In the final section of these Cambridgeshire Trails, we end with three airfields, two fighter stations and a third that switched from fighters to bombers late in the war. Each of these played a vital part in the defence of Britain and subsequently taking the war to Germany. Our first stop, boasts probably one of the best memorials in the area if not the country. It is that of RAF Steeple Morden.

RAF Steeple Morden (Station 122)

RAF Steeple Morden boasts a remarkable memorial, on relatively high ground it stands overlooking the glorious countryside of south west Cambridgeshire. The wide open expanses reveal little of its former life, the travesties , the bravery nor even the mundane hustle and bustle of a busy fighter airfield.

Construction of Steeple Morden began in 1939 with its opening the following year. Initially, a satellite for nearby RAF Bassingbourn, its early existence would be fairly low-key, housing Wellington MK.1s of 11 Operational Training Unit (OTU) who were based at nearby RAF Bassingbourn. 11 OTU as a training flight, used the airfield primarily for navigation, landing and other training operations. This wasn’t to say that Steeple Morden was to be all quiet though. The first and probably most talked about event of this time, was the mistaken landing by a Junkers Ju 88 after the crew became disoriented following a raid in the Midlands. The aircraft crashed as it landed and was written off, but enough of it was salvageable to  be used for assessment purposes. Shortly after this, at least two attacks occurred by the Luftwaffe rendering a number of Wellingtons damaged. Whilst some damage was inflicted upon the airfield, little overall disruption occurred.

Being a training unit, accidents were inevitable. Following a tragedy filled inception, the OTUs generally were to lose a number of crews or aircraft through lack of experience or mechanical failures. 11 OTU was no exception. On April 5th 1941 Wellington L4216 careered off the flare path causing its undercarriage to collapse. Luckily no one was injured in this instance, but it would set the scene for further tragic incidents. Wellington L4302 stalled on the night of 18th April, killing both pilots as the aircraft plunged into the ground at Abington Pigotts and on 8th June 1941, Wellington Ic, R1728, mysteriously crashed into the sea killing all six crew members. It is believed they were bounced by enemy aircraft and shot down. Steeple Morden’s crews were not as unfortunate though as those at nearby Bassingbourn, whose loss rates were even higher, – but they would certainly not get away lightly.

Following runway upgrades at Bassingbourn in the Autumn of 1941, further aircrews would find themselves based here and the pace of life would increase. During 1942 11 OTU would take part in the 1000 bomber raids over Germany, and attacks on prestige targets such as Bremen, Düsseldorf, Essen and Koln. On the night of 25th/26th June 1942, Wellington Ics DV778, ‘KJ-A’; R1078, ‘TX-Q’ and X2313, ‘KJ-L’; would all fail to return from Bremen. These high prestige targets would claim further: Australian, New Zealand, Canadian and British lives from 11 OTU.

In September 1942, Steeple Morden was handed over to the US Eighth Air Force, and 11 OTU would move on to their new base at RAF Westcott in Buckinghamshire, to carry on training activity there. Earmarked for a new bomber station, it was given the designation Station 122, and would undergo a huge structural transformation.

Three concrete runways were built, the main running NE-SW, and two secondary running E-W and NW-SE. A large concrete perimeter track linked each one with some 55 pan style hardstands, 9 blister hangars and a T2 hangar. The main dispersals were to the south-east and south-west, with the technical and administration areas to the north behind the watch office. There were seven crew sites, two further WAAF sites, two communal sites and a sick quarters, enough for over 2000 personnel. These were all situated to the north-east beyond the end of the main runway. The bomb store, capable of holding 100 tons of bombs, was to the south-east.

The first units to arrive were the: 5th, 12th, 13th and 14th Photographic Squadrons of the 3rd photographic Group, Eighth Air Force, who would remain here between 26th October and November 1942, whilst on their way to the Mediterranean Theatre of Operations and the Twelfth Air Force. Led by Colonel Elliot Roosevelt, the son of the US President, they would go on to achieve a Distinguished Unit Citation for their part in action over southern France.

For a short period between the departure of the Americans and January the following year, Steeple Morden would remain calm and quiet. The next residents being a return to training and 17 OTU (RAF), bringing with them Blenheims, who would also only stay for a very short period before moving off again to RAF Silverstone to the west.

The sound over Steeple Morden would then change for good. In came the mighty P-47 ‘Thunderbolts’ nicknamed ‘Jugs’ of the newly formed 355th Fighter Group (FG). No longer seen as suitable for a bomber station, Steeple Morden would be designated a fighter base and this would become its sole use for the remainder of the war.

The 355th FG was made up of 354th (Sqn code WR), 357th (OS) and 358th (YF) Fighter Squadrons, having white noses with red, blue and yellow rudders respectively. Their initiation into war would be slow, lack of supplies and aircraft restricting their ability to perform operationally. With a gentle start, they covered short-range bomber escort duties and low-level sweeps over Belgium, their first operational sortie being on 14th September 1943. Subsequent escort duties though, would take them deep into the heart of Germany. Using the American 75 gallon drop tanks as a substitute for slow delivered 108 gallon British paper tanks, they could reach Germany itself and support the beleaguered bombers of the Eighth Air force all the way to the target and back – a god send to the crews of the B-17s and B-24s.

The 355th would take part in some of Europe’s fiercest air battles, covering targets such as: Berlin, Karlsruhe, Misburg and Gelsenkirchen. But for such dramatic missions, ‘kill’ rates would remain remarkably low.

With the introduction of the new P-51 ‘Mustang’ the 355th’s fortune would turn. Now turning to strafing and low-level bombing runs, they would focus their attention on destroying the Luftwaffe on the ground. They would attack German airfields and earn themselves the apt name ‘The Steeple Morden Strafers‘. A DUC would follow on April 5th 1944 for an attack in a snow storm on the Luftwaffe airfield at Oberfaffenhofen and five other military bases. The 355th claiming to have destroyed 43 aircraft, damaging a further 81 and achieving 8 ‘kills’. From here the numbers continued to climb, both kill rates and the numbers of aircraft destroyed. They had certainly earned their reputation and their name.

Further operations would take the 355th as far away as Politz in Poland, a remarkable achievement for a fighter aircraft, made possible by the addition of the larger drop tanks. The Normandy landings and the St Lo breakthrough were also covered by the 355th, supporting ground troops, strafing supply lines and enemy ground forces. Confidence and determination were high and a short visit by Glenn Miller would only go to increase the joys of the 355th’s successes – morale would be good.

Then Steeple Morden would take a blow. Early on January 1st 1945, B-17 ’42-37911′, “Heat’s on“, of the 401st BS, 91st BG, RAF Bassingbourn, would crash in the dispersal at Steeple Morden killing all crew members and injuring a number of staff on the ground. At least two P51-Ds, 44-14374, ‘WR-A‘ and 44-14498, ‘YF-S‘ were destroyed*¹. Such were the fortunes of war.

“We started off the New Year of 1945 with a scheduled flight to the oil refineries at Merseburg on January 1^st, but diverted to Kassel when we found Merseburg clouded over. No. 911, “Heats On”, of the 401^st Squadron, on her 92^nd mission and flown by 1Lt Earl J. Jeffers, had an engine fail on take-off. Lt Jeffers tried to put her down on the nearby 355^th Fighter Group base at Steeple Morden, the main runway of which was directly in the flight path from runway 25 at Bassingbourn. Back on the 6^th of March 1944, 2Lt Walter Wildinson in No. 761, “Blue Dreams”, had made a similar emergency landing at Steeple Morden. Although the crew forgot to lower the landing gear and completely wrecked the aircraft, no one in “Blue Dreams” or on the ground was injured. But, as “Heats On” touched down, for some unknown reason she careened into a P-51 dispersal area, striking parked aircraft and exploded, killing all 9 of the crew aboard. There are all sorts of ways to die in an air war. Several of the fighter base ground crew members were seriously injured, but none was killed. For us the mission was uneventful.”*²

As the war drew to a close, the 355th continued to strafe ground targets. Their final operation taking place on 25th April 1945. Their final tally would rise to over 860 ‘kills’ with 500 being as a result of ground strafing – one of the highest of any Eighth Air Force unit. Withdrawing Germans left airfields empty and allowed the allies to move to France and eventually into Germany itself. The 355th would go on to form part of the occupying Allied force leaving Steeple Morden for Gamblingen airfield on July 3rd 1945, and then onto Schweinfurt in April 1946, itself a former target for the Eighth Air Force. Eventually in August 1946 the 355th would return to the US without any equipment to be disbanded in the following November.

The departure of the 355th left Steeple Morden quiet. The 4th FG moved in with the 334th, 335th, and 336th FS before they too moved back to the US in November 1945 and temporary disbandment. Formed around a nucleus of former RAF ‘Eagle’ Squadron members, they came here from RAF Debden with a record of success that exceeded most other units. This departure signified the end for Steeple Morden and the airfield was finally closed. The land was sold off back to its original three owners in the early 1960s and it was returned to agriculture, having the majority of its infrastructure demolished or removed.

The only significant remnants of this historic airfield, now stand high on the hill-top, a few huts, odd buildings but a remarkable and formidable memorial, that are in tune with the success and bravery of all Steeple Morden’s Allied crews.

With Steeple Morden it is best to start in the village at the village sign, which signifies the links between the community and the base. Located at the village centre, the  sign depicts both an RAF Wellington and a P-51 flying low of the countryside.  A timely reminder that both RAF and USAAF services operated from  here. Take the main road east out of the village, and the airfield and memorial are on your right hand side. A small parking space, once a concrete road that led away from the main part of the airfield and housed general purpose huts, allows you to leave your car and view the memorial without causing a problem to the speeding traffic that uses this road.

A grand three-part concrete memorial, its centrepiece the propeller Bose of a P-51 Mustang, overlooks the airfield. To the right and left side are the inscriptions and dedications to the crews of both the RAF and the USAAF. A polished granite stone, all that is left of the watch tower, sits beneath the memorial and three former Nissen huts remain behind giving an atmospheric feel to this site. The fields beyond now completely agriculture this little part of the airfield virtually all that remains. Small sections of concrete, show where the technical site once stood, primarily to your left, with the dispersals and main airfield to your front. The watch office (drawing 13726/40) now long gone, would have been to your left and in front. The entire technical area in which you are standing is now soil, returned to agriculture once more. There are three small huts behind the memorial, these were the crew lockers and drying room, which stood in front of crews tennis courts, suitable for a much-needed recreation break. Along the hedgerow beside the road, would have been 5 further Nissen huts housing the defence crew quarters, again they have all gone.

On a warm summers day, the views from here are stunning. I can imagine a cold winter would transform this place to a freezing, inhospitable airfield with little protection from the elements. A dramatic change indeed.

If you leave here and continue east away from the village, you pass on your left the original operations block designed to drawing 228/43. It contained the crew briefing room, interrogation block and office annex. Still intact, the surrounding buildings mere piles of rubble. Continue on from here and you arrive at the village of Litlington. The church of St. Catherine’s is on your right and this is a ‘must stop’.

Before entering the church, look around, the houses opposite, and most of those making up Litlington, are on six of the former accommodation sites. Now mainly bungalows and family homes, there is virtually nothing left visible to show that this was once a vibrant military area.

Once inside the church you will see a beautiful stained glass window that commemorates the 355th FG. A P-47 and P-51, stand aside the eagle of the U.S. Air Force, with the 355th’s sword insignia at the centre of the crest; its detail and stunning blue colours enhanced in the summer light.

A specially commissioned painting can also be seen here. Created by Spencer Trickett, it depicts a P-51D “Miss Steve” as flown by Lt. William Cullerton of the 357th FS, 355th FG, at RAF Steeple Morden. His story is a remarkable one. Shot down by ground fire on April 8th 1945, he was captured by the SS, shot and left for dead. A Jewish doctor and German farmer found him and saved his life. He was then taken to a German hospital from where he escaped and was found by advancing American forces.

Cullerton was the fourth highest scoring ace of the group and the 29th of the entire Eighth Air Force. He was awarded: a Presidential Citation; the Victory in Europe Medal; the Air Medal with Clusters; the Distinguished Flying Cross with Clusters; the Purple Hear; Silver Star with Clusters and the Distinguished Service Cross. His aircraft, “Miss Steve” was named after his girlfriend whom he later married, and is depicted flying low over the church; a landmark used by Steeple Morden crews as it stands directly in line with the main runway.

Whilst the majority of Steeple Morden has gone, there are thankfully strong community links with the Eighth and the veterans of the 355th. Whilst predominately American in ‘flavour’, the church window provides a fitting end to a fruitful trail, and what is surely one of the most prestigious memorials on any airfield today. For other photos of this and other memorials, go to the memorial page.

From here we continue our trip, to another former base that is just a stone’s throw away from the Imperial War Museum and former Fighter Command base at Duxford. This site, was a fighter station, operated as far back as the First World War and in the Second, by both the RAF and the USAAF. The next site on out trip is the former airfield RAF Fowlmere.

RAF Fowlmere (Station 378)

Fowlmere’s life can really be divided into two mains parts. That under the RAF as a Battle of Britain era airfield and that of the USAAF for which Fowlmere would achieve a remarkable number of aviation firsts and combat records.

But whatever its achievements, its wartime life was dogged by bad weather, and in particular rain! Poor drainage and heavy water logging left if unusable for large periods, inhospitable and rather bleak with poor accommodation, it was not a noteworthy ‘curriculum vitae’ for a prestigious fighter airfield. It is one of those airfields that took a long time to reach an honorary status, being home to a large number of RAF units, most for short assignments only, it was rarely in the spotlight. In total, it would be home to some 17 operational RAF squadrons,  a small number of training squadrons and one USAAF squadron. A rather high number for any second world war station.

Initially built as a First World War airfield, it opened on October 1st 1916, a small number of buildings were erected including six hangars and the runways were grass. It remained operational until the early 1920s at which point the buildings were demolished and the land reused.

With the next threat of an invasion looming, the defence of Britain was paramount. Fowlmere was then identified as a suitable site for a satellite to nearby Duxford, and Spitfires began to arrive from 19 Squadron. 19 Squadron would ‘yo-yo’ between Duxford and Fowlmere between June 1940 and August 1941, operating the Spitfire I,  IB and IIA in the process. These crews would operate as part of the Duxford Wing in the Battle of Britain where 19 Squadron would gain notoriety.

Following significant loses over France and southern England, the Boulton Paul Defiant was withdrawn from front line operations and pulled back to perform in ‘secondary’ duties. Part of this meant a short stay at Fowlmere in July 1940 for 264 Squadron who, whilst carrying out night-fighter duties, were in transit to Kirton-in-Lindsey.

Subsequent to their departure, there was a silence at Fowlmere which was only broken by a short five-day stay by the Hurricane IIBs of 133 Squadron, whilst moving between Collyweston and Eglington. Noted for their twelve .303 machine guns and Merlin XX engines, first used in the Hurricane IIA, it used a mix of 30% glycol and 70% water. By using this mix, the fuel mixture was not only safer but it meant the engine would run much cooler thus giving it a longer life. Further examples of this aircraft would return later in the summer of 1942 with another squadron, 174 Sqn, also whilst transiting, but this time from and back to their main station at RAF Manston.

The winter of 1941 / 42 would remain quiet at Fowlmere, and it wouldn’t be until the following spring on March 12th, that there would be any significant action at the base. The first visitors being a detachment of Spitfire VBs from 154 Sqn whose main force was based away at Coltishall. Eventually, a month later, the entire squadron would transit over, but yet again, they would be another short-stay resident who would depart  for RAF Church Stanton in early May that year. Other than the short visits by the Hurricanes, all would be quiet again until the autumn and in September Fowlmere would be blessed with yet another short stay of transiting Spitfires. The VBs of 111 Squadron, would stay for one month whilst on their way the Mediterranean and North Africa. 111 would go on to become famous for their Lightnings and the ‘Black Arrows’ aerobatics team with their Hunters in the post war jet era.

Once again the winter would have a quietening effect on Fowlmere, and there would be little happen for the next few months. The following March though, would see a considerable amount of movement at the airfield. Preceded by a short stay of Austers from 655 Squadron, Spitfire VBs of 411 Squadron and Spitfire VCs of 167 Squadron would arrive in the early days of March. Their departures on the 12th and 13th respectively would be interceded by the arrival of more Spitfire VBs of 421 Squadron, who also left on the 13th of that month. Similar movements would take place only a few days later. On the 19th 2 Sqn RAF arrived and stayed for just over a month. But the arrival and departure of 2 Sqn signalled a big change for Fowlmere and their Mustang Is were to be not only the end of RAF interests in the airfield, but a sign of things yet to come.

After April, Fowlmere would remain very quiet. With the increasing need for bomber bases for the USAAF, Fowlmere was identified as a possible site. This potential new lease of life was to be short-lived though and the decision was reversed only a matter of weeks later. It was not to be, but thankfully, it was not the end of Fowlmere.

Handed over to the Americans as a fighter airfield, it would be upgraded. Two new runways were built (1,400 and 1,600 yds) using Sommerfield Track and pierced planking, eight new blister hangars were erected, to compliment the ‘T2’ hangar to the north of the site and firm plans were drawn up that would shape Fowlmere for the rest of the war.

To deal with the staff, eight sites would be developed. All to the north-eastern side of the airfield, there would be a communal site, five accommodation blocks in total for officers and enlisted men separately, a sick quarters and a sewage treatment site. The main road to Fowlmere village already severed, would have a runway built across it, aircraft pens, technical buildings and a wide range of supporting structures including: fire sheds, harmonisation walls and around forty hardstands around a perimeter track that encircled the two runways. The main technical area would be to the north, whilst the bomb and fuel stores were to the south along side the remains of the southern section of the main road. Fowlmere would be taking on a new role and it would be permanent.

Fowlmere would open again on the 4th April 1944 as Station 378, with the arrival of the 339th FG, the penultimate fighter group to be based in the UK. Flying P-51s, the 339th FG at this time consisted of three squadrons, the 503rd (D7), 504th (5Q) and 505th FS (6N). They would use Fowlmere as their only European base and whilst here would be used in both the fighter escort and ground attack role.

Their first mission was on April 30th with a fighter sweep over France, followed by around 5 weeks of escort duties of medium and heavy bombers. They soon made their mark on the air war though. In the first thirty days, they claimed forty aircraft shot down and fifteen destroyed on the ground.

Initially flying P-51Bs they would also use the ‘C’, ‘D’ and ‘K’ models. Missions would include: strafing runs over airfields; attacking communication lines; supporting the allied push out of Normandy; dive bombing locomotives; marshalling yards; anti-aircraft batteries and troops. They also supported allied advances such as the breakout at St Lo and in the Ardennes. The group received a Distinguished Unit Citation for operations on September 10th and 11th whilst attacking heavily defended airfields and defending bombers of the ‘Bloody Hundredth’ whilst attacking cities in Germany. All in all they were to prove themselves a formidable force in the air.

Each time the 339th went into battle it would seem a new record would be set. On the 29th November 1944, in a ferocious air battle, Lt. Jack Daniell shot down five FW-190s, giving him ‘Ace in a day’ status, the last pilot of the US Eighth Air force to do so. In early 1945, during strafing attacks 105 aircraft were destroyed in one mission, another first for any group. A remarkable feat that was repeated only twelve days later with a high score of 118 and an individual record for its leader Captain Robert Ammon.

The 339th would not only becomes a formidable force, but they would be the first units to test new ‘G’ suits, designed to prevent blacking out in tight turns, an essential piece of clothing in today’s modern air force. They would also take the British designed gyroscopic gun sight and develop it for use in the P-51, an innovative device that calculated deflection increasing hit rates both at greater distances and with more accurately.

By the war’s end the 339th would rack up a total of  264 missions, with 680 aircraft destroyed, two-thirds being on the ground and on heavily defended airfields, whilst losing less than 100 aircraft and crews. They achieved the greatest number of air and ground ‘kills’ in any twelve month period of the war,  a DUC and a remarkable reputation.

Fowlmere had finally achieved the status of its more famous neighbours, but it was a little too late for this airfield, the war was finally over. After the Americans pulled out in October 1945, Fowlmere fell silent for the last permanent time. The land was eventually sold off in the 1950s long after all military operations had ceased.

Fowlmere is one of those airfields that is quite difficult to find. Tucked away at the back of the village access is through an industrial site and along a rather grand driveway that is actually a farmers track. The road leads to nowhere other than the farm, a small light airfield and a memorial.

Before driving or walking to the memorial start off at the village centre. Facing south, site 3 would be behind you, and sites 4, 9, 7 and 5 to your front. Take the road south and then turn in toward Manor farm; as you enter, there is an industrial site on your right. This road, was the original main entrance, and there would have been a picket post, Co’s house and Officer’s Mess to your right. On you left was a further Officer’s mess, recreation room for enlisted men, and a block with showers and ablutions for the Sergeants. The road bears right, here you can see, in the field to your right, a Nissen hut once part of the Communal area (Site 2). Now derelict and truly overgrown its days are definitely numbered. The original plan layout differs quite a bit from the current layout, and it is difficult to ascertain the precise nature of its origin. However, it could have been either an ‘A.M.W.D*¹‘. or latrines for 310 – 400 enlisted men. Using satellite photos, you can clearly see the foundations for a number of other buildings including the: Officer’s Mess, Dental Centre, Stand-by set house and CO’s quarters. This road, which was originally much shorter than it is today takes you into an industrial estate that has reused some of the period buildings, these may well have come from the original site and have been moved or the site was built differently to the original design. It is at this stage difficult to determine.

Leave here and turn right at the end of the road. This grand road takes you up the hill toward the airfield. On your left would have been the sick block Site 8 with a barrack hut, sick quarters with 18 beds, a garage and mortuary. Follow this road along, at the farm follow the road right, and the memorial is about 100 yards further along on your left. A small space has been made available for parking by the adjacent property who kindly ask you to look after the memorial during your visit. It is sad that we have to ask people to do this, it should be an absolute.

The memorial overlooks the remains of the airfield. The original T2 hangar stands reclad in its original position now storing small private aircraft. Other remains, the crew rest rooms and two main workshops, have been reclaimed by the farm and incorporated into the farm infrastructure. A considerable amount of concrete also exists from this technical area, again utilised by the farm.  The watch office, originally built to 17/65840 for the RAF, was later replaced by a the more common 343/43 two storey type; this too is long gone and would have been to your front beyond the hangar.

A quiet an unassuming place, Fowlmere remained a satellite for most if its life, seeing a number of temporary stays by some prestige aircraft and squadrons. It wasn’t until the latter parts of the war that it really came into its own, sadly though, this was short-lived; but the P-51s of the 339th would carry Fowlmere’s history into the annuls of time and the small private aircraft that now stand where Spitfires, Hurricanes and Mustangs were once dispersed, grace the skies where their forefathers cut their teeth – in the skies over war-torn Europe.

A stones throw from Fowlmere, is the Imperial War Museum at Duxford, essential to anyone with an interest in the Second World War. Home of many displays, exhibitions, and restoration projects it has to be on everyone’s list of to-dos.

Our third airfield on this Trail is the former American base at RAF Nuthampstead. Whilst not in Cambridgeshire, it is only a short distance away and so has been included here. So, to end this Trail, we shall go to this former airfield along with a superb museum commemorating those who served there.

RAF Nuthampstead (Station 131)

Nuthampstead airfield is located in Hertfordshire, 5.5 miles south east of Royston and a short distance from the village that gave it its name. As an American airfield, it was given the designation Station 131, to hide its true location from the enemy, and was controlled mainly by the 8th Air Force’s 398th Bomb Group (BG).

The airfield itself was opened in 1943 with a US investment of over $2 million*¹ and was the American’s nearest airfield to London. Built late in the war by construction workers of the 814th and 830th Engineer Battalions of the US Army, it used rubble brought in from the bomb sites of both London and Coventry. Nuthampstead was a Class A airfield with three intersecting runways of standard lengths; one of 2,000 yards, and two of 1,400 yards, and each the standard 50 yards wide. The Pinnacle of the ‘A’ pointed easterly, with the main runway running north-east to south-west, with the second and third runways running roughly north to south and east to west; all three were of a tarmac-covered concrete construction. The surrounding perimeter track contained some 50 spectacle hardstands and linked the airfield to two T2 hangars.

The technical area, located on the western side of the airfield, housed a wide range of technical huts and buildings including the watch office of a 12779/41 brick and reinforced concrete design; AM bombing teacher; photographic block; fuel compound and a Dinghy block along with a collection of typical wartime airfield buildings. Whilst most of these were Nissen huts, there were also both Romney and Seco huts on site as well.

As with all Class A airfields the accommodation sites were dispersed away from the main airfield to protect those on the base from air attack. These covered twelve separate areas capable of holding just short of 3,000 personnel. These sites were also standard designs and included: two communal areas, two WAAF sites, an Officers site, sick quarters, and both an airmen’s and sergeants’ quarters. All accommodation blocks were Nissen design with both ‘Jane’ and Romney hutting also being evident. As was common with all temporary built dwellings they were cold and not very homely.

Perhaps the one saving grace for those stationed here was that the technical site was connected to the accommodation site by a road that passed the Woodman Inn, a 17th Century pub that became very popular with those stationed here. The pub currently contains a number of photos and memorabilia relating to the airfield and a separate excellent museum can be found at the back of the pub’s car park. In addition to the draw of the local pub, personnel stationed here were provided with a baseball field, basketball courts, volleyball courts, a football field and even a rodeo, all of which led to Nuthampstead having the 8th Air Force’s champion basketball team ‘Frank’s Yanks’.*²

The baseball team, captained  by Lt. Irwin Cohen, achieved a total of 34 consecutive wins against teams from the 1st, 2nd and 3rd Air Divisions as well as teams from various Fighter Groups of the 8th. They won the Eighth Air Force Championship on March 4th 1945.

By the time construction was started, gas attacks were seen as a much lower threat than they were at the beginning of the war, and as such, decontamination centres were now being built out of Nissen huts rather than the more sturdy thick walled brick designs used at the start of the war. Nuthampstead featured such an example, designed to drawing number 6517/42, it was an 18 bay Nissen hut combining all the facilities needed for decontamination should a gas attack occur. One of each of these was located at both Site 2 and Site 3.

Primarily a bomber station, Nuthampstead was initially operated by the 55th Fighter Group (FG) between September 1943 and April 1944, who flew the P-38 twin-boomed Lightning and later the P-51 ‘Mustang’.

The 55th were constituted on November 20th, 1940 being fully activated in January the following year. In May of 1942, they were converted from their initial fighters the P-43, to the P-38 whereupon they began training on the new type. A year later, over August and September 1943, they moved to England and were assigned to the US 8th Air Force and Nuthampstead.

The first personnel of three squadrons, the 38th Fighter Squadron (FS), 338th FS and 343rd FS travelled across the Atlantic from McChord Field in Washington, arriving at Nuthampstead in August. Preparations then began for the remainder of the Group and the airfield was re-designated Station 131 under the US naming system.

Their arrival in the Autumn of 1943 marked the arrival of the P-38, a 1939 design that soon gained devastating notoriety in several theatres of war.

The P-38 was a long range fighter that excelled more in the Far East than it did in the European theatre, but with this aircraft, the 55th FG claimed not only the honour of being the first fighter group to fly this long range aircraft, but also the first US fighter to fly over Berlin once long range tanks had been added.

The first of these aircraft, the improved P-38H, arrived in October with two groups, the 55th being one and the 20th FG at Kings Cliffe being the other. Whilst the ‘Lightning’ had previously been based in England in 1942, teething problems and modification work prevented them from actively taking part in any operational flights, being dispatched to North Africa before becoming fully operational in Europe.

Thus the 55th, were the first fully operational group, taking flight on October 15th when they undertook fighter sweeps along the Dutch coast, an uneventful flight it nevertheless marked the first operation of the type in Europe.

Previous problems with the type, notably around the aircraft’s mechanics, had not been fully resolved however, but that didn’t stop operations to the continent taking place. On November 3rd, the 55th performed their first deep penetration flight, escorting B-17s and B-24s of the 1st, 2nd and 3rd Bombardment Divisions in an attack on Wilhelmshaven. In the bomb run, the flight was attacked by Me 109s and FW190s, the 55th immediately joined in and claimed as many as six aircraft destroyed and several damaged. Their second mission had been a success, there had been no losses and several enemy aircraft were claimed as shot down – morale was riding high.

Two days later, the 55th were again joined again by elements of the 20th FG, swelling their number into the fifties. A shortage of Lightnings had meant that the bulk of the deliveries had gone to Nuthampstead, leaving the Kings Cliff Group to fly along side the 55th until their own numbers had reached full capacity. However, very soon after take off that day, mechanical problems struck several of the Lightnings and they were forced to return. Forty-seven aircraft then continued on to their rendezvous point, but the Liberators of the 2nd BD were nowhere to be seen. Extremely low temperatures then caused further issues with the Allison engines and several more P-38s were forced to abort the mission and return home empty handed. By the time the bombers were located, the 38th FS were the only ones about, and the sixteen aircraft of the squadron began to protect their bigger friends from a swarm of attacking 109s and 190s.

Once back at Nuthampstead, claims were once again put in with a loss of none of their own. Apart from ongoing mechanical issues, the war was going well for the 55th.

On the 13th however, the gremlins struck again and this time they struck hard. The 55th were ordered to protect the 1st, 2nd and 3rd BD bombers to Bremen. Before they had even reached the bombers, three had to return due to mechanical problems with the engines and yet again, the extremely cold temperatures and humidity made flying difficult and the possibility of further problems more likely. Both engine issues and a determined fighter attack took its toll on the 55th, with seven aircraft failing to return that day, five being shot down and two lost from suspected engine problems that were by now dogging the Group.

These gremlins then reared their ugly heads again on the 29th, and once more it was over Bremen. Flying out over the Dutch coast the flight was attacked by a swarm of FW 190s, with full drop tanks and heavily laden, the Lightnings suffered badly once more with another seven P-38s failing to return to Nuthampstead.

Ongoing losses had meant that by the end of the month a third of the Group’s aircraft had been lost, either on operations or as a result of crashing on their return – the failings of the Lightning were now showing themselves in dramatic style. Poor performance at higher altitudes, where the bombers operated, seriously curtailed the ability of the engines to perform even satisfactorily. Oil turned to sludge and pipelines froze often leading to a catastrophic failure of the engines. Over the winter of 1943-44, over half the P-38 losses experienced were put down to the engine’s inability to cope with the moisture and freezing temperatures of the European skies. Compounding this, poor heating for the pilots led to immense discomfort, and even frost bite for some. Lengthy flights were taking their toll not only on the aircraft’s performance, but also the pilots ability to fight the better equipped enemy.

The new year of 1944 brought new challenges to the 55th. The mechanical problems of the Lightning continued, even with the introduction of the newer ‘J’ model, major engine problems prevented it from becoming the fighter it was designed to be, and as a result, losses continued to grow.

In February, the infamous ‘Big Week’ operation took place, the intended mass destruction of the German industrial region along the Rhine. The 55th offered a supporting role to the bombers but by no means was it a front row seat.

In March, after much speculation, the 8th Air Force turned its attentions to Berlin once more, a target that had been previously planned but scrubbed before take off, raised its head again. An initial flight in the first hours of March led to nothing more than failure after many bombers took too long to form up and subsequently returned low of fuel, those that did get away were forced to return due to cloud. On the 4th, another attempt was equally affected with many aircraft forced to attack targets elsewhere. But even after the recall was given, a small number of bombers did get through dropping the first, but totally ineffective, US bomb on the German capital.  With them, acting as escort, were the P-38s of the 55th FG, Led by Lieutenant-Colonel Jack S. Jenkins, commanding officer, who would become the first US fighter pilot to reach Berlin. Although the operation was a failure, it would nevertheless be a milestone in America’s part in the war.

On the way in, Jenkins and his companions in the 38th FS, had received hits from flak, and as usual, were suffering from engine trouble, so much so that only half the 38th made it to the target area. Flying in his later P-38 “Texas Ranger IV” (#42-67825), Jenkins failed to locate the bombers and upon turning for home, had to outrun a number of enemy aircraft at low level. When the story of his achievement hit the headlines it was both big news and a welcome morale booster for not only the 55th, but for the US forces in general.

Sadly, Lt. Col. Jenkins, the ‘hero’ of Berlin, would only fly for a further month following his flight over the capital, being shot down on April 10th, in the same P-38 “Texas Ranger IV” he had flown so well. He survived the incident but was captured and taken prisoner by the Germans, whether they knew of his achievement or not is not known.

On the day following the Berlin operation, March 6th, the USAAF returned to ‘The Big ‘B”. The 55th were again to be a part of the operation, directed to protect the bombers on their return leg of the mission. Once at the rally point north of Berlin, the bombers began their flight home seeking the protection of the forty-seven P-38s that the 55th put up. Once over enemy territory though, the gremlins that had now played almost as big a part in the war as the Group, reared their heads once more and sixteen of the aircraft developed faults forcing them, and an escort for them, to return home. It had been a black time for the 55th.

In the following month, a new model of the P-38 would emerge, the ‘Droopsnoot’ P-38, a fighter bomber version of the Lightning. Both the 20th FG and the 55th FG flew the version on this day, thirty-four of them being from the 55th. But the ‘Droopsnoot’s’ arrival would  also mark the departure of the 55th from Nuthampstead, along with the simultaneous arrival of a new and very different Group.

Their time at Nuthampstead had been mixed. Scores of enemy aircraft had been claimed but many good airmen had been lost, and the aircraft they flew had proven to be less than perfect in the cold, damp European skies. But as the 55th left, the bombers of the 398th Bomb Group (BG) took over operations with the heavy bomber the B-17 Flying Fortress, this would be the aircraft and Group that Nuthampstead would become synonymous with.

The new Group was a Heavy Bomber Group, equipped with B-17Gs, and would be the last Fortress Group to join the USAAF. Made up of four squadrons: 600th, 601st, 602nd and 603rd Bomb Squadrons (BS), the first personnel would arrive in Liverpool, on April 21st 1944, sailing on the USS Wakefield from Boston. Once at Nuthampstead, they would begin combat flights in a matter of days, their first mission taking place an May 6th that year.

Their journey to Nuthampstead had been a long one. Being activated on 1st March 1943 with a cadre from the 34th BG at Blythe, California. They trained hard, transferring to Orlando in Florida and then onto Spokane, Washington. In June 143, they transferred once more, this time to Rapid City, South Dakota, each time picking up new staff and crews as they went.

During training in the Autumn of 1943, the monotony of routine was broken when 2nd Lt. Thompson Highfill displayed courage and to assure the safety of his crew. After his B-17 suffered engine failure and complete wing disintegration, he ordered the crew to bale out, holding the aircraft as steady as he could whilst they made their escape. Too low to use his own chute, he made a wheels up landing, for which he was awarded the Distinguished Flying Cross, the first to the unit.

After further moves the unit was eventually war ready, and on March 24th 1944, the advance party began their journey to England. On April 22nd, the ground echelon arrived at Nuthampstead, the same day as the first section of the air echelon.

Having only been activated the year before, the 398th were a novice Group, but that would not prevent them operating against important strategic targets in Germany. These operations would include factories in Berlin, warehouses in Munich, marshalling yards in Saarbrucken, shipping facilities and docks in Kiel, along with oil refineries and aircraft production facilities in Munster. Thus even as a new unit, it would take part in some of the heaviest attacks on German industrial centres.

On May 6th, the 398th went into action for the first time, and like other newbies, it was a disaster. Although these missions were not seen as full missions (flying the full complement of aircraft and crews) they were nevertheless important in the development of the crews, honing their skills and allowing them to begin gelling as a close knit crew.

The morning started badly when breakfast was delayed. The take off as a result was also late with departures being badly timed. Forming up was ‘less than tidy’, with ten of the eighteen aircraft forming up on the wrong formation or in the wrong place. Once over the target, the ‘V’-weapons site at Sottevast, cloud prevented the bombers from seeing the target and so they returned without dropping a single bomb. Their inauguration had been far from successful but looking at it positively, there were no loses and all aircraft returned unharmed.

The rest of May saw the Group fly to Berlin no less than four times, in addition to targets at Kiel, Saarbrucken, Ludwigshafen, Ruhland and Dessau in Germany. They also flew to several targets in both France and Poland meaning there had been no let up for the novice flyers.

During the lead up to D-day, the 398th would attack coastal defences along the Cherbourg peninsula, softening up defences for the invasion forces who were about to land along the Normandy coast. These and other targets in France would dominate the early weeks of June, whilst July saw a return to the homeland and targets deep into Germany once more.

October 15th brought the true realities of war to the Group when a flak shell hit B-17G #43-38172 in the nose exploding inside the aircraft. The Toggler/bombardier,  Sgt George Abbott, was killed outright, and the instruments were all but obliterated. With no oxygen and the nose barely recognisable, the pilot 1st Lt. Lawrence DeLancey, managed to bring the B-17 home thus saving the lives of the other crewmen on board.

For his actions, Lawrence De Lancey was awarded the Silver Star, Lt. General Doolittle’s letter citing the “sheer determination and tenacity”  of De Lancey in bringing the aircraft and remaining crew home safely.

Christmas 1944 saw no easing up for the crews. On Christmas Eve, orders came through for every available bomber to be airborne. The winter of 1944-45 being one of the worst saw ground forces take a pounding in the Ardennes by a desperate last attempt at a breakthrough by the German land forces. Taking advantage of the fog and mist that had prevailed, air cover was limited for the allies but as soon as a break occurred, they would return in large numbers. That break occurred momentarily on the 24th.

Over 2,000 bombers of the Eighth Air Force, (which included 500 RAF and number of bombers from the Ninth AF) took to the skies that day, the largest Eighth Air Force operation to assemble over enemy territory in history.

The flyers did not experience mass opposition, in fact it was insufficient to make a difference, and so the operation fulfilled its objective of destroying supply links and disrupting airfield operations. On the way home, the bombers were faced with encroaching haze, many UK airfields becoming closed in and closed to landings. The 1st Air Division (formally 1st Bomb Division) were faced with a thick fog that forced them to land elsewhere, the 398th coming in at Ridgewell along with the 351st and Ridgwell’s normal residents the 381st. Christmas for the crews would be spent away from their England home that year.

On 3rd February 1945, the 1st AD were part of a force attacking Berlin again,  lead by the 91st BG with Lt. Col. Marvin Lord, the group Operations manager who was chalking one up, never having flown to Berlin before, he took over from the normal lead pilot who was on a short pass.

As the formation neared the initial point (IP) over Lehmke, near Gardelegen, the formation began to close up causing extensive turbulence from prop wash. Before the bombardiers took over, aircraft jostled for positions ensuring their safe place in the group. At this point, it took two pilots to control the buffeting aircraft, as they were thrown about the sky within the ever tightening formation. Ninth in line were the 398th BG led by 1st Lt. Perry Powell in B-17G #43-38697, of the 603rd BS.

Affected by this powerful prop-wash, Powell decided to drop back and in doing so he got too close to the low squadron. His automatic reaction was to lift the nose of his heavily laden B-17, a reaction that caused the air-frame to suffer extreme stress, stresses that caused the fuselage to split open around the ball turret, sending the powerful front end into the front of Lt. John McCormick’s B-17 #42-97387 of the 602nd BS. The collision cut away the nose of the second aircraft. With no parachutes or safety straps, the navigator 2nd Lt. Second Lieutenant Bruce Phelps fell to his death.

Now no longer flyable aircraft, both B-17s began to fall, spiralling toward the ground and their inevitable fate – of the two crews, only three were seen to escape that day.

Out of Perry Powell’s aircraft, #43-38697, eight were killed, only the tail gunner S.Sgt. Joe Bancroft survived becoming a prisoner of war. From John McCormick’s B-17, #42-97387, only he and the Bombardier, Bill Logan, survived, seven losing their lives in the tragic accident that marred the operation that day*³, *⁴.

Later that month, on the 13th, the 398th would take part in the hugely disputed attack on Dresden, a combined force of Allied aircraft that would drop in excess of 4,500 tons of bombs on a city whose conditions led to a firestorm that killed more than 25,000 inhabitants.

The US forces would go to Dresden the morning after the RAF had been. 431  B-17s of the entire 1st Bombardment Division, would prepare for take off at 07:00 hrs to be over Dresden at mid-day. With two other Divisions also in the air that day, escort would be from 784 Mustangs, with the 20th FG protecting the leaders the 1st Bombardment Wing, the 398th BG, followed by the 91st and 381st Bomb Groups respectively. In all, in excess of 2,000 American aircraft would fly into the heart of Germany that day.

It was to go disastrously wrong for the Group though, for even as they flew over Holland, they were already off course and now the weather was moving in. With their Gee system being constantly interfered with and throwing up faults, the lead plane of the 389th decided to take the more southerly route to fly around the cloud, taking the formation near to Munster, a city heavily guarded by flak. Although objecting to the move, both the 381st and the 91st followed – a move they would come to regret. The 91st were hit hard; many aircraft were damaged and their crewmen badly injured. Then, another defensive turn took the Wing, some 137 aircraft, a total of fifty miles of course. They were now heading to Schweinfurt, the scene of such devastation in August 1943 where high loses resulted the US temporarily ceasing air operations as a result. Not wanting to relive the experience, the formation then turned south again, taking them, and their escorts, even further off course.

By now, the leader’s Gee system had completely failed, and as the formation approached the target, the deputy’s system also ceased working. Lost and confused, they were gifted with a break in the cloud through which they could see an ancient city with a river running through it. The order was given and bombs were dropped. With little to no flak and no enemy fighters to resist them, the formation unleashed its devastating load onto those below. Unfortunately, it was not Dresden at all, but the Czech capital Prague, they were some eighty miles off course.*⁵

The 398th flew their final operation on April 25th 1945, a flight that took them to the Skoda Armament Works at Pilsen. The 398th were joined that day by the 91st, 92nd, 303rd, 305th, 379th, 384th, and the 381st Bomb Groups. With simultaneous operations happening elsewhere at Munich and the Me 262 airfield in Prague, 198 aircraft were flew to Pilsen to bomb the Skoda works.

In contrast to their first mission, take off was controlled and in good order. The first aircraft was airborne at 05:20 and the last 35 minutes later. Forming up took place over Debden Buncher (RAF Debden) at 5,000 feet and the Buncher was left at 06:40, when the entire formation headed for the coast. at 07:37, they crossed the French shoreline.*¹⁰

The 398th BG were tasked with leading the 1st Combat Bombardment Wing, totalling three Bomb Groups made up of 120 B-17s. In charge was Captain Michael Robinson, Commanding Offcier of the 601st BS. The weather was predicted to be good, so a visual bomb run was planned, however, over the target, this proved not to be the case and 10/10 cloud completely obscured the target. Forced to go round again, the formation made a 360^o turn bringing them back in at the rear of the formation. By now flak had become both intense and accurate.

Two aircraft from the 602nd in the high squadron were hit. The first B-17G #42-97266 (K8-G, “Godfathers Inc.“) piloted by 2nd Lt. Allan Ferguson, quickly left the formation spiralling out of control. Three of those on board managed to escape the aircraft as it fell earthward. Of the crew, six were killed whilst two were captured becoming prisoners of war for the last remaining days of action*⁶*⁷

The second aircraft that day was that of Lt. Paul Coville, B-17G #43-38652 (K8-V, “Stinker Jr“). After the second bomb run, the aircraft was hit behind the #3 engine, leaving a large hole and a damaged engine. After falling out of formation and feathering the engine, Lt. Coville brought the aircraft back, at which point the engine caught fire. A small explosion then ripped the right wing off outboard of the engine, sending the aircraft spiralling towards the ground. The crew inside, frantically tried to get out, assisting each other with parachutes. All crewmen except the ball turret gunner S. Sgt. Charles Walker, manged to escape the aircraft, managing to find allied troops on the ground and safety.

During their search for safety both Coville and the waist gunner S. Sgt. Harry Overbough, took two prisoners each, Overbough’s ending up being revealed as escaped Jewish prisoners who had donned German army uniforms to help them escape. *⁷*⁸

After bombs away, the formation made a right turn and headed as briefed toward home, crossing the English coast at 14:26. The first aircraft touched down at Nuthampstead at 15:02.*¹⁰

With the last mission flown, Nuthampstead’s days were now numbered. A handful of ‘Revival’ flights were made transferring POWs from Barth in Germany to airfield A-10 in France. In addition, flights carrying ground crews over Germany also took place. By May 1945 though, the war was over and the exodus of American forces back to the united States began. Over the period May / June,  1945, the 398th would depart Nuthampstead, the ground force returning to the US  from Greenock onboard the Queen Elizabeth, whilst the air personnel flew back between 21st and 27th May. After thirty days of rest and recuperation, the Group assembled at Drew Field, Florida where many officers and enlisted men were discharged from the service. The remaining handful were given duties elsewhere and transferred almost immediately.

On September 1st 1945, Major Gene Nelson and Major Dean Ashworth, quietly and without ceremony, inactivated the Group – the 398th would be no more.

By the time the war had come to a close, the 398th had completed 6,419 operational sorties (175 missions) dropping some 15,700 tons of bombs. They lost some seventy*¹⁰ aircraft in operations. For their determination and outstanding flying over Derben on April 8th, the Group received a Presidential Unit Citation, this came in addition to 2,124 Air Medals, 531 DFCs, 2 Silver Stars, 18 Bronze Stars and 4 Purple Hearts (with others being awarded elsewhere). Whilst their losses were perhaps hugely significant compared to other Groups, they nonetheless performed gallantly and with dedication deserving of any military group.

Returned to RAF ownership a month later the airfield became a store and maintenance station storing ordnance for disposal, and by 1954 the military had no further interest in it, and it closed some 5 years later.

During the 1960s Nuthampstead was in the limelight once more when it was considered as a site for London’s third airport after Heathrow and Gatwick. Being so close to the capital made it an ideal proposition, but the proposal faced huge opposition from those living and working in the area. The decision would eventually favour Stansted, a site not even shortlisted in the initial phase.

The Roskill Commission Inquiry (1968-70), identified seventy-eight initial sites, reducing it to four possibles: Nuthampstead, Thurleigh (Bedford), Cublington (Bucks) and Foulness on the Essex coast, ignoring Stansted on grounds of air traffic, noise and poor road access.

After great debate, Cublington was finally chosen, however, following in-house arguments and disagreements, this was later overturned in favour of Foulness (Maplin Sands),*⁹ Nuthampstead being rejected on various points including most noise, most agricultural loss and the requirement of a rail link.

With work intending to start in the early 1970s, the plans were eventually shelved due to the 1973 oil crisis and instead a smaller proposal was put forward to build a site at Stansted, itself a former war-time airfield. The build eventually went ahead and today Stansted sees in excess of 15 million passengers, all of which could have been located at Nuthampstead.

With that, Nuthampstead was destined to be become farmland once more. The Forestry Commission planted tress in the former bomb store, itself leading to large quantities of munitions being discovered after the site was abandoned. A small strip was retained for karting and a small crop spraying business utilised part of the airfield. Much of this has now also ceased and whilst parts of the original runway and peri track concrete surfaces still exits, farmland prevails once more over the site.

Built mid war, Nuthampstead had a rather unfortunate start, with many serious problems for the 55th FG and their P-38 Lightnings. The 398th, the Group synonymous with the airfield, were a rookie Group but one that went on to perform 195 operations many over Germany, losing a number of aircraft and crews in the process. They took part in some the the war’s most ferocious battles including Schweinfurt on October 9th, Berlin on several occasions and the US Air Force’s last operation of the war, Pilsen on April 25th 1945.

Transferred back to RAF ownership post war it was  a serious contender for London’s third airport, however, this was not to be and the airfield was largely removed, buildings were demolished and the runways were dug up for hardcore. Little remains of it today, a small private airstrip utilises some of the site, and a thriving museum continues to tell the story of those who served here. A stunning memorial stands outside the local pub frequented once by so many personnel who served here, at Nuthampstead, in those days of the 1940s.

Both Fowlmere and Nuthampstead have small museums commemorating and telling the story of their respective airfields through memorabilia, personal documents and photographs. Fowlmere has limited opening times as it is still a working site, whilst Nuthampstead’s is more regular. Whilst at both these places, I took the opportunity to visit them.

RAF Fowlmere Museum

Fowlmere museum is located on a working farm on the site of Fowlmere airfield. It was originally opened by three volunteers who all had connections with the site and began gathering information about its history. With permission from the land owner, they began, with a single hut, storing and displaying the information they had gathered. Even though small, it has become a very informative and well run museum.

Many of the artefacts have been donated, found on site or resourced from other areas, but it provides a comprehensive and varied history of this airfield, from its days in World War 1 to post war history and as a resettlement camp.

It is a terrific little museum and well worth the effort of visiting.

The museum is only open on certain days, one Sunday each month, details on their website.

RAF Nuthampstead Museum

Nuthampstead museum honours both the 55th FG and more predominately the 398th BG, who served at the airfield from April 1944 to June 1945.

The museum is located behind the excellent Woodman Inn, a Grade II listed pub that dates back to the late 17th Century or early 18th Century, altered and extended more recently. It is a Timber framed building that sits on the outskirts of the airfield and was frequented by many who served at the site. Its ties are strong, displaying a range of photographs and housing some memorabilia from the airfield demonstrating this incredible link with the base’s personnel. I can strongly recommend a visit here if you are at the museum.

The entrance to both the pub and museum is notable by a large and stunning memorial  to the 398th BG; a second smaller memorial pays tribute to the 55th FG, and sits close by.

The museum itself sits at the back of the Inn located in three small, but packed huts, entrance is free at the time of writing.

The first hut contains photographs, written documents and memorabilia concerning the 55th FG, who were stationed at Nuthampstead between 16th September 1943 and mid April 1945.

Moving on through, the remainder holds a huge range of personal letters, documents, photographs and memorabilia relating to the 398th, including part of a B-17 wing that was found in a nearby field, being used as a bridge over a small ditch.

There are also uniforms donated by relatives, and even a piece of PSP (Pierced Steel Planking) used to create taxiways and runways on several airfields especially temporary forward bases where speed was the essence.

The museum like so many others, is run and staffed by volunteers, all very knowledgeable and helpful. It only opens in the summer months but it may be possible to gain access outside of these times, details are available on their website below.

If you are in the area, or want to know more about Nuthampstead, do visit the museum and have a drink / meal in the adjacent pub – both are highly recommended.

Notes, sources and further reading (Steeple Morden)

*¹ Information from ‘Little Friends’ website accessed 30/10/15

*² Extract from “Mary Ruth Memories of Mobile…We Still Remember” Ch1- Another Time, Another Place–Lady Lois, Little Jean, published on 91st Bomb Group Website.

Notes, sources and further reading (Fowlmere)

*¹ This is the reference on the site plans, if anyone knows what it means please let me know.

The Duxford website can be accessed through their website.

Sources and further information (Nuthampstead)

*¹ Investigation of the US National Defense Program, Part 35. US Government Printing Office Available on Google books

*² Fooy. F., “One of Thousands – A Navigator in the European Air War.” Lulu Publishing, 2015 Via Google Books

*³ Wilson. K. “Blood and Fears – How America’s Bomber Boys and Girls in England Won their War“. Weidenfeld & Nicholson, 2016 page 390

*⁴ American Air Museum Website accessed 11/2/24

*⁵ Taylor, F., “Dresden – Tuesday 13th February 1945“, Bloomsbury, 2004

*⁶ MACR 14224.

*⁷  “Hell from Heaven – Ch 35 – Mission 31 – Pilsen, Czechoslovakia,  Our Last Combat Mission – April 25, 1945” published by Leonard Streitfeld, Bombardier, 600th Squadron on the 398th BG Memorial Association Website.

*⁸ MACR 14220

*⁹ Banister, D., “Transport Planning In the UK, USA and Europe”  Taylor & Francis, 2003

*¹⁰ United States Army Air Forces, “The History of the 398th Bombardment Group (H)” (1945) World War Regimental Histories Book 124.

Missing Air Crew Reports 12214 and 12215

Ethell. J., & Price. A., “Target Berlin – Mission 250: March 6th 1944“. Janes, 1981

A good many photos, official records and personal stories are available on the 398th BG Memorial website. A great resource for those wanting to read more about the history of the 398th BG,

Links (Nuthampstead Museum)

The Woodman Inn can be found through their website.

The Nuthampstead Airfield Museum can be found through their website.

Links (Fowlmere Museum)

Fowlmere Museum has information for visitors on the website.