. At the helm was Wing Commander David Kinnear, AFC, AFM, whose leadership steered the school through this transitional period.

For Sutton Bridge, this change marked the final stage of its wartime flying role. With nearby Sibson closed for runway maintenance, 7 FTS continued to operate from Sutton Bridge into the post-war years. The school remained there until 1946, making it the last operational flying unit to be based at RAF Sutton Bridge. After its departure, the airfield’s role shifted once again, becoming a relief landing ground and maintenance site, closing this chapter on its remarkable contribution to the war effort.

1946 – The End of an era

After its inevitable closure to flying, the site became a storage facility utilised by 58 Maintenance Unit (MU), whose work included servicing Derwent 8 and 9 jet engines, powering the RAF’s latest front-line aircraft, the Vampire and Meteor. For four more years Sutton Bridge was at the heart of this vital engineering effort, before activity gradually wound down once again as the station moved towards demobilisation.

Now surplus to requirements, it closed for good. This marked the end of the line for Sutton Bridge; as a small grass airfield with basic facilities, it was no longer capable of providing a use to a modern Air Force who had moved from piston engined aircraft to fast jets and the nuclear age. With a reorganisation of the entire air force likely, this small but highly significant site was abandoned, and all remaining military personnel departed locking the gates behind them; thus ending three decades of aviation activity.

Post War Legacy

From the 1920s through its wartime years, Sutton Bridge was a hive of activity and purpose. From the 1920s to the Central Gunnery School, training instructors in fighter and bomber gunnery, to the Fleet Air Arm squadrons working up in Ospreys, Skuas, and Nimrods over the Wash, the airfield was a crucible where skill, courage, and determination were forged. Advanced pilot training by 7 (P)AFU and 7 FTS saw cadets mastering single – and twin-engined aircraft, including Wellingtons, Hampdens, Spitfires, and Mustangs. Visits by senior figures, such as Air Chief Marshal Ludlow-Hewitt, underscored the station’s strategic importance. Hundreds of pilots and aircrew honed their skills at this small but significant airfield, readying themselves to defend Britain’s skies during the darkest days of 1940–41.

Sutton Bridge Today

Today, Sutton Bridge airfield has largely returned to the rhythms of the countryside, its runways removed and its technical and accommodation areas absorbed into the Wingland Enterprise Park – home to a large power station and a vegetable processing facility where only one of the original Bellman hangars still stands – a quiet sentinel to the airfield’s former life.

Sutton Bridge was far more than an RAF outpost. Its runways and the associated gunnery ranges served both the RAF, the Fleet Air Arm and the USAAF, becoming a crucial hub in Britain’s pre-war and wartime training network. Here, generations of instructors and trainees honed their skills, learning the art of aerial combat, navigation, and gunnery in an environment that was both demanding and dangerous.

The graves in St. Matthew’s churchyard are a poignant reminder of the risks inherent in training pilots. For every life lost, many others went on to defend Britain during the Battle of Britain and beyond, their courage and commitment standing as a beacon when the nation’s fate seemed uncertain. Between the opening of Sutton Bridge and the official end of the Battle of Britain, 525 trainees passed through its gates, with 390 qualifying for the Battle of Britain Clasp, a testament to the station’s vital contribution to the war effort.*19

Today, only a handful of tracks and a solitary building, believed to be a former squadron office, mark the site. Amidst polytunnels and vast potato stores, the airfield’s presence is almost invisible.

A memorial, incorporating the bent propellor of Hurricane L2529 of 56 OTU that crashed in March 1941, was  erected in 1993, near to the swing bridge, and stands in quiet tribute, commemorating all nationalities who served at Sutton Bridge, ensuring that the sacrifices and achievements of those who trained and served here are not forgotten.

As for the range at Holbeach, the very reason for RAF Sutton Bridge’s origin, it remains a vital asset to both the Royal Air Force and the USAF, having regular visits from Typhoons, F-15s, Ospreys, Apache Helicopters and more recently F-35s. On retirement of the RAF’s Tornado in 2019, it was overflown by a formation of three from RAF Marham. It remains publicly accessible and provides an exciting reminder of the history of aviation in and around the area of Sutton Bridge.

The full story can be read in Trail 3 – Gone but not Forgotten.

Sources and Further Reading (Sutton Bridge)

*1 Francis, P. “British Airfield Architecture” Patrick Stephens Ltd. 1996

*2 Goodrum,, A., “School of Aces” Amberley Publishing 2019.

*3 Royal Air Force Quarterly Vol 16. No.1. December 1944 (via Google books)

*4 There is no official evidence to support this claim but ‘eye-witnesses’ claim to have seen it carried out (as mentioned in Goodrum, 2019)

*5. Air of Authority / RAFweb – No. 801 Squadron movements, listing Sutton Bridge visits in July 1933, May 1935 and January 1938.

*6. Air of Authority / RAFweb – No. 802 Squadron movements, listing Sutton Bridge visits in August 1934 and May 1935.

*7. Royal Navy Research Archive – RAF Worthy Down station history, noting 803 Squadron’s move to Sutton Bridge on 5 February 1939 and 800 Squadron’s linked ship-to-shore activity in spring 1939.

*8 BAE Systems Website accessed 30.3.25.

*9 National Archives AIR 27/1553/1; AIR 27/1558/1

*10 Verkaik, R., “Defiant“. Robinson. 2020

*11 The National Archives, AIR 33/10, “Report No. 11. Visit to Sutton Bridge on 3 May 1940. Notes by the Inspector General,” dated 14 May 1940, signed Air Chief Marshal Sir Edgar Ludlow-Hewitt.

*12 Hamilton-Paterson, J., “Empire of the Clouds” Faber & Faber 2011

*13 Waterton, William Arthur., “The Quick and the Dead“. Grubb Street. 2012

*14 Goodrum,, A., “School of Aces” Amberley Publishing 2019.

*15 Chorley,  W.R. “Bomber Command Losses of the Second World War – 1942.” 1994, Midland Counties.

*16 Goodrum,, A., “School of Aces” Amberley Publishing 2019.

*17 Commonwealth War Graves Commission website

*18  – Aircrew Remembered website. accessed 30/8/25

*19 Goodrum,, A., “School of Aces” Amberley Publishing 2019.

National Archives: AIR 27/1558/1; AIR 27/1553/1; AIR 27/1514/2; AIR 27/1514/1; AIR 27/589/1; AIR 27/379/41

Goodrum. Alastair, “Through adversity” 2020. Amberley Publishing Limited

Flight Safety Network website 

RAF Sutton Bridge Part 5 – The arrival of The CGS

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In Part 4, the birth of 6 OTU turned Sutton Bridge into a fast-paced training hub turning skilled pilots into front-line fighters. Operating Hurricanes, Battles, and Gladiators despite shortages and harsh Fen weather, the unit trained British and foreign recruits under tight schedules and high pressure. Success came at a cost, with accidents and fatalities a constant reminder of the dangers faced even before reaching combat, underscoring Sutton Bridge’s vital role in preparing airmen for the Second World War.

In Part 5, the war expands, the need for pilots increases and the dangers become evermore present.

1941: The Expanding War

Whilst the threat of invasion had subsided by the end of 1941, attacks from German bombers were never far from the minds of those in command. With Sutton Bridge being one of the largest training airfields certainly in Lincolnshire and perhaps across England, it was rarely devoid of attention from the Luftwaffe.

As we have seen, few of these attacks caused little damage, the Q site taking more substantial hits than the airfield. However, attacks did occur, and the loss of a Hampden on 13th May 1941, was among one of the more serious ones.

On each of these bombing occasions fighters were scrambled from Sutton Bridge with little or no success in shooting down the enemy aircraft, but one, a JU 88 of 4./NJG 2, was brought down with the crew being killed. One of those onboard was recovered and it is he, Unteroffizier Heinz Schulz, who is laid to to rest among the sixty graves in St. Matthew’s. Some sources credit a Sutton Bridge Hurricane with the demise of the JU 88, whilst others say it was a night fighter from 25 Sqn at Wittering.

The Air Ministry then decided that with the threat of attack still  present, those airfields nearest the continent would have to be moved, and with enemy bomber formations attacking across East Anglia, Sutton Bridge was seen as one needing such a move.  As a result, contingency plans were put in place to accommodate this and 56 OTU was earmarked to move to Hawarden. However, the move never materialised, and the OTU remained firmly where they were – at least for now.

An International Gathering

The influx of American volunteers was only part of a much wider story as Sutton Bridge became a melting pot of Allied airmen. Norwegians, French, Polish, Canadians, Indians, New Zealanders and Australians all came here to learn the trade of aerial warfare. Many of the continental pilots had left their own homes when they fell to the Germans, escaping to England where they joined the RAF to fight another day. Others simply answered the call to join up and fight against the Nazis.

One such pilot was Indian born P.O. Mahinder Pujji who would go on to serve with great distinction after answering an advert in India, for recruits to join the Royal Air Force.

Mahinder arrived in the UK in August 1940, and by the October  he had received the King’s Commission. His journey to war was similar to many others, with his initial training being undertaken at RAF Uxbridge before he transferred to No. 9 Advanced Unit at RAF Hullavington. It was here that he joined the first group of Indian pilots selected for the Volunteer Reserve Commission. Out of twenty-four trainees, eighteen qualified, with six – including Pujji – going on to become fighter pilots.

After receiving his Wings on 16th April 1941 he was posted here to 56 OTU and Sutton Bridge. Training alongside other pilots he completed his course and was sent to RAF Martlesham Heath and his first frontline squadron 43 Sqn. After only a short period he transferred again, this time to RAF Kenley and 258 Sqn.

Despite suffering several crashes Mahinder would survive the war, achieving two ‘kills’ and three ‘damaged’, and rose to Squadron Leader. His career spanned three theatres of war – a remarkable journey that began on the flat fenland runways of Sutton Bridge.

P.O. Mahinder Pujji who trained at Sutton Bridge (Wikipedia)

Crowded Skies, Growing Dangers

This continual flow of airmen through the airfield meant that the numbers on roll were increasing steadily, and to match that, by May 1941, the number of aircraft available at Sutton Bridge had also steadily but substantially increased. 56 OTU now able to operate some seventy serviceable Hurricanes.

For some, the cold and damp British weather of 1941 was a far cry from home, and fog often caught the unwary out. The idiosyncrasies of the Hurricane also took a little getting use to. On October 20th 1941, P.O. Norman Choppen lost power and crashed into the ground after he had entered a shallow dive, possibly with the idea of bringing the Hurricane down to land.  Ten days later, three more aircraft were severely damaged when P.O. McKillop, Sgt. Zadworthy and Sgt. Johnson all landed breaking the undercarriages off of their Hurricanes. Along with four deaths and other accidents, the period from early October to mid November was the most costly in human terms.

1942: Transition and Advanced Training

The transition between 1941 and 1942 saw little change and little in the way of drama at Sutton Bridge. But the beginning of the new year was marred by yet another serious collision in which the crews of two aircraft were killed. However, these were not two fighters, but a Hurricane from Sutton Bridge and a Stirling based at Oakington and 7 Squadron.

On January 17th, 1942 Stirling W7467, piloted by Flt. Sgt. R.W. Taylor was out on a training mission when it was the recipient of an unauthorised ‘attack’ from Hurricane V6865 from the OTU at Sutton Bridge. In the attack, Pilot Officer Derek Browne, aged just 19, made several high speed passes at the Stirling as it headed home. On the last pass, Browne misjudged the distance between himself and the Stirling and rammed the bomber’s fuselage.

The eight crew of the bomber, had attempted to warn Browne off by firing their guns toward the Hurricane, but this failed to deter Browne from his dangerous activities and the ultimate and tragic sacrifice was paid.

The Stirling, being over the soft soil at Haddenham Drain (about 1.5 miles north of Earith Bridge in Cambridgeshire), plunged some 15 feet into the ground leaving a crater that burned for several days before finally filling with water. The condition of the ground meant that the task of recovering two of the crew’s remains, Sgt. McCarley and Sgt. Mankelow was impossible and they remain there to this day. *15

Stirling Memorial (RAF Oakington)

The Memorial to those lost on 17th January 1942. (Paul Cannon)

Changes were afoot – The Central Gunnery School arrives at Sutton Bridge

By March, further changes were afoot and 56 OTU was ordered north to RAF Tealing. Some estimates have the number of pilots passing through here at this point as high as 1,000, many of whom went on to fight in Britain’s darkest hour – the Battle of Britain.

The change of ownership at Sutton Bridge brought with it the Central Gunnery School (CGS), an organisation first established at RAF Warmwell on 6th November 1939. Its role was to provide advanced training for gunnery instructors, covering both fighter gunnery – through the Pilot Gunnery Instructor Wing – and bomber gunnery, via the Gunnery Leader Wing. In essence, the CGS was designed to “train the trainers”, developing specialists who would then return to operational units and pass on their expertise to their own gunners.

Just before the CGS arrived, Sutton Bridge had already experienced a brief period of instructor training with the arrival of No. 2 Flying Instructors’ School (Advanced). Re-formed at RAF Montrose in January 1942, No. 2 FIS (Advanced) provided advanced courses for experienced pilots preparing to become instructors. By March that year the unit had moved to Sutton Bridge, but its independent life was short-lived. On 28th March 1942 it was absorbed into the newly established CGS, which officially transferred from Chelveston to Sutton Bridge on 1st April 1942, the anniversary of the RAF’s formation.

From that point on, the CGS became synonymous with Sutton Bridge, remaining the station’s longest-serving wartime unit. Its dual structure meant that both fighter and bomber gunnery specialists were trained side by side, bringing a wide variety of aircraft to the airfield. Wellingtons, Hampdens, Spitfires and Mustangs all became familiar sights in the skies over the Wash as instructor after instructor refined their skills.

Gunnery Leaders’ Course, RAF Sutton Bridge, October 1942 (IBCC Digital Archive, CC BY-NC 4.0).

The CGS’s arrival also meant the departure of the longstanding 1489 Target Towing Flight (TT) who had used both the Henly and Lysander as target tugs. With the CGS utilising the range at Holbeach much more along with their own target tugs, the TT Flight were seen as surplus to requirements and transferred out to RAF Matlaske on the North Norfolk coast.

More changes at the Top

Taking up a new post at the CGS, Chief Instructor Sqn. Ldr. Allan Wright, arrived in a Hampden flown by Flt. Lt. Claude Mandeville. He would join Wing Commander Adolf ‘Sailor‘ Malan DSO. DFC. who between them would take charge of the unit  knocking it into shape as quickly as possible. Above them, was the newly appointed and formidable Station Commander Grp. Capt. Claud Hilton Keith who had been told by the AOC that this command was “dirty, unhappy and inefficient.”*16

Keith would run the CGS in a much more professional manner than had been done before, providing expert training to those who had already achieved operational experience and had proven themselves in air gunnery. To him, it was a privilege to attend the CGS, and standards were set very high.

With courses running for both bomber gunners and fighter pilots, one would be used to ‘attack’ the other whilst cine film recordings in both aircraft were made for later analysis. This proved a useful tool that kept pilots, gunners and much needed aircraft out of relative harm’s way.

The CGS’s ever increasing thirst for quality instructors led to the arrival of Flt. Lt. Richard A.D. Trevor-Roper DFC, DFM in August 1943. Roper was just short of two tours in bombers, when he was drafted into 617 Sqn and the tail end of Guy Gibson’s Lancaster on the famous Dams raid. He brought a wealth of experience and knowledge to the courses at Sutton Bridge which he shared with those he instructed before being eventually posted back to an operational unit.

When Arthur Harris ordered the first of the 1,000 bomber raids, it was an all out effort to get every bomber available in to the air and over Germany. Sutton Bridge and the CGS played their part getting three war-weary time-expired Wellingtons into the air. Each of these bombers flew to RAF Feltwell, where they joined the resident 75 Sqn for operations to Koln. Mainly crewed and maintained by CGS personnel, the Wellingtons included a MK.1A, an aircraft that had long since seen its day, and should have been scrapped, or at least reduced to lesser duties. But determined to do their part, the crew took off from Feltwell and set off toward Germany.

After departure at 23:57 on May 30th, the bomber was not heard from again, and was subsequently found to have been shot down by a night fighter over Klarenbeek in Holland. All but one of the crew on board were killed in the attack, the survivor, Flt. Sgt. G. J. Waddington-Allwright, being taken prisoner and incarcerated as a POW.

The two sections of the CGS (fighter and bomber wings) were initially operating separately, the fighter wing being brought down from Wittering to join the bomber wing at Sutton Bridge in April 1942. With them, came Spitfires, so many in fact, that they quickly lost their ‘head turning’ appeal to both pilots and locals alike. One of these aircraft, P7350, had served with 603 Sqn during the Battle of Britain. After being shot down, repaired and returned to service on more than one occasion, it ended up starring in the 1968 film “Battle of Britain” before heading off to the Battle of Britain Memorial Flight at RAF Coningsby where it continues to fly today. It remains the only air worthy example of its type that actually flew and fought in the Battle in 1940.

Spitfire

Spitfire P7350 formally of the CGS Sutton Bridge at Duxford September 2014

Rocket-Firing Hurricane Trials

Another important milestone in the history of Sutton Bridge was the testing of rocket firing Hurricanes as developed by the Aircraft and Armament Experimental Establishment at Boscombe Down. Hurricanes fitted with rocket projectiles used the range at Holbeach whilst being temporarily based at Sutton Bridge. One of these Hurricanes (of which there were initially two) was flown by Wg. Cdr. Albert F. Bennet. Bennet flew Z2415 to Sutton Bridge where he began trials firing the 3-inch projectiles at targets in the Wash. On his second day of flying, July 1st, 1942, the Hurricane, for unknown reasons, suddenly exploded over the village  killing 29 year-old Bennet in the process. Debris from the explosion was scatted over a wide area and two civilians on the ground were also injured. Bennet was later taken to Brookwood Cemetery where he is buried in plot 24. B. 13. *17

By 1941 Sutton Bridge had grown into a bustling hub of Allied air training, hosting a mix of British, European, Commonwealth, and American pilots. The airfield remained under constant threat from Luftwaffe raids, while crowded skies and inexperienced trainees made accidents a grim reality. In 1942, the focus shifted from front-line pilot training to advanced gunnery instruction with the arrival of the Central Gunnery School. Fighter and bomber crews honed their skills in Spitfires, Wellingtons, and Hampdens, while innovative experiments, including rocket-firing Hurricanes, highlighted Sutton Bridge’s role at the cutting edge of aerial warfare. Despite progress, the dangers were ever-present, with both trainees and experienced instructors paying the ultimate price.

Part 6 takes us to the end of the war and Sutton Bridge’s final days.

The full story can be read in Trail 3 – Gone but not Forgotten.

RAF Sutton Bridge Part 4 – Under the Spotlight

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Part 3 took us through the 1920s and 1930s in the life of Sutton Bridge. As the war opened, the airfield swung between roles with remarkable speed. From a brief stint as a recruit training centre to hosting newly formed 264 and 266 Squadrons, the airfield grappled with scarce aircraft, harsh winter weather, and early operational mishaps. Defiants, Blenheims, and then Spitfires tested both pilots and crews, while accidents and maintenance challenges were constant. By early 1940, with the squadrons gone, Sutton Bridge pivoted once more, becoming a hub for new recruits and small training flights, laying the groundwork for its next vital role as 6 Operational Training Unit.

The Birth of 6 Operational Training Unit

6 OTU were created on March 10th, 1940 from the ashes of 11 Group Pilot Pool who were up until then based at RAF St. Athan. They had been established specifically to train front line fighter pilots who had already mastered the basics of flying and were to be ‘polished’ up before passing on to front line operational squadrons.

Following the initial administration and setting up of the unit, a small party of  four non-commissioned officers and twelve airmen, arrived here at Sutton Bridge. They were followed a few days later by the main party including six officers and ten further airmen. Once established, the unit would be commanded by Sqn. Ldr. Philip C. Pinkham, who led the first course for trainees beginning March 11th 1940.

Pinkham was responsible to the Station Commander, the recently promoted Wing Commander Philip R. Barwell, who had even as a Station Commander, remained a keen flyer. To meet his insatiable demand for flying, Barwell would take any opportunity to fly that passed his way, often pulling rank, he would fly in as many aircraft as he could, frequently in the guise of that common excuse an ‘air test’. The new OTU would offer a great opportunity for Barwell, operating a mix of aircraft types but mainly Hurricanes, Masters, Fairy Battles,  Battle trainers and a Gladiator.

The early days of the OTU here however, were not as grand as many would have hoped. Yet another lack of serviceable aircraft combined with the poor Fen weather of 1940, led to a  reduction of available flying days, and so one day a week the airfield would close with a ‘day off’ being given to those stationed here – hardly reflective of a war mentality.

Training for War: Sutton Bridge under the Spotlight

The part-time attitude to the job didn’t reduce the seriousness of their efforts though, and a visit by dignitaries including, as suggested in some sources, Hugh Dowding, the AOC Fighter Command, made sure they were aware of that.

On May 3rd 1940, Air Chief Marshal Sir Edgar Ludlow-Hewitt, the Inspector-General of the Royal Air Force, also paid a formal visit to Sutton Bridge. Crossing the airfield’s runways and observing the pilots in action, he took careful note of the station’s flying operations and training routines. His inspection combined a keen eye for detail with practical recommendations, aimed at refining instruction and ensuring operational readiness. The visit, recorded in Report No. 11, highlighted both the strengths of the airfield and the areas that required attention, underscoring Sutton Bridge’s vital role in Britain’s initial wartime training programme.*11

Hewitt’s inspection highlighted significant challenges at the OTU. Gunnery practice for visiting units relied on firing at four 20-foot target drogues, towed from the beam by the OTU’s four Henley aircraft. The training, however, was severely limited by the condition of the Henleys; a shortage of spare parts often meant that only one or two aircraft could operate at any time. Accurate gunnery depended heavily on the steady towing of the targets. Additionally, Hewitt was sceptical of the OTU’s claim that the large, slowly moving targets “get shot to bits at once.” His observations highlighting how mechanical constraints could, and did, directly impact the effectiveness of instructor and trainee practice.

Despite all these challenges though, courses rapidly progressed, and soon foreign nationals who had joined the RAF, began to arrive. These included those not only those from the Commonwealth but the  European countries invaded by the Nazis along with a handful from the United States: all eager to join up before the US officially joined the war.

There would of course be many casualties during these courses, some due to mechanical issues, many due to pilot error, learning to fly a combat aircraft under combat conditions being a very risky business indeed. Many of these casualties form the sixty – joined by a single Luftwaffe airman – graves less than a mile away in the St. Matthew’s Church yard in Sutton Bridge.

A change in fortune meant that the increase in trainees also meant an increase in aircraft. By the middle of the year 6 OTU were operating thirty-four Hurricanes in addition to the odd twenty or so other types present here although they were still classed as ‘unserviceable’. Combine these with visiting detachments and the sky over Sutton Bridge soon became an incredibly busy airspace.

The ever increasing numbers of aircraft using the site inevitably led to a demand for more hangar space, and in May 1940, the first of two Bellman hangars were erected on the site, thus extending its ability to service damaged aircraft.

Following the fall of France, Britain stood alone, and many of the front line pilots at her disposal were either tired veterans or recently qualified and inexperienced, and so more crews were needed if they were to stand any chance of repelling the Germans, who so far, had rolled virtually unopposed across Europe. Many of these veterans of France, were now being posted into the training stations to train new pilots in the tactics and airman-ship that would hopefully save their lives. Sutton Bridge was no different, the record books for this period list endless postings in of these front line pilots as instructors, many holding DFCs or DFMs in reward for their action over France. One of those to arrive here was F. Off. Derek Dowding the son of Air Chief Marshal Hugh Dowding, the recruits were indeed in the company of the noble, Derek having the title ‘Honourable.’

F.O. Derek H.T. Dowding (right) with his father Hugh Dowding. (Battle of Britain Monument archive)

Training at a Cost: Accidents and Fatalities at 6 OTU

Life at Sutton Bridge was not without risk, even for the instructors. Sergeant Charles Cotton being the first from 6 OTU to suffer. On 25th June 1940, he sadly crashed after having only arrived about three weeks earlier at the airfield. Cotton was performing low level aerobatics near to the village of Upwell, not far from Sutton Bridge, when the Hurricane he was flying was seen to climb from low level, possibly stall and then dive nose first into the boggy Fen ground. The aircraft buried itself deep in the soil, leaving little trace on the surface of its demise.

The next day a recovery truck tried to remove the wreckage, but the boggy ground combined with limited access, made recovery difficult. With perseverance though, Sgt. Cotton’s remains were eventually removed from the aircraft whereupon he was taken to his home town in Essex and laid to rest.

To meet pilot demand, courses were cut from six weeks to two, increasing the already immense pressure on trainees to complete their flying training. This pressure often led to mistakes being made. Between June and November there were no less than eleven fatalities, six of which were involved in airborne collisions.

One such incident occurred on August 18th, when Sgt. Dudley McGee and Sqn. Ldr.  Kazimierz Niedwiecki were involved in a collision in the skies to the east of Sutton Bridge. The pair were performing aerial combat techniques when the collision happened causing the death of both pilots. Niedwiecki, a Polish airman, had only just arrived at the airfield from 15 Elementary Flying Training School (EFTS) in Carlisle, a grading school for Polish pilots; whilst McGee had arrived two days after Niedwiecki from Ternhill’s 10 Flying Training School (FTS). Both airmen were experienced flyers, and so it is feasible that the pressure of getting through the course and onto active duty was a factor in their demise.

After colliding, Niedwiecki’s Hurricane came down on farmland near Terrington St. Clements whilst McGee’s fell near to Walpole Cross Keys a few miles away. Once recovered, both the pilots were buried in St. Matthews Church Yard in Sutton Bridge.

Instructors of Note: The Arrival of Bill Waterton

Dowding’s son was not the only notable person to instruct at Sutton Bridge. During the late autumn of 1940, one William ‘Bill’ Waterton was posted in to Sutton Bridge by his Squadron Commander Douglas Bader of 242 Squadron RAF Coltishall. Waterton had been in hospital for three months following a head injury suffered in a crash whilst providing cover over Dunkirk. He came to Sutton Bridge as an instructor and proved to be an exceptionally good one. It was a move that kick started a change in career for him that would change his life forever. However, at Sutton Bridge, providing instruction to other pilots was not enough for Waterton, and he yearned for a return to front line operations.

Waterton never got this move, instead he was sent to Canada, returning to the UK in 1943 on a posting to RAF Fighter Command and the Air Fighting Development Unit (AFDU) at RAF Wittering. Here he tested many captured German aircraft, pitting them against RAF fighters to see how they performed. Post war, he would fly a Gloster Meteor in an attempted world speed record achieving speeds in excess of 600mph. Speaking frankly and to the point, he would leave the RAF to fly for Gloster, the makers of the Meteor, and become a very successful test pilot pushing aircraft to their limits and nudging the much sought after sound barrier.

Being known for his ‘forthright’ attitude, Waterton  achieved great things in aviation research, an achievement that was kick-started by his duties at RAF Sutton Bridge. *12 *13

Foreign Trainees and the Cost of Speed

As summer turned to Autumn and August to September, the RAF were losing pilots at an unsustainable rate, and Dowding needed many more and quickly. With many trainee pilots in the OTUs being foreign, and with poor English, he had little choice but to rush them through courses and get them into front-line units. The first Czech course consisted of some twenty airmen and lasted from 17th August to 11th September 1940. Virtually all of these went on to serve in the Battle of Britain, many being killed or posted as ‘Missing in Action’.

To expedite their movements, courses were refined further, and many trainees were sent up in pairs to practice combat manoeuvres on their own. One British pilot, Sgt. Frederick Howarth in L1658 and Czech pilot Sgt. Karel Stibor, collided in one such activity resulting in the death of both airmen. The two sites were cleared of immediate debris but the aircraft remained buried until the 1970s and mid 80s, when major parts were found and removed. These two men join the many others in St. Matthew’s.  Such was the demand for new pilots that at Sutton Bridge alone, 525 pilots were posted in from, or out to, front line squadron between March and October 1940; only one-quarter of them not having fought in either the Battle of France or the Battle of Britain; most (345) having seen action in just the Battle of Britain. *14

The attack on Britain’s airfields was by now subsiding, but that didn’t stop the occasional bomb from dropping on Sutton Bridge, nor its ‘Q’ decoy site at nearby Terrington some 4 miles north-east. The first attack came in the night of August 30th-31st, in which bombs were dropped harmlessly on the dummy airfield. It was Terrington again at the end of September that would get another rogue bomber dropping its payload. By now the locals were getting worried and annoyed, and requested the site be moved. The RAF’s reply was not favourable nor was it what they wanted to hear. With yet another attack at the end of October, it was becoming clear why the RAF wasn’t going to play ball, a few dead horses and damage to walls was a small price to pay for keeping the training camp clear and operational.

Handcraft Hut

‘Handcraft hut’ now a private building.

During the whole of the war, the ‘Q’ site took no less than six German attacks,  whilst the airfield at Sutton Bridge received only three, a comprehensive reason for the use of such areas at this crucial time.

From 6 OTU to 56 OTU: A New Chapter

By the end of the Battle of Britain, the various OTUs had shown their true capability, fuelling the front line squadrons that would protect the UK from German invasion and sweeping the enemy from the sky. But changes were now afoot, and in November 1940, 6 OTU was disbanded immediately being renumbered as 56 OTU; the change coming through as a result of the reshuffle of the training units – ’50’ being added as a prefix to all OTUs.

56 OTU continued to fly the Hurricane using the squadron code ‘FE’. In fact, little changed and everything carried on as usual with little immediate evidence of the new change. The new,  recently appointed station commander, Group Captain Bruce Caswell, continued his reign over both the airfield and the daily goings on at the site.

The new unit would form the main squadron at Sutton Bridge for the next two years continuing to train pilots in the art of dog-fighting and air gunnery; the renumbered 56 OTU carrying on pretty much where 6 OTU had left off. New pilots arrived and were pushed through the various courses; the RAF still desperate to get new pilots into front line squadrons as soon as possible.

The challenge of getting pilots through the courses was still a great one, and with so many trainees coming and going, errors, accidents and fatalities remained a common occurrence.

A New Spirit: The RAF and Its American Volunteers

The end of 1940 and the success of the Battle of Britain gave renewed hope and boosted morale for both aircrew and civilians alike. Now, and even though the United States was still out of the war, the RAF found itself being bolstered by a small number of American airmen wanting to join the fight and stand by Britain’s side. Some of these joined as early as 1939 as volunteer reserves, going on to fly during the Battle of Britain. Whilst there are records of US airmen flying in the battle, most went on to join the famed ‘Eagle‘ Squadrons joining names like Don Gentile, Don Blakeslee and Johnny Godfrey, many of whom have become household names in Second World War terms, with historical stories to match.

As a way to retain US neutrality, the airmen made their way through training schools in Canada to the UK, arriving by ship as civilians. Many were sent to 3 Personnel Reception at Bournemouth and then onto 57 OTU or the new 56 OTU here at Sutton Bridge to complete their training before passing over to RAF units.

The First American Loss: Pilot Officer William Davis

One of these pilots arrived in March 1941, P.O. William Davis, a twenty-five year old trainee from St. Louis. He found himself sent to Sutton Bridge, preparing to take on the Hurricane. With twenty-five flying hours under his belt already, he made his first solo less than two weeks after his arrival, managing a successful flight but suffering a problematic landing. The next day, he departed the airfield again, this time to carryout a map reading exercise over the Lincolnshire Fens. Unfortunately, the weather closed in and with a featureless landscape to navigate by, he eventually ran out of fuel and opted for a landing in one of the many expanses of Fen fields.

Unfortunately, as he landed, the undercarriage dug into the soft mud, flipping the Hurricane (P5195) onto its back breaking Davis’s neck, killing him outright. Davis was the first American to die at Sutton Bridge, this tragic accident cutting his war very short. He remains a long way from home, buried not far from the airfield in the local church yard at Sutton Bridge. His full story can be read in Heroic Tales.

Pilot Officer William Lee Davis

Pilot Officer W. Davis, killed March 1941.

The Eagles Gather

His was the first of a run of several accidents. Later in the summer of that year, Sgt Bidgood and Flt. Sgt. John Craig, who both veterans of the Battle of Britain, collided over the nearby village of Terrington St. John, killing both airmen. Being experienced airmen and valued pilots, their loss was a tragic one that cost the RAF dearly.

The Americans however, kept on coming. During 1941 alone they accounted for twenty-six accidents at Sutton Bridge. By the end of the year, 144 US airmen had passed through the airfield, 87 of whom went on to fly with the famed ‘Eagle Squadrons’ before they were officially transferred to the USAAF in 1942.

March 1940 saw the birth of 6 OTU at Sutton Bridge, a fast-paced training hub turning skilled pilots into front-line fighters. Operating Hurricanes, Battles, and Gladiators despite shortages and harsh Fen weather, the unit trained British and foreign recruits under tight schedules and high pressure. Success came at a cost, with accidents and fatalities a constant reminder of the dangers faced even before reaching combat, underscoring Sutton Bridge’s vital role in preparing airmen for the Second World War.

The full story can be read in Trail 3 – Gone but not Forgotten.

RAF Sutton Bridge Part 3 – Defiants and Battles

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In Part 2, we saw how Sutton Bridge grew from a temporary summer camp into a fully operational RAF station, shaped by innovation, spectacle, and the relentless demands of training aircrew. The lessons learned here – from aerobatic displays and night-firing trials to early experiments with new aircraft – prepared both pilots and the airfield itself for the pressures of wartime service. As Europe edged closer to conflict, Sutton Bridge stood ready, its evolving infrastructure and experienced personnel poised to meet the coming challenges of the Second World War.

In the tense early months of the Second World War, Sutton Bridge briefly served a crucial administrative and training role. On 14th September 1939, the airfield was designated a Recruit Sub-Receiving Centre, and within a week – on 22nd September – it was formally redesignated No. 3 Recruit Training Pool (RTP). The purpose was straightforward: to process and provide initial instruction for newly enlisted airmen as they entered RAF service. However, this function was short-lived – in what was typical of the rapidly evolving war-time organisational changes, No. 3 RTP at Sutton Bridge was disbanded on 29th October 1939, and the training process was relocated elsewhere.

Immediately, orders came through from 12 Group Fighter Command ordering the formation of two new squadrons: 264 Sqn and 266 Sqn, both to be stationed at Sutton Bridge. For a brief moment it appeared that this basic grass airfield would become a front line fighter station, propelling it into the limelight of Fighter Command, operating both single and twin engined aircraft. In charge of the two new squadrons and the airfield as a whole, was the new station commander, one Sqn. Ldr. Philip R. Barwell.

Barwell had previously been stationed at RAF Digby, in Lincolnshire, with 46 Sqn. and had himself trained here at Sutton Bridge no less than a decade earlier. He was famed for heading off the first enemy air attack on a convoy in British waters near to Spurn Head. In the attack he shot down one enemy aircraft and shared in the destruction of another, action which led him to receive the DFC followed by a rapid promotion to Wing Commander.

Barwell would oversee the organising and training of both these new squadrons. 264 Squadron, who adopted  the name “Madras Presidency Squadron” after a financial donation to the squadron from the then President of Madras, and was led by Sqn. Ldr. S. H. Hardy; 266 Squadron, on the other hand, was led by Sqn. Ldr. John W. A. Hunnard. To fulfil the squadron’s obligations, Sutton Bridge would see a huge influx of men, all being posted in from various Training Schools, who over the next few weeks, would train to fly in the two new units.

The influx of men was not matched by the influx of machines for them to fly however. With continued delays in the arrival of the aircraft, crews were temporarily posted to other airfields to train and gain the vital experience they needed. On the ground, lectures filled many days, whilst some airmen were given temporary leave and others used the Link trainer to gain what basic experience they could.

Desperate to get started, pressure was put on those above, and on November 8th, the order was given for pilots of 264 Sqn to collect three Magisters (N3867, N3857 and N3868) from RAF Hullavington. These were  followed three days later, by a further  three for 266 Sqn. *9

Defiants, Battles, and the Harsh Winter of 1939

With little in the way of equipment, or even direction from the Ministry, 264 Sqn would very soon learn that they were to receive the new Defiant, a fighter built by Boulton Paul, and one which caused a major split in the ranks of the High Command. Being the first Defiant unit, it would be dogged by many issues including both political wrangling and production problems.

The Defiant, a much despised aircraft by both Dowding and Parks – due to their dislike of the idea of a free turning turret on a two seat fighter – came up against incredible opposition within the government bodies, but after much pressure from those higher up, Dowding succumbed and reluctantly accepted the squadron for the defence of the UK.

The political infighting and excessive demands put on Boulton Paul, led to delay after delay of its arrival at front line stations. Indeed, only at the end of the year, after 264 Squadron had moved to Martlesham Heath, did they receive any aircraft at all. The Defiants would go on though, to perform far better initially than Dowding could have hoped for, but its success was marred by poor management leading to huge losses and a reputation that soon saw it labelled unfairly as an utter failure.

The Defiant and its crews performed admirably during the early months of the war, particularly over Dunkirk, where 264 became the first ‘Ace in a day’*10 squadron. The crew, Flt. Lt. Nicholas Cooke and Cpl. Albert Lippett of 264 Sqn, shot down five enemy aircraft whilst patrolling over Dunkirk achieving the much sought after status that many young pilots would crave.

Sadly, the successes didn’t continue though, the Germans soon realising the aircraft’s poor performance, and the limitations of the turreted four Browning machine guns,  it quickly became prey to the hungry Luftwaffe airmen especially during the Battle of Britain where it often flew without a much needed escort.

The Defiant was designed as a bomber destroyer, not a fighter, the idea being to attack and destroy bombers by flying along side or underneath, then rotating its turret and guns accordingly. However, on many occasions they flew alone and ended up taking on the Me 109s which were far superior in what became almost suicidal missions.

The crews that flew the Defiants, spoke very highly of the aircraft, and although many would lose their lives, they would defend the aircraft saying it was not used as it was intended and subsequently, as a fish out of water, it didn’t perform as well as they knew it could. Dogged by political infighting, the Defiant never achieved full status, instead being forced into a role it was never designed to perform, and so, naturally, it met with devastating results.

264’s departure from Sutton Bridge on December 7th, coincided with the arrival of the main party of 254 Sqn from Stradishall, who were in the process of receiving Blenheim IFs. Like the Defiants though, the Blenheim Squadron was having considerable problems, not with the supply of aircraft but with serviceability, many requiring oxygen systems, radios, guns or even complete overhauls due to their expired flying hours.

Mishaps and poor weather then began to play their part causing further issues with flying. A serious accident in which one aircraft (K7132), piloted by Sgt. T.K. Rees, suffered extreme air frame stresses in a vertical dive, led to considerable damage. Rees however, using all his skill and know how,  managed to land the aircraft at the airfield where it was found many of the flying controls were badly damaged.

Meanwhile 266 Squadron, the second front line unit formed at Sutton Bridge, fared slightly better, receiving their first three Fairey Battles (L5348, L5350 and L5374) in early December 1939. They were soon followed by three more which led to the whole of the month being used for formation flying and training in the new aircraft for all crews. As a training unit, the inevitable accident would soon happen. On December 9th, one of these aircraft was forced into a wheels up landing, in which luckily, the two crewmen, Flt. Lt. Coward and Plt. Off. James L. Wilkie, were unhurt but the Battle had been badly damaged during the belly landing on the airfield.

With further aircraft arriving during that December, Sutton Bridge became increasingly busier, and with fifteen aircraft by the end of  the month, 266 became a well established squadron. The weather of course, played its part, cancelling flying activities on a regular basis, and so this, combined with continuous minor accidents, led to an increasing shortage of spares.

As a result, 266 would also soon be dogged by serviceability issues, having to take their Battles to RAF Upwood for servicing, causing severe issues for those crews trying to increase their hours in the air. Combine that with the poor weather, snow by now having fallen, and temperatures dropping to below freezing, the winter months did not look promising for anyone stationed here at Sutton Bridge.

From Battles to Spitfires: The Transformation of 266 Squadron

The initial idea of 266 Sqn being an all two-seater squadron soon changed though. On the 10th January1940, news of their immediate change to Spitfire MK.Is came through, and keen to get into the air in one, pilots took every chance they could to get airborne – even flying in poor weather. But the weather can be a formidable enemy, and before long, all aircraft were grounded, as heavy and thick snow lay on the frozen ground for almost a month. Sutton Bridge was essentially closed in.

entrance to bombs store 2

Entrance to bomb store 2.

The gradual change in status from a ‘two-seat’ squadron to a ‘single seat’ one, would also mean a change in personnel, as a single seat fighter unit, the Battle’s gunners were now surplus to requirements and so were posted out to other units where gunners were in much needed demand.

Eventually, as it usually does, the weather broke and the early spring temperatures began to slowly rise. The melting snow and frozen ground led to waterlogged runways as a thaw set in. Being low lying, water took a long time to drain away, and the runways quickly became bogs. The hopes of getting airborne were dashed as quickly as they were raised. With little flying happening, and new aircraft arriving (by early February the squadron had received nineteen Spitfires) pilots were soon queuing up to get a flight.

One notable incident during this time, led to the demise of Spitfire N3120 piloted by Flt. Lt. Ian Gleed. When testing the aircraft at 18,000 ft, for some reason, it disintegrated throwing Gleed from the cockpit. After the aircraft wreckage crashed into the Fen soil, the various parts were collected and taken to the Woolwich Arsenal, presumably for analysis, eventually ending up at the Kent Battle of Britain Museum on the former RAF Hawkinge airfield. Gleed was relatively unhurt after his accident, and was eventually passed fit for flying going on to continue his career in the RAF before being killed in 1943 in North Africa.

An Airfield Without a Squadron: Sutton Bridge in Transition

Another change for the squadron would come in February 1940, when they received the order to prepare to move and join 264 Sqn, at RAF Martlesham Heath taking their Spitfires with them. 254 Sqn, for whom serviceability had also continued to be an issue, also received their departure orders leaving for Bircham Newton in mid January joining Coastal Command, meaning that all three initial units under Fighter Command had now left Sutton Bridge for pastures new.

However, what the RAF really needed, were new aircrew and the training stations to create those pilots, gunners and Navigators. To cope with the massed intake of new recruits that would hopefully come, a series of Recruiting Centres were set up all over the country. Sutton Bridge suddenly, and once again, changed its status becoming a training centre for new recruits in RAF discipline, preparing them for the rigours of day-to-day life in the Royal Air Force. But this initiative was also short lived as Sutton Bridge was soon to become a Flying Training airfield once more, training these new pilots in the art of flight techniques and gunnery.

The station flight, which had been continuously based at the airfield, had been the primary reason for Sutton Bridge. It remained active throughout all these recent changes, towing drogues for air-to-air gunnery practise, but with the poor weather they had had little to do. With no flying, the ill-prepared aircraft that had landed at their feet were soon worked on and missing components quickly fitted. With the departure of the three main resident squadrons, it meant that new visitors could be no more than ‘entertained’ until flying could once again start to take place.

With the airfield now devoid of any major unit other than small training units like the Henley Target Towing flight, it was an ideal opportunity to open a new training unit specifically for fighter pilots, and so 6 Operational Training Unit (OTU) was born.

In the opening months of the Second World War, Sutton Bridge swung between roles with remarkable speed. From a brief stint as a recruit training centre to hosting newly formed 264 and 266 Squadrons, the airfield grappled with scarce aircraft, harsh winter weather, and early operational mishaps. Defiants, Blenheims, and then Spitfires tested both pilots and crews, while accidents and maintenance challenges were constant. By early 1940, with the squadrons gone, Sutton Bridge pivoted once more, becoming a hub for new recruits and small training flights, laying the groundwork for its next vital role as 6 Operational Training Unit.

The full story can be read in Trail 3 – Gone but not Forgotten.

RAF Sutton Bridge Part 2 – Flying Circuses and Fatal Risks.

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Part 1, gave us an insight into the reason for Sutton Bridge’s origin and how it developed into a more recognisable and efficient airfield.

The 1920s and 1930s, then saw Sutton Bridge develop further becoming a hub of daring displays, training activities, and aviation firsts. From thrilling aerobatics over the Fens to early bombing and gunnery trials, pilots and crews developed both skill and courage, often at deadly risk. As biplanes gave way to faster monoplanes and the Fleet Air Arm joined in, the airfield transformed from a seasonal training camp into a fully established RAF station, laying the foundations for its crucial role in the Second World War.

Flying Circuses and Fatal Risks: The 1920s at Sutton Bridge

The 1920s saw a  range of squadrons use the site for short, week long stays, each flying in, completing practise days and then departing back to their home airfield. Many of the early users of the range and Sutton Bridge arrived in Leyland 3-ton trucks, a 1918 model with hard tyres. These advanced party trucks were packed with additional equipment: Bowsers, tail-trolleys, chocks and extra tool kits; all of which had to be unloaded before anyone could find themselves a bed for the night. The main party usually arrived shortly after, using the more comfortable train whilst the pilots took a leisurely flight bringing their aircraft in later on. *3

The number and range of aircraft that attended Sutton Bridge is far too many to list at this time, but records show the presence of some fifteen squadrons in one year alone, bringing a wide range of models and personnel. Such aircraft included: Hawker Woodcocks, Gloster Gamecocks, Bristol F2B Fighters, A.W. Siskins, Hawker Furys and Bristol Bulldogs to name but a few.

Interspersed with these flying activities, aircrew would put on displays for the locals who readily accepted them into their homes, pubs and dance halls. Dramatic flying completing loops and almost zero feet aerobatics amazed the gathered crowds, and the local swing-bridge became a ‘target’ to buzz and even fly underneath!*4 With all this daring activity, there was as a result, accidents both in the air and on the ground. Many of those lost were seasoned pilots from the First World War, and it would become a trend rather than a short lived phase in the airfield’s life.

The routine of bombing, air firing and displays would continue on until the weather began to close in, around about October. With that, the site would then shut with the tents and temporary accommodation taken away until the following spring.

From Experiment to Establishment: Sutton Bridge in the 1930s

The 1930s saw a global recession along with an increasing interest in Hitler’s activities in Germany. The British were beginning to think ahead, and Sutton Bridge quickly became a hive of activity, with wave after wave of dignitaries presenting themselves at the airfield to see the activities occurring at the site. Out on the ranges however, all was not going well. Biplanes of the 1930s launched bombs from carriers fitted beneath the fuselage, close to where the undercarriage was fixed, and on several occasions, the bombs caught the axle detonating in mid air. On more than one occasion, the aircraft was destroyed and the pilot killed by this very issue. Eventually, the Air Ministry called a halt to dive bombing, particularly at steep angles, but it had taken an airman’s death to trigger the move – at least until a better way of fixing the bombs could be found.

During these early years, the Fleet Air Arm (FAA) began to join the RAF in using Sutton Bridge, several Flights came and went enjoying the benefits of the nearby range. For the naval squadrons, Sutton Bridge offered an ideal shore base from where gunnery practice could be carried out over the Wash, away from the constraints of crowded airfields or carrier decks.

Among the earliest visitors was 801 Squadron, which detached to Sutton Bridge on a number of occasions – first recorded in July 1933, and again in May 1935 and January 1938. These short stays were typical of the Fleet Air Arm’s use of practice camps, allowing pilots and air gunners to sharpen their skills before re-joining their carriers. 802 Squadron followed a similar pattern, making use of Sutton Bridge in August 1934 and again in May 1935, its aircraft temporarily filling the skies over Lincolnshire before returning to front-line duties.*5*6

As the decade drew to a close, Fleet Air Arm activity at the airfield increased. In February 1939, 803 Squadron moved from Worthy Down to Sutton Bridge, settling in for a period of flying and training ashore. Not long afterwards, 800 Squadron, newly disembarked from HMS Ark Royal, also linked into this circuit of shore training, taking advantage of Sutton Bridge’s ranges as part of its spring 1939 programme.*7

Outside of the FAA’s activities, things at the airfield began to move forward. In 1933, prior to the winter closing in October, 23 Squadron took part in night firing trials using tracers being fired at drogues illuminated by searchlights on the ground. The first event witnessed by Group Captain Tedder, would eventually open a new chapter in the life of the airfield, allowing aircraft to fly from Sutton Bridge over the range to carry out night firing activities, something that continues on the range today.

Sutton Bridge officially became an airfield on March 1st, 1936, as a result of the reorganisation of the RAF commands. No longer a Summer Armament Training Camp, it received the status it needed – RAF Station Sutton Bridge – although it continued to  remain under the control of the Air Armament School.

Pageantry and Public Spectacle

Sutton Bridge’s elevation to official RAF station status in that year brought little immediate operational change, but one development was significant: the construction of married quarters along Chalk Lane. These quarters still stand today but now as private housing. When built, they would accommodate married couples providing a comfortable alternative to those supplied to single men.

Peri track west Side

Perimeter track west side.

As a way of show-casing the RAF, many air pageants sprouted up around the country during this time, with military stations opening their doors to the general public. Sutton Bridge was no exception, with some 3,000 people attending its first on 23rd May 1936. A grand display of aerobatics and formation flying, was supported by open hangars and pilots keen to provide information and encouragement to those wanting to know more.

During these shows, pilots would fly along the adjacent River Nene, which being banked by high flood banks, could approach unseen by those waiting on the other side. As they neared the swing bridge they would rise up and over the bank in dramatic style surprising the waiting audience. A feat of daring that was repeated regularly up until a year later in the 1937 Empire Day at the airfield. This final event, was a dismal day, with very poor weather and low visibility, little flying took place, and whilst it would have been hoped to have continued on, it would unfortunately be the end for Sutton Bridge, as it was to never take part in public days again. With war now inevitable, preparations began to be made that would supersede any public engagements.

From Biplanes to Monoplanes: Trials at Sutton Bridge

The looming war accelerated change. Outdated biplanes, long  being the backbone of the RAF, began to give way to sleek new monoplanes. Hurricanes, Spitfires and Blenheims were soon seen at Sutton Bridge, foreshadowing the modern era of aerial warfare, though training still relied heavily on older aircraft. The introduction of the Henley, Hawker’s own monoplane bomber designed to a specification for a light day-bomber that was capable of providing close air-support, was tried and tested with 350 initially ordered by the government. However, after a change in policy, this was reduced to 200 and even these being demoted to second line duties.

The promising aircraft, the younger brother of the Hurricane, never reached its potential, cut short before it had time to prove itself; many ended up as engine test beds or more likely, target tugs which caused many to have engine problems due to the low speeds it had to maintain with its high powered Merlin engine.

The second Henley prototype, K7554, fitted with a windmill-driven target winch (@BAE Systems.)*8

It was four of these Henleys that found themselves at Sutton Bridge where they were ‘downgraded’ and used as a Target Towing aircraft under 3 ATS between 1936 and 1939.

The Shadow of War: Sutton Bridge in 1939

1939 saw Europe heading catastrophically toward conflict, and this conflict was the reason for the reduced stay of 64 Sqn in August that year. On the 12th, they were ordered from their base at Church Fenton to Sutton Bridge for an armament training period, but owing to the worsening situation on the continent, this was cut short, and on the 24th, they were recalled. Within a week, like many other squadrons, they were ordered to mobilise.

Just before the outbreak of war, a sudden posting of the Training School from Sutton Bridge signalled what may have been its demise. But, the next day, one of the world’s most famous speeches was given, and Britain entered the war with Germany.

By the end of the 1930s, Sutton Bridge had grown from a temporary summer camp into a fully operational RAF station, shaped by innovation, spectacle, and the relentless demands of training aircrew. The lessons learned here – from aerobatic displays and night-firing trials to early experiments with new aircraft – prepared both pilots and the airfield itself for the pressures of wartime service. As Europe edged closer to conflict, Sutton Bridge stood ready, its evolving infrastructure and experienced personnel poised to meet the coming challenges of the Second World War.

The full story can be read in Trail 3 – Gone but not Forgotten.

RAF Sutton Bridge Part 1 – Its Origins and Early Days.

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On the windswept Fens bordering Lincolnshire and Norfolk lies a site that shaped the skies of World War II. Far more than a quiet airfield, it was a crucible for pilots from Britain, the Commonwealth, and beyond, where Hurricanes, Spitfires, and Wellingtons soared – and often fell – as young airmen learned the deadly art of aerial warfare.

From rocket-firing trials to emergency landings, from multinational trainees to seasoned instructors, this airfield was a hub of innovation, skill, and courage. Lives were lost, lessons were learned, and generations of aircrew left ready to defend Britain’s skies. Though the airfield has largely returned to nature, its legacy remains – a testament to bravery, determination, and the high stakes of war in the air.

In Trail 3, we revisit the airfield that was RAF Sutton Bridge.

RAF Sutton Bridge

The origins of Sutton Bridge airfield are rooted some 20 years before the start of the Second World War, and largely owes its creation to the Holbeach firing range located in the shallows of the Wash just a stones throw north of the airfield. The range, which is still in operation today, was first supported by the airfield at Sutton Bridge as early as 1926 – a basic airfield from which to base those units using the range.

From Fens to Flying Fields

The airfield itself sits on the edge of the Fens, a flat, open area often referred to as ‘desolate’ and ‘drab’. In winter, certainly the wide open expanses allow winds to blow freely across its dark silt substrate, much of which lay under water for millions of years previously. But this dark open landscape offers prime agricultural and historical prospects, the Romans, Vikings and the Icini people all having made their mark on its dramatic landscape.

The airfield’s roots go back as far as the end of the First World War, the then newly formed RAF was cut back hard, reduced to a mere twenty-five squadrons for both home defence and to protect the commonwealth’s interests abroad. With little need seen for a home based air force, little thought was put into preparing pilots and gunners for any likely future conflict. To keep pilots busy, aerobatics and formation flying took preference over mock dog fights, aerial warfare tactics and ground attack practise.

But by the 1920s, this was not seen as productive and thoughts began to turn to training crews more responsibly, after all, if a pilot cannot engage and defeat his enemy then what use is he? So, a new firing range was sought to train pilots and gunners in the art of ground attack and air-to-air firing. The area required for such a task would need to be away from the public, but easily accessible and coastal, preferably with shallows waters. In 1925, several areas were seen as possible candidates; Catfoss, Donna Nook and an area known as Holbeach Marsh on the Lincolnshire / Norfolk border. After inspection by the Air Ministry, all three were deemed ideal, and so they took control creating three new ranges for the RAF’s use.

To be able to access the range at Holbeach, a nearby airfield was then needed, and being the closest, the former World War 1 site at Tydd St. Mary was given first consideration. However, strong objections from both local landowners and the council jointly, persuaded the military otherwise, and so an alternative had to be found.

The Birth of Sutton Bridge

The Ministry looked further east, nearer to the Wash, and found a small area close to the village of Sutton Bridge on the Lincoln / Norfolk border, about a mile or so from the sea. It would be perfect, and so an area of some 130 acres was obtained through either purchase or lease, allowing, on 1st September 1926, the birth of the soon to be, RAF Sutton Bridge.

The airfield’s main entrance gate and guard house, leading down towards the Mechanical Transport (MT) Shed, Bessonneau hangars and the airfield ground beyond. Visible in the far left background is the new Hinaidi type aircraft hangar built during the 1930s replacing two of the airfield’s original four Bessonneau type aircraft hangars. (source wiki)

Sitting on prime agricultural land, the airfield was hemmed in by both the River Nene along the western boundary and a former LNER railway line (now the A17 road) along the northern boundary. The borders of the two counties, Lincolnshire and Norfolk, cross the airfield resulting in it being divided between the two. The nature of this design though, would later on, lead  to many problems. The airfield being irregular in shape, meant that landing across it – cross-wind east / west – was very difficult if not impossible as there was insufficient room to do so. This would, in itself, restrict the number of days on which flying by trainees could take place, thus forcing them to make difficult cross-wind landings when they did.

In these early days Sutton Bridge would be rudimentary at best, bell tents being the main form of accommodation; only developing as new and longer training courses were needed. More permanent buildings were gradually erected including an Officers’ Mess, permanent accommodation blocks and maintenance workshops.

The 1920s was not a time for major airfield construction though, very few companies had developed or mastered the necessary skills needed for good airfield development. A local business,  Messers Thomson and Sons of Peterborough, were initially brought in, commencing the construction with small roads and tracks, along with four canvas Bessonneau hangars for storage and maintenance. Rudimentary maybe, but it was beginning to take some shape.

Original Entrance

The original entrance today.

Expansion and Identity: Sutton Bridge in the 1930s

The emergence of the ‘expansion period‘ in the 1930s, saw a period of rapid change and development in the military, where the need for airfields and a strong air force was seen as priority. Airfield development now began to improve and new companies, skilled in their design and construction, emerged onto the scene. One of these, “En-Tout-Cas”, in conjunction with other smaller companies, was enlisted to oversee the continued construction of the site at Sutton Bridge. These new and more experienced companies were employed under contract directly with the Air Ministry, using both civilian workers and their equipment, to build not only Sutton Bridge but Catfoss, Lee-on-Solent and Sealand as well *1

On January 1st 1932, the various training sites including Sutton Bridge were given formal titles – Armament Training Camps (ATC) – with each being given a number to distinguish them. Sutton Bridge became known as No. 3 ATC, handling fighter squadrons. Over the next few years it would go through a series of name changes, the first being on 1st April 1938, when it became 3 Armament Training Station (ATS), and then again, a year later, it would close only to reopen under the name of 4 Air Observers School (AOS).

Being better skilled in airfield design and construction, specific buildings for particular tasks were now being added to the work already done, small blocks for administration, maintenance sheds and such like all began to spring up. Being a pre-war construction, all buildings, including accommodation blocks, were placed directly on the airfield site rather than being dispersed as was the norm later on. Dispersals for aircrew were located at different points around the airfield’s perimeter, alongside the aircraft dispersals, and were brick built to protect crews from the heat and cold of the Fen weather.

The early Bell tents and Marquees were gradually replaced with more permanent brick structures arranged neatly in rows alongside the access road. Even with more permanent structures to bed down in, the comforts of a proper bed failed to materialise, instead metal stretchers with sawdust filled wadding for a mattress became the norm. *2

Wartime Growth and Shifting Commands

The runways of which there were three, were initially grass, but as the war progressed these were upgraded to ‘hard’ surfaces using a mix of steel matting, 080 American Planking and 130 Sommerfeld Track; all variants of metal planks that locked together to form a temporary but hard base. A concrete perimeter track was installed and fourteen hardstands were added using a hardcore base with tarmac coverings. In addition, two Bellman hangars, one Aeroplane Repair Section (ARS) Hangar and twelve 69 ft blister hangars were also erected on site. By the time it was established it had become a formidable site.

Sutton Bridge was passed directly to RAF control fourteen days after initial construction began, followed two weeks later by the arrival of the first RAF personnel from RAF Bircham Newton.

In these pre and early war years, the airfield would go through a series of ‘owners’ with 25 (Armament Training Group) under The Flying Training Command taking over in 1937 followed by 12 Group Fighter Command in September 1939 and finally back to The Flying Training Command once again in April 1942. The rapid change of ownership reflecting the many changes that the airfield would go through and the many units that would use its meagre but highly regarded facilities.

All these changes would mean that personnel numbers would fluctuate throughout the war depending upon who was there and what courses were being run, but in general the airfield accommodation could initially cater for 109 Officers, 110 Senior Non-Commissioned Officers and 110 ordinary rank male personnel; WAAFs were also catered for with 6, 12 and 361 respectfully. The fluctuation in staff would also reflect the numbers and types of aircraft on site. It is known that at one point there were no less than ninety Hurricanes plus other trainers along with Spitfires and Wellingtons on the airfield at one time.

For those travelling here on a posting, a train station was conveniently placed across the road from the airfield, getting to and from it was therefore relatively easy as long as the trains were running.

Photograph of the airfield’s main entrance (left) the Mechanical Transport (MT) Shed and on-site airfield road leading down towards four Bessonneau hangars and the airfield ground beyond. (Source via Wiki)

So far we have seen how Sutton Bridge began, how its origins owe its thanks to the range at Holbeach and how over the immediate post war years it developed as an airfield. In Part 2, we progress  through the 1920s and 1930s towards war, during which time, Sutton Bridge shone in the public eye, with pageants and air displays that enthralled the locals.

The full story can be read in Trail 3 – Gone but not Forgotten.

Operation ‘Fuller’ – “The Channel Dash”.

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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.

In front of their Swordfish, Lieut Cdr E Esmonde, RN, (2nd Left) on board HMS Ark Royal, October 1941. This photo was taken after the attack on the Bismark, and includes the various aircrew who received decorations as a result of that daring attack. (Left to right: Lieut P D Gick, RN, awarded DSC; Lieut Cdr E Esmonde, RN, awarded DSO; Sub Lieut V K Norfolk, RN, awarded DSC; A/PO Air L D Sayer. awarded DSM; A/ Ldg Air A L Johnson, awarded DSM). (© IWM A 5828)

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.

Operation 'Fuller' The memorial stands in Ramsgate Harbour.
Operation 'Fuller' 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.

Smith. G., “Heroes of Bomber Command – Cambridgeshire“. Countryside Books (2007)

National Archives AIR 27/1933/20, AIR 27/1933/21

RAF Fersfield – where history was changed forever.

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After leaving the open expanses of Deopham Green and the roar of Snetterton, we head to a very remote and quiet airfield. Quiet and remote for a very special reason. From here, crews would experience top-secret flights, we would see a link to one of America’s greatest and most powerful families, and from here, the RAF would strike another blow at the heart of the Gestapo. We head to RAF Fersfield.

RAF Fersfield (Station 140/554)

https://upload.wikimedia.org/wikipedia/commons/1/15/RAF_Fersfield_-_29_Aug_1946_Airfield.jpg

29th August 1946. Photograph taken by No. 541 Squadron, sortie number RAF/106G/UK/1707. English Heritage (RAF Photography).*1

Originally built as a satellite for RAF Knettishall, RAF Fersfield was built-in late 1943. The third Class A airfield on this Trail, its main runway ran along a NE-SW direction, was 2,000 yds in length and was constructed of concrete. There was a second and third runway each of 1,400 yds running N-S and E-W, again of concrete. Fersfield had two T-2 Hangars, one to the north side and one to the south, and 50 loop dispersals for aircraft storage. The bomb dump was located to the north, the technical area to the south and the accommodation blocks to the south and south-west. Fersfield would eventually be able to accommodate up to 2,000 personnel of mixed rank and gender.

Initially, the airfield was called Winfarthing and designated station 140, it was then handed over  to the USAAF who would rename it Station 554.

Fersfield was specifically chosen for its remote location as, unknown to those who came here, it was going to play a major role in the battle over Europe.

The first residents were a detachment of the 388th Bomb Group (BG) who were then based at Knettishall, and consisted of four bomb squadrons: the 560th, 561st, 562nd and 563rd. A detachment specifically from the 562nd, were brought here to perform special operations and research into radio controlled bombs using war-weary B-17s and B-24s. These special flights taking place between July 12th 1944 and 1st January 1945.

The 388th were unique in many ways. Aside from their work in radio controlled flights, they were also the only unit in the USAAF to not have formal squadron  identification codes. However, after VE day and the end of hostilities, wireless transmitter codes were applied to aircraft under the left wing preceded with the aircraft’s individual letter as a prefix. This then, gave a unique four letter identification on each aircraft. Similarly, the various aircraft used as remote controlled aircraft had the top surfaces of each wing and tailplane painted white for recognition purposes. *4

T2 Hangar now a store

An original T2 Hangar now stores grain.

Operating as Operation ‘Aphrodite‘, the idea of these operations was to remove all operational equipment from the aircraft, fill it with around 20,000 lb of ‘Torpex’ and fly it by remote control, into a specified target such as ‘V’ weapon sites, submarine pens (Operations Crossbow and Noball) or similar high prestige targets that were otherwise difficult to destroy .

Both the USAAF and USN were carrying out these trials. The Navy, also using Fersfield, called their operations ‘Anvil‘ and used the PB4Y (the Navy version of the B-24 ‘Liberator’) as their drone.

The first Aphrodite mission took place on August 4th 1944, and was to set the tone for all future operations. Mission 515, was flown using four B-17 ‘babies’ with four accompanying ‘mothers’ to target ‘V’  weapon sites at : Mimoyecques, Siracourt, Watten, and Wizernes. Escorting them were sixteen P-47s and sixteen P-51s. One of the babies, B-17 (#42-39835) ‘Wantta Spa(r)‘ (TU-N), had completed 16 missions between November 18th 1943 and July 6th 1944 with the 351st at Polebrook, and was declared to be “war-weary”. It took off but very quickly the crew – Lt J. Fisher and T/Sgt E. Most – realised there was a problem with the altimeter causing it to climb too quickly. Whilst T/Sgt Most bailed out, Lt. Fisher struggled on with the controls until it finally crashed in an almighty fireball in woodlands at Sudbourne, Suffolk, creating a crater 100ft wide. The three remaining ‘babies’ carried on but all failed to hit their designated targets. One Mother lost control and the baby hit a Gun Battery at Gravelines, the second overshot and the third B-17F formally (#41-24639) “The Careful Virgin”  (OR-W) of the 91st BG (323rd BS), hit short due to controller error.

The Careful Virgin 41-24639

B-17F “The Careful Virgin” before modification and whilst in the hands of the 91st BG. (USAF Photo)

Similar results were to follow in another mission only two days later, and then again in further operations throughout both the Aphrodite and Anvil projects.

The most famous tragedy of these missions was that of Lieutenant Joseph P. Kennedy Jnr, who was killed when his PB4Y unexpectedly blew up over Suffolk killing both him and his co-pilot on 12th August 1944.*2 In all, there were twenty-five drone missions completed, but none successfully hit their designated target with either control or accuracy. The missions were all considered failures and the operations were all cancelled soon after.

Operations Block

Former Operations Block south of the Technical site.

Another secret operation taking place from Fersfield, also involved radio controlled bombs. Designated Operation ‘Batty‘ it involved GB-4 television controlled bombs being  slung underneath B-17s and guided onto targets using TV. The 563rd BS provided much of the support whilst the other squadrons in the 388th BG, the crews. In the later part of 1944, a small number of these operations were flown again with little success and this too was abandoned before it could have any significant effect on the war.

All in all, the operations carried out here, were disastrous, killing as many crews and causing as much damage to the UK as it did the enemy. However, it did mean that the Allies had entered into the drone war and set the scene for future military operations. In all, there were 19 Aphrodite missions and 6 Batty operations carried out from RAF Fersfield.

The Americans left Fersfield toward the end of 1944, and it was then handed back to the RAF. A number of units used it for short periods, primarily for aircrew training, but none for major operational flights. However, it was not the end for the airfield, as Fersfield was to have one last remarkable mission and a further claim to fame.

Accomodation Site

Nissan Huts on the former accommodation site.

One of those squadrons who came here was 613 (City of Manchester) Squadron, who arrived at Fersfield on November 20th 1944. They were one of the twenty-one Royal Auxiliary Squadrons, and were considered the ‘baby’ of the Auxiliary Air Force by the other units. Formed on 1st February 1939 as part of No. 22 (Army Cooperation) Group, under Fighter Command, they were initially created with Hawker Hinds and a few Avro Tutors. It was then with another biplane, the Hawker Hector, and the monoplane the Lysander, that they moved with to France, early in the war to attack German gun positions and drop supplies to troops trapped in Calais by the advancing Wehrmacht.

613 performed a mix of roles, from Air Sea rescue operations from Martlesham Heath, to spraying lethal gas on troops in the event of an invasion, they moved from airfield to airfield gradually exchanging their older obsolete aircraft for more modern fighters as they went. They would take on both the North American Tomahawk followed by the incredible Mustang. It was with these aircraft that they were to escort the Venturas of 487 Sqn in their disastrous attack on the the Amsterdam power station in which Leonard Trent was awarded the VC. A mix up in rendezvous times meant the Venturas went on alone to the target, and thus paid the price for not having an escort with them.

In mid 1943, 613 Sqn operated from Snailwell near Newmarket, after which the ground personnel were sent to Sculthorpe and the aircrew to Lasham in Hampshire. This was to train all the personnel on the new Mosquito that the squadron was about to receive.

On joining the 2nd Tactical Air Force, they began attacks with their ‘Mossies’ on ‘Noball’ targets, and locomotives operating on the continent. It was at Lasham that 613 would become part of the newly formed 138 Wing, which would move soon after to Swanton Morley, but not before performing a very secret and daring mission.

Flying at very low level, they were to bomb the Kunstzaal Kleizkamp Art Gallery in the Hague, a former gallery turned Gestapo records office. Here documents relating to Dutch citizens for executions, deportation to concentration camps or labour camps were kept, and so it became a vital target for the wing. The operation was a total success, the building being all but demolished whilst nearby Dutch properties remained completely untouched.

The unit operated both on D-day, and supported the Americans in the Ardennes, flying through poor weather to strafe enemy ground troops who were trying to break through the American lines.

In November, the squadron moved to the continent in support of the allied forces whilst a small detachment of Mosquito VIs arrived here at Fersfield. They remained here until 7th August 1945, taking part in training flights, the last flight out taking place on August 5th 1945. At that point the squadron was disbanded the personnel transferring to 69 Squadron until their service ran out.

However, it was on March 21st 1945, that the crews of 613 Sqn would reunite with 487 Sqn, when the three Mosquito VI units of 21 Sqn (RAF), 464 Sqn (RAAF) and 487 Sqn (RNZAF) – now part of 140 Wing – were pulled back from the continent for a special mission to attack the Gestapo Headquarters at Copenhagen. Previously based at Hunsdon, the mission was Led by Gp. Capt. R. Bateson and Sqn. Ldr. E. Sismore, who took off in Mosquito RS570 ‘X’ at 08:35 and led a group of Mosquitoes in three waves of 6 aircraft in Operation Carthage.

The Shellhaus building raid gained notoriety for two reasons. Firstly, a large part of the building was bombed and destroyed and important documents were set alight, thus achieving the overall objective of the mission; another low-level, daring raid, it was operationally a great success.

However, Mosquitoes following the initial wave, attacked what they believed to be the target building, but it was in fact, a school masked by fire and smoke. This attack caused a significant number of unintentional civilian casualties including children at the school.

Six aircraft failed to return from the mission, four Mosquitoes (one of which crashed causing the smoke and fire that masked the school) and Two P-51s that were part of a twenty-eight strong fighter escort.

This operation was one of many daring low-level raids that the wing carried out, attacking various prestige targets including  the Amiens prison. Together with 138 Wing, the Mosquito under the charge of Basil Embry, more than proved itself as a successful low-level bomber aircraft capable of delivering high precision attacks on pin-point targets.

The aircraft eventually left Fersfield which signified the end of overseas operations for the site, and Fersfield would become a staging post for units prior to disbandment. Between November 1944 and September 1945 a number of units would be located here  which included: 98 and 107 (one week each); 140 (four days); 180 (one week), along with 226, and 605 Sqns. Operating a number of aircraft types including: Mosquitoes (T.III), Bostons (IIa), Hurricanes (IV), Martinets (TT.III), Mitchells (III) and Anson Is, Fersfield had now had its day, and in the last months of 1945, the site was closed and the land was sold off. Fersfield had closed its door for the last time and history had been written.

Post war, Fersfield had a brief spell of motor racing on its tracks and runways, but unlike Snetterton or Podington it would not last, and in 1951 Fersfield became agricultural once more, with many of the buildings being demolished and the remainder left to rot or, some thankfully, used for storage.

Nissen Huts

A few buildings remain on the technical Site.

Today a few buildings still do remain clinging onto life. The T-2 on the south side stores grain, and a number of Nissen huts  that housed the technical aspects of the airfield, are now storage for farm machinery and other associated equipment. All these can be located at the end of a small road from the village, and when visiting, I found the workers here only too willing to allow the visitor to wander freely among them. Footpaths cross the southern side of this site and to the north across the field dissecting the airfield. The path is very poorly marked and you are simply wandering across the crops. From here, you can find the last few remains of the accommodation site, further south a short distance away. Latrines and other communal buildings are shrouded in weeds, gradually disappearing beneath the undergrowth. Trees sprout from between the walls where so many walked before or after a mission. Nissen huts survive further out, now dilapidated and hastily patched, their memories mixed amongst the personal belongings of new owners.

Latrine Block

One of the many Latrines on the communal site.

It is hard to believe that an airfield with such an iconic history such as Fersfield never made it to the high status of so many others, as  surprisingly, it was here in this quiet and remote part of Norfolk that aviation history was made and American politics changed forever.

Squadrons that stayed at Fersfield in the last months of the war.

98 Sqn – Arrived here first, on April 18th 1945, remaining here until December 18th that same year with the Mitchell. They were disbanded at this point.

605 Sqn – Arrived 25th April 1945 staying until 31st August 1945 as a detachment of Mosquito VIs. They were then disbanded and renumbered as 4 Squadron.

226 Sqn – Joined 605 at Fersfield on 27th April 1945, also as a detachment but with Mitchell IIs. They too were disbanded on September 20th that same year.

180 Sqn – stayed here between 7th June and 14th June 1945, a weeks break from their airfield at Achmer to where they returned.

107 Sqn – Arrived at Fersfield a month later on 3rd July, also staying for one week with Mosquito VIs coming across from France to where they to returned.

140 Sqn – Stayed here between the 9th and 12th July 1945 with Mosquito XVIs, whilst en route from Eindhoven to Acklington.

Mosquito Mk.VIs involved in the Operation Carthage,*3.

No 487 Squadron
RS570 ‘X’ Gp Capt R N Bateson / Sqn Ldr E B Sismore (Raid Leader)
PZ402 ‘A’ Wg Cdr F M Denton / Fg Off A J Coe (damaged, belly landed at base)
PZ462 ‘J’ Flt Lt R J Dempsey / Flt Sgt E J Paige (hit by flak, 1 engine u/s, returned safely)
PZ339 ‘T’ Sqn Ldr W P Kemp / Flt Lt R Peel
SZ985 ‘M’ Fg Off G L Peet / Fg Off L A Graham
NT123 ‘Z’ Flt Lt D V Pattison / Flt Sgt F Pygram (missing)

No 464 Squadron
PZ353 Flt Lt W K Shrimpton RAAF (Pilot) / Fg Off P R Lake RAAF
PZ463 Flt Lt C B Thompson / Sgt H D Carter
PZ309 Flt Lt A J Smith RAAF / Flt Sgt H L Green RAAF (Flt. Lt. Green’s first given name was “Eric” known to all as “Les”, a common abbreviation in Australia. H.L. Green is used in the ORBs)*5
SZ999 Fg Off H G Dawson RAAF / Fg Off P T Murray (missing)
RS609 Fg Off J H Palmer RAAF / 2nd Lt H H Becker RNorAF (missing)
SZ968 Wg Cdr Iredale RAAF / Fg Off Johnson
All aircraft took off at 0840; last back landed 1405.

No 21 Squadron
SZ977 Wg Cdr P A Kleboe / Fg Off K Hall (missing)
PZ306 Sqn Ldr A F Carlisle / Flt Lt N J Ingram
LR388 Sqn Ldr A C Henderson / Flt Lt W A Moore
HR162 Flt Lt M Hetherington / Fg Off J K Bell
No 21 Squadron records list only these four aircraft and crews above as taking part in this operation.
All aircraft took off at 0835; the three which returned did so at 1355.

Sources and further reading.

*1 Photograph in Public Domain, taken from Wikipedia 20/8/15

*2 For a more detailed explanation of the operation that killed Joseph Kennedy Jnr. see  ‘The Last Flight of Joe Kennedy and Wilford Willy‘.

*3 Information from The National Archives, 21/8/15

*4 Freeman. R., “The Mighty Eighth” Arms and Armour, 1986

*5 My thanks go to Chris Berkley of the Canowindra Historical Society and Museum Inc. for the correction.

National Archives: AIR-27-1924-54, AIR-27-1924-53

RAF Hunsdon – The Mosquito Bites (Part 4)

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In Part 3, we saw how Hunsdon and gone through various squadrons, operating the ill fated Turbinlite system which was soon withdrawn, and onto the arrival of the Mosquito, a deadly aircraft that could out run every German aircraft at its introduction. It was now time to bite, and the bite would come directly at the heart of the Gestapo.

In one of the war’s most famous attacks, so many questions would be asked, but answers would be short-coming and the truth may never come out. 

The new wing, previously formed at Sculthorpe, would consist of the 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 troops in the forthcoming invasion.

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).

Between 1944 and 1945, 140 Wing would carry out many daring low-level bombing raids against V weapons targets, along with a key Gestapo building and a prison in occupied Europe. These particular raids were designed to both free captive resistance fighters and destroy important Gestapo documents. Operation Carthage took place in Denmark and occurred whilst the wing was based at RAF Fersfield in 1945, but the first, Ramrod 564 or ‘Operation Jericho’ as it has since become known, took place whilst they were based here 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 four squadrons involved (three Mosquito and a Typhoon) are recorded as ‘secret’ and contain no details other than aircraft, times and dates.

However, we do know that the Operation, formulated by Air Vice Marshal Basil Embry, would be critical, even the amount of explosive itself had fine limits. Time was also of the essence, as several prisoners were thought to be destined for execution and so a time limit was placed on when it needed to be done by. The exact time of day was also critical, they needed as many guards to be in one place as possible, 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. In the attack, six Mosquitoes would breach the outer wall in two places, whilst a further six would bomb the main prison buildings allowing the prisoners to escape whilst killing as many guards as possible.

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, 19 Mosquitoes including a photo reconnaissance MK.VI (from the Operational Film Production Unit (OFPU) for propaganda purposes),  took off to attack, breech and destroy the walls and main building of the Amiens prison. A famously brave act, it resulted in the death of 3 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 as a prisoner of war. 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). *1

(A better quality version is available on the Pathe News website.)

All that aside, the raid took place at very low level and in poor weather, with bombs dropped against the wall with delayed fuses. There was little resistance on the flight in and Typhoons provided higher cover when it was needed.

The route would take the Mosquitoes from Hunsdon to Littlehampton – then via appropriate lattice to Tocqueville – Senarpont – Bourdon – then one mile South Doullens – Bouzincourt – two miles west-south-west to Albert – Target – Turn right – St. Saveur – Senarpont – Tocqueville – Hastings and back to Hunsdon.

During the flight out, four 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 fifth Mosquito, flown by Flt. B. Hanafin, suffered engine problems and was also forced to turn back. On his return journey his 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 of three aircraft followed the main road toward the prison’s eastern wall at tree top height. The second wave would attack the northern wall. Wg. Cdr. I. Smith 487 Sqn went in first dropping the bombs with 11 second fuses against the wall.

Wing Commander I Smith, Commanding Officer of No. 487 Squadron RNZAF, at Hunsdon (©IWM CH 12649)

The third and fourth waves attacked the south-eastern main building and north-western end respectively. Chaos then ensued inside the prison, as over running bombs had caused some damage inside and some prisoners were injured or struggled to escape.

Noting now that the walls and prison had been breached, the signal to abort was issued over the VHF radio probably by both Pickard and the OFPU Mosquito flown by Flt. Wickham (both the code word “Red, Red, Red” and who sent it are also disputed) instructing the four aircraft of the 21 Sqn Flight not to bomb. The message was heard by the flight, when they were between 2 and 4 miles out from the target, and so returned to base without dropping their payload.

During all this time, FW.190s continued 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 is unclear at what point in the attack that Pickard was shot down, but a Focke Wulf 190 flown by the ace Feldwebel Wilhelm Mayer, severed his tail sending his aircraft to the ground near to Saint Gratien. The resultant crash killing both occupants.

The 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.*6

Of the 700 prisoners detained inside the prison that day, 258 of them escaped,102 were killed and 74 were wounded*7, but the success remained secret from the public for a further eight months. With so much speculation surrounding the attack, it will no doubt remain one of the mysteries of war, but it was without doubt, an incredibly brave and daring mission that cost the lives of three superb young airmen.

A podcast using eyewitness accounts from the Imperial war museum can be heard through their website.

The Amiens raid was not the only daring low level raid carried out by the wing whilst at Hunsdon however. 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 soon depart Hunsdon though, 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.

However, a month before the wing moved away, another Mosquito squadron would move in temporarily, meaning the airfield was awash with the aircraft of varying types. 409 (RCAF) Sqn’s time would be short, remaining here for just over a month before departing mid May, but they would return in June that same year staying for a further two months. Their final departure on the 25th August 1944, would end their association with Hunsdon for good, a move that took them to the continent and forward bases across the low countries.

Between June and the end of 1944, no less than six squadrons would come and go, most of them moving to the continent as the allied advanced progressed toward Germany. Each of these units would bring further Mosquitoes with them, with marks ranging from the MK.II and VI (418 Sqn); to the XIII with 29, 264 and 48 Squadrons, on to the XXX with 219 and 151 squadrons.

The longest to stay of these six units would be the first, 29 Squadron. Formed in 1915, they have operated almost continuously ever since, with just a short break between the wars and some reformation post war. Today they are based at Coningsby in Lincolnshire and are the southern most QRA Squadron currently flying Typhoons. They were in 1987, the first operational squadron to be equipped with the Tornado F3.

RAF Hunsdon Air Raid shelter

An air raid shelter now exposed.

At Hunsdon in 1944 though, the move would come as a surprise and with some reservations, but once here, it was considered to be an ‘improvement’ on West Malling. 29 Squadron would fly the NF. XIII Mosquito, arriving here on June 19th that year. The NF.XIII was the first variant night fighter to have the strengthened wing of the FB.VI, with increased fuel load and Merlin 23 engines. One such example, HK428 ‘RO-K’built at Leavesden, joined 29 Sqn at RAF Ford in early 1944.

On October 24th that year, during a flight test at Hunsdon, the aircraft suffered an overheating starboard engine and inactive flaps whilst in poor visibility. As a result the aircraft overshot the runway and crashed into a hedge causing the starboard undercarriage to collapse further damaging the aircraft. HK428 was subsequently repaired and passed to the Gunnery School at Catfoss in early 1945. It was eventually one of many that met the scrap man’s axe in 1946.*4

The Squadron would carry out patrols and intruder operations and whilst many of these were ‘uneventful’, several enemy aircraft were shot down including both Ju. 88s and Me. 110s. The last months of the war though were not all plane sailing. On July 1st, an accident during a flying test resulted in the loss of two good airmen and friends, Flt. Lt. John Barry and Fly. Off. Guy Hopkins.  A second Mosquito was hit by light flak at 500 feet on the 5th. Flying home on one engine, the aircraft made and emergency landing at RAF Ford, but somersaulted on the ground writing the aircraft off. Thankfully, and remarkably, in this instance neither crewman sustained any injury.

As the allies advanced more intruder missions took place. On some days the squadron was “let loose” to pick and locate their own targets, many choosing road or rail stock, damaging many trains as a result. The rest of the year and into 1945 would be the same. Intruder missions, ‘Flower‘ Operations (attacks against German night fighters at their airfield) brought some results. Then almost as quickly as they arrived they were given notice to move once more, and a huge party on the night of February 22nd 1945 preceded their departure to Colerne

Two other units arrived at Hunsdon after 29 Sqn, those of 418 (25th August, 1944) and 219 (29th August 1944) Squadrons. With all these Mosquitoes there must have been little room for any more aircraft as Hunsdon quickly filled  up with the type. 219 Sqn would quickly move out though, leaving what little space there was for a new unit, 488 Squadron who moved in the day prior to 219’s  departure. The last of this group of units to arrive that year was 151 Squadron. All but 151 transferred to the various airfields on the continent whilst 151 remained in the UK, leaving Hunsdon on March 1st 1945. It had certainly been a busy period at this Hertfordshire airfield.

1945 would be a reflection of the hectic movements of 1944. However, it would also bring a greater variety of aircraft as detachments arrived posted away from their main unit. It would also bring a slight change of role, as the range of twin engined Mosquitoes departed, single engined fighters came in.

The first would be a small detachment of 285 Sqn Hurricanes who resided here between January and June, followed in the beginning of March by 154 Sqn with Mustangs and Spitfires. 154 Sqn time here would be very short though, sadly ending their days here, just eighteen days later.

Almost at the same time, these units would be joined by 501 Sqn and 611 Sqn, 501 also ending their days of active duty here with their Tempest Vs, whilst 611 would swap their Spitfire VII for Mustang IVs before moving off to Peterhead and disbandment also. Both these units would however rise again the following year being reborn as the jet age dawned, to live on for a few more years.

442 Sqn, another Canadian unit, ended the flurry of units arriving in March that year when they brought Spitfire IXEs back for a spell from the continent, being stationed recently at B80 (Volkel) and B88 (Heesch), they had seen action first hand before arriving here. They soon replaced these aircraft with Mustangs though, moving on to RAF Digby in May as the war ended. 442 were also a short lived squadron, only being formed at Digby in February 1944. Their operational life had lasted just eighteen months.

April and May saw the last of the front line squadrons to reside at Hunsdon. The closing days of April saw 441 with Spitfires and 287 Sqn with a detachment of Tempests Vs. Both these units would move on elsewhere before they too saw the curtain fall, and their days as operational units cease. Like its sister squadron, 441 had only been operational for eighteen months, being formed in unison. In fact, their entire operational record matched to the day, even when they moved abroad.

Hunsdon then closed to operational activity, being used to receive returning men and materials up until mid 1946 whereupon it was placed into Care and Maintenance and allowed to run down. The tower was demolished very soon after the war ended, and the site was returned to agriculture. In total, Hunsdon’s crews accounted for over 220 enemy aircraft destroyed or damaged – a remarkable feat in any airfield’s chapter.

RAF Hunsdon Dispersal pen

One of the original dispersal pans.

Today Hunsdon remains one of the more accessible airfields of Britain. A number of public footpaths criss-cross its boundaries allowing unprecedented access to it. It is still an active site, allbeit much reduced – a small microlight operation exists here and has done since 1997. Using three small grass runways it has brought life, in albeit a small part, back to this old wartime airfield.

The perimeter track and narrow sections of all its runways still exist today and can be walked using a variety of footpaths. Along these paths and off to the sides can still be seen examples of runway lighting, drainage, inspection covers and even a small number of buildings.

The parachute store is one of the most notable of these, used by the farmer for storage, it is located at the north-western side of the airfield near to the former admins site and where the tower would have stood before being torn down. Also near here is the fire tender shed, now home to the local shooting club, a number of latrines \ wash blocks can also be found hidden amongst the trees to the south-east. The battle headquarters rests nestled amongst the crops still watching over the site, and small defence trenches and shelters can be found to the north and again these are visible from public footpaths. A number of airfield defences buildings in the form of pill boxes and an Oakington style pillbox can also be found around the site.

Many of these examples are buried amongst the undergrowth and are most easily seen in winter when the thorns and vegetation are at their lowest. Careful searching will also reveal a number of minor archaeological examples but again best in the winter when crops and weeds are minimal.

To the northern side of the airfield, next to where the microlight site is based, is a memorial to the crews of all nationalities who were based here all those years ago. Formed from a propeller boss of a Mosquito, it was donated to by the former Mosquito Museum (now de Havilland Aircraft Museum), it stands proud looking down what was the length of the secondary runway. A further memorial plaque can also be found on the wall of the village hall.

Hunsdon is a small site with a big history. It played a large part in trials of new innovations, carried out night intruder missions, and attacked with daring at low-level, at the very heart of the Gestapo. Hunsdon and its crews proudly earned their place in the annals of world history.

After walking Hunsdon we travel the short distance to the north-east to the outskirts of Bishop Stortford and a little known about airfield that is all but gone. We go to RAF Sawbridgeworth.

Further Reading and Sources (RAF Hunsdon)

*1 – 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.

*2 There is further information and personal stories about Tubinlite operations on RAF 23 Squadron, and they can be found on the 23 Squadron Blog site (1) and (2).  All ten were raised to squadron status on 2nd September 1942, but due to administration problems, five were not established until 8th September 1942)

*3 McCloskey, K., “Airwork – A History“. The History Press, 2013 (An excellent account of Airworks and  their part in the Turbinlite project).

*4 Thirsk, I., “de Havilland Mosquito – an Illustrated Story Vol 2” 2006, Crecy Publishing Limited.

*5 Photo from vintage wings website.

*6 Gunn, P.B., “Flying Lives – with a Norfolk Theme“, Peter Gunn, 2010

*7 National Archives, archived documents available via the old website

McCloskey, K., “Airwork – A History” History Press, 2012

National Archives: AIR 27/704/9; AIR 27/2001/1 – 19; AIR 27/33/21; AIR 27/704/39; AIR 27/704/11; AIR 27/1045/27; AIR 27/1045/33; AIR 27/1045/37; AIR 27/1802/55; AIR 27/1802/57; AIR 27/342/11

Vintage Wings of Canada Website

For information on building the memorials at Hunsdon and Sawbridgeworth visit Hertfordshire Airfields Memorial Group website.

The full story of RAF Hunsdon can be read in Trail 25.

RAF Hunsdon – The Arrival of the Mosquito (Part 3)

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In Part 2, we saw how the Turbinlite system failed to produce what was expected of it, and eventually the system was scrapped and the squadrons disbanded. Those left at Hunsdon continued the night operations but soon they too would depart this Hertfordshire airfield leaving room for an influx of Mosquitoes – de Havilland’s ‘Wooden Wonder’.

On May 5th 1943, 85 Sqn would officially receive its squadron badge, although it was a former World War One Squadron, it had never been officially presented with it, and time had caught up. With the whole squadron lined up outside the Bellman Hangar, A.O.C. 11 Group, Air Vice Marshall H.W. Saunders, C.B.E., M.C., D.F.C., M.M., gave a speech highlighting how well the squadron had performed; shooting down ninety enemy aircraft in France, fifty in the Battle of Britain and a further twenty in night operations whilst at Hunsdon. He went on to highlight the number of decorations its crews had been awarded: four D.S.Os; seventeen D.F.Cs; three D.F.Ms, and Bars to both the D.F.Cs. and D.F.Ms. He then presented the station badge to the Commanding Officer Wing Commander Cunningham. At this point it was announced that the squadron would be moving south to West Malling in Kent and he wished the squadron good luck.

With just a few more days left before departure,  operations continued and on the 8th, three more JU. 88s were spotted but intercepted by Spitfires from other squadrons before the Mosquitoes could get to them. It was not to be the glorious ending 85 Sqn had hoped for.

After a farewell dinner for both 85 and 3 squadrons in the officer’s mess, preparations began for the move. Three Harrows arrived to collect  personal belongings and equipment, and then, on the 13th, 85 Squadron departed, all ten aircrews performing individual flypasts over the watch office to show their respect and thanks to those who had worked along side them, it was a sad day for Hunsdon.  The Harrows once loaded, departed shortly after with the main ground party departing by train soon after that.

The dispersals and accommodation did not remain vacant for long though, they were immediately taken over by a new squadron, 157 Squadron along with their servicing wing 3081 Servicing Echelon.

The new squadron was also a Mosquito Squadron, transferring in from Bradwell Bay. Night patrols had been the order of the day and these continued, and even as the squadron moved into their new home a Do. 17 was intercepted and shot down near Felixstowe.

Mosquito II of 157 Sqn being refuelled at Hunsdon, 16 June 1943. (©IWM CH 10312)

During the day, personnel took to painting and refurbishing the dispersals, whilst at night patrols continued on, an F.W. 190 falling victim to Flt. Lt. H. Tappin DFC and Fly. Off. I. Thomas in Mosquito S.727

The remainder of the month and into June involved further night patrols,  many being cancelled due to poor weather, whilst on the ground yet more decorating took place, with all crews taking part.

June then saw the temporary arrival of 515 Sqn with Defiants moving in from Heston. On June 1st, all aircraft had been received at Hunsdon with the rear party arriving later by road. As soon as 11 Group Headquarters had been notified of the squadron’s readiness, the order came though to move sections to forward bases ready for night operations. Eight aircraft immediately took off from Hunsdon but poor weather curtailed any further flights and they all returned the next day without taking part. This routine pretty much set the scene the remainder of the month. Shortly after arriving here 515 would start to accept the Beaufighter, a remarkable step up from the Defiant and an aircraft they would take when they left Hunsdon for Little Snoring in December that year.

Then in July, a new version Mosquito began to arrive with 157 Sqn – the MK.VI. ‘Ranger‘ patrols became a priority, attacking freight locos across the enemy network. On the 19th August, the Sqn claimed their 100th victim, a landmark number that was acknowledged by Sector Commander Group Captain Harris.

The next few months were a  mix of sporadic contacts but few engagements, ‘uneventful’ patrols and cancelled flights due to poor weather. The arrival of a Lancaster out of fuel in early October, a Wellington damaged by flak and a lost B-17 possibly heightening the excitement on the airfield.  A large portion of this time was taken with sports including shooting until finally ‘discouraged’ by local landlords.

RAF Hunsdon Latrines and drying rooms

Remains of the latrines and drying rooms.

157 Sqn however, wouldn’t remain at Hunsdon for much longer, departing with their Mosquitoes for Predannack in November that same year. A relatively uneventful stay at Hunsdon had finally come to an end.

Movements into and out of Hunsdon would continue in November, with the arrival of yet another Mosquito unit, 410 (Royal Canadian Air Force) Squadron. The unit would stay here on three separate occasions throughout 1943 and 1944, each time being for a short period only before moving on again elsewhere. Each stay would bring a new model Mosquito: MK. VI, MK.XIII, and finally the MK.XXX before moving off to the continent in 1944 and their eventual disbandment in June 1945. Whilst the squadron was primarily Canadian (seventy-two personnel), it also consisted of sixteen RAF personnel and four Americans, making it a multinational mix of aircrew, officers and ground crews.

It was whilst at their previous station, West Malling, that they would make the first ‘kill’ of 11 Group, when on the 5th November, a Mosquito piloted by Flg. Off. Green and his navigator Pt. Off. Goodhew, intercepted an Me. 410 and shot it down approximately 15 miles from Dungeoness. Three days later they would arrive at Hunsdon, where a turn in the weather prevented any further kills for the unit for the remainder of the month.

Training flights were managed on the odd occasion, intercepting friendly bombers with camera guns along with several Mahmoud exercises. On the 26th November tragedy struck when on one of these flights Flg. Off. J.J. Blanchfield in Mosquito DD669 struck the target Mosquito DZ259 flown by W.Off. C. James and his navigator Flt. Sgt. T. Levine. Both crews reported that they were bailing out, but both Blanchfield and his navigator Flg. Off. K. Cox, were killed in the accident.

The squadron’s  remaining time at Hunsdon was much similar, training flights, the odd operational scramble and bad weather persisted to the end of the year. But in December, one Mosquito flown by Flg. Off. “Joe” Schultz and Flg. Off. Williams manged to shoot down no less than three Dornier 217s in an epic air battle in which they themselves narrowly missed being the victim.

After vectoring onto the initial target, Schultz managed to shoot it down even though the Dornier tried to evade the attack by both attempting to fly into cloud and carrying out violent evasive movements. After dispatching this aircraft, Schultz pursued a second aircraft which exploded some 50 feet ahead of him, causing his own aircraft to jolt as it passed through the debris. A third Dornier gave a more difficult challenge, and even though both its engines were hit, the crew continued to return fire whilst the pilot made aggressive and violent defensive movements. The Mosquito in return, had its instruments put out of action and both engines hit, causing a fire in one. Luckily, this extinguished itself, but the second engine then failed altogether. Schultz managed to safely land the aircraft at Bradwell Bay using the single damaged engine, a remarkable feat considering the damage to the Mosquito and its components.

During the month, yet another new version Mosquito began to arrive at the squadron in addition to those already on station. By the end of the December, when they finally departed Hunsdon for Castle Camps, they had on their books: two Mosquito MK.IIs, one MK.III, one XII and seventeen XIIIs. A squadron Magister was also registered, but the Oxford they had, had struck a hill severely injuring the pilot, Flt. Lt. M.A. Cybulski DFC at Winter Hill, Belmont near Bolton. Flt. Lt. Cybulski had completed his tour of duty and was transferring to 9 Group when the accident happened.

New years eve 1944 would undoubtedly bring the most significant of the RAF units to Hunsdon and the one for which it is most famous. The arrival of  21 Sqn, 464 Sqn and 487 Sqn combined together to form 140 Wing, would see a number of dare-devil raids against German targets which, like the dams raid of 617 Sqn, would be forever discussed by historians.

The full story of RAF Hunsdon can be read in Trail 25.