The ‘updated’ memorial at the former American Airbase, RAF Grafton Underwood (Station 106), has been revealed with the help of Europe’s only flying B17 – ‘Sally B‘.
A large crowd gathered at the Memorial On Friday 29th May 2015, to hear speakers and see the beautiful ‘Sally B‘ perform a number of flypasts over the skies of Station 106 once more.
I sadly could not go due to work commitments, but have been informed that it was a resounding success and that it was very well attended by well wishers and members of the public alike.
This updating, has been in the pipeline for a while now and all the hard work has finally paid off. A new parking area and flag poles have been added and the site generally improved for visitors.
I have obtained and attached a short ‘You Tube’ video taken by one of the visitors to the event for you to see.
A lovely end to a remarkable tail.
My thanks go to Kevin for all his hard work and dedication keeping the memorial in such great condition and the memories of the 384th BG (H) well and truly alive.
The video of the event was kindly sent to me, I don’t know who took it but all credit goes to them. I will try to find their name and attach it when I can.
Not a usual post for Aviation Trails, but something I felt worth sharing.
I often ‘share’ my experiences with friends and colleagues at work, and was intrigued by a book that was shown to me called “Ready or not – into the Wild Blue” which is a biographical account of a B-17 pilot who flew from RAF Glatton (otherwise known as Conington after the nearby village) during the Second World War.
Glatton was a US base designated Station 130 and was home to the 457th BG. Comprising the 748th, 749th, 750th, and 751st Bomb squadrons. “Ready or not” is a biographical account of one of its pilots, J. Francis Angier Major, (Ret), and takes you through his life from a child to training, posting to Glatton, capture, internment, release and onto his post war service flying for the Vermont National Guard until retirement in 1968.
The book, not specifically about Glatton, contains a number of wartime photos, and for those interested in the base (Trail 6) it provides a first hand account into the crews, aircraft and life on an American base in England, during wartime
An interesting insight into one man’s life both pre, during and post Second World War it is certainly worthy of a read.
“Ready or Not – Into the Wild Blue” is published by Old Forge Publishing ISBN: 0-9544507-7-9
One of the Runways at Glatton where, Major Angier would have flown from.
From the first site of this trail, RAF Sculthorpe, we travel a few miles south, a stones throw, to its sister station and another post war relic – RAF West Raynham.
RAF West Raynham
Nestled away in the heart of Norfolk is a real hidden gem. West Raynham remains an incredibly intact airfield, complete virtually in its entirety. But don’t get over excited, the diggers, cranes and bulldozers are there and already casting their blows.
Built in 1939 it had four runways, all of grass with 36 pan type dispersals, an accommodation block, ‘C’ type hangars and all the associated support buildings of a wartime airfield. Used by bomber command, it would see a range of twin-engined aircraft operate from within.
West Raynham’s hangars will be holiday flats.
Opened in May 1939, it was typical of its time. The first squadron to be based here was 101 squadron RAF, equipped with Bristol Blenheim IVs and later Vickers Wellington 1cs. 101 sqn began the war with daylight attacks on oil supplies in the port areas, communication lines and enemy airfields. A duty that later changed to the more successful night fighter role. 101 eventually left West Raynham, being replaced by further Blenheims of 114 squadron. Other squadrons to arrive included: 2 Grp TT flight, 76, 139, 18, 90 (with B17c ‘Fortresses’), 614, 18 and 1482 squadrons. A variety of aircraft came with them, including: Lysanders, Defiants, Bostons, Hampdens and Fairy Battles giving West Raynham a real diverse range of types.
In September 1942, two more squadrons arrived at West Raynham, 98 and 180 operating the North American B25 ‘Mitchells’. In the following year, Between May and November 1943, the grass runways were removed and replaced with concrete runways, one 2,000 yards (1,800 m) long and the other 1,400 yards (1,300 m) long. To coincide with this, the accommodation area was also expanded to allow for the influx of new personnel. West Raynham was now able to accommodate up to 2,456 men and 658 WAAFs.
The Officers mess is destined for other uses.
Night intruder attacks from West Raynham increased. De Havilland’s ‘Wooden Wonder’, the Mosquito II, FB, VI and NF 30s of 141 and 239 squadrons taking over this role. A number of switching between nearby Sculthorpe and Great Massingham, led to regular changes in residency, indeed as the war closed and the jet age beckoned, West Raynham would be the home to many types of modern fighter and their squadrons. Fighter trials became the order of the day, Tempests, Spitfires, Firebrands, Sea Mosquitos (see here), Sea Venoms, Sea Hawks Meteors, Javelins and Canberras to name but a few. The Royal Navy based many of their types here for various trials and research projects. The last piston examples to fly from West Raynham were the Fireflys and Hellcats of 746 sqn RN as part of Naval Fighter development Unit.
Further fighter trials and development units continued into the jet age, and the last aircraft to grace the skies over West Raynham were the Hunters and Canberras of 45, 85 and 100 squadrons. Then the roar of the jet engine was replaced by the Bloodhound missile and West Raynham began its decline into closure. In the 1994 West Raynham finally closed its hangar doors and its personnel moved out, the airfield itself remaining in MOD hands. Sadly the housing lay empty and it quickly became derelict, targeted by the vandals, the accommodation blocks were damaged and windows smashed.
Long debates and scornful banter over the housing shortage boiled over in parliament and sites such as West Raynham were seen as Prime land, with a huge infrastructure already in place, they were half way to meeting the needs of a growing community. The MOD eventually gave in, agreed to the sale and the site was handed over.
The Tower stands in the late sun shrouded in scaffolding. A sign of new life?
Initial attempts at obtaining a Grade II listing to a large number of the airfield’s buildings was made by the English Heritage but sadly, this was later withdrawn and no follow-up made. A number of planning applications have been passed over a period of years and as a result, the number of developments designated for this site have increased. Luckily, many of the original homes will and have been refurbished and sold off, thankfully retaining their original style and layout. The Hangars remain and will be turned in to Holiday apartments. How much of the other airfield architecture will remain in its original design is yet to be seen, but much of the north end of the runway and Bloodhound sites have already gone, being replaced by the beginnings of what is reputed to be, Britain’s largest Solar Park.
The control tower remains along with a wide range of smaller ancillary buildings, shrouded in scaffolding maybe it will become a cafe or other ‘social centre’. The Rapier Training dome still stands as does the elaborate Officers Mess. The adjacent tennis courts have now been reclaimed by trees and like the mess, will no doubt will find a new lease of life in some other guise.
The Rapier training dome resembles the gunnery trainers found at other older airfields.
If you drive round the airfield, to the east side, you can still obtain good views across to the hangars. The original Battle headquarters remains buried and pill boxes for the airfields defence can also be found.
A memorial to the crews of West Raynham has been erected in what is now the centre of a new housing area that utilises the old accommodation blocks. Around it remain fences and grazing sheep, the buildings behind them yet to see their fate.
West Raynham’s lasting legacy may be down to Flight Lieutenant Alan Pollock, flight commander of No 1 Squadron, who around midday on 5th April 1968 flew a Hawker Hunter FGA.9 (XF442) between the two spans of Tower Bridge in London. This stunt, a protest by Pollock at Government defence cutbacks, resulted in Pollock being invalided out of the RAF on ‘medical’ grounds, the alternative being a rather more embarrassing court-martial.
West Raynham remains today an incredibly well ‘preserved’ airfield, complete in its entirety. Its history is well documented in its walls and architecture. The layout, even as private housing is clearly that of an airfield, with the feel of an airfield, but what of its future? What will eventually become of this grand and large segment of British History? Only time will tell.
West Raynham’s memorial stands in the centre of the refurbished housing development.
Just a few minutes drive from West Raynham to the west is another wartime airfield and our last for today. Whilst the majority of the infrastructure has gone, all is not lost as it is a private airfield open to landings and with access in part via a footpath, a real delight to end the trail. We visit the picturesque village of Great Massingham.
In this second part of the Norfolk Trails, we visit three more of Norfolk’s treasures. Deep in the heart of Norfolk, two of them are very much complete, but the third is all but gone. However, all is not lost as it still an active private airfield, and some of its features have luckily survived.
The first of these three jewels on this trail is RAF Sculthorpe.
RAF Sculthorpe
Located to the west of Norwich, Sculthorpe has its origins in the Second World War, but it has a larger claim to fame that it still retains to this day.
A once busy shop now derelict and forgotten.
Designed initially as a heavy bomber site, and satellite to RAF West Raynham, Sculthorpe now has three runways one of 12,000ft and two of 6,000ft, all concrete. With its enormous technical and administration sites that housed up to 10,000 personnel, Sculthorpe was one of the biggest bases in Europe, an honour it retains to this day.
Sculthorpe had a limited Second World War life, being opened quite late in the war in January 1943. Following a years development and growth, it initially housed Mosquitos of 464 (RAAF) and 487 (RNZAF) squadrons. Originally based at Methwold, the Mosquito FB.VIs replaced the earlier and slower twin-engined Venturas. At Sculthorpe, these two units were joined by 21 Sqn who stayed until the following December, before moving on. Then the much heavier B-17s of 214 sqn moved in thus changing the role of RAF Sculthorpe. The B-17s were redesigned and adapted to assist in radio jamming trials, the early form of Electronic Counter Measures (ECM), the B-17 crews would also be joined by other personnel from the United States, who stayed carrying out this role, until just prior to the end of hostilities.
Barrack Block
It was really at this time that Sculthorpe came into its own. With the influx of crews from the States, more accommodation would be needed and quickly. A sustained period of redevelopment, improving of runways and hardstandings, saw Sculthorpe gain the designation of Very Heavy Bomber base. It was anticipated that the enormous Boeing B-29s would be stationed here, but when the war in Europe came to an end, further deployment at Sculthorpe ceased and the B29s never arrived. However, the rise in ‘Soviet Aggression’ and post conflict tensions during the Cold War and Berlin airlift, secured the immediate future of Sculthorpe. Atomic weapons were stored here ready, when the North American B-45 Tornado found itself becoming the front-line four engined bomber designed to attack Soviet targets from the UK. During 1952, the 47th Bomb Wing of the Strategic Air Command were redeployed here from the United States. This wing consisted of the 84th, 85th, and 86th BS, along with the 420th Refueling Sqn and the 19th Tactical Reconnaissance sqn. These units operated a number of types including the: B-45, B-66, KB-29, KB-50, and RB-45C aircraft.
The Control Tower in a setting sun.
Ninety day duty rotations saw aircraft like the mighty B-36 ‘Peacemaker’ fill the skies over Sculthorpe, until finally, political agreements and imposed de-escalation strategies between the Cold War factions, prevented further deployment of large-scale US bombers on European soil.
Gradually, as nuclear deterrents turned to missiles and naval based platforms, Sculthorpe’s activity began to slow. Being returned to RAF ownership in 1964, it was placed in care and maintenance, and held by only a small detachment of support staff. Then in the late 60s, the USAF returned once more, needing a base from which to operate its aircraft whilst other airfields were redeveloped and runways resurfaced. This brought new life to Sculthorpe, American F-4 Phantoms and C-130s were based here, along with other aircraft types from the RAF operating under similar circumstances. This process went on well into the late 1980s and Sculthorpe became a mecca for plane spotters for at least another few years.
‘Hut 380’, a Second World War remnant.
This was not to last however, and Sculthorpe finally closed its doors in 1992, the enormous accommodation blocks and technical sites were sold off. Both these and many of the remaining buildings were left to decay, whilst planners gae thought to what they should be used for. However, like a phoenix, Sculthorpe returned from the dead yet again. The RAF, Army Air Corps and USAF using it for manoeuvres, with tilt wing aircraft, paratroops and rehearsals of supply drops over its enormous runways; much of this activity taking place at night. Even up until recently, C-130s have also been seen landing here, again rehearsing quick ‘stop-‘n’-go’ drops.
Looking at Sculthorpe, it is hard to believe its origins were in the Second World War. Being a real monster of the Cold War, Sculthorpe is clinging on by the skin of its teeth. The accommodation blocks that once housed 10,000 personnel are decaying and vandalised, refurbished areas are now sold off and accommodating local families. A small industrial area has been developed from the technical area, and the local farmer grazes his cows on the far reaches of the site. Many of the older orignal buildings have been left to rot and fall down. The American authorities still retain some ownership of the site, whilst a large part of it is in private hands.
A large part of Sculthorpe has been left to rot, piece by piece.
The original guard-house is no longer manned, and a number of other buildings close by are also empty. A small public track that once took eager plane spotters to the rear of the airfield, still allows views across the north of the now quiet site where a blister hangar continues to stand alone. The control tower is still intact visible in the distance from this point, as are a number of original Nissan huts and Second World War buildings hidden amongst new buildings and old developments.
In remembrance of the 47th BW, 50th anniversary reunion, 2002.
Sculthorpe was once a bustling airfield, home to some of the world’s heaviest bombers, a mecca for aviation enthusiasts and plane spotters alike. Today, it is a decaying industrial site, a mix of old buildings and new developments, a remnant of the Cold War, it clings on to life by the skin of its teeth, maybe, just maybe, the Phoenix will rise up once more and spring into life again.
Sculthorpe’s remaining Blister hangar in a low setting sun.
From Sculthorpe, we travel a few miles south, a stones throw, to its sister station and another post war relic – RAF West Raynham.
There have been many poems written around the theme of death and dying in the line of duty. Some have become ‘classics’ known and used world-wide. Others have remained unknown but to those who wrote them.
Often written by young men, they reflect the horror of war , the conditions in which they served and lived , the sense of hopelessness and never-ending feeling of not knowing if today would be your last. Written in the latter stages of the Second World War and published in 1945, ‘The Death of the Ball Turret Gunner‘ is a short poem by Randall Jarrell. Jarrell, too old to serve as a Combat Pilot himself, served as an instructor and wrote many works around the theme of war. He reflects in this piece about the ‘matter-of-factness’ of war and death and how men (or boys) are slaughtered with little thought or remorse.
‘Death of a Ball Turret Gunner’ is about the death of a gunner in the underbelly of an American bomber.
“From my mother’s sleep I fell into the State, And I hunched in its belly till my wet fur froze. Six miles from earth, loosed from its dream of life, I woke to black flak and the nightmare fighters. When I died they washed me out of the turret with a hose.”
Jarrell, added his own explanation, describing how the ball turret resembled a mother’s womb and the “short small man”, the gunner within, a foetus.
As a ball gunner, you were exposed to exploding cannon shells. Spinning round and round contoured into all sorts of positions. Your only companion being the two .50 calibre machine guns that rattled their violent disgust. Many have analysed the work, it has been the inspiration for a play, published with illustrations and referred to in many literature works.
To me. It’s more simple. The work of a young man whose life was turned upside down, taken from the safety of his home, put into a killing machine and then discarded with little thought when life is extinguished.
The poem appears in many publications and websites, I found this copy on Wikipedia at:
The government recently announced their final budget before the forthcoming general election. Amongst the tax hype, vote buying and pre-election promises we have come so accustomed to, was a small recognition to those who gave their all for the security of Britain.
Recognition has finally been given to the deterioration of Britain’s wartime airfields. In particular Stow Maries that dates back for the First World War, the museum at Hendon and the chapel at the former RAF base at Biggin Hill, have all been the subject of grants to improve and update them.
This does not in itself signify a dramatic change in heart of the upkeep or a reduction in planning and development of Britain’s wartime airfields, but it does show a change in attitude toward those that flew from them and the memories we hold of them.
Any small recognition of the sacrifice made by these people, and the fading historical aspect of these now decaying sites has to be good. Maybe just maybe, somewhere along the line planning regulations may change to allow for preservation of some small part of these sites before they are all gone forever.
This has to be a positive step forward, let’s hope so!
An interesting article relating to this appeared in the “Telegraph” newspaper on May 21st. It’s well worth a read and can be found here
Following on from the earlier diaries of Luftwaffe pilots during the Battle of Britain, I have found other examples, worth sharing.
These examples, were written as the Allies launched the ‘Big Week’ campaign against heavily defended German targets. In defence, the Luftwaffe were operating a wide range of aircraft, heavily armed, they were designed to destroy the big heavy bombers, both quickly and easily. The US Eighth and Fifteenth Airforces were bombing during daylight whilst the RAF were bombing at night. As a result, brutal dogfights were common place between escorting P-51s, P-47s and P-38s and the German aircraft.
Based at Wunstorf near Hanover, was III GruppeZerstorergeschwader 26, (part of Luftflotte 2) whose primary role was defence of the North Western Sector of Europe, Belgium and the Netherlands. Formed along with I. and II. Gruppe; III. Gruppe were to suffer badly at the hands of their superior American counterparts. During 1940, they had a total fo 33 aircraft, by the time ‘Big Week’ had come in 1944, this number was significantly lower.
The entry starts in the middle of February, with visits from Generalmajor Ibel1, re-equiping of machines and flight training. Prior to Big week, the Gruppe were also operating in support of land forces. However, as the allied forces began their operations, this role changed.
20.2.44 – At 12:03 hours the Gruppe received orders from 2. Jagddivision to take off and engage reported enemy bomber formation. At 12:13 hours, Bf 110s were airborne and assembled at radio beacon Marie, after new orders re-assembled overhead base. The Kommandeur, Major Kogler, took off late with three more BF 110s at 12.19 hours but failed to meet up with the aircraft which had taken off at 12.13. At 4,000m the first formation was surprised by enemy fighters attacking out of the sun and as a result 11 Bf 110s were shot down2. During the incursion two enemy fighters carried out a low-level attack on the airfield. As a result nine aircraft were hit and suffered up to 30% damage.3
21.2.44 – At 12:41 hours the group received orders to engage incoming enemy formations. At 12:45 ten BF 110s were airborne; assembly over radio beacon Marie. At 13:15 hours these aircraft joined up with the escort a friendly fighters in the Rottenburg area. Our formation made contact with the enemy force, but due to poor direction failed to reach a favourable position from which to attack.4
22.2.44 – The Gruppe was ordered to take off at 12:22 hours to engage incoming enemy formations. The Gruppe scrambled eight BF 110s at 12:28 hours. Weather at take-off: Fair weather, 50km visibility, cloud base 1,000m, 2–3/10 cover. At 12:55 to 13:00 hours joined own fighter escort at 7,000m above Lake Steinhude. The Gruppe joined up behind I./ZG 26 which was operating under the control of the 2. Jagddivision. At 13:35 hours three formations of Fortress IIs were sighted. The leader of our formation (I./ZG 26) closed on the enemy formation to attack from head-on. III./ZG 26, following, was too close behind for a head-on attack, and had to turn an attack from the rear. While closing in to attack, fire was opened from about 400m. The enemy machine flying on the left outside of the formation burst into flames along its right side. It began to curve away to the left and the second attack was carried out from above and to the left, from behind. This Fortress dropped away from the formation well ablaze. There was strong defensive fire from the enemy rear gun positions. Each enemy formation numbered about 60 aircraft, flying in arrow. Weather in operational area: about 3/10 cloud cover, cloud base 500m tops 2,000m. Visability above cloud more than 50km.
During the head-on attack, the formation leader turned in too soon, so that the aircraft coming behind were unable to get into an attacking position.
Landing: Two BF 110s landed at Wunstorf, at 13:58 and at 14:10 hours. Four BF 110s made belly-landings. No landing reports received so far from two BF 110s. 5
Successes: One Fortress II shot down by Oblt. Bley.
23.2.44 – No operations. The Gruppe carried out instrument flying training missions as planned. The 7th Staffel is in the process of receiving replacement aircraft.
24.2.44 – Operational report. Take off: Four BF 110s from Wunstorf at 12:01 hours. Order: Scramble take-off to engage incoming enemy formations. The Gruppe assembled at 7,000m over Brunswick with ten BF 110s of I./ZG 26. II./JG 11 joined up to provide the escort at 12:15 hours. Instructions received from JaFue6 during the assembly. At 13:15 hours eight formations each of about 15 liberators were seen in the area of Nordhausen, stepped up from 4,000m to 7,000m and flying on the south-easterly heading. It was noticeable that the enemy aircraft were wavering about. On the approach of our Gruppe the enemy force turned south and later south-west. Attack was carried out at 13:00 hours in the area of Holzminden, from the left and above. III./ZG 26 scored one victory7 and one Herausschuss (bomber leaving formation after attack by Major Kogler). Several liberators were observed to be on fire; others were seen to crash8. The claims of I./ZG 26 are not to hand. Landing: Two BF 110s landed at Wunstorf at 14:08 and 14:14 hours. One BF 110 suffered damage to the cabin and turned back. One BF 110: no landing report received (Gern’s aircraft).
Supplement: the enemy bombers were escorted by Thunderbolts, which flew above the formation. It was ascertained that the leading formation, which I tried to attack, always went into a turn to the right when I was in front shortly before I turned in to make my attack. It is possible that this forced the bombers away from their target.
Diary written by Major (Gruppe Kommandeur) Kogler, 1944
On February 24th 1944, there were several missions flown by the USAAF: Mission 233, (to attack targets at: Gotha, Rostock, Poznan and Schweinfurt) and 234 which occurred at night. Mission 233 was the second largest operation to take place during ‘Big Week’ and involved 809 bombers with 767 fighters as escort.
Mission 233 took place in 3 Waves, Wave 1 – 239 B-24s were sent to Gotha; Wave 2 – 266 B-17s were sent to Schweinfurt and Wave 3, 304 B-17s were dispatched to the primary target of Poznan.
A fatal mistake by the lead aircraft in the first Wave (due to a faulty oxygen mask) led to Eisenach being bombed by mistake. The following formation also bombed by mistake, following his mark. These are the only B-24s that flew on that day and as a result, it is probable (but not certain) that these are the Liberators mentioned in Kogler’s diary for that day. Casualties reported by the USAAF for that mission were: 3 KIA, 6 WIA and 324 MIA9.
Liberators of the 392nd BG from RAF Wendling were involed in this mission, an account is available here along with MACRs and statements from those involved.
It has been interesting to compare explantions from both sides, with limited resources, any connection is only presumed, but it does give an interesting perspective to the bomber war over Europe.
Sources:
1 – Generalmajor Ibel was the Commander of 2. Jagddivision
2 – Six pilots and five radio operators were killed in the attack. Two pilots and four radio operators were wounded.
3 – One armourer was killed along with one Radio operator and one mechanic wounded.
4 – Combat report D1
5 – Later found to have been shot down, their crews were killed.
6 – JaFue – Fighter Controller.
7 – Oblt Meltz.
8 – Lt. Gern, who was shot down during the action but bailed out of his aircraft, logged a claim for one Fortress shot down when he returned to his unit.
Following many months of lobbying, letters and phone calls, a friend of mine, whom I met whilst trailing ‘American Ghosts‘, has finally secured and had built, a new parking area adjacent to the Memorial of the 384th BG at the former airfield, RAF Grafton Underwood (Station 106).
Kevin Fleckner, has maintained the site for some considerable time, which is located on the former airfield at the end of the 6000ft long, No.1 runway, part of which can still be seen in front of the memorial today.
Kevin’s next aim is to get both the ‘Stars ‘n’ Stripes’ and the union Flag raised once more, something that has not happened since the end of hostilities, 70 years ago.
The parking area is now tarmac, with top soil, seed and bollards placed to repair damage done by tractors and other road traffic.
It is accessible by wheelchairs and is a superb memorial, paying tribute the many men and women who served at Grafton Underwood during the Second World War.
My congratulations and thanks go to Kevin, for his dedication and for all the hard work he puts in maintaining the memorial on behalf of us all.
Well done buddy!
Grafton memorial
The remains of the No.1 Runway
The memorial is bottom left by the road.
The Church memorial window dedicated to the 384th BG
Lt Raymond Harney (Photo courtesy of Tsymond Harney JR.)*1
A recent story that came to light, was that of two American airmen whose World War II story has finally come to a close 70 years after their death.
The two airmen, U.S. Army Air Corps 1st Lt. Raymond Harney (s/n O-523208) and U.S. Army Air Corps 2nd Lt. Warren French, (s/n O-2056584) of the 349th BS, 100th BG, were in a B17G (44-6306) over Germany on September 28th 1944, when they were hit by flak whilst on a mission to Merseberg. This would be their eighth and final mission.
Mission 652 involved a total of 342 B-17s which were sent to bomb the Merseburg/Leuna oil refinery and any additional targets of opportunity. During the operation, 10 B-17s were lost, 4 were damaged beyond repair and 251 damaged but repairable. Escort for the mission was provided by 212 P-51s of the USAAF.
B-17 ’44-6306′, was delivered to Kearney airbase on 28th June 1944, then moved to Grenier airbase, New Hampshire on 9th July 1944, for onward transport to the United Kingdom. It was assigned to the 349th Bomb Squadron, of the 100th Bomb Group, given the code ‘XR-G’, and based at RAF Thorpe Abbotts from the 12th July 1944.
The crew of 44-6306, assigned on the 28th August 1944, was: (Pilot) 1st Lt Raymond E.Harney, (co-pilot) 2nd Lt William R.Kimball, (Navigator) 2nd Lt Charles M.Hamrick, (Bombardier) 2nd Lt Warren.M.French, (Top Turret/Engineer) Cpl Thadeus L.Gotz, (Radio Operator/Gunner) Cpl Hubert J.Burleigh,Jr., (Ball Turret) Cpl Melvin F.Cordray, (Waist Gunner) Cpl Robert C.Minear, (Waist Gunner) Cpl James J.Sorenson, and (tail Gunner) Cpl John H. Bundner. (For this particular mission, Gotz was not aboard, S/Sgt Jack D.Francisco flew as tail gunner and Cpl Robert C.Minear flew as Flt. Engineer.)
At 12:10, whilst over the target, the B-17 was hit in the number 2 engine by anti-aircraft flak. As a result, the engine caught fire, the aircraft withdrew from the protection of the formation, joining another formation further back, but began to fall back again when the number 4 engine was also feathered. Harney continued to fly the crippled B-17 for a further two hours after being hit, before finally ordering the crew to bail out. He decided that he and the injured French, would remain and try to land the aircraft.
Outside of the village of Schwickershausen, to the north of another major target, Schweinfurt, Germany, they attempted a belly landing bringing the aircraft down in a turnip field. The B-17 slid across the ground, ripping off the port wing, causing a tremendous fire. Neither Harney nor French sadly survived the subsequent fireball.
Although he managed to get the crew to leave the aircraft, their safety was not guaranteed and sadly, many were killed by local the police in the following days. Only two of the gunners, Cpl. Melvin F.Cordray, and Cpl. Robert C.Minear, survived as POWs.
What makes this story more significant than usual, is what followed after the crash.
The Cross and Certificate Donated to the Thorpe Abbot Museum. *2
The local people, made a wooden cross in remembrance of the crew and they kept it hidden away in the local church for over 70 years.
The large wooden cross, had the words “Hier ruhen in Gott! 2 amer. Flieger,” or “Here rests in God 2 American flyers,” engraved on it, along with details of the aircraft crash. On the 70th anniversary of the crash, 28th September 2014, a memorial service was held in the village of Schwickershausen. Following this, on 5th October, the cross was flown over to England in an American KC-135 Stratotanker from RAF Mildenhall, with two Luftwaffe Tornados ‘escorting’ over Germany. The cross was donated to the ‘Bloody 100th’ museum at Thorpe Abbots for safe keeping. A certificate was also handed over along with the cross signifying not only the now peaceful and co-operative alliance between the two nations, but the final closing of a chapter of the history of two crew members of the “Bloody Hundredth.”
This is a remarkable story, and one that certainly stands out amongst the horrors and heroism of the Second World War.
Warren French’s memorial stone in Belgium*3
Lt Raymond E. Harney’s Gravestone is at F.t Snelling Cemetery in Minnesota, his remains are in the graveyard at Gemeindefriedhof Schwickershausen. Warren French’s headstone is in the Ardennes, Neuville-en-Cond, in Belgium.
Thorpe Abbotts airfield and museum is featured in Trail 12
We recently published a post highlighting the proposed development of the former RAF Kings Cliffe airfield (Trail 6), and in particular the Glenn Miller Memorial located at Jack’s Green, which is part of Rockingham Forest in Northamptonshire, England (post 6/1/15).
The memorial and hangar base where Maj. Glenn Miller played his last hangar concert on 3rd October 1944.
The proposal, by the land owner/developer, Philip Ashton-Jones, states that a ‘caravan site’ with access and associated buildings would be built on part of the former airfield. This outlined plan includes the location of the memorial on the hangar base where Maj. Glenn Miller performed his final hangar concert (3rd October 1944) before his mysterious disappearance over the English Channel in December that year.
Whilst promoting the issue, Marcella, contacted John Griff at BBC Northants, who in turn asked for an interview on the Stuart Linnell Breakfast Show. Living in the U.S., this would prove interesting as there is a time difference of 5 hours. However, a suitable time was agreed and arrangements made for a pre-recorded rather than live interview.
The proposal has, unsurprisingly, been met with resistance from the local community. Some of the issues include: impact on local property and the current roads around Kings Cliffe which pass a quarry and lead to the back of Kings Cliffe village. The roads are very narrow, and unsuitable for high levels of traffic. The area is relatively high up and gives great views of the surrounding countryside, a reason why it is used by walkers, horse riders, cyclists etc. Furthermore, there is a wide range of wildlife including a herd of deer that roam freely through the forest – it is indeed an idyllic area of pristine and natural beauty.
Of course there is the NIMBY aspect, no one wants a holiday village in their back garden. There are fears of ‘development creep’ and damage to the local finely balanced ecosystem. To Aviation Trails, it is not only the environment, but it the future of the Glenn Miller Memorial that is at stake, as are the remains of the airfield where so many brave young men, who gave the ultimate sacrifice, flew from during the Second World War.
The BBC broadcast both sides of the debate, including an interview with the landowner/developer, Mr. Philip Ashton-Jones, who slipped into admitting it was not caravans but 55 ‘luxury lodges’ that are being proposed. This was one of several ‘suspicious’ actions, along with the time at which the planning application was made public (i.e. prior to the Christmas holiday when the planning offices were closed), that caused some concern. This action reduced the amount of time objectors had to raise their concerns.
We feel these issues and the memorial in particular, are an important part of our shared British and American history. RAF Kings Cliffe comes from an era that changed the world, and Maj. Glenn Miller was a man whose musical talents helped shape and develop popular music for years to come.
These ancient forests are now delicate ecosystems, the memorials, rapidly disappearing monuments to past generations and Anglo-American heritage. Both need protection from permanent and sustained damage.
The BBC site has the various interviews available through their website, (links are valid for 30 days from the 9th February 2015 – but may be available on archives). They are for entire shows, but we have noted the timings of the relevant parts.
The radio interview with Marcella can be found here at 1:39:20
The interview with Ian Sharpe and Mr Philip Ashton-Jones can be found here at 2:39:15
A further report from the site can be found here on the John Griff show at 1:15:30
A big thanks also goes to my good friend, Kevin Fleckner, who wrote in support of the memorial.
As an additional note, there is also talk of development on the nearby RAF Deenethorpe site, another Northampton historical site likely to disappear. See the BBC report here.
Aviation Trails 