airfield

A pivotal station in 8 Group, Graveley deserves much greater recognition.

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In Trail 29 we turn south and head to the southern end of Cambridgeshire. This area is rich in fighter stations, both RAF and USAAF. Home to Duxford and Bader’s ‘Big Wing’, Mustangs, Spitfires and Hurricanes once, and on many occasions still do, grace the blue skies of this historical part of the country.

We start off though not at a fighter station but one belonging to those other true professionals, the Pathfinders of No 8 Group, RAF and former RAF Graveley,

RAF Graveley

Graveley sits to the south of Huntingdon, a few miles east of St. Neots. It takes its name from the village that lays close by to its eastern side. It would see a range of changes, upgrades and improvements and be home to many different residents during  its wartime life.

Built as a satellite for nearby RAF Tempsford, Graveley opened in March 1942 with 161 (Special Duty) Squadron. Their role was to drop SOE agents in occupied France, a role 161 would undertake throughout its operational life. Equipped with Lysander IIIA, Hudson MkI and Whitley Vs, they were somewhat dwarfed by the enormity of Graveley airfield. Within a month of arriving however, they would leave and move away to their new permanent base at RAF Tempsford, leaving the open expanse of Graveley behind.

Built as a standard ‘A’ class airfield for 8 Group, Graveley would have three concrete runways, the main laying E-W, initially of 1,600 yds long; the second, NW-SE of  1,320 yds and the last laying NE-SW 1,307 yds. Later these would be lengthened to 2,000, 1,420 and 1,407 yards respectively as improvements and upgrades would take place. Accommodation was spread around the north side of the airfield, across the main Offord to Graveley road. These were spread over nine accommodation sites, incorporating a separate communal and sick quarters. Graveley could accommodate up to 2,600 personnel which included 299 WAAFs. As with all sites, the bomb store was well away from the accommodation to the south-west, partially enclosed by the three runways. The 50 foot perimeter track linked the runaways with 36 pan style hardstands (after the extension three of these were replaced by loops). The main technical site lay to the north-west, where two of the three T-2 hangars were located, the other being to the south-east next to a B-1.

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RAF Graveley (author unknown)

Graveley lay operationally dormant following the immediate departure of 161 Sqn in April 1942. However, in May’s ‘1000’ bomber raid, aircraft from 26 OTU flew from Graveley as part of the massive operation. Four Wellingtons (all Mk Ic) failed to return; WS704, DV740, DV707 and DV709 were lost during the night of May 30th/31st – a reality check for those at this quiet Cambridgeshire base.

As Bomber Command developed the new Pathfinder Force (PFF) Graveley would find itself a major player. Its first residents, of the new 8 Group, were 35 Sqn (RAF) with Halifax IIs. These would be upgraded to MK IIIs in the following October and Lancaster I and IIIs a year later. Arriving on August 15th 1942, they would have their first mission from here just three days later. On the night of 18th/19th August, a total of 31 PFF aircraft left to mark the target at Flensburg. Poor weather and strong winds prevented accurate marking and two Danish towns were accidentally bombed as a result. A rather disastrous start for 35 Sqn.

Another blow was to fall 35 Sqn later that same year. On the night of 19th September 1942, the experienced Wing Commander J.H. Marks was lost when his Halifax II (W7657) ‘TL-L’  crashed at Blesme near Saarbrucken with the loss of three crew members. (This same identification was given to Halifax HR928 which also crashed with the loss of its crew see photo below).

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Graveley village sign depicts its aviation heritage.

A number of other experienced crews were to be lost from Graveley over the next few months. But all news was not bad. The night of 18th/19th November saw a remarkable turn of fortune. Halifax DT488 (TL-S) piloted by Wing Commander B.V. Robinson, caught fire when flares in the bomb bay ignited. He ordered the crew to bail out, but as the last man left the fire extinguished itself. Robinson decided to try to nurse the bomber home. Flying single-handed, he reached the safety of RAF Colerne, Wiltshire, where he survived a crash landing. The six crew members who had bailed out also survived but were captured and taken prisoner by the Germans.  As a result of his actions, Robinson was awarded a Bar to add to his DSO.

Robinson would have a second lucky escape later on, after which, in May 1943, he would become the Station Commander of his home base at Graveley.

35 Sqn would carry out a number of missions marking and attacking strategic targets deep in the heart of Germany. By the end of 1942 the new H2S system was being introduced and a small number of 35 Sqn aircraft were fitted with the units. Missions were on the whole successful even after the Germans developed a device able to track aircraft using it; eventually the whole of the PFF were fitted with HS2.

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Halifax Mark II Series 1A, HR928 ‘TL-L’, 35 Sqn RAF being flown by Sqn Ldr A P Cranswick, an outstanding Pathfinder pilot who was killed on the night of 4/5 July 1944 on his 107th mission. The Cranswick coat-of-arms decorates the nose just below the cockpit.(IWM)*1

In early 1943, Graveley was to become the first base to use ‘FIDO’ the Fog Dispersion system, which led to a number of successful, poor weather landings. This in turn led to 15 other operational airfields being fitted with the facility, a  major step forward in allowing Bomber Command to fly in poor weather.

A number of major operations were undertaken by 35 Sqn over the coming months, and the loss of Group Captain Robinson on the night of 23rd/24th August 1943 in a Halifax II (HR928) ‘TL-R’, brought a further blow to the base. Following this, Air Chief Marshal Sir Arthur Harris restricted flying operations by base Commanders as the number being lost was becoming unsustainable.

The new year brought new changes to Graveley. Mosquito B.IVs arrived with a newly formed 692 squadron (RAF). Their first mission would be on the night of February 1st/2nd 1944 in which a single aircraft would attack Berlin.

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Armourers wheel a 4,000-lb HC bomb into a Mosquito. The Mosquitos were fitted with bulged bomb-bays in order to accommodate ‘Cookies’. The tower can be seen behind. (IWM)*2

Some of these 692 Sqn Mosquitos were later modified to carry the enormous 4,000 lb ‘Cookie’ bomb, This was first used by S/Ldr. Watts in Mosquito DZ647 who took off at 20.45 hours to attack Düsseldorf. The attack took place on  the night of 23rd/24th February 1944 from a height of 25,000 feet. The initial bomb was followed by two further bombs from Mosquitos of the same squadron, DZ534 and DZ637.

The first casualties for 692 Sqn were reported only three days earlier, on the night of 19th/20th February, which also proved to be the worst night of Bomber Command casualties in the war so far. Mosquito DZ612 ‘P3-N’ flown by F/L W Thomas (DFC) and F/L J Munby (DFC) took off at 01:05 to attack Berlin. The aircraft was shot down and both crew members killed.

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Mosquito B Mark XVIs of No. 692 Squadron RAF (PF392 ‘P3-R’ nearest), lined up at Graveley. (IWM)*3

In early April 1944, a small detachment of 571 Sqn Mosquitos (RAF Downham Market – Trail 7) joined 692 passing through on their way to RAF Oakington and then Warboys where they were eventually disbanded. An event not un-typical for Graveley.

692 would have another claim to fame a year later on January 1st 1945. In an attempt to assist in the Ardennes offensive they attacked supply lines through a tunnel, requiring the bomb to be dropped into the mouth of the tunnel where it would explode. These attacks were carried out between 100 and 250 feet using the ‘Cookies’ and were so successful that smoke was seen bellowing from the other end of the tunnel.

The final 692 Sqn mission would be on the night of May 2nd/3rd 1945, and consisted of 23 aircraft in 2 waves of 12 and 11 aircraft against Kiel; all crews would return safely.

692 Squadron RAF, would operate a variety of Mosquito types during its life the B.IV, XIV and XVI and would prove to be highly successful and instrumental in 8 Group’s ‘Light Night Striking Force’.

35 Sqn RAF would go on to have a long and established career, as late as 1982. 692 Sqn on the other hand would move to Gransden Lodge in June 1945 where they were finally disbanded; a sad end to a remarkable career. Many highly regarded crew members were lost in operations from Graveley. including Sqn. Ldr. R. Fitzgerald and Wing Commander A. Cranswick. Graveley would have a high record of prestige loses such was the nature of the PFF.

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The remaining buildings utilised by the farm, which no longer resembles the Control Tower it was.

Other units to grace the skies over Graveley would include detachments of 97, 115 and 227  Sqns all with Lancaster I and IIIs, many prior to disbandment toward the war’s end.

692 Squadron carried out 310 operations from Graveley losing 17 Mosquitos in all. A  total of 150 aircraft were registered either missing or crashed following operations from this station: 83 Halifaxes, 32 Lancasters and 35 Mosquitos.

As one of the many pathfinder stations in this part of the country, Graveley is linked by the long ‘Pathfinder Walk’ that leads all the way to RAF Warboys in the north (Trail 17). Using this walk allows you to visit a number of pathfinder bases linking each one by open cross-country footpaths.

Today, Graveley is all but gone. The control tower is now very well disguised as a farm-house, its shape considerably different to the  original design, the concrete huts have been pulled down and the runways mainly dug-up. A couple of buildings do still remain next to the farm-house, storing a range of farm equipment. The perimeter track considerably smaller in width, remains used by the local farm for lorries to transport their goods to the main road.

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The perimeter track where bombers once lumbered.

A small memorial has been erected and sad to say, is poorly maintained. It stands at the entrance to the former airfield on the northern side, now the entrance to the farm site.

Graveley is typical of the sad end to many of Britain’s lost airfields. The wide open expanses that once resounded with the roar of piston engines taking brave young men to war, are now quiet and the sounds mere whispers in the wind. Lorries gently roll where the wheels of laden bombers once lumbered. The brave acts of those young men now laid to rest in a small stone overlooking where they once walked. As a pivotal station in 8 Group, Graveley and its crews deserve a much greater recognition for their dedication, bravery and sacrifice.

A beautiful stained glass window can be found in Graveley church and is worthy a visit if time allows.

After the quiet of Graveley we head south-east, but before arriving at our next planned destination, RAF Bourn,  we stop off at the now extinct RAF Caxton Gibbet.

Sources and further reading.

*1 Photo courtesy of Imperial War Museum

*2 Photo courtesy of Imperial War Museum

*3 Photo courtesy of Imperial War Museum

RAF Fersfield – Where history was made – and lost.

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

RAF Fersfield (Station 140/554)

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

Originally built as a satellite for RAF Knettishall, RAF Fersfield, was built-in late 1943. The third Class A airfield on this Trail, its main runway ran along a NE-SW direction, was 2000 yds in length and was constructed of concrete. There was a second and third runway of 1,400 yds running N-S and E-W again of concrete. Fersfield had two T-2 Hangars, one to the north side and one to the south, and 50 loop dispersals for aircraft storage. The bomb dump was located to the north, the technical area to the south and the accommodation blocks to the south and south-west. Fersfield would eventually be able to accommodate up to 2000 mixed personnel.

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

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

The first residents were a detachment of the 388th Bomb Group (BG) based at Knettishall which consisted of four bomb squadrons: the 560th 561st, 562nd and 563rd. A detachment specifically from the 562nd, were brought here to perform special operations and research into radio controlled bombs using war-weary B-17s and B-24s.

T2

T2 Hangar now a store

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

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

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

The Careful Virgin 41-24639

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

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

The most famous tragedy of these missions was that of Lieutenant Joseph P Kennedy Jnr, who was killed when his PB4Y unexpectedly blew up over Suffolk killing both him and his co-pilot on 12th August 1944.*2 In all there were 25 drone missions completed but none successfully hit their designated target with either control or accuracy. The missions were all considered failures and the operations were all cancelled soon after.

Operations Block

Former Operations Block south of the Technical site.

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

All in all, the operations carried out here, were disastrous, killing as many crews and causing as much damage to the UK as it did the enemy. However, it did mean that the Allies had entered into the drone war and set the scene for future military operations.

The Americans left Fersfield late in 1944, and it was handed back to the RAF. A number of units used it for short periods primarily for aircrew training. However, Fersfield was to have one last remarkable mission and a further claim to fame.

Accomodation Site

Nissan Huts on the former accommodation site.

On March 21st 1945, Mosquito VI units of 21 Sqn (RAF), 464 Sqn (RAAF) and 487 Sqn (RNZAF) all part of 140 Wing, were pulled back from the continent for a special mission to attack the Gestapo Headquarters at Copenhagen. Primarily based at Hunsdon (Trail 25), the mission was Led by Gp. Capt R Bateson and Sqn Ldr E Sismore, who took off in Mosquito RS570 ‘X’ at 08:35 and led a group of Mosquitoes in three waves of 6 aircraft in Operation Carthage.

The Shellhaus building raid gained notoriety for two reasons. Firstly, a large part of the building was bombed and destroyed and important documents set alight thus achieving the overall objective of the mission. A low-level daring raid it was operationally a great success. However, Mosquitoes following the initial wave attacked what they believed to be the building but what was in fact a school masked by fire and smoke. This caused a significant number of casualties including children.

Six aircraft failed to return from the mission, four Mosquitoes (one of which crashed causing the smoke and fire that masked the school) and Two P-51s that were part of a 28 strong fighter escort.

This operation was one of many daring low-level raids that the wing carried out, attacking various buildings including  the Amiens prison.

The wing left Fersfield which signified the end of overseas operations and Fersfield would become a staging post for units prior to disbandment. Between November 1944 and September 1945 a number of units would be located here  which included 98, 107 (one week), 140 (four days), 180 (one week), 226, 605 and 613 Sqns. Operating a number of aircraft types including: Mosquitoes (T.III), Bostons (IIa), Hurricanes (IV), Martinets (TT.III), Mitchells (III) and Anson Is, Fersfield had now had its day. In the following month, December 1945, the site was closed and the land sold off. Fersfield had closed its door for the last time and history had been written.

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

Nissen Huts

A few buildings remain on the technical Site.

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

Latrine Block

One of the many Latrines on the communal site.

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

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

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

No 464 Squadron
PZ353 Flt Lt W K Shrimpton RAAF (Pilot) / Fg Off P R Lake RAAF
PZ463 Flt Lt C B Thompson / Sgt H D Carter
PZ309 Flt Lt A J Smith RAAF / Flt Sgt H L Green RAAF
SZ999 Fg Off H G Dawson RAAF / Fg Off P T Murray (missing)
RS609 Fg Off J H Palmer RAAF / 2nd Lt H H Becker RNorAF (missing)
SZ968 Wg Cdr Iredale RAAF / Fg Off Johnson
All aircraft took off at 0840; last back landed 1405.

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

Sources and further reading.

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

*2 For a more detailed explanation of the Anvil operation that killed Joseph Kennedy Jnr see  ‘Heroic Tales‘.

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

Where Radials have been Replaced by Racing Cars – Snetterton Heath

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In the second part of Trail 27 we head further south toward the Suffolk border. We stop off at a world-famous racing circuit where the roar of radial engines has been replaced by the roar of motor racing. With all its development and changes, there are some surprises in stall, as we visit RAF Snetterton Heath.

RAF Snetterton Heath (Station 138)

RAF Snetterton Heath is located to the south-east of Snetterton village, and was built to Class A standard in 1942 for the RAF. It had three concrete runways, the main heading SW – NE of 2000 yds, with a second N-S and third W-E both of 1,400 yds.  There were initially 36 ‘frying pan’ hardstands, and both T2 and blister hangars. In May 1943 it was handed over to the USAAF and designated Station 138. Snetterton was then upgraded,  and the number of dispersals increased to fifty. A further four T2 hangars were constructed to house what was intended to be an air depot, however this never came to fruition and the work was stopped.

The accommodation areas were far to the south-east and east, the technical site to the North East and north and the fuel dump to the south. Snetterton covered a wide area, with little to the northern side because of the main Newmarket to Norwich road.

crew lockers and drying room

Former Crew Lockers and Drying room.

Snetterton was to become the home of the 45th Bombardment Wing, moving from Brampton Grange on 13th September 1943, who stayed at Snetterton until 18th June 1945 when it was disbanded. The 45th included groups at: Great Ashfield, Knettishall, Deopham Green, Great Saling and later Mendlesham.

The first residents were only to have a short stay. The B26 B and C ‘Marauders’ of the 386th BG, which was made up of four squadrons: 552nd, 553rd, 554th and 555th, who would arrive at Snetterton on June 3rd 1943. They would leave here one week later on the 10th June moving to RAF Boxted and then later to RAF Great Dunmow in September that same year. It was during this move that they transferred from the Eighth AF to the Ninth. The idea behind this move was to reduce the number of ‘setbacks’ that has bestowed the Marauders in operational duties, and place them closer to the continent. Whilst here at Snetterton, the 386th flew no operational missions and were soon replaced by the heavier B-17F/Gs of the 96th Bomb Group.

Fabric store

The original fabric store now has an alternative use.

During the conflict, the 96th would operate B-17s in four operational squadrons: 337th (code ‘AW’), 338th (code ‘BX’), 339th (code ‘QJ’), and the 413th (code ‘MZ’); aircraft having two parallel red lines on the wings and tail and a white ‘C’ in a black square. The 96th moved across from Great Saling (Andrews Field/Station 485) after a month of residency and remained at Snetterton from 12th June 1943 to 12th December 1945 whereupon they returned to Camp Kilmer, New Jersey and were disbanded.

The 96th would attack strategic  targets such as shipyards, harbours, railways, oil refineries and aircraft factories across the whole of Europe, including Czechoslovakia, Poland and Hungary. On the 17th August 1943, in the battle over Regensburg, the 96th’s bravery and dedication was rewarded with a Distinguished Unit Citation (DUC) the first of two. The second coming following the raid on Poznan, Poland, on 9th April 1944 when it led the 45th Combat Wing (CW) through poor weather and intense anti-aircraft fire. This was to be their finest mission of the conflict.

Gunnery Trainer

A gunnery Trainer serves as an office today.

However, all was not good for the 96th. Whilst many ‘jinxed’ bomb groups were noted for their high losses and poor success rates, it was in fact the 96th that suffered some of the most devastating losses. In October 1943, they lost seven aircraft over Schweinfurt, then a further 10 over Rostock on April 11th 1944. In fact during this first half of 1944, the 96th lost a total of 100 B-17s, a greater loss rate than any other unit of the Eighth Airforce. This was a tragic loss that was reflected on a later ‘Shuttle mission’ to Poltava, Poland, when seventeen out of the twenty-one B-17s of the 96th BG were lost.

The 96th were to set a number of other ‘records’. They were to have the second highest rate of MIA crews in the Eighth Airforce and they were to lead the first ‘shuttle mission’ (intended to split the Luftwaffe forces by attacking a European target then flying on to Africa or Russia) whilst on a raid to Ragensburg.  It was on one of these shuttle missions though that the 96th was to see the ‘softer’ side of the war when both they and  the 100th BG (also labeled for high losses) both brought back donkeys bought for the sum of 400Ff!

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“Lady Moe” looking out of the Waist Gunners position of ‘The Miracle Tribe‘. USAF Photo

The very last operational mission by the 96th was flown on April 21st 1945. However, they continued to fly in humanitarian operations over Europe, dropping food and other supplies to the Dutch, a role they carried out until they finally returned to the United States in December 1945 where they were inactivated for two years.

On the 13th June 1945 the 30th Bomb Wing used Snetterton Heath as its headquarters but had no flying units here; instead they were scattered around other USAAF bases in Norfolk and Suffolk. They pulled out of the UK on August 15th 1945 returning to the US.

Post war, Snetterton Heath was placed in care and maintenance under the watchful eye of the RAF 262 Maintenance Unit (MU) until the end of 1948, whereupon it was sold off.

Today Snetterton is famous for its motor-racing history, much of the track utilising the former runways and perimeter track. Small industrial units use a number of former hangars (reclad) and airfield buildings such as the turret trainer, the standby set house, crew rooms and fabric stores. A few dilapidated Nissen Huts lay decaying in fields, storing farm machinery but their days are all sadly numbered.

The best examples of these wartime buildings are located on the technical site on the eastern side of the airfield. From the main A11 come off and head toward the track, pass the main entrance and the technical site is on your right. A good range of the original buildings are here, reused for modern activities. The Gunnery trainer is neatly masked as an office, but its structure and shape clearly distinguishable from the outside. The crew rooms just a little before this are in a small complex of other former wartime huts.

A former workshop carries out mechanical work and the original admin building is now a small brewery – something that would no doubt have pleased many a young man in the mid 1940s.

Admin buildign and Nissen huts

A small brewery occupies the former admin office, a welcome change for those of the 1940s!

A few other buildings remained scattered around the area, particularly in the woods. With careful searching these can be found but access is very limited and in most cases prevented.

Speech Broadcasting building

Other buildings remain in the wooded areas to the south-east.

A considerable amount of industrial work has been carried out on the Snetterton site, the runways and perimeter being repaired and improved to create a suitable surface for racing. Hardstands and wider sections of runway are storage areas for heavy lorries, racing vehicles and associated equipment.

Public access to this part of the site is free, and this allows you to see the recently built memorial inside the main gate adjacent to what was the main runway, now the entrance to the track. A beautiful memorial that was proposed by the Board of Directors and the members of the 96th Bomb Group Association. Following a competition at the local school, the design was submitted by one of its teachers, Mr. Martin Rance, and depicts a B-17  at the top of four triangular, stainless steel columns. Each of the columns representing one of the four squadrons attached to the group. The B-17 pointing upward as if taking off into the skies above. Beneath is a simple dedication that refers to all the personnel who served with the 96th.

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An imposing memorial stands as a reminder of the 96th BG.

Throughout the war, the 96th BG achieved two DUCs, lost 189 crews as missing in action, flew 8,924 sorties dropping over 19,277 tons of bombs. Today the remnants remind us of those crews, the buildings stand as testament to their bravery and dedication, the memorial as a reminder of what once went on here, before the radial engines were lost and to the roar of racing cars.

We leave Snetterton, and head south-easterly toward Diss. As we do, we find the little village of North Lopham. Here is a small memorial dedicated to two crews of B-17s from the 337th and 338th Bomb Squadrons who collided over the village killing all on board on January 29th 1945. *1 The accident happened as the aircraft were forming up on a mission to the Bielefeld Marshalling yards. A small reminder of the perils of flying a large number of heavy bombers in tight formations.

Aug 2015 found in North Lopham

Memorial to two B-17s that collided killing all on board, January 29th 1945.

After a brief stop here, we continue on toward Diss. Here we find an incredible history that not only links us to possibly one of the greatest Americans that ever lived, but a mission that reveled the daring and skill of precision bombing by the RAF.

We go to RAF Fersfield.

Sources and further reading.

*1 Other memorials to the 96th BG can be found at St. Andrew’s Church, Quidenham and at the local school, where a small museum can also be accessed. I shall add these later.

A website dedicated to the 96th Bomb group is limited in detail but has some interesting information.

Wartime memories project have personal artefacts and letters linked to Snetterton and many other bases across East Anglia.

A DUC, 2 Medals of Honour and Napalm.

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In Trails 27 and 28 we head back to  southern Norfolk, to the eastern side of Thetford Forest. We visit three airfields, each one tells a remarkable story of heroism, bravery and loss.

Our first, just to the north of Attleborough, was home to the mighty B-17s of the 452nd Bomb Group, 45th Combat Wing, 3rd Air Division, Eighth Airforce. We start off at the windy and open expanse that is Deopham Green.

RAF Deopham Green (Station 142).

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Deopham Green taken 9th July 1946*1

Deopham Green (Station 142) was built-in 1943, to Class A standard and consisted of the usual three concrete runways; the main of 2,000 yds running NE-SW and two further runways NW-SE and  W-E both of 1,400 yds. All three were linked by a perimeter track with fifty-one dispersed hardstands (forty-nine loops and two pans), and two T2 hangars, one to the north and the second to the south-west of the airfield. The accommodation sites, 13 in all, lay to the west and south-west and could accommodate around 2,900 personnel. A mix of communal sites, sick quarters and accommodation blocks were spread widely to avoid injury through attack. The bomb site and fuel stores were situated to the south-east well away from the accommodation area.

Deopham Green’s first and only flying resident for the duration of the conflict was that of the 452nd Bomb Group.

The 452nd BG was made up of four bomb squadrons; 728th, 729th, 730th  and the 731st, flying B-17Gs. A black square with a white ‘L’ and parallel yellow bands denoted the group, whilst individual squadrons were issued with the codes 9Z (728th), M3, (729th), 6K (730th) and 7D (731st), although these were not displayed on individual aircraft during the conflict. Instead, squadron codes were a bar and ‘+’ sign or combinations of each allocated beneath the aircraft serial. The B-17s of the 452nd were originally olive and grey factory finish, but in March 1944, they began using the more common natural metal finish.

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The main runway looking south-west. The adjacent road uses part of the original track.

They were activated on June 1st 1943 moving to Deopham Green later that year between December and January 1944. Their first combat mission was to be on February 5th 1944. They would attack strategic targets such as: Frankfurt, Regensburg, Kassel, Schweinfurt and the oil installation at Bohlen. They initially operated over northern France attacking airfields, bridges and coastal defences in preparation for the Normandy invasion; supported ground troops in the advance against Brest, St Lo and the Battle of the Bulge. They also struck sites in preparation for the Allied crossing of the Rhine.

The 452nd was one of the first groups to use Petroleum Jelly bombs, later known as ‘Napalm’, a weapon that was to prove deadly to its victims.

It was on November 9th 1944 that Lieutenants Donald Gott and  William Metzger Jr performed courageously earning  the Medal of Honor posthumously after they were killed nursing their crippled B-17 ‘Lady Janet‘ home from Saarbrucken. Their story is described in ‘Heroic Tales‘.

For their courage, the 452nd BG received their first Distinguished Unit Citation (D.U.C) on April 7th 1945 for their action against strong fighter cover and flak over the jet fighter base at Kaltenkirchen.  Mission 931 would see one hundred and forty-three B-17s take on FW-190s and Me 262s – the 452nd would lose four B-17s. This was to be the final D.U.C. of the entire conflict for any bomb group.

The 452nd flew their final operational sortie  later that month on the 21st April 1945, returning to the U.S. in the following August where they were disbanded on the 28th.

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The southern end of the main runway.

In total, the 452nd flew 250 missions dropping 16,466 tons of bombs and losing 158 aircraft. They had the unenviable honour of having more Commanding Officers than any other Bomb Group during the Second World War. They achieved a D.U.C and two posthumous Medals of Honour, their awards reflecting their dedication, bravery and sacrifices.

Sadly only one aircraft 42-39970, ‘E-Rat-Icator‘ of the 730th BS, was to survive every mission and return home to the United States. E-Rat-Icator completed an incredible 120 bombing missions, a major triumph for any operational aircraft only to be unceremoniously scrapped in December 1945.

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B-17, 42-39970, ‘E-Rat-Icator’ 730th BS, which was one of the first to use Petroleum Jelly bombs. This was to be the only aircraft of the 452nd to survive every mission and return home*2

At the end of hostilities the 452nd left the UK and Station 142 was handed over to the RAF 258 Maintenance Unit for care and maintenance. It was finally closed for good on New Years day 1948, the land was sold off in 1961 and returned to agriculture, a state in which it survives today.

Deopham is a windy and wide open expanse. Development of the site has changed little of its atmospheric feeling. If starting at the southern end of the airfield, the first signs we see are two small structures; a small sentry post and ground crew hut used during maintenance work. Both stand amongst the hedges overgrown and almost hidden, the sentry post very run down and its life is surely near the end. The hut fights on, albeit in a very poor state, and is now the home of farm machinery and stores, and is more likely held together by the weed than any orignal fixings. To your left, at the end of this small track is a loop dispersal, where the B-17s would have been worked on by the crews in the hut.

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A hut once used by ground crews, barely stands in the undergrowth.

Leaving here, head north, taking the road from Bush Green follow it round. You pass on your right the entrance to the former fuel dump, then you veer right, this is now the original peri track. Turning left, you pass a gate on your right,  this junction is the entrance to the bomb store . There is no longer any sign of the mass of munitions that once sat here, merely a concrete road and farm supplies. Continue heading north, you are now on the lower section of the NW-SE runway. A short way up, it crosses the main runway, remains of the original can be seen on both sides of the road, its width giving an indication of the size of the aircraft that used it. From here, turn right and then drive along its length toward Deopham Stalland. This road utilises the main runway virtually in its entirety. The length of these concrete runways clearly visible, and in places, so too is the width, some 50 feet. Along here, the old sections that have not been covered in tarmac, run along side, and stopping off at any point allows you to stand and soak up the atmosphere of those lumbering bombers racing down the runway, labouring to get airborne with their mighty loads. At the end, you can see the last section stretch out before you, the weeds now taking over. Turning left will take you round the peri track toward the north-eastern side of the airfield and away from the site.

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One of the few remaining buildings fights the vegetation – Accommodation Site 7

Turn back on your self, drive down the ‘runway’ to the crossing point and then right and continue north. This is the secondary NW-SE runway once more. Most of this is now beneath the soil, but small sections can be see. Eventually you arrive at a small triangular grassed area. Three trees enclose a small memorial dedicated in May 1992 to the crews of the 452nd BG. A large concrete expanse to the right, the ‘car park’, are the remains of the original runway; from here it heads off to the north as a small track now frequented by dog walkers rather than heavy bombers. Carry on in a westerly direction toward the farm buildings. To your right a small track leads to where the control tower once stood. Sadly long gone, it was a standard wartime design to 12779/41, and was demolished after the land was sold in the 1960s. Behind here was the admin site, housing several dispersals and a blister hangar. All now gone and the land used for buildings owned by Stallard Farm.

To your left stood one of the two T2 hangars and other technical buildings, again mostly all gone today, those that are left are now part of the farm.

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Former Gymnasium and Chancery located on Site No. 5

Continue past this area and you come to a cross roads. Directly opposite to your right is the location of accommodation site 7. Heavily overgrown, it was the home to the 728th BS. The few remaining structures here are also nearing the end of their useful lives. Further on, are accommodation sites 8 and 9, only concrete and a few foundations remain, evidence of the huts that once housed crews here. Turning left at this junction, heading south, you pass Sites 4 (Communal) and 5 (Mess). Also here were sites 12 and the sick quarters 13. Here at site 5, there are a few buildings including  the former Nissen hut library, gymnasium and chapel, and former mess hall. These buildings are now owned by the Council and the Nissen hut still has today artwork paintings of ‘Robin Hood’ on the wall to the rear. A few other buildings survive around here in modern-day use. Others are mere shells and in great danger of falling down.

The former sick quarters (Site 13) still has buildings in use today.

Carrying on along this road and you leave Deopham Green through what was the main entrance. No visible sign of this remains today, the barrier and remaining accommodation sites to your right are all sadly long gone.

Deopham Green was a major airfield used by the Eighth Airforce for bombing missions over Europe. It supported ground operations, targeted transport and communication routes, and saw bravery beyond a scale imaginable today. It also led the way in new and devastating weapons that were to become commonplace in news reels in later years. It is amongst its wind-swept fields, sections of runway and small collection of buildings, that  remain the memories of those who never came back to tell the tale of the devastating war over occupied Europe.

On leaving Deopham Green, we head south again, to our next stop where the roar of radial engines has been replaced by the roar of motor racing. We visit the former American airbase at Snetterton Heath.

Sources and further reading.

*1 Photo in Public Domain, taken from wikimedia.

*2  Photo taken from Roger Freeman collection at http://www.americanairmuseum.com/media/10336

An airfield that holds a tremendous history, yet little exists.

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In this revised trip, we go back to Woodhall Spa, and visit the former Bomber Command airfield, famed for its crews, missions and aircraft. Woodhall Spa is a remarkable airfield, yet it is hardly known, or recognisable today.

RAF Woodhall Spa was originally built as a satellite to RAF Coningsby a short distance away, and opened on 1st February 1942. It was built with three concrete runways; two of 1,400 yds (1,353 m) and a third and main runway of 2,000yds all 50yds (46 m) wide. The site like other Standard ‘A’ class airfields had two T2 hangars and one B1, thirty-six pan-style hardstands and numerous support buildings scattered around its perimeter. Accommodation was spread over 7 sites, along with a WAAF, sick quarters and 2 communal sites all located to the south-east. The technical and administrative sites were also to the south-east side of the airfield between the accommodation areas and the main airfield.

A bomb store was well to the north and the main entrance to the north-west. A range of accommodation and technical style huts were used, Laing / Nissen / Seco and a Watch Tower to drawing 15956/40.

aerial photo of RAF Woodhall Spa

An aerial photograph of Woodhall Spa taken post war. The B1 and T2 hangers can be seen to the north-west, a further T2 to the south. The accommodation block are below the frame. (Taken from a photo at the Thorpe Camp museum).

One remarkable features of Woodhall Spa was the installation of six arrester gear units on the runways. These were designed to prevent aircraft overshooting the runway and were installed during the building programme. Some 120 units were manufactured in all but only a handful of sites had them. On October 22nd 1942, the Woodhall Spa units were tested using an Avro Manchester from the Royal Aircraft Establishment and all went well. However, as the war progressed, reservations were registered about such a technique and the units were never used ‘operationally’ in any of the allocated sites.

At the same time that Woodhall Spa opened, the newly equipped Lancaster (Mk I & III) squadron, 97 Sqn, moved from RAF Coningsby into RAF Woodhall Spa and within a month were flying operations from their new home. However, their first operation, mine laying, was to be fatal for three aircraft, cashing on the journey home. This was not to be the general theme for 97 Sqn though. For the next year they would prove themselves more than capable, hitting many targets accurately with bravery and courage.

Lancaster Mk I ‘R5495’ OF-N of 97 Sqn Woodhall Spa, bombs up. This aircraft was shot down over Essen 8th/9th June 1942, the crew were all killed.*4

The following March (1943) the main bulk of 97 Sqn moved to Bourn to form part of the new Pathfinder force, with detachments at Graveley, Gransden Lodge, Oakington and a further section remaining at Woodhall.  On April 18th 1943, 619 Sqn was formed from the Woodhall Spa detachment retaining their Lancaster Is and IIIs. However, their stay was very short; they moved out to Coningsby in January 1944 and were replaced overnight by the famous 617 (Dambusters) Sqn*5.

During their year here, 619 Sqn would prove themselves further in raids over the Ruhr, Düsseldorf, Oberhausen and Krefeld. Casualties were light during these early missions, but in the following August (1943) the RAF a mounted a massive raid consisting of 596 aircraft on the V2 rocket site at Peenemunde. Three of the twelve aircraft sent by 619 Sqn would fail to return.

Bomb Shelter now flooded.

The bomb shelter now flooded and inaccessible.

When 619 Sqn moved out, 617 Sqn moved in. Lead by Group Captain Leonard Cheshire, 617 Sqn were the elite of 5 Group, Bomber Command and accordingly were to be assigned some of the most difficult and outright dangerous precision bombing missions.

Throughout 1944, 617 Sqn would have many near misses, and losses, ranging from low-level bird strikes to fighter attacks and flak. Targets varied considerably including those at: Limoge (aircraft engine factory), the Antheor Viaduct, Albert, St. Etienne and Metz (aircraft parts factories); many using the new ‘Tall Boy’ 12,000lb bomb.

On 15th April 1944, 617 Squadron were joined by 627 Sqn and obtained some D.H. Mosquito VIs, using these to good effect in the Pathfinder role while their Lancasters continued with the bombing. In June, they had a small respite from bombing missions and on the day of the Allied Invasion, they were tasked with dropping ‘Window’ over the Pas-de-Calais to fool the Germans into believing the invasion force would strike there.

Nissen Huts

A handful of huts and buildings remain.

Throughout the remainder of 1944, 617 Sqn continued to use ‘conventional’ and Tall Boy  bombs on prestige targets like U-boat pens and the Samur Tunnel. Cheshire found himself handed a P-51, and after having it unpacked and engine tested, he used it to mark a V1 target to which 617 struck a devastating blow.

Further major targets were to befall the wrath of 617 Sqn. Flying 2,100 miles to a forward operating base at Yagodonik with Lancasters from 9 Sqn, they attacked the German main Battleship the ‘Tirpitz’. During the mission, for which they had long-range fuel tanks, of the 38 aircraft that set off, six were to crash on the outward journey, one turn back and one to crash on the return. The Tirpitz however was to remain ‘unsinkable’ for some time. It would take two more return trips by 617 Sqn from Lossiemouth to finally sink the ship, the last being on 12th November 1944, with the loss of 1000 German sailors.

Bombing and pathfinder operations for Woodhall spa crews continued right up to the end of the war. Early that year they would start to use the new ‘Grand Slam’ 22,000lb bomb, with their last operational fatality being on 16th April 1945. That was not the end for Woodhall Spa though. The famous Guy Gibson drove here and ‘borrowed’ a Mosquito of 627 Sqn against a backdrop of changed minds, mishaps and misjudgements, the resulting crash leaving him dead.

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Brick walls outline former structures.

Woodhall closed soon after the war ended, but it was identified as a suitable location for Britain’s air defence missile the ‘Bloodhound’ and on May 1st 1960, Woodhall Spa became the base of 222 Sqn with Bloodhound MkI missiles. These were disbanded in June 1964 and replaced by Bloodhound Mk IIs of 112 Sqn on November 2nd 1964. These stayed until 1st October 1967 when they moved to Episkopi in Cyprus.

After the removal of the Bloodhound squadron, the RAF continued to use a small site near to the main entrance, utilising the 617 Sqn T2 hangar and other ancillary buildings as an engine maintenance and testing facility. This too has since closed and the main use is now as a quarry.

Thorpe Camp (RAF Woodhall Spa)

Map showing the location of the Bloodhound Missile Site (Photo of the display at the museum)

A long and distinguished life, Woodhall Spa’s operational losses totalled 91 aircraft, of which 74 were Lancasters and 17 Mosquitoes. Daring and brave crews, they gave their all for freedom and the love of flying.

Today little exists of this former airfield. Being a quarry and partly MOD, much of the  land it is not accessible to the general public. Most of the buildings have long since gone and the runways mostly dug up. A few minor concrete ‘side roads’ are in situ and with searching some evidence can be found. The tower was demolished just after the war as were many of the other buildings and huts. Steps have now been taken to turn whats left into a nature reserve (see post dated 4th July 2015) and a memorial has been placed at the intersection of the runway remains. The best remnants can be seen a little way to the south-east at the former No 1 communal site at Thorpe Camp (see below).

Former NAAFI

The former NAAFI for 469 airmen and 71 officers.

A small number of buildings remain here utilised now as a museum. These include a war-time NAAFI able to accommodate 469 airmen and 71 officers, the ablutions block, ration store and various Nissen huts. A bomb shelter is also here, now flooded and blocked off along with other part brick structures.

In the adjacent woods, the airmen’s quarters and other buildings can be found, now derelict and in a dangerous condition. Odd buildings are scattered about the various sites but these too are few and far between.

Considering the history of Woodhall Spa, the men who flew from here, the operations they undertook, the testing of revolutionary equipment, the new and deadly bombs, it has suffered possibly greater than most and much of this history, if it were not for the Thorpe Camp museum, would now be lost forever. Now it has become a nature reserve in part, then maybe, just maybe, the footsteps of those who were stationed here may once again be walked by others and their memories brought back to life.

Sources and further Reading.

*1 Author unknown, photo from http://www.aircrewremembered.com/hughes-mervyn.html, August 2015

*2 617 Squadron are most famous for the raid on the Ruhr dams in Operation Chastise ‘Operation Chastise’ carried out on 17 May 1943 under the command of Wing Commander Guy Gibson.

This is an updated trail part of Trail 1 Lower Lincolnshire.

A Gem of a Museum in the Heart of an Aviation Mecca

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I recently updated the original Trail on this site after visiting the Thorpe Camp Museum. A really pleasant little museum, it provides a wealth of information for very little cost. Its history and that of the area, is incredible.

Thorpe camp museum sits on the original  communal site 1 on the former RAF Woodhall Spa and was acquired in 1988 by a group of volunteers (The Thorpe Camp Preservation Group) who have utilised the original buildings and pathways that would have been used by RAF personnel during their stay at Woodhall Spa. Entrance is a nominal fee and worth every penny.

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Original buildings of No. 1 communal site are now a museum.

A number of original huts and buildings display a range of letters, photos, memorabilia and other artefacts that take you through aspects of life both at Woodhall Spa and Lincolnshire life during the Second World War. Specific displays tell you about each of the four squadrons based here (97, 617, 619 (Dambusters) and 627) , the crew members, aircraft and personal stories. A memorial stands at the centre of the site reflecting their dedication.

Extensive work has been done to research the famous dams raid of 617 Squadron, how the bouncing bomb was developed, how it worked and what the aftermath of the operation was.

A small shop provides food and drink, and is a welcome break after a long journey.

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An Allan Williams Turret on the site.

A civilian section shows life ‘at home’. Weddings of the Second World War were scant affairs due to lack of money and rationing, but brides made the most of what they had; examples of these are nicely displayed. The home guard, ARPs, and domestic life are all represented in this atmospheric museum.

Many young men were sent from within the borders of Lincolnshire on major operations such as ‘Market Garden’, these too are represented through displays of uniforms, photos, letters and official documents.

Further buildings, also originals, house well stocked displays of the V1 and V2 development. The terror weapons used by Hitler to break the morale of the British people. Over 3000 of these V2s were used against targets in the UK predominately London and the South East. Models, photographs and documents again show the extent of this development.

Something I had never come across before was the idea of using arrester gear on heavy bombers where runways may have been shorter than ideal. The principle, based upon that used by the navy on their aircraft carriers, was to place one or more steel cables across the runway for a landing bomber to ‘catch’ as it landed. A small number of airfields in the UK has these, Woodhall Spa being one of them, and an original winch has been removed from the airfield and carefully refurbished. This now has pride of place in the museum. It is believed a further example remains on the airfield alongside the remains of the runway. A rather ingenious but ineffective idea, it was not widely used due to mis-landings and the increased weight that the arrested gear added to an already heavy aircraft.

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An Arrester Gear Hub that was used on RAF Woodhall.

Thorpe Camp provides a chance to see inside a Lancaster cockpit. A replica, painstakingly built includes all the detail of an original Lancaster bomber. Other parts, including turrets, dials and engines can also be found in this dedicated exhibition room.

Staff at Woodhall Spa are carrying out renovation projects and have their own workshop to do this. The process can be viewed and makes for an added interest to the visit.

As an aviation enthusiast the trip is topped off with another feature in the form of a BAC Lightning F1A (XM192) in 111 Squadron markings standing proud beside another cold war relic the Bristol Bloodhound missile.

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BAC Lightning of 111 Squadron RAF.

Using a range of original documents, photographs, letters and memorabilia, Thorpe Camp at Woodhall Spa is a delight to wander and a real insight not only into the life of this Second World War airfield but life during those hard times in general.

Thorpe Camp is part of Trail 1, and is located near to RAF Coningsby. It has its own dedicated webpage where you can find further information and details.

An airfield whose history remains secret.

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This is the second airfield of Trail 25 which takes place in the Hertfordshire countryside. Even today, much of what went on here remains secret and little information about the people or its activities exists. However, its role in the both wars was significant.

RAF Sawbridgeworth

RAF Sawbridgeworth was originally constructed as an Advanced Landing Ground (ALG) during April 1916. It was designed to take aircraft from 39 sqn, who were currently based at nearby North Weald. Activated initially to combat the Zeppelins from Germany, 39 sqn are currently based at RAF Waddington flying the MQ-9 Reaper against a much different enemy.

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Part of the Airfield defences.

It wasn’t until the Second World War, that RAF Sawbridgeworth  really came into its own as an operational airfield.

Mathams Wood ALG, as it was known, saw expansion in the early 1940s, more through luck than careful planning. Each of the three runways, were constructed of Summerfield tracking, and measured 1,700 yds, 1,400 yds and 900 yds in length.  The usual Drem lighting was installed adjacent the track rather than embedded as would be the usual case.

A number of buildings were requisitioned as aircraft were dispersed here following France’s fall in 1940. The ALG was expanded through local workers and Mathams Wood ALG took on the unofficial name RAF Sawbridgeworth after the village that stands close by.

The expansion of Sawbridgeworth also included a number of buildings: 16x Dorman Long (4630/42) blister hangars, a T2 hangar, a number of ‘Blenheim’ style aircraft pens and 8 dispersed sites primarily to the East of the airfield. A watch tower, fire tender station, hospital, grocery store, Link trainer, gymnasium and the usual accommodation blocks all added to the much bigger site than had been previously been designed.

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The former Grocery Store.

The first unit to be based here was that of 2 (AC) sqn flying Westland Lysander II and IIIs in the observational role. Performing primarily in this activity, 2 sqn later on used the Curtis Tomahawk I & II, followed shortly after by the Mustang I and eventually the IA. Other squadrons to be based here included: 4, 63, 80, 126, 168, 170, 182 , 239, 268 and 652 sqns primarily undertaking a PR role whilst here.  A number of other non-flying units performing the evacuation and redeployment of personnel were also stationed here.

2 Sqn were also heavily involved in the secret work of the Special Operations Execute (SOE) involved in dropping agents into occupied France. Much of the training of the aircrews took place at Sawbridgeworth, with practice flights using the famous ‘Black’ Lysanders. Even today, some 75 years later, these operations and the role of the photographic reconnaissance units, remain well hidden operations cloaked in secrecy.

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The perimeter track still remains, in full at some points.

Sawbridgeworth was not devoid of its own enemy attention. On September 19th 1940 a Heinkel III was shot down and crashed in nearby Thorley Wash, one of several crashes close by.

As the war drew to a close, so did the activity at Sawbridgeworth. Following the invasion of Normandy, and the subsequent liberation of Europe, all operational flying ceased in November 1944 and the site went into care and maintenance. The runways were pulled up using P.O.Ws and the tower was demolished a year after the cessation of conflict in 1945. Other buildings were removed or demolished and the land turned back to agriculture.

Wandering the site today, there is luckily still quite a bit of evidence about. The perimeter track is complete, not in its full width throughout, but a large proportion of it. A number of pill boxes remain scattered around the perimeter of the site and the Battle Headquarters (design 11008/41) can be found with determined searching amongst the brambles and hedgerows.

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The former guard block, still largely intact.

To the west of the site is a small industrial complex utilising what was a ten-bed sick quarters, dental annexe, a twelve bed Barrack hut that doubled as a hospital ward, mortuary and an ambulance shed. An ablutions block is was also located here and the site is more or less complete. Not far from here, is a modern farm, which houses a number of smaller original buildings including a Parachute store (built to drawing 11137/41), fabric store, sub station, main stores and other technical buildings. These are all located on private land and in use by the farmer. There is also a signals block, located nearby to these sites and easily visible from the road.

Across to the east of the airfield, is whats left of the communal site. Here stood 33 buildings in total, incorporating a wide range of supporting units for recreation and general living. The only remaining buildings being the standby generator house and the grocery store. Both are used by local businesses.

Emergency generator

The Standby Generator House now a stores for machinery.

A memorial to those who served at Sawbridgeworth stands outside what was the guard block. A recent addition, it is a nice reminder of the dedication of the crews who were stationed here during two world wars.

Sawbridgeworth is a small well hidden airfield and takes some finding. Hidden by woodland and crops, it was created through luck rather than good planning. The crews and aircraft of Sawbridgeworth played a considerable part in the Second World War, and all in its short but yet significant life.

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A memorial stands dedicated to those who served at Sawbridgeworth.

Sawbridgeworth features with its sister station RAF Hunsdon in Trail 25.

Aircrews struck at the Very Heart of the Gestapo

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In this trail we head to the south once more, to the west of Harlow and to two wartime airfields, one of which played a major part in striking a blow at the very heart of the Nazi regime.

Hertfordshire is an area rich in commuters to both London and the technological towns of Harlow and Bishops Stortford. Being north of London, it is also close to Stansted airport, another ex World War 2 airfield.

It has some beautiful countryside, delightful little villages and quaint country pubs. It is also an area with a wealth of history.

Our first stop is a small airfield nestled in the heart of the beautiful Hertfordshire countryside behind the village that gives it its name, RAF Hunsdon.

RAF Hunsdon

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The Hunsdon Village sign reflects its history and links to the RAF.

RAF Hunsdon was built between October 1940 and March 1941, it was a constructed with two concrete runways, one N/S initially of 1,250 (extended to 1,450 yds) and the main E/W of 1,450 yds (also extended by a further 300 yds). Aircraft dispersals amounted to 18 hardstands, 16 Blister hangars around the perimeter, a Bellman Hangar, fuel dump and accommodation for up to 440 airmen and about 270 WAAFs, in 8 dispersed sites.

Hunsdon is within a stones throw of London and its main role was that of night fighter operations. A number of operational units (in excess of 25) would pass though it doors during it relatively short life, including: 3, 21, 29, 85, 151, 154, 157, 264, 287, 409 (RCAF), 410 (RCAF), 418 (RCAF), 442, (RCAF), 464 (RAAF), 487 (RNZAF), 488 (RNZAF), 501, 515, 530 (initially 1451 Turbinlite flight), and 611sqn, providing Hunsdon with a multinational mixture of crews.

The first unit to arrive was that of 85 sqn with Douglas Havocs IIs, followed by Mosquitos II, XV and XIIs; other models to be seen at Hunsdon included: Hurricanes, Defiants, Beaufighters, and the Mustang to name but a few. 85 Squadron, which went on to a long and distinguished career, staying for two years from May 1941 to May 1943 before moving to West Malling where it continued its night fighter role. 85 sqn was eventually disbanded in 1990/91.

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The Parachute store now holds farm machinery.

The first DH Mosquito, for which Hunsdon is most commonly known, arrived in 1943 with Mosquito VIs. Around this point, the Air Ministry decided to form a new wing designated 140 Wing RAF. This wing would consist of 21 Squadron (RAF), 464 squadron (RAAF) and 487 squadron (RNZAF) all based at Hunsdon and would be part of the RAF Second Tactical Air Force (2TAF) designed to support troops in the forthcoming invasion.

Between 1944 and 1945 140 Wing would carry out a number of daring low-level bombing raids against key Gestapo buildings and prisons in occupied Europe. These famous raids were designed to free captive resistance fighters and destroy important Gestapo documents. Operation Carthage took place in Denmark and occurred whilst the wing was based at RAF Fersfield in 1945, but the first, Operation Jericho, was whilst they were based at Hunsdon in early 1944.

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Pill boxes of various types, line the perimeter of the airfield.

On February 18th that year, 19 Mosquitos including a photo reconnoissance model, led by Group Captain Percy C. Pickard (DSO and two bars, DFC), took off to attack, breech or destroy the walls and main building of the Amiens prison*1. A famously brave act, it resulted in the death of 3 crew members; G.Capt. Percy C. Pickard, and F. Lt. John A. Broadley, (RNZAF), both in Mosquito HX922, ‘EG-F’;  and F. Lt. Richard W. Samson, (RNZAF) in Mosquito MM404, ‘SB-T’. Samson’s pilot, S. Ldr. A. I. McRitchie survived his crash and was taken as a prisoner of war. Two Typhoons escorting the Mosquitos also failed to return home. Considered a success at the time, evidence has since come to light to suggest that the operation was ‘unnecessary’ and may have failed to achieve anything more than a successful PR role.

A further significant role that Hunsdon was to take part in, was that of the Turbinlite Trials. These were relatively unsuccessful as aircraft operations, and were soon withdrawn as better radar equipped fighters were produced. The idea behind Turbinlite was to adapt an aircraft, initially the Havoc II, or Boston III with the fitting of a large 2,700 million candle searchlight to the front of the aircraft. These would then fly at night, locate enemy bombers whereupon escorting fighters would shoot them down. Several adaptations attempted to improve the ‘kill’ rate but to no avail. At Hunsdon, this unique method of fighter interception was carried out by 530 Sqn (initially 1451 Flight), who were formed on 8th September 1942. As one of ten Turbinlite squadrons,  they did not last and were disbanded only four months later on 25th January 1943.

As the war progressed and the end was in sight, Hunsdon’s role changed to that of long-range fighter escort, all be it for a brief period. P-51 Mustangs would operate escorting bombers deep into enemy territory before the conflict finally ceased in 1945.

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

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Remnants of the main runway looking West.

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

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

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

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

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An air-raid shelter no longer covered with soil.

To the northern side of the airfield, next to where the microlight site is based, is a memorial to the crews of all nationalities who were based here all those years ago. Formed from a propeller boss of a Mosquito, it was donated to by the former Mosquito Museum (now de Havilland Aircraft Museum – Trail 5), it stands proud looking down what was the length of the secondary runway. A further memorial plaque can also be found on the wall of the village hall.

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

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

*1 – There is some debate as to the validity of the Amiens raid, one of the French Resistance fighters has now revealed his doubts, and that it may have been some propaganda or diversionary attack. A book has been written by author Simon Parry and historian Dr Jean-Pierre Ducellier entitled ‘The Amiens Raid – Secrets Revealed‘ and is published by Red Kite.

RAF Little Snoring – Honours and Awards

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In the heart of the Norfolk countryside stands a quaint little church with a round turret. Standing proud on top of a hill just outside the nearby village, the church holds a rare and unique collection of war records.

RAF Little Snoring (Trail 22) was home to a number of squadrons including the rare Bristol Hercules engined Lancaster IIs of both 1678 HCU and 115 Sqn and latterly units of 100 Group flying amongst others, the DH Mosquito.

At the end of the war the airfield was closed down, used primarily as a storage site for surplus aircraft prior to scrapping.

Many of the buildings were pulled down and runways dug up returning the site to its primary use of agriculture. Whilst a small section survived along with two hangars and a now derelict control tower, the church has become the holder of a rare collection.

In the Officers Mess of Little Snoring were four boards painstakingly hand painted by L.a.c Douglas Higgins of 23 Squadron between 1944 and 1945, on which the ‘Kills’ of the squadrons were recorded for prosperity. Never intended to be more than a trophy board, they have now become a unique ‘diary’ of the events that took place in the latter part of the Second World War.

The boards of St. Andrew’s holds a unique record

The four boards stand on the back wall of the church and were rescued by a local villager (Mrs E. Whitehead  the church warden) on demolition of the officers mess. The two to the left, list the ‘victories’ and the two to the right the squadron honours.

The first victory is listed as “30.1.44, 169 Sqn, S/L Cooper. F/Lt Connolly. Brandenburg Area. Me 110 destroyed”. The final entry shows eight unidentified aircraft as ‘damaged’ by F/Lt Davis and F.O. Cronin of 515 Sqn over the Kaufbeurin Airfield on the 24th, April 1945.

The first of the four boards starts 30th January 1944

Perhaps one of the most interesting entries is that of 20th, March 1945 when the Station Browning Battery of RAF Little Snoring damaged an attacking Ju 88 on an intruder mission.

A range of aircraft appear on the boards including: Do 217, Me 109, Me 110s, Me 262s, Ju 88s, Ju 52s, Fw 190s and Heinkel’s 111 and larger 177 bombers. Many of the latter entries being for action over enemy airfields toward the closing months of the war.

The final entry is dated 24th April 1945

The honours boards go back slightly earlier. The first 13 entires go to 115 Sqn for a range of honours including the:DFM, DFC and  DSO,  which began on August 1943 when Sergeant Rosonbloom was awarded the DFM.

The final entry is a mention in despatches for L.a.c , G.E. Harper, in September 1944.

Next to the boards is a moving and thoughtful poem written by L.a.c. S. Ruffle on his return to Little Snoring post war. He tells the tale of the airfield through his eyes and about his wartime friend, creater of the board, Douglas Higgins, even referring to the boards in his poem.

These boards stand as a reminder of both the many brave actions of crews and the airfield defence staff,  they are a permanent record of action from a small airfield tucked away in the Norfolk countryside.

Ruffles’s poem recalls his time at Little Snoring.

A Total Success or a Human Tragedy – Operation Carthage

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The Shell House attack.

Whilst researching a recent trip I came across this interesting film detailing the attack by 140 Wing (RAF) on the Gestapo Headquarters in Copenhagen, Denmark in 1945. Codenamed ‘Operation Carthage’. Technically it was 100% successful, the building was destroyed, the papers burned and resistance fighters escaped, but the attack resulted in the loss of 10 crew members 13 civilians and 86 children.

On March 21st 1945, 18 Mosquitos from 140 Wing (RAF) consisting of 3 waves of 6 from 487 Squadron, 464 Squadron and 21 Squadron  and two supporting photographic Mosquitos, took off from RAF Fersfield to attack and destroy the Gestapo Headquarters in Copenhagen, Denmark.

Leaving just before 9:00am, so they would arrive over the target when it was at its busiest, they headed out over the north sea on a direct line to Denmark.

Attacking at roof top height, they struck a blow at the heart of the Gestapo, killing 151 Gestapo officers and allowing for the escape of 30 Danish resistance fighters.

Sadly in the attack, a Mosquito s/n SZ977, flown by Wg. Cdr. Peter A Kleboe and Fg.Off. K Hall, struck a building causing it to crash and burst into flames. Following aircraft blinded by the smoke, believed this to be the target and bombed it, hitting a school killing 86 children inside.

Some argue the loss of those civilians was not sufficient to justify the attack whilst others claim the success of the mission outweighs the tragic loss of civilian life. The Debate goes on!

Aircraft involved in the attack

(Mosquito Mk.VI)

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

No 464 Squadron
PZ353 Flt Lt W K Shrimpton RAAF (Pilot) / Fg Off P R Lake RAAF
PZ463 Flt Lt C B Thompson / Sgt H D Carter
PZ309 Flt Lt A J Smith RAAF / Flt Sgt H L Green RAAF
SZ999 Fg Off H G Dawson RAAF / Fg Off P T Murray (missing)
RS609 Fg Off J H Palmer RAAF / 2nd Lt H H Becker RNorAF (missing)
SZ968 Wg Cdr Iredale RAAF / Fg Off Johnson
All aircraft took off at 0840; last back landed 1405.

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

Sources:National Archives, June 14th 2015.