archaeology

RAF Debach – Home of Helton’s Hellcats.

/ Aviationtrails / 7 Comments

As we depart Framlingham we head a short distance away to the south-west, to another U.S Bomber base also with a remarkable museum. As we head towards Ipswich we arrive at Debach, the former base of the 493rd BG(H) and a group named after its commander Col. Elbert Helton, “Helton’s Hellcats.”

RAF Debach (Station 152).

Debach was one of the last bases to be built during the war, hence its life span was relatively short. Construction began in 1943 opening in 1944 and was constructed by the 820th Engineer Battalion (Aviation) whose headquarters were at Great Barrington in the Cotswolds.

The 820th arrived, by boat, at Glasgow, unprepared but warned about the ‘English reserve‘ that they were likely to encounter. After travelling by train to Debach they were kept ‘on base’ sleeping in tents that were arranged around the airfield they were intending to build. Against orders, the men then decided it was time to see what England was all about and set off along its leafy lanes with thatched cottages and chocolate box views. Their first real taste of England came at the local pub ‘The Dog‘ in Grundisburgh, which sat across a wooden bridge from the local village green.

A traditional pub, it had served the locals for centuries, and to the Americans, it was stuck there. Old men with pipes sat in the corners while oak beams held the low ceilings just above the GI’s heads.

Debach Airfield and Museum

Part of the runway at Debach, cracking and breaking up, built by the 820th Engineer Battalion, it once resounded to the roar of heavy bombers.

After thinking they had entered a weird new world, the GIs tried the beers, all of them, to find one that suited the American taste buds the best. Before long, word spread, and the pub empty on their arrival, quickly filled with inquisitive English people, interested in seeing what these Americans were really like.

After an evening of much talk and drinking, the GI’s left for their tented homes, their first introduction to the British being a polite and pleasant affair. By the end of the evening the pub had run out of beer, the first time such a thing had happened in its 450 year old history.

Debach as a Class ‘A’ site, had three concrete runways, the main running slightly off north/east-south/west, the second east-west, and the third slightly off north-south.  The runway patterns at Debach were slightly different to the norm in that the cross of the ‘A’ was at the base rather than part way up, but the various lengths were as per other Class ‘A’ models.

A perimeter track with 50 spectacle hardstands joined the thresholds of each runway, with the bomb store to the south-east and the accommodation, admin and technical areas all spread along the western side. The airfield site encompassed the medieval site of Thistledon Hall, a three-moated house that has historical features dating back to the late 16th and early 17th Century. A building that was demolished by the 820th Engineer Battalion to make way for the airfield.

Accommodation was split over 6 officer and enlisted crewmen sites, two WAAF sites, a sick quarters and admin block that granted access to the main airfield. The majority of the buildings were Nissen huts, with some Romneys, a blister hanger for the gunnery trainer and two T2 hangars.

The watch office was of the standard wartime design, built to drawing 12779/41 later adapted to take the much smaller windows as per the updated drawing 343/43. This gave it a slightly different appearance to non-modified towers of the time.

In the technical area, Debach had the usual range of buildings, stores and supply huts, however, the parachute store was almost unique in that it had its own drying room attached – perhaps as a result of the late building of the site. Like many of the forty-one airfields built to house the USAAF heavy bombers, Debach cost nearly £1,000,000 to construct, a small amount compared to the £645, 000,000 it cost to build all 250 US airfields in the UK*.

The mid war years saw a dramatic and rapid build up of the Eighth Air Force on British soil. This build up had seen huge numbers of both men and machinery arrive via Atlantic routes, many coming through the large ports at Greenock or Liverpool. The 40th, and last group to be assigned to the ‘Mighty Eighth’, would be the 493rd Bombardment Group (Heavy) and they would be assigned to RAF Debach.

Debach Airfield and Museum

The perimeter track forms access for farm vehicles.

The 493rd would be a relatively short-lived unit, moving from their training ground at McCook Army Airfield in Nebraska, to their headquarters at Elveldon Hall, and Debach airfield. They remained here until their return to Sioux Falls post war. Their entire service would last just short of 2 years. Following their activation in November 1943, they had their ground echelons assigned in early 1944 with the air echelons joining in the following May. Ground crews were pulled in from other units to form these ground echelons, with additional support coming over from the U.S arriving at Liverpool on the USS Brazil. The 493rd were initially assigned the mighty ‘Olive-Drab’ B-24H ‘Liberator’  a lumbering giant of the skies it was loved by many and loathed by some.

Their inauguration would be a baptism of fire, celebrations overshadowed by events taking place overseas. On the morning of Tuesday 6th June 1944, high spirits took the crews of the 860th, 861st, 862nd and 863rd Bombardment squadrons high above the beaches of Normandy. Joining some 11,000 other aircraft, this 3rd Air Division unit would aim to soften up German gun defences dug in along the Normandy beach head. As the allies moved inland, the 493rd would go on to target key bridges and airfields, German strongholds around St. Lo and Caen. Other strategic targets further inland would include marshalling yards, manufacturing plants and the heavily defended oil plants at Merseberg.

Cpl. Kenneth Blair died in a tragic accident on July 8th 1944. He is buried in the Cambridge American Cemetery, Madingley.*1

Losses in battle are often more ‘acceptable’ than losses though accidents, and Debach would have its share of both. On July 8th 1944 only a month after their first mission, Cpl. Kenneth Blair (s/n: 39692721) of the 18th Weather Squadron, 493rd BG would be killed in a tragic accident that involved him walking into the spinning propeller of a running B-24. Only minutes before, he had received good news that took him  to his ultimate and tragic death.

The last mission to see the 493rd using B-24s was on August 24th, when fifty-two B-24s and 383 B-17s attacked Kiel in Germany. Within two weeks crews were using the formidable B-17G ‘Flying Fortress’, an aircraft that took them back to the German Heartland. Using these aircraft they went on to support the allied push through Holland to Arnhem, and in the fight back against Von Rundstedt’s last-ditch attempt to push back the Allies in the Ardennes.

Debach Airfield and Museum

The parachute room was rare with its addition of a separate drying area.

Late 1944 was a difficult time for the crews of the Air Forces. many of the airfields in the UK were shrouded in fog, causing many operations to be cancelled at late notice. Those that did go ahead were largely ineffective until finally, the clouds lifted and the fog dispersed. The frustration for the crews must have been immense.

It was during this time that one crew had a very lucky escape in an event that was reflected on many airfields across England. On December 12th, whilst on the 493rd’s third trip to Darmstadt, B-17 #43-38219 ‘Devil’s Own‘ suffered an engine problem that resulted in an intense fire on the port wing. In an attempt to extinguish the fire, the pilot, Lt. John E. DeWitt, put the aircraft into a dive. This proved fruitless and with little choice left he decided to bring the stricken aircraft back to Debach. The fire had now become so intense that there was an almost certain chance that the wing would separate from the fuselage. The resulting crash would have most certainly led to the deaths of the crew and those on the ground below.

DeWitt flew straight in to Debach narrowly missing parked aircraft and vehicles. The crew abandoned the B-17 and within moments the entire bomb load exploded in an explosion that was so severe that the nearby hangar doors were blown completely off their rails. The aircraft was blown apart and pieces spread across a wide area.

With fires still burning, ‘Devil’s Own‘ is scattered across a wide area of Debach. (IWM)

The weather at this time was to play its own part in Debach’s history. Even though it was a relatively new airfield, the frost and cold worked its way into the runway surfaces, and with continued heavy use, it began to break up. New runways were the only answer and so as soon as the aircraft left to attack Uim on March 1st, the ground echelons and servicing units began the arduous task of moving every possible piece of machinery and all supplies over to a temporary base at Little Walden. The 493rd would fly twenty missions from this site as the runways of Debach were removed and then relaid. Remarkably the entire event went with out a single hitch.

In 1945, the 493rd went on to  support the Rhine crossing softening up defences along the German borders, but by the end of April, their bombing war was over, their last mission was carried out on the 20th April 1945 in which they attacked the marshalling yards at Nauen just 38 km west of Berlin. An event that would take their bomb load tally to 11,733 tons in 4,871 sorties. For the remainder of the war the 493rd took part in operation Mania, dropping food in six missions over Holland. Further revival flights took the 493rd to Austria on four occasions in the last days of May 1945.

In the following month the ground echelons returned via the Queen Elizabeth to New York whilst the air echelons flew back in the following July and August. Following thirty days rest and recuperation the unit was disbanded. Debach was now devoid of aircraft and the empty accommodation blocks became a site for both German and Italian Prisoners of War, and displaced persons.

Post war, Debach fell into disrepair. It was eventually sold to the current landowner after the T2s were removed and the runways largely dug up for the lucrative road hardcore. Many of the technical buildings were left and, as with the watch tower, they were in a very poor state of repair.

Debach Airfield and Museum

The Watch Office is now a superbly restored museum dedicated to those who served at Debach.

Debach is now a busy farm, the watch tower has been superbly refurbished as have many of the remaining buildings. It now forms the 493d BG museum which houses an incredible amount of memorabilia and wartime stories. It also has a remarkable collection of toys and other items made by prisoners of war and is thought to be the largest collection in the East Anglia region.

Debach is a working farm and the museum is only open at limited times. However, the curators and farm owners are happy to oblige visitors, my self having a personal guided tour of the museum during the summer of 2016. Much of the perimeter track is still there, sections of the runways are also there in part  and allow for the landing of light aircraft during special occasions; but these are amongst the farm grounds and generally off-limits to the public. Then technical area has several buildings used for storage of farm material and a wide collection of military vehicles and memorabilia. The parachute and dingy store are still present as are former motor transport shed and other stores; as a visitor you are able to wander these at will.

If you leave through via main entrance (itself the original airfield entrance) cross the road, walk along the track, on your right you will find the former headquarters building which is now a small industrial unit, this is where you will find the memorial. I was invited in to the building to browse, again freely, at the various photos and mission charts that adorned the walls. These give a fascinating insight into the lives of those at Debach.

When you leave here, head north, (left) turn right at the main road and pass the Clopton Commercial Park (the northern most end of the main and secondary runway, which is still visible beneath the many huts built upon them now). Turn right into Debach village, the village sign is on your left. Depicting a B-17 flying over the village, it has at its base a dedication to those who served and died at the base. Behind the houses to your right are where many of the hardstands upon which the B-17s would have stood. These are now gone beneath the homes of the local residents. Continue on and then turn first right, this road is the old perimeter track and takes you to the end of the secondary runway. From here you can see along its length and width which is still full width today. The decay is obvious though and large cracks filled with small bushes are a sign of its impending demise. This road, still using the perimeter track, then takes you round toward the end of the main runway and away from the site.

Debach Airfield and Museum

The Dingy Store is one of the many buildings in use today storing farm machinery.

Whilst only being around for a short period of time, Debach has, like so many of these wartime airfields, its own unique stories to tell. It has a history that is part of a time so dramatic that it has become a monument to human ingenuity, planning and suffering.

Almost forgotten and abandoned for good, Debach has been painstakingly and lovingly restored to represent a superb monument to those who fought and died from his airfield. The dedication of the owners is second to none, their passion for the site reflected in the warm welcome you receive when visiting. The small group of volunteers that work so tirelessly to keep it open, enables it to stand today as a reminder of so many events that occurred in the dreadful years leading up to end of the conflict in 1945.

Links and further reading.

Whilst in the village, the now closed church of All Saints also has a memorial in its graveyard.

The 493rd Museum website has all the details of the site and the museum opening hours.

*Wilson, K., “Blood and Fears – How America’s Bomber Boys and Girls in England Won Their War.”,  Weiden & Nicolson. 2016

*1 Photo from IWM image UPL 20040

Arbib, Robert S, “Here we are together: The Notebook of an American Soldier in Britain.”, Longmans, Green And Co. (1946)

RAF Framlingham & the 390th BG – Masters of the Air

/ Aviationtrails / 14 Comments

In Trail 39 we turn south once more and return to Suffolk, to the southern most regions of East Anglia, to an area known for its outstanding beauty and its stunning coastline. It is also an area rich in both Second World War and Cold War history. Perhaps better known for its fighter and light bomber stations, it was also the location for several heavy bomber bases, each one with its own fascinating story to tell.

We start off this trail at the former site of American base at RAF Framlingham.

RAF Framlingham (Station 153)

RAF Framlingham is actually closer to the village of Parham than it is the town of Framlingham, hence it was also known as RAF Parham – a name that it became synonymous with. Built as a class ‘A’ bomber station its official American designation was Station 153.

Building work commenced in 1942, and as with most large bomber stations it was designed to the Class A specification to include: three concrete runways (one of  6,400 ft and two of 4,400 feet in length), an adjoining perimeter track that linked fifty ‘pan style’ dispersals; two T-2 hangars (one to the west with the technical site and one to the south-east) and accommodation for some 3,000 personnel dispersed in 10 sites to the south-west of the airfield.  A  further sewage treatment plant dealt with the site’s waste.

The main runway ran east-west and to the eastern end sat the bomb store, a large area that included: a pyrotechnic store, fusing point, incendiary store and small arms store – all encircled by a concrete roadway.

Peri track looking north toward tech area (A)

Part of the Perimeter track at the southern end of the airfield. To the right was the crew rest rooms, locker and drying rooms.

The administration site sat between the main technical site and accommodation areas all located to the south-west side of the airfield.

Opened in 1943, the first residents were the B-17s of 95th Bomb Group which consisted of four bomb squadrons: the 334th, 335th, 336th and the 412th. Flying a tail code of a square ‘B’ they initially formed part of the 4th Bomb Wing, changing to the 13th Combat Wing, 3rd Air Division of the Eighth Air Force in September 1943 following the reorganisation of the U.S. Air Force in Europe.

Following their inception and constitution on 28th January 1942 and subsequent activation in June, they moved from their training ground at Barksdale Field, Louisiana, through Oregon, Washington and eventually to Rapid City Air force Base in South Dakota. They began their move across the Atlantic in the spring of 1943, taking the southern route via Florida arriving at Alconbury and then moving on directly to Framlingham in early May/June that year. It was whilst stationed at Alconbury though that they would have their first few encounters of the war, and they would not all be plain sailing.

On May 27th, 1943 just 14 days after their first mission, ground crews were loading 500 lb bombs onto a 334th BS B-17 ’42-29685′ when the bombs inexplicably detonated, the Alconbury landscape was instantly turned to utter carnage and devastation. The blast was so severe that it killed eighteen men (another later died of his injuries), injured twenty-one seriously and fourteen others slightly.  The B-17 involved was completely destroyed and very little of its remains could be found in or around the huge crater that was left deep in the Alconbury soil. Three other aircraft, 42-29808, 42-29706 and 42-29833, all sat within 500 feet of the explosion, were severely damaged and subsequently scrapped. In total, fifteen B-17s were damaged by the blast, it was a major blow to the 95th and a terrible start to their war.

There then followed a transition period in which the group moved to Framlingham. During this time operations would continue from both airfields leaving the squadrons split between the two bases. The first few missions were relatively light in terms of numbers of aircraft lost, however, on June 13th 1943, they were part of a ‘small’ force of seventy-six B-17s targeting Kiel’s U-boat yards. This was to be no easy run for the 95th, a total of twenty-two aircraft were lost on this raid and of the eighteen aircraft who set off from Framlingham in the lead section, two aborted and only six made it back. In one of the lead planes, was the newly appointed Brigadier General Nathan Bedford Forrest as observer. Riddled with bullet holes, his aircraft plummeted from of the sky with the majority of its tail plane missing and one of its engines ablaze. His body was never found and he became the first U.S. General causality of the war. In total, the raid resulted in 236 crewmen being listed as either missing, killed or wounded – this would be the 95th’s heaviest and most costly mission of the entire war.

A view from the tower looking East to West.

Two days after this mission the group would depart Framlingham and move to RAF Horham a few miles north-west, where they remained for the remainder of the war. The majority of the crews would probably be pleased to move away leaving behind many terrible memories and lost friends. However, the tide would turn and they would go on to gain a remarkable reputation and make a number of USAAF records. They would be the only Eighth Air Force group to achieve three Distinguished Unit Citations (DUC), and be the first group to bomb Berlin. They also claimed the highest number of enemy aircraft shot down by any bomb group and they would be the group to suffer the last aircraft loss (on a mission) of the war – all quite remarkable considering their devastating introduction to the European Theatre.

As the 95th departed Framlingham so moved in the 390th BG.

The 390th BG like the 95th and 100th were part of the 13th Combat Wing, 3rd Air Division. They too were a new Group, only being formed themselves early in 1943. The 390th BG was made up of four B-17 bomb squadrons: the 568th, 569th, 570th and 571st, and at initial full strength consisted of just short of 400 personnel. They formed part of the larger second wave of USAAF influxes who were all new recruits and whose arrival in the U.K. would double the size of the USAAF’s presence overnight.

Old hands of the Mighty Eighth, took great pride in teasing these new recruits whose bravado and cockiness would soon be knocked out of them by the more experienced Luftwaffe fighter pilots.

The 390th would create quite a stir in the Suffolk countryside and not just because of their ‘smooth taking’, ‘endless supply of chocolate’ and ‘upbeat music’. Up until now, the ‘smuggling’ of pets into American airbases had been by-and-large ignored, but with the 390th came a Honey Bear, a beast that quite frequently escaped only to be confronted by rather bemused locals! There would be however, despite all this frivolity, no rest period for the crews, and operations would start the 12th August 1943, less than a month after they arrived.

B-17 Flying Fortresses of the 390th Bomb Group in flight over Framlingham. Handwritten caption on reverse: '390BG.'

B-17s of the 390th BG over RAF Framlingham (IWM)

The latter parts of 1943 saw a lot of poor weather over both the U.K. and the continent, and this combined with the heavy use of smoke screens by the Germans, prevented large numbers of bombers finding their targets. As a result, many crews sought targets of opportunity thus breaking up strong defensive formations. The eager Luftwaffe pilots made good use of this, taking advantage of broken formations and poor defences. As a result, the bombers of this new influx would receive many heavy casualties and August 12th was to become the second heaviest loss of life in the American air war so far.

1943 would be a busy time for the 390th, within a few days and on the anniversary of the U.S. VIII Air Force’s first European operation, they would attack the Messerschmitt factory at Regensburg, a mission for which they would receive their first Distinguished Unit Citation (DUC).

The operation would be a blood bath. On that day 147 B-17s took off with the 390th forming the high squadron in the first formation. For over an hour and a half, multiple fighters of the Luftwaffe attacked the formations which were split by delayed arrivals, and large gaps in the formation. Compounded with this was the fact that the escorting P-47s had to return home leaving the formations largely undefended. With no fighter escort the bombers became easy prey and the numbers of blood-thirsty attacks increased. The rear and low formations of the force were decimated and departing P-47 fighter crews could only look on in horror.

Over the target, skies cleared and bombing accuracy was excellent, but it was the 390th that would excel. Of the seven groups to attack, the 390th manged to get 58% of its bombs within 1000 ft of the target and 94% within 2000 ft, a remarkable achievement for a fledgling group. Flying on, they passed over the Alps and across Italy onto North Africa where they landed – their first shuttle mission was complete. The run in to the target and subsequent journey to North Africa would create multiple records; two B-17s, one of which belonged to the 390th, sought sanctuary in neutral Switzerland, the first of any group to do so. But the journey across Europe had been difficult and it would cost the lives of six B-17 crews – it had truly been a hard-won DUC.

Two months and some 20 missions later, they would repeat this epic achievement. On October 14th 1943, they took part in the second major attack on Schweinfurt, a target whose name alone put the fear of God into many crews. The route that day would take them across some of the most notorious Flak black spots, Aachen, Frankfurt, Bad Kissingen and Schweinfurt itself. On top of that, Luftwaffe fighters would be hungry for blood, many crew members knew this would be a one way trip.

Take off was at 10:00am, and the Third Air Division would provide 154 aircraft, but again due to mechanical problems and poor weather, the formation were scattered across the sky and defences were weak. As they crossed the channel enemy aircraft were few and far between, giving false hopes to rookie crews who were cruising 20,000 feet above the ground. Eventually at around 1:00pm the escorts left and the waiting Luftwaffe crews stepped in. All hell broke loose. Rockets, timed bombs and heavy machine gun fire riddled the B-17 formations – Schweinfurt was going to live up to its reputation. After fending off relentless attacks by the Luftwaffe, the formation reached their target and all 390th aircraft managed to bomb with an accuracy of 51% of the MPI (Mean Point of Impact). For this they received their second DUC – the newbies were rapidly becoming masters of the air.

July 2016 019

The widest section of runway, now a mere fraction of its former self.

1943 would draw to a close, and the optimism of many ‘successful’ raids over the Reich would bring the dawn of 1944.  Big week in February saw the massed attacks on the German aircraft production factories, and in March, the 390th attacked Berlin. During this raid B-17 ’42-30713′ “Phyllis Marie” made an emergency landing only to be captured intact by the Luftwaffe and flown under KG200. It was later found in Bavaria.

Other major targets for the 390th this year included Frankfurt marshalling yards, Cologne, Mannheim, the navel yards at Bremen and the oil refineries at Mersburg. In 1944 the 390th softened the German defences along the Atlantic coast just fifteen minutes before the invasion force landed in June. They followed up the advance by supporting the allied break out at St. Lo.

During August 1944, the 390th flew a round mission that took them for the second time to a Russian airfield. After refuelling and rearming, they attacked the oil refineries at Trzebinia (later famed with the POW’s ‘death march’ across western Europe) and then back to Russia. Three days later they flew to North Africa, depositing high explosives in Romania, and then four days after that, the return trip to Framlingham bombing Toulouse on the way.

The cold winter of 1944 would become well-known for its snow and ice, a period in which almost as many aircraft were lost to ice as to enemy action. On December 27th, the cold would claim B-17 ’42-107010′ “Gloria-Ann II” of the 569th BS. A build up of ice would bring her down within a minute of taking off and the ensuing explosion of fuel and bombs would cause a fire from which nine crew members would perish. Houses in the vicinity of Parham were also damaged but there were no local casualties and the aircraft would be salvaged and reborn as “Close Crop“.

B-17G-35-VE #42-97849

Battle damage was often severe, here B-17G #42-97849 “Liberty Bell” of the 570th BS, shows extensive damage to her tail section. (IWM)

In the early months of 1945 the Ardennes was also gripped in this terrible fog and cold. The 390th took off in support of the paratroopers locked in the Belgium forests, bombing strategic targets beyond the Ardennes, they cut German lines preventing further supplies reaching the front.

By 1945 it was no longer a rare occurrence for bombers to have exceeded the 100 mission milestone, for the crews however, it was a target to avoid. For the 390th, April 1945 would see the first US airman to surpass the 100 mission mark achieved solely whilst operating in the European theatre. Hewitt Dunn, acting as bombardier (Togglier) was the first US Eighth AF airman to surpass 100 missions in an operational span that started in January 1944 and that had seen him in virtually every position of an operational B-17, and over virtually every high risk target in occupied Europe – he was just 24 years old.

Gradually the summer sun came and with it clear skies. Allied air operations increased and soon the end was in sight for Nazi Germany, but air accidents and US losses would still continue. On landing his B-17 “Chapel in the Sky“, Murrell Corder ground looped his aircraft to prevent crashing into other parked B-17s. In doing so, he clipped the wings of “Satan’s Second Sister” severely damaging both aircraft, thankfully though, there were no casualties.

At the end of the war the 390th left Framlingham and returned to the United States. They had received two Distinguished Unit Citations, had the highest enemy aircraft claim of any unit on one single mission and reached the first 100th mission of any aircrew member. Their tally had amounted to 300 missions in which they had dropped over 19,000 tons of bombs. They had definitely earned their place in the Framlingham history books.

On departure, Framlingham was given back to the RAF who used it as a transit camp to help with the relocation of displaced Polish people. It was then closed in the late 1940s and sold back to the local farmer, with whom it remains today.

A small consortium of volunteers have manged to rebuild the control tower into a fabulous museum, displaying a wide variety of aircraft and airfield parts, and personal stories from those at Framlingham. They have also refurbished a couple of Nissen huts, recreating life in a barrack room as it would have been during the Second World War, and displaying articles and stories from the resistance organisation.

As for the airfield, much of the perimeter track remains as do long sections of the runways as farm tracks. The public road today passes through the centre of the airfield dissecting the technical area from the bomb store. From the northern most end a footpath allows you to walk along the north-western section of the perimeter track, currently used by a road repair company for storing stone chippings and lorries. The hardstands have been removed and piles of rubble contain evidence of drainage and electrical supply pipes. From the road at this point you can also see a small section of the main runway – now holding piggery sheds – which has virtually all been removed. From the western side of the perimeter track you can look along the north-west to south-east runway, a mere fraction of its former self, it is barely wide enough for a tractor let alone a heavily laden B-17 and her crew.

Returning to the museum front takes you along the widest part of this runway. A small section at almost full width, it gives you an indication of the 150 feet of concrete that makes up these great structures, and an insight into what they would have been like during the mid 1940s.

Tower 4

The Watch office is now a refurbished museum and highly recommended.

Behind the museum stands one of the hangars, this along with the tower are the two most discernible buildings left on site. Many of the accommodation buildings are now gone, and what is left is difficult to see. A footpath does allow access across the bomb store – now a wooded area, but if walking from the north, it is virtually impossible to park a car due to the very narrow and tight roads in the area.

Like many of Britain’s airfields Framlingham holds a wealth of stories in its midsts. The near constant roar of B-17s flying daily missions over occupied Europe are now whispers in the trees. The museum, a lone statue, gazes silently over the remains of the airfield offering views of ghostly silhouettes as they lumber passed on their way to a world gradually being forgotten. Framlingham and the 390th, have definitely earned their place in the world’s history books.

Whilst in the area, take a short trip to Framlingham town, below the castle, is St Michael’s church and above the door a 390th Group Hatchment in honour of those who served at Framlingham.

From here, we travel south-west toward Ipswich and stop at another USAAF base also with a fabulous museum. We go to RAF Debach – home of the 493rd BG(H).

Notes, sources and further reading.

*Photos exist of what appears to be a Type ‘J’ or ‘K’ hangar on the site. This does not appear on the airfield drawings however and its origin is as yet unknown.

A number of sources were used to research the history of RAF Framlingham and the 390th, they are highly recommended for further information. They include:

The 390th Memorial Museum website.

Veronico. N., “Bloody Skies“, Stackpole Books, 2014

Freeman, R., “The Mighty Eighth“, Arms and Armour Press, 1986

Freeman, R,. “The B-17 Flying Fortress Story“, Arms and Armour Press, 1998

Small but significant – RAF Collyweston

/ Aviationtrails / 6 Comments

This airfield is the most northerly one in Cambridgeshire. It borders two counties and has its origins as far back as World War I. It was a small airfield, but one that played a major part in both the First and Second World Wars. It sat only a short distance from its parent airfield, an airfield that became so big it absorbed it. Today we visit the airfield that was RAF Collyweston.

RAF Collyweston

Throughout their lives, both airfields would go through a number of dramatic changes, especially as new ideas, concepts or advancements in technology were made. The biggest initial change may have been as a result of Major Smith-Barry of 60 Sqn (RFC), when he came up with the ‘revolutionary’ idea of teaching people to fly rather than allowing them to prove it! Widely accepted and quickly adopted, it led to the creation of a series of new and unique RFC Training Depot Stations (TDS). The idea behind these TDSs, was to train new pilots from the initial stage right the way through to gaining their ‘wings’ – all in one single unit; a philosophy that would change the way the Air Force would operate for a very long time.

Initially the two airfields ran independently from each other, Stamford airfield (later RAF Wittering) opened in 1916 operating as a Royal Flying Corps base for No 38 Home Defence Sqn’s anti-Zeppelin unit. It operated both the BE2C and BE12 fighters. The following year in 1917, it changed to the No 1 Training Depot Station (Stamford), then as a result of the formation of the Royal Air Force on 1st April 1918, it was finally re-named RAF Wittering.

RAF Collyweston was located to the western end of Wittering, and opened on 24th September 1917, as No 5 Training Depot Station under the name of Easton-on-the-Hill. It operated a number of training aircraft including: DH6s, Sopwith Camels, RE8s and Avro’s 504. It was also renamed with the formation of the RAF and became known as RAF Collyweston. It continued in the training role until after the war when the squadron was disbanded and the airfield was closed.

Photograph of Wittering airfield looking east, taken 9th May 1944. Collyweston can just be seen at the bottom end of the main runway. (USAAF Photography).

Two years after the outbreak of World War II, Collyweston was re-opened as a grass airfield, a satellite to its rather larger parent station RAF Wittering. By the end of 1944 it would have a total of 4 blister hangars and would be used by a wide range of aircraft.

On May 14th 1940, the first aircraft would arrive, not permanent residents, but a detachment of Spitfire Is of 266 (Rhodesia) Squadron whose main units were based at RAF Wittering. They would stay here only temporarily but return in 1941 for a full month with Spitfire VBs.

Later that month on the 31st of May 1940, the first permanent residents did arrive, Blenheim IFs of 23 Squadron, who would share the night-fighter role with Beaufighters from RAF Wittering. These Beaufighters were using the new and updated AI MK IV radar, a new model that was so heavy and cumbersome, few aircraft could accommodate it. The new radar was introduced in conjunction with Ground Controlled Interception Techniques (CGI) aimed at locating and ‘eliminating’ enemy aircraft at night. The Blenheims – considered too poor for daylight fighter duties – and Beaufighters would prove their worth operating across the Midland and Eastern regions, eventually flying over to the continent later on in the war. After three months of operations from Collyweston, 23 Squadron would completely move across to Wittering leaving Collyweston empty once more.

Then on 28th September 1941 the infamous 133 ‘Eagle‘ Squadron manned by American volunteers arrived with their newly acquired Hurricane IIBs. Armed with four potent 20mm canons, they were a force to be reckoned with. This was however, only a short one week stay at Collyweston, and the ‘Eagles’ moved on to RAF Fowlmere leaving their indomitable mark on this quiet Cambridgeshire airfield.

At the end of September 1942, Spitfire VBs of 152 (Hyderabad) Squadron would pass though, staying for three days whilst on their way to Wittering, then North Africa and eventually Malaya. Battle hardened from the Battle of Britain where they had been covering the English Channel and the south coast, they were now non-operational as they began preparing for their move overseas.

Embry (right) was to devise a plan to join RAF Wittering and RAF Collyweston. (Photo Wikipedia)

There then followed a period of change. 288 squadron flying Spitfire VB and IXs would yo-yo around a number of different airfields whilst keeping a detachment at Collyweston. Initially based at Digby, they would be spread over six different airfields (Church Fenton, Duxford, Wittering, Coltishall, Bottisham and Collyweston) creating what must have been a logistical nightmare. The Spitfire would perhaps be their most potent and graceful aircraft which they operated from January to March 1943, before replacing them with Airspeed Oxfords and then Martinets. Moving the main section to Coleby Grange and then Digby, a detachment would remain at Collyweston until the main squadron arrived here in January 1944 – still spread across 6 airfields. In March 1944, 288 Sqn replaced the Martinets with Beaufighter VIs which in turn were replaced with the Vultee Vengence MK IVs in May 1945. After this the squadron moved on and to eventual disbandment in 1946. Throughout their time as an operational unit, they provided anti-aircraft co-operation duties for gunners, flying across the north-eastern regions of England.

It was during 1943 that 349 (Belgium) Squadron would reform at Wittering, with Spitfire VAs. They had previously covered ‘defensive duties’ in North Africa using the American built ‘Tomahawk’ , a role that lasted for a short five month period. In June 1943 they reformed, moved from Wittering to Collyweston and then on to nearby RAF Kings Cliffe.

After concerns were raised by the then Group Captain Basil Embry DSO, DFC, AFC, about the high number of accidents at Wittering, a proposal was put forward, and agreed, to merge the Collyweston and Wittering grass runways. A remarkable feat that was accomplished not by the Ministry but under the direction of Embry himself.   By the time the work was completed, Wittering had a much longer 3 mile, well-lit, runway capable of taking crippled heavy bombers. This move was to really signal the end of Collyweston as an airfield in its own right and apart from a short detachment of Austers belonging to 658 Sqn, all major operational activity ceased.

Collyweston would however have one last ‘claim to fame’. The 1426 (Enemy Aircraft) Flight,  would operate captured Luftwaffe aircraft in RAF markings. Once new models were found and evaluated, they would be passed on to the flight to be paraded around the country giving ground and flying demonstrations to allied aircrews. Whilst perhaps considered a ‘glamorous’ role, this was fraught with danger, many aircraft crashing with fatal results. On 10th November 1943, Heinkel He111 H-1 ‘1H+EN’ crashed  at the Northampton airfield, RAF Polebrook, killing the pilot and four passengers, and injuring four others.  1426 Flight ceased operations at Collyweston on January 17th 1945, being reformed later that year at Tangmere.  Some of these Luftwaffe aircraft were later scrapped whilst some like Ju 88 R1 ‘PJ876’, have thankfully found their way into museums  such as the Imperial War Museum at Hendon.

With the disbandment of 1426 Flight, Collyweston’s fate had been sealed and it was now officially closed becoming fully absorbed into RAF Wittering.

A captured RAF Messerschmitt Bf 109 (serial number NN 644) with a B-17 Flying Fortress of the 379th Bomb Group at Kimbolton, 8 January 1944. Passed for publication 8 Jan 1944. Handwritten caption on reverse: 'USAAF 36.' Printed caption on reverse: 'Strange Bedfellows. Associated Press Photo Shows:- Rivals in the air battles over Europe, a B-17 Flying Fortress and a German Me109, are here seen together at a U.S. Heavy Bomber Base

A captured RAF Messerschmitt Bf 109 (serial number NN 644) with a B-17 Flying Fortress of the 379th Bomb Group at Kimbolton, 8 January 1944. (IWM)

Remnants of Collyweston have all but disappeared. The original site now forms part of what was Wittering’s huge bomb store. No longer used, it has been the venue for many illegal raves, vandalism is rife and the site has been stripped of cabling and other materials. Whilst there are various ‘urban explorer’ videos on You-Tube, it is completely private land and kept behind locked gates. All other traces are well within the boundary and high fences of Wittering airfield, whilst not openly guarded at this point, it still remains an active military site.

Collyweston’s life had been short but notable. A variety of aircraft had graced its runways; it played a major part in the training of crews of the once fledging Royal Air Force, and had been the new home for numerous captured enemy aircraft. A range of multi-national units passed through its gates, either on their way locally or to foreign lands. It fought bravely, competing against its larger more prominent parent station, it was never really likely to survive, but perhaps, and even though Wittering has ceased operational flying activities, the legacy of Collyweston might fight for a little while yet.

Hockering Wood Bomb Store, Norfolk

/ Aviationtrails / 26 Comments

With the increase in airfield construction and the demand for greater quantities of munitions, additional bomb storage became a problem during the Second World War. Bomb sites needed to be close enough to the airfields so that stores could be transferred quickly, but far enough away so as to not cause problems should an attack happen at either the airfield or at the store.

Apart from the major underground stores bought and secured in the 1930s, the War Office planned an additional nine above ground ‘Ammunition Parks’ at the outbreak of war*1. They were to add a further two more once the war had started and following the realisation that nine would not be sufficient to meet the demands of the air war over Europe.

Each of these parks were initially designed to hold a total of 1,000 tons of ordnance, but it was quickly realised that this too was not going to be anyway near sufficient and the capacity was soon raised to 10,000 tons.

Any store, needless to say, had to be safe, secure and well hidden from prying eyes, all of which presented the War Office with numerous problems. The initial pre-war sites relied upon the strength of the design to protect them but it was then thought better to use concealment as a way of protecting them and so the latter two sites did just this.

About one mile from RAF Attlebridge (Station 120) in Norfolk, stands one of these two sites. Located in Hockering Wood, now a site of Special Scientific Interest, it not only houses some of the rarest plants and animals in Norfolk but across the country as well.

Hockering Wood is one of the largest ancient, semi-natural woodlands in Norfolk, its ponds provide habitats for the protected Great Crested Newt, and a rare mix of soils support an ecological range that is remarkably unusual for Norfolk. It also contains a moated site believed to date as far back as the middle ages.

Yet with all this fauna and flora thriving, it is hard to believe that during the Second World War, this was an enormous bomb store capable of accommodating 8,400 tons of High Explosive (H.E.) bombs and 840 tons of incendiary bombs. A number of hardstandings, huts, component stores, staffing blocks and open sites, were spread out across the site, each linked by 9 foot (18 foot by adjoining H.E. groups) tar sprayed, metal roads that followed the natural contours of the wood. Whilst the general layout and design of each of these sites were similar, each construction team would have a certain amount of autonomy in the decision-making depending upon the conditions at each site. At Hockering, this would take into account the drainage, natural ditches, tree cover and natural barriers that existed there at the time. The requirement being that all natural features were to be retained as much as possible.

The H.E. bombs and ordinary small arms ammunition (S.A.A.) would be stored on hardstands, with the S.A.A. sited between the H.E. in the wooded area. The incendiaries, components stores and pyrotechnics would be stored in 36′ x 16′ Nissen huts, with some of the incendiaries on open land. The original plan was for the pyrotechnics to be grouped together in 6 huts per group, whilst the component stores would be in pairs. This provided a total of 17,000ft of storage for small arms, and over 20,000ft for pyrotechnics. Tail units, not fitted to the bombs until arming, were stored in an area covering 36,750ft.  In addition to this at Hockering, there were two extra accommodation sites also planned in just beyond the perimeter fence should there be an overspill at nearby Attlebridge.

Access to the site was limited and controlled. Three public roads were closed off and entrance along these roads was by pass only – security was understandably high.

The site designed in the early 1940s, and designated as a ‘Forward Ammunition Depot’, was originally built to supply RAF units of 2 Group Bomber Command, and was under the control of No. 231 Maintenance Unit. It was built in the latter part of 1942, opening in early 1943 closing in 1945 at the end of the war. At its height it is thought to have served both USAAF and RAF units.

The tracks that led around the store are still there today, hidden beneath years of vegetation and soil build up. Foundations from many of the huts are still evident and even the odd building still stands as a reminder of the work that took place here all those years ago.

As with many of these historic sites though, mother nature has a way of claiming them back. Careful ecological management ensures the public get to enjoy the site whilst protecting the rare species that continue to thrive there.

A quiet and unassuming site today, it was once a hive of activity that supplied the bombs and bullets that brought death and destruction upon our enemy. It is somewhat reassuring to know that we can once again enjoy the peace and tranquillity that it now brings.

Hockering Wood Bomb Store

One of the more complete huts on the edge of Hockering Wood.

Sources and further reading
*1 Wikipedia has a full list of all the designated ammunition parks.

The technical information was obtained from the plan drawing MC/97/42 Sheet B.

RAF Grafton Underwood – a remarkably important and historical place.

/ Aviationtrails / 18 Comments

As part of the ‘American Ghosts’ trail around the borders of Northampton and Cambridgeshire, we move away from Kimbolton to an airfield that is synonymous with both the first and last bombing raids of the American Air War in Europe. We travel a few miles north, here we find a truly remarkable memorial and an area rich in history. We go to RAF Grafton Underwood.

RAF Grafton Underwood. (Station 106)

Construction of Grafton Underwood began in 1941, originally part of the RAF’s preparation of the soon to be defunct bomber group to be based in this region. But with the birth of the Eighth Air Force on January 28th 1942, it would become the USAAF’s first bomber base, when the 15th Bomber Squadron arrived after sailing on the SS Cathay from the United States.

Grafton Underwood

A B-17 of the 384th BG features in the Memorial Window at Grafton Underwood.

The original idea for the ‘Mighty Eighth’ was to house a total of  some 3,500 aircraft of mixed design in 60 combat groups. Four squadrons would reside at each airfield with each group occupying two airfields, this would require 75 airfields for the bomber units alone. This figure was certainly low and it would increase gradually as the war progressed and demand for bomber aircraft grew.

The terrible attack by the Japanese on Pearl Harbour diverted both attention and crews away from the European Theatre, but in April / May 1942 the build up began and American forces started to arrive in the UK.

With ground staff sailing across the Atlantic and aircrews ferrying their aircraft on the northern route via Iceland, the first plain olive drab B-17Es and Fs of the 97th BG set down on July 6th 1942, two squadrons at Polebrook and two at Grafton Underwood.

The sight of American airmen brought a huge change to life in this quiet part of the countryside. Locals would gather at the fence and stand watching the crews as if they were something strange. But as the war progressed, the Americans would become accepted and form part of everyday life at Grafton Underwood.

Eventually the airfield would be complete and although it would go through development stages, it would remain a massive site covering around 500 acres of land.

Grafton Underwood

The remains of the main runway looking south.

A total of thirteen separate accommodation and support sites would be built; two communal; seven officers; a WAAF site; a sick quarters and two sewage treatment sites to cope with upward of 3,000 men and women who were to be based here.

The accommodation was based around an octagonal road design, the centre piece being the ‘Foxy’ cinema in Site 3 the main communal site. Roads from here took the crews away to various sites hidden amongst the trees of the wooded area. All theses site were located east of Site 1, the main airfield itself.

Grafton would have three runways; runway 1 (6,000 ft) running north-east / south-west, runway 2 (5,200 ft) running north-west / south-east and runway three (4,200 ft) running north to south, all concrete enabling the airfield to remain active all year round.

42-97948 BK-U,

B-17 ’42-97948′ BK-U, “Hell on Wings” 384th BG, 546th BS. Prior to being lost on 11th October 1944. (IWM UPL 12946)

A large bomb store was located to the north-western side of the airfield, served by two access roads, it had both  ‘ultra heavy’ and ‘light’ fuzing buildings; with a second store to the north just east of the threshold of runway 1. Thirty-seven ‘pan’ style hardstands and three blocks of four ‘spectacle’ hardstands accommodated dispersed aircraft around the perimeter track. Surprisingly only two hangars were built, both T2 (drg 3653/42) one in the technical area to the east and the second to the south-west.

On May 15th 1942, Grafton officially opened with the arrival of its first detachment. The 15th Bombardment Squadron (Light) arrived without aircraft and had to ‘borrow’ RAF Bostons for training and deployment. As yet there was no official directive, and so crews had little to do other than bed in. The 15th BS remained here until June 9th 1942 whereupon they moved to their new base at RAF Molesworth and began operations in their RAF aircraft supported by experienced RAF crews. This move coincided with the arrival of the main body of the Eighth Air Force on UK soil and the vacancy at Grafton was soon filled with B-17s of the 97th BG (Heavy).

Only activated in February that year, the 97th consisted of four Squadrons: at Polebrook were the 340th BS and the 341st BS, whilst at Grafton were the 342nd BS and the 414th BS. Whilst State side they flew submarine patrols along the US coast, but with clear skies and little in the way of realistic action, the ‘rookie’ crews would be ill prepared for what was about to come.

With the parent airfield at RAF Polebrook providing much of the administration for the crews, it was soon realised that gun crews, navigators, pilots and radio operators were poorly trained for combat situations. Quickly thrown together many could not use their equipment – whether a radio or gun – effectively and so a dramatic period of intense training was initiated. The skies around Grafton and Polebrook, quickly filled with the reverberating sound of the multi-engined bombers.

These early days were to be hazardous for the 97th. On August 1st, B-17 “King Condor” would crash on landing at Grafton Underwood. The aircraft’s brakes failed, it overshot the runway, went through a hedge and hit a lorry killing the driver.

B-17 41-9024 ‘King Condor’ Crash landed August 1st, 1942 pilot Lt Claude Lawrence ran off runway, through hedge and hit a truck, killing driver John Jimmison. (IWM UPL 19654)

On August 9th, the atmosphere at Grafton became electric, as orders for the first mission came through. Unfortunately for the keen and now ‘combat ready’ crews, the English weather changed at the last-minute and the mission was scrubbed. This disappointment was to be repeated again only 3 days later, when further orders came through only to find the weather changing again and the mission being scrubbed once more.

In the intervening days the weather was to play another cruel joke on the group claiming the first major victim of the 97th. A 340th BS B-17E ’41-9098′, crashed into the mountainside at Craig Berwyn, Cadair Berwyn, Wales, killing all 11 crew members. A sad start indeed for the youngsters.

Eventually though the weather calmed and on August 17th 1942, at 15:12, twelve aircraft took off from Polebrook and Grafton and headed south-east over the French coast. Not only was it notable for its historical relevance as Mission 1, but on board one of the B-17s was Major Paul Tibbets who later went on to drop the atom bomb on Hiroshima 3 years later. If this wasn’t enough, a further B-17, ’41-9023′, “Yankee Doodle”, also contained the Commanding General of the Eighth, Ira Eaker, – truly a remarkably important and historical flight indeed.

The 97th would go on to attack numerous targets including airfields, marshalling yards, industrial sites and naval installations before transferring to the Twelfth Air Force and moving away from Grafton to the Mediterranean in November 1942.

There then followed a quiet spell, for Grafton. A short spell between September and December 1942 saw the heavy bombers of the 305th BG reside at Grafton before moving off to Chelveston and another short spell for the heavies of the 96th BG in the latter half of April 1943 whilst on their way to Great Saling in Essex. It wouldn’t be until early June 1943 that Grafton would once again see continuous action over occupied Europe.

Activated at the end of 1942, the 384th BG (formed with the 544th, 545th, 546th and 547th BS) would train for combat with B-17Fs and Gs, move to Grafton via Gowen Field, Idaho, and Wendover Field, Utah, and perform as a major strategic bomber force. Focussing their attacks on airfields, industrial sites and heavy industry deep in the heart of Germany, they would receive a Distinguished Unit Citation (D.U.C) for their action on January 11th 1944. Targets included the high prestige works such as: Cologne, Gelsenkirchen, Halberstadt, Magdeburg and Schweinfurt. They would take part in the ‘Big Week’ attacks in February 1944, support the Normandy invasion, the break out at St. Lo, Eindhoven, the Battle of the Bulge and support the allied advance over the Rhine. A further DUC came on 24th April 1944 when the group led the 41st Wing in the attack against Oberpfaffenkofen airfield and factory. Against overwhelming odds, the group suffered heavy losses but took the fight all the way to the Nazis.

A dramatic photo of B-17 Flying Fortress BK-H, (s/n 42-37781) “Silver Dollar” of the 546th BS, 384th BG as it goes down after losing its tail. (IWM FRE1282)

Just as Grafton had played its part in the opening salvo of American bombings, it was to be a part of the last. On April 25th 1945, the last bombing raids took place over south-east Germany and Czechoslovakia. Mission 968 saw 589 bombers and 486 fighters drop the final salvos of bombs of the war on rail, industrial and airfield targets, shooting down a small number of enemy aircraft including an Arado 234 jet. Last ditch efforts by the remnants of the Luftwaffe claimed 6 bombers and 1 fighter, before the fight was over. After this all remaining missions were propaganda leaflets as bombs were replaced by paper.

Two years after their arrival the 384th departed for France, eventually returning to the US in 1949 and disbandment. Their departure left Grafton quiet, it was retained by the RAF under care and maintenance and then finally in 1959 declared surplus to requirements and sold off.

In the short two years of being at Grafton, the 384th had amassed 9,348 operational sorties, in 314 missions. They dropped 22,415 tons of explosives and lost 159 aircraft for the shooting down of 165 enemy aircraft. They received two Distinguished Unit Citations and over 1000 Distinguished Flying Crosses. A remarkable achievement for any bomb group.

Grafton today is very different to how it was in the mid 1940s. But before you go to the airfield, you must visit the local church. Passing through the village you’ll see a signpost for the church, park here and walk up the short path. Approaching the church, roughly from the East, you see a dark window which is difficult to make out. However, enter the church and look back, you will see the most amazing stained glass window ever, – the vibrant colours strike quite hard. This window commemorates the men and women of the 384th Bombardment Group of the Eighth Air Force who were stationed at here at Grafton Underwood.

Next to it, someone has placed a handwritten note with the picture of a very young man 2nd Lt. Thomas K Kohlhaas and details of the crew of B-17 ‘43-37713’ “Sons o’ Fun”. It states that he, along with 3 others of the crew, were murdered by German civilians after their aircraft was downed by flak on 30th November 1944. This is a very moving and personal place to be and a poignant reminder of what these young men were facing all those years ago.

When you leave the church, look on the wall of the porch and you will see two dedications. These list the location and names of trees, dedicated to the personnel of the Mighty Eighth, that have now replaced the runways on the airfield. Unfortunately these are on private land and for some very odd reason, not accessible.

Leave the church, turn left into the village, following the stream and then turn left up the hill. The memorial is on your right. Like most American memorials of the USAAF, it has the two flags aside the memorial which is well-kept. When I visited, ‘the keeper’ (who has since become a good friend of mine) was there and we chatted for ages. The memorial stands on what was the 6000 ft main runway and when you look behind you, you see what is left of it, a small track used for estate business. Other than this and a few inaccessible sections, the remains of the airfield have gone and it is open agriculture once more.

Grafton Underwood

Small tracks remain in the accommodation areas.

Grafton, like Kimbolton, is split by the road. Leaving the memorial drive back to the village, turn left and follow the road. Along on the left is the former technical site, a few small huts still stand here used by the local farmer. Also, a few feet from the roadside would have been the perimeter track and dispersal pans. What is left of the main entrance, now nothing more than a large blue gate, can be seen as you pass. Odd patches of concrete can also be seen through the thick trees but little else. Then a little further along, passed the equine sign, is another blue gate. Park here. This is the entrance to Grafton Park, a public space, and what was the main thoroughfare to the mess, barracks and squadron quarters. Grafton housed some 3000 personnel of which some 1600 never returned. It is immense! Walking along the path, you can just see the Battle Headquarters, poking out of the trees, the site is very overgrown and nature is claiming back what was once hers. The roads remain and are clearly laid out, some having been recovered with tarmac, but careful observations will see the original concrete beneath. Keep on the ‘Broadway’ and you will pass a number of side roads until you come to the hub. This forms a central octagonal star, off from which were the aptly named: ‘Foxy’ cinema, mess clubs and hospitals. Each road taking you from here, site 3, to the various other sites a short distance away. Careful observations and exploring – there are many hidden ditches and pits – will show foundations and the odd brick wall from the various buildings that remain. A nice touch to the hub, is that it is now a grassed area with picnic tables.

Grafton Underwood

The hub of the accommodation site is now a picnic area.

You do lose a sense of this being an airfield; the trees and vegetation have taken over quite virulently and hidden what little evidence remains. Exploring the area, you will find some evidence, but you have to look hard. Walk back along the Broadway, and take the first turn left. Keep an open to the right, and you will see other small buildings, the officers’ quarters and shelters – this was site 4. Again, very careful footing will allow some exploration, but there is little to gain from this.

Considering the size of Grafton Underwood, and then fact that 3000 men and women lived here, there is little to see for the casual eye. A beautiful place to walk, Grafton’s secrets are well hidden; perhaps too well hidden, but maybe the fact that it is so peaceful is as a result and great service to those that fought in that terrible battle above the skies of Europe directly from here.

There is a superb website dedicated to the crews of  Grafton Underwood and it can be found at: http://384thbombgroup.com

Grafton Underwood was originally visited in 2014, this post has been updated since then. It forms part of Trail 6.

RAF Oulton Museum, Blickling Hall.

/ Aviationtrails / 8 Comments

If visiting the airfields of North Norfolk, then a stop at the grand 17th Century Blickling Hall is a must. Here, not only do we have a house that dates back some 400 years, but an estate that goes back even further to the 15th Century, and once belonged to the Boleyn family. A mix of Jacobean architecture, grand paintings and tapestries complement a library that contains one of the most historically significant collections of manuscripts and books in England. Walks that take you through a 4,800 acre estate of gardens, wild meadows and woodland, are brimming with wildlife. Even on busy days, you cannot fail to enjoy the peace and tranquillity, the inviting waters of the lake and views over the Norfolk countryside.

But equally important, you have a house that once belonged to Philip Kerr, 11th Marquis of Lothian, Britain’s Ambassador to the United States. Lord Lothian, played a major part in Britain’s war, convincing Churchill to write to Roosevelt, explaining the consequences of a Nazi victory in Europe and the poor defensive position Britain lay in at that time.  A letter that began a chain of events including Lord Lothian’s speech to the American people, that eventually led to the ‘Lend-Lease’ programme being initiated and arms allowed to flow into Britain.

Blickling Hall Blickling Hall, the Museum can be found in the buildings to the right hand side.

A few miles from Blickling, is the airfield RAF Oulton, part of 100 Group commanded by Air Commodore Addison, whom the farm at RAF Foulsham is named after. Oulton utilised much of the house and grounds of Blickling, billeting officers in its ‘wings’ and other ranks in Nissen huts within its grounds. The lake was regularly used for dingy training, the upper floors allowed for bathing in baths – a real luxury for aircrews in the Second World War.

Housed within one of the ‘wings’, is a small museum, the RAF Oulton Museum.

The museum itself is situated in the upper floors on the eastern side, utilising one of the former barrack blocks used by the RAF. The original paintwork still colours the walls and a ‘mock’ billet has been recreated using original furniture sourced from local shops, auctions and through donations.

The museum holds a unique collection of photographs, personal letters and stories gathered over a number of years accumulating into a fascinating record of life at RAF Oulton only a few miles away.  The winter of 1944-45 was one of the worst on record and many of the photographs show crew members relaxing in the snow on and around the base.

Letters tell of the local people, their connections with the base, the pub outside the main gate formerly the ‘Bird in Hand’, (now a private residence) and the Buckinghamshire Arms next to Blickling Hall, (still a pub) where crews would spend their evenings and ‘free’ time.

Log books and uniforms from those stationed at Oulton, along with a mix of original artefacts and replica newspapers, all help to recreate the atmosphere of an RAF billet. It is packed with historical and personal information – a real gem for those interested in history and life on the RAF base.

A great little museum, it is certainly worth a visit.

More information about Blickling Hall and the RAF Museum can be found on the National Trust Website.

Britain’s Airfields 1944

/ Aviationtrails / 17 Comments

By the end of the Second World War, there were a substantial number of airfields covering the UK, mainly used by the Royal Air Force, the United States Army Air Force, the Royal Navy and all their associated branches; they were handed back to the RAF at the end of the war as the various forces were pulled out. Some were used as POW or repatriation camps, some were used to store surplus aircraft, vehicles or ordinance; many were put into care and maintenance whilst the RAF decided their ultimate fate.

Thankfully a few have lasted as airfields and are even fulfilling that role today, sadly though, many were dug up, their runways used for hardcore, the buildings demolished and the events that occurred there reserved for the history books.

The scale and pace of development was massive. The size of these sites bigger than many of the villages they took their names from, the populations larger than many towns of the time. Architecturally they changed the landscape dramatically.

Today as they dwindle away, many are mere names, locals have little knowledge of their existence, memorials are being forgotten, and life is moving on.

As a little reminder of those times and to put the scale of development into perspective, here are two maps held by the British Library that show the main Royal Air Force and Royal Navy airfields as of 31st December 1944.

The two maps, divide the UK and show not only the airfields but satellites as well. They also show Royal Air Force and Royal Navy Water Airfields, and Royal Air Force Moorings. There are a number of sites not included on the map such as relief landing grounds, and training schools, but they do give an indication of the number of airfields that covered the UK by the end of the war.

These are both low resolution pictures, and copyright is held by the British Library who have given permission for them to be reproduced here.

Security Released Airfields in the United Kingdom (Sheet 1)
Security Released Airfields in the United Kingdom (Sheet 2)

© The British Library, Maps MOD GSGS Misc. 505 (sheet 1 and Sheet 2)

RAF Matlask, a Windy Corner of Norfolk with Hurricanes, Whirlwinds and Typhoons

/ Aviationtrails / 4 Comments

In this, the 34th trail, we go back to the northern area of Norfolk, not far from the North Sea coast, and then head south. We end up near to RAF Attlebridge found in Trail 7, west of the city of Norwich.

Our first stop was a quite unassuming airfield, but one that played an important role during the Second World War. British readers will remember the distinct voice of one Raymond Baxter OBE,  the voice behind so many thrilling air show commentaries, the TV programme ‘Tomorrow’s World‘ and a wide range of outside commentaries that brought the wonders of science and technology into our homes. Baxter himself served in 602 Sqn RAF, and was stationed at the airfield in the latter stages of the war.  We are of course at RAF Matlask.

RAF Matlask (Station 178)

Documented on airfield site plans and other RAF Documents as  Matlask, as opposed to Matlaske the name of the village, it was a large grassed airfield hidden well into the Norfolk countryside.

The village of Matlaske separates the main airfield from the  four airmen sites and sewage disposal site, which were widely spread away to the north; only site 2 (communal and WAAF area) and site 7 (Sick Quarters), were located in the village itself.

RAF Matlaske

One of the few remaining buildings at Matlask. This being the former Site 3.

Accommodation was substantial, even taking over the large and rather grand Barningham Hall for the Officer’s Mess. The current building dates back to 1612 and stands in 150 Hectares of garden, park and lakes, a rather ‘up market’ dwelling, that is closed off to public access.

Other accommodation included a range of the usual huts, ‘Nissen’ and ‘Laing’ being the most prominent, with brick and timber featuring most.

The airfield itself stands to the south of the village, with the main entrance way off to the western side. A guard hut would have marked the main gate where a number of brick buildings would have been used for storage, technical activities, fuel storage and the like. A small road took you onto the concrete perimeter track that led all the way round the site. Dispersal was provided by 21 concrete hardstands, although a further 21 temporary hardstands were planned. One single T2 hangar was located  next to the technical area, with a further 5 Blister hangers (design 12512/41) spread around the perimeter. Aircraft dispersal was also provided by the standard 6 Type B protected dispersal pens, (7151/41) with built-in air raid shelters; each shelter having a crew entrance and emergency exit. Matlask initially had one watch tower to the north of the site next to the technical area. This was later modified to a two storey design and then a further example was built slightly to the south, this being of the more common two storey ‘standard’. wartime design (343/43).

Matlask although tucked away in the Norfolk countryside would not be devoid of activity. Some 22 RAF squadrons, an Air Sea Rescue unit and an American Fighter Group would all use it at some point.

Designed initially as a satellite for Coltishall, it was dogged with drainage problems, and surprisingly never seem to warrant any form of hard runway. It was opened in 1940 as part of 12 group, destined for fighter defence of the Midlands.

In 1937, 72 Sqn (RAF) was reformed. they moved around a variety of bases eventually ending up at Matlask’s parent base, RAF Coltishall. When Coltishall was attacked in late October 1940, it was decided to move the Spitfire squadron to Matlask for protection. This merely brought the war to Matlask for on the 29th, five Dorniers attacked the airfield, inflicting damage on several dispersed aircraft and injuring a number of personnel.

DSC_0149

The village sign in Matlaske village.

After this attack, the first of two, the Spitfires would leave and Matlask would revert back to a satellite having no permanent residents of its own. This situation continued until May/June 1941, when Spitfires IIbs would arrive also from RAF Coltishall (Trail 7) . 222 Sqn (RAF) only stayed until the following July, moving south to the large fighter base at RAF Manston, in Kent.

This would then set the tone for Matlask, a large number of short stays, most for no more than a month or so. But whilst their stays were short, the diversity of aircraft they used was not. Spitfire Is, IIbs, IX, XVI, Hurricane II, Airacobra I, Walrus, Lysanders, Westland Whirlwind, Typhoon Ia and Ib, P-47 ‘Thunderbolts’, Miles Master, Martinets, Hawker’s Henley, Tempest Vs and Mustang IIIs would all grace the skies over this region of Norfolk.

Perhaps one of the more notable examples to fly here, was the American Airacobra. 601 Sqn (RAF) moved from RAF Manston to Matlask at the end of June 1941, bringing Hurricanes with them. These were replaced by the distinctive tricycle undercarriaged P-39 ‘Airacobra‘ a short time after. The first auxiliary squadron, 601 was known as the “Millionaires’ Squadron” and said to have been created by Lord Grosvenor at the gentlemen’s club “White’s“. Membership was initially very restricted, and boasted a unique initiation into the ‘club’. Whilst a determined and very professional unit in the air, they acquired a reputation for flamboyance and bravado on the ground.

In looking for a new fighter, the RAF turned to the Americans. The Airacobra was trialled and whilst found to have a number of advantages over its adversaries, it was considered too poor at heights over 15,000ft. Used in only a small number of raids it was deemed inadequate and soon replaced, with many supplied models being sent on to Russia and the Far East. 601 would use these partly at Matlask and then back at the Fighter Development Unit at Duxford where they moved to on August 16th 1941.

On that same day, Spitfires arrived with 19 Sqn (RAF). They changed their Mk.IIs for Vbs before moving off to RAF Ludham in December. It was during this stay though that a change was to take place for Matlask.

On October 1st 1941, 278 Sqn would be formed out of 3 Air Sea Rescue (ASR) Flight, operating Lysander IIIs. These, whilst successful in SOE missions, were considered the weak link in the Air Sea Rescue Role.  Operating initially as a spotter, it would fly to the last reported position of the downed aircraft, carry out a search, drop whatever aids it could, and then pass the information on to a Walrus which would collect the airman. In theory this worked well, but due to its poor capacity (supplies were limited to what could be fitted on the bomb racks), slow speed and vulnerability, it was limited to flying no further than 40 miles from the coast. As a result, and almost immediately, the Lysanders were replaced by the Walrus, an aircraft 278 Sqn operated for some time. Performing in this vital role, they were eventually moved in April 1942 to RAF Coltishall leaving Matlask firmly behind.

Around the time 19 Sqn departed Matlask, 137 Sqn moved in. They were to be perhaps the longest-serving squadron at Matlask and perhaps also one of the most notable.

Operating in the Coastal patrol and fighter role, they brought with them the Westland Whirlwind. Potentially thought be a world-beater, they would be liked by their crews, perform well at low altitude and have a punch that matched anything in the European Theatre at that time. However, having a poor combat range, and production problems with their engines, they were only built-in limited numbers and were restricted to ground attack, anti-shipping duties and low-level sorties. As such, they were only supplied to 2 operational squadrons, 137 Sqn and 263 Sqn; 137 Sqn being the second. Operations by the Whirlwind were mixed. Some great successes were reported, its concentrated fire power proving devastating not only to enemy aircraft but more heavily armoured targets including locomotives.

Despite this however, 137 Sqn was to suffer a major blow in February 1942. Whilst escorting British destroyers, they were unaware of the presence of the two German warships Scharnhorst and Gneisenau. On diving to investigate, they were attacked from above by escorting Bf-109s and of the six Whirlwinds sent out, four were shot down and lost.  Despite its good performance, it was never to enter full production and soon the Whirlwind would be declared obsolete and be destined to fall into aviation obscurity.

ROYAL AIR FORCE FIGHTER COMMAND, 1939-1945.

Typhoon IB of 56 Squadron runs up its engine in a revetment at Matlask, before taking off on a ‘Rhubarb’ mission over Holland. © IWM (CH 9250)

137 Sqn would leave Matlask in August 1942 only to return 10 days later before departing again to RAF Snailwell at the end of the month. Almost as a direct replacement, Typhoons from Snailwell’s 56 Sqn and Coltishall’s 266 Sqn took their place. 56 Sqn stayed here for almost a year, moving to Manston in July 1943 whilst 266 Sqn moved to Duxford that same month. One of the last fatalities of 56 Sqn was Flight Sergeant R.G. Gravett (s/n 1268706), flying a ‘Rhubarb’ mission in his Typhoon JP392, who was killed when his aircraft was hit by Flak whilst attacking a locomotive at Leiden train station. The resultant crash, which hit 5 homes in Leiden, also killed one civilian and wounded five others.*1

After 56 Sqn’s departure the airfield was allocated to the Eighth Air Force and given the designation Station 178. Sadly though, it was only used for small detachments of the 56th FG flying P-47 ‘Thunderbolts’, and plans to expand the station to three runways were not carried out.

Apart from target towing activities, the early summer of 1943 was relatively quiet at Matlask; Lysanders returned along with the more unusual Masters, Henleys and Martinets of 1489 Flt.

Then came a flurry of fighter activity. The July of that year would see Matlask become a fighter base once again, with Spitfires, Tempest and Mustangs all being stationed here. Some 11 squadrons: 611, 195, 609, 3, 486, 65, 122, 229, 453, 602 and 451 all brought their own variety of fighter with them over the next year.

January 1944 would bring two more ‘unusual’ visitors to Matlask, although neither would be particularly graceful. On the 11th, B-17G (s/n 42-31090) ‘Nasty Habit‘ was instructed to land at Matlask, because of poor weather at its own station, RAF Deenethorpe (Trail 6). The B17 overshot and crashed through the boundary hedges and onto the road. Flying with the 613 BS, 401 BG, it was salvaged ten days later.

A B-17 Flying Fortress (IN-L, serial number 42-31090) nicknamed

B-17G (s/n 42-31090) ‘Nasty Habit’ *2

Then at the end of that month, whilst returning from a mission to Berlin, Halifax III, HX239*3 ‘HD-G’ of 466 Sqn RAF Leconfield, attempted a landing at Matlask due to low fuel. On touchdown the pilot, P.O. D. Graham realised he was on a  collision course for a group of workmen. In averting what could have been a major catastrophe, he ground looped and hit a partially built building, injuring three of the crew members. For the crew, a mix of Canadians and Australians, it was not the most comfortable of landings!

Almost as quickly as it all started, aircrews left and Matlask fell silent. The war came to an end and the RAF pulled out. 451 Squadron leapfrogged between here and nearby RAF Swannington, finally leaving on April 6th 1945 to RAF Lympne in Kent. The end had arrived for Matlask. A short spell as a POW camp and then it began its rapid return to agriculture and its present day form.

Matlask airfield today is very different from its heyday of the 1940s. The perimeter track is all but gone, only a small section remains as a simple farm track that leads across what was the northern section of the airfield. Half way across this part of the airfield lay the remains of the base of the T2 hanger. Today its holds farm machinery, waste and other products. On the north-western side would have been the main gate and the technical area. The two towers have left no remnants and even the last fighter pen is all but indistinguishable. Having grass runways, means the site is flat and unrecognisable as having any notable history. A memorial erected by the Airfields of Britain Conservation Trust stands on what was the north-eastern section of the airfield just south of the village. From the village, heading south past this memorial takes you parallel to the airfield, the former perimeter tracks only feet from where you are driving.

In the village of Matlaske itself, you can find the former sick quarters – site 7, its distinctive roadway still evident but housing small homes and Bungalows now rather than sick bays of the 1940s. To the west there are a small number of buildings remaining on private land, shrouded in vegetation and trees, they are barely visible from the roadside. This would have been the former site 3, the location of six airmen’s barracks, five latrines, an ablutions block, drying room, fuel compound and a picket post. A small community in its own right.

Many of the accommodation sites are located within the grounds of Barningham Hall and the roadways that once took weary crews to and from the airfield now gone. Driving down the western side past the technical site, presents no sign of wartime activity. The former huts have all been removed, and even the battle headquarters, often one of the last few buildings to survive, has been removed.

Matlask has all but gone. When I visited early in 2016 it was a foggy, cold morning. The Norfolk wind has replaced the piston engines, the Merlin’s no longer resonate across the open expanse. The village is quiet. A public defibrillator in an old phone box perhaps a metaphorical gesture. The village sign acknowledges the history, a lone aircraft flying low over the village. As the fog lifts on this winter morning it reveals a wide open expanse that was once the busy and historic RAF Matlask.

Raymond Baxter commentates on some British Classics at RAF St. Athan.

After leaving Matlask airfield, we head south, a short distance to the former base at Swannington.

sources

*1 Air War WW2 database V4.1, Jan Nieuwenhuis, Netherlands

*2 Photo IWM, Roger Freeman Collection. FRE 8078

*3 Aircrew Remembered website, accessed 4/3/16

*3 Bomber Command Losses of the Second World War, W.R.Chorley, 1944, Midland Publishing

 

Andrews Field where records were made.

/ Aviationtrails / 5 Comments

This airfield forms the second stop on our Essex trail and is an airfield that is probably unique in that it was named after a General. After leaving Matching Green, we travel a short distance away and stop at the former base Andrews Field.

RAF Andrews Field

Andrews Field (officially Great Saling or Station 485) can be found nestled in the Essex countryside, not far from Stansted airport, about 3 miles west of Braintree. It has the unique honour, among many, to have been the first airfield designed and built for the USAAF in England.

Construction began in the summer of 1942 as a bomber station for the then fledging Eighth Air Force. Units from the 96th BG would start to arrive mid 1943 and their first operational duty would come in the middle of that same year. Heavy bombers of the 96th would go on to perform a strategic bombing role for the remainder of the Second World War, although not from Andrews Field.

Great Saling was renamed Andrews Field in honour of Lieut. Gen. Frank M. Andrews, who was killed when his B-24 crash-landed in Iceland on 3rd May 1943. Andrews was the eighth American general to lose his life (or to be reported missing in action) since the war began, and was known as a ‘doer’, once quoted in the New York Times as saying: “I don’t want to be one of those generals who die in bed.”*3

The airfield was built as a Class A airfield, with accommodation situated to the north-eastern side of the airfield. A communal site, two mess sites, six airmen accommodation sites, two WAAF sites, a sick quarters and a sewage works would accommodate upward of 3,000 officers, airmen, WAAFs and ground crews.  The airfield, with the pinnacle of the ‘A’ pointing north, had three hard runways, the main (2,000yds) running east-west and two secondary (1,400 yd) running north-west to south-east and north-east to south-west respectively. A perimeter track with 50 hardstands joined the three runways together. Further storage and maintenance ‘sheds’ were provided by two T2 hangars, one to the south and one to the east. A bomb store, for small bombs, incendiaries and fusing, was also to the south next to Boxted Woods. The main administrative area was to the east, where the main entrance led out of the site to the accommodation areas. The technical aspects of Great Saling were widely spread and in comparison to many other airfields of this nature, quite thinly catered for. With the majority of the work being undertaken on this side of the airfield, the western side was left primarily for aircraft dispersal.

A B-26 Marauder (serial number 43-34132) nicknamed

B-26 Marauder (s/n 43-34132) “Patricia Ann” of the 450th BS undergoing an engine test at Andrews Field. The aircraft collided with another B-26 (42-96279) over Beauville Airfield, it suffered damage but was able to return*1.

The first but not primary residents, were the heavy B-17s of the 96th BG, 4th BW, Eighth Air Force. Activated in July 1942 at Salt Lake City Utah, they trained on B-17s from the start of their inception. Moving to the United Kingdom in the following May, they would stay at Andrews Field for only one month before moving on to nearby Snetterton Heath on 12th June 1943. The 96th would operate four squadrons (337th, 338th, 339th and 413rd BS), attacking targets such as shipyards, harbours, aircraft factories, and major industrial targets across occupied Europe. Later in the war, they would receive a Distinguished Unit Citation before their return to the United States post war.

With their departure, Andrews Field would be passed over to a new unit, the 332nd BG, who were to be the largest and most major operational unit to serve at Andrews Field for the duration of the hostilities.

The USAAF was not generally associated with medium bombers, and the introduction of the Martin B-26 Marauder, would bring a whole host of issues. Rushed into service, it was to gain notoriety for poor handling, regular engine failures, weak undercarriage and high stall speeds that led to a string of accidents and crew deaths. The aircraft soon gained a collection of unsavoury names; ‘Widow Maker‘, ‘Baltimore Whore‘ and ‘Flying Prostitute‘, reasons for which were born out in its early days of flying.

B-26 Marauder (s/n 41-18276) “Pickled Dilly” of the 322nd BG. Later shot down 13km south of Abbeville, by Bf-109G-6 (JG301/1), July 8, 1944. 3 KIA 4 POW*2

The 322nd BG, activated at MacDill, Florida, trained with this particular aircraft and Marauder Squadrons soon found themselves transferring across the Atlantic to bases in both Suffolk and Norfolk as part of Eaker’s Eighth Air Force.

General Eaker however, soon decided that the low flying, medium bombers were adding little to his strategic bombing campaign, and so placed all the Marauder units under the control of the VIII Air Support Command, very much a back seat of the mighty Eighth’s activities. Coinciding with this move, was the decision to move all Marauder units of the 3rd Wing south so as to be within easy reach of the continent and more able to support the impending invasion.  The first units to be affected were the 386th (to Boxted), the 322nd (from Rougham to Andrews Field) and the 323rd (to Earls Colne). The headquarters for these also moved south, taking up new residency at the less luxurious Marks Hall, an Elizabethan mansion!

After a series of disasters at Rougham, the 322nd, arrived at Andrews Field on June 12th 1943. The four squadrons (449th, 450th, 451st and 452nd BS) all returned to action in the July, following a series of intense low-level training duties. Better successes followed, and this led to a growing belief in the Marauder’s capability in proven hands; the future began to look brighter for the aircraft. The 322nd went on to use their new skills, attacking targets that included airfields across the lowlands, power stations, shipyards and the rail networks. Success flourished and the 322nd would eventually earn themselves both notoriety and a DUC for their high performance; if nothing else it was a reputation that stopped the Marauder crews being on the wrong end of B-17 crew jokes.

Former RAF Andrewsfield

The 80,000 gl Braithwaite Water Tower at Andrews Field

On October 6th, 1943, the four units of the  VIII Air Support Command flew their last mission as part of the Eighth. Now there was a new control, the Ninth Air Force had moved to England. A new focus and more low-level strikes against the enemy led the preparation for the invasion. Coastal defences were hit and airfields in the northern area of France were targeted as part of operation STARKEY, the allied plan to fool the Germans into thinking a full-scale attack would take place around the channel ports.

Following the June invasion, for which the 322nd played a major part, they went on to continue supporting Allied ground movements. Battles at Caen and St. Lo helped the Allied forces advance through France: bridges, railway junctions, defensive positions and ordnance depots all came under the focus of the 322nd.

As the Allies moved further in land toward Germany, so too did the Marauders. In September 1944, the 322nd left Andrews Field and moved to Beauvais in France. They continued to support the Allies into the German Heartland performing their last mission on April 24th 1945, before commencing inventory duties in Germany and then returning to the US for disbandment on 15th December 1945.

By the end of their tour, the 322nd had performed remarkably. The Marauder had gone from one of the most despised aircraft to the perhaps one of the most respected. Its ability to perform in good hands, and its sturdy airframe, reflected its remarkably low loss rate, 0.3 %, 13 losses in only 4000 sorties.

After their departure, Andrews Field was passed to RAF control and a considerable number of fighter units would pass through here. First came the Mustang IIIs of 316 Sqn, who arrived in August 1944, staying until September 1945. The October of 1944, saw yet more Mustangs arrive, with 19, 122, 129, 315 and 316 sqns again all with the Mark IIIs. By now Andrews Field was a very busy base, and even more units were to pass through. In December, 309 Sqn arrived staying until August 1945, and it was during this year (1945) that 65 Sqn brought the updated Mustang IV as did 303 Sqn later in the August. A monopoly of American hardware was only broken for two months (June to August 1945) by the Spitfires of 276 Sqn.

Then as the jet age dawned and Meteors began to arrive, two squadrons would operate the aircraft from Andrews Field; both 616 Sqn and 504 Sqn (albeit for a short period only) would fly the MK.III, transforming the sound from piston engines to jet engines. As December 1945 came so did the departure of the 303 Sqn and the last remaining Mustangs, a move that signalled the end of military action at Andrews Field. Following this, the airfield was mothballed and finally put into care and maintenance.

Andrews Field was to produce some remarkable records during its operational time. The first by B-26 ‘Mild and Bitter‘ s/n 41-31819, of the 450th BS, was the first Allied bomber to pass 100 operational missions (in Europe). A second,  ‘Flak Bait‘, s/n 41-31773, became the first to surpass 200 missions – both remarkable feats when at that time few pilots relished the thought of flying just one mission let alone two hundred.

Post war, the airfield was used for a multitude of roles, eventually having much of its infrastructure removed and returning to a primarily agricultural role. However, aviation grew from the ashes and flying thrives once again through light aviation as Andrews Field Aviation. Offering a range of flying lessons, they keep the spirit of Andrews Field alive long after the last military aircraft departed on its final journey. Using a grass runway that follows the line of the original, it is one of the few reminders that an airfield existed here many years ago.

Andrews Field (Station 485)

A memorial board in the airfield clubhouse

Visiting Andrews Field today, there is little of its former life left. The runways, buildings and perimeter tracks have all but been removed. Much of the evidence of its existence lies in the nearby village of Great Saling. The 80,000 gl high level water tower (Braithwaite built to design 16305/41) stands on the former Site 3, now a playing field, and a defensive pill-box hints at the area’s historical use. The main accommodation areas are now either all built upon with small housing estates or ploughed up for agricultural purposes. The original entrance from the main road is today the entrance to a small quarry.

Driving away from the village to the rear of the airfield takes you along the former north-western perimeter track. Down here almost buried under the hedgerow are the steep banks of the firing butt. The road continues round to the southern side of the site, again utilising part of the original perimeter track. Entering the site, takes you alongside the runway to the clubhouse and parking areas. From here one of the remaining two T2s can still be seen, lurking in amongst the tress, as if defiant to development.

A rather unusual addition to the site is a somewhat forlorn Dassault Mystere IVA jet, gradually decaying in the British weather. It certainly has seen better days, and maybe one day it too will rise from the ashes and become a thing of aviation beauty once more.

A memorial to those who built the airfield can be found where the entrance to the sick quarters were, and a further memorial can be seen along the road linking Great Saling and the A120 in memory of the crews of the 322nd BG. Inside the clubhouse is a mural and photos of the airfield whilst under construction.

Andrews Field (Station 485)

The mural painted to commemorate the crews of the 322nd.

Andrews Field is an airfield that has clung onto its heritage, but whilst much of its former life has gone, the sound of small piston engined aircraft provides something of a reminder of the mighty engines that once relentlessly throbbed on this amazingly historical site.

After leaving Andrews Field, we travel a few miles west back again toward Stansted Airport. We stop at Great Dunmow and the neighbouring church at Little Easton.

Sources and further reading

1 Photo Roger Freeman Collection, IWM, FRE4482
*2 Photo Roger Freeman Collection, IWM, FRE1187
*3 New York Times published May 5th 1943 (accessed May 26th 2018)
“The Mighty Eighth“, (1970), Roger Freeman, Arms and Armour,
“RAF Squadrons“, (1998) CG Jefford, Airlife

A number of detailed and remarkable websites exist around the B-26, each is worthy of a visit.

http://www.billsb-26marauder.org/
http://www.markstyling.com/b26s.01.htm (art work)

Is this the missing Stirling LJ850?

/ Aviationtrails / 35 Comments

A recent report has identified what is believed to be the wreckage of Stirling LJ850 ‘QS-Y’ of 620 Squadron (RAF), that crashed whilst on a mission to drop paratroopers behind German lines.

Crew of Missing Stirling LJ850

The crew of LJ850 *1

The aircraft was part of a three ship formation and disappeared on the night of 17th / 18th June 1944, with a number of RAF personnel and the 1st SAS Regiment servicemen on board, – there were no survivors*2.

There has been considerable speculation about the fate of this aircraft and a number of theories as to what happened to it.

It was last heard from whilst over the English Channel, and initial thoughts were that it crashed into the sea. Other reports state it crashed into high ground on the run-in to the drop zone in the Morvan Mountains area near Les Valottes. A further report states it crashed 100 miles off course in the Savoy Hills, but there were never any reports by the German authorities at the time and no substantial wreckage has as yet been found.

Fragments form this particular wreckage may have been located a few miles inland of what was Omaha Beach, a possible location if LJ850 did come down shortly after its last transmission.

It is known that there were very few heavy bomber activities that night, and no bomber casualties were reported. Early indications are that the wreckage is of a Stirling bomber, so could this be the wreck of LJ850?

Before any investigations can proceed, a permit is required, but French officials are refusing to grant permission for any detailed search of the site, as the site is a “war grave”. They also quite rightly raise concerns over the conservation of the site, safety issues, and also jurisdictional considerations. So, for now, the story and final closure of LJ850 looks set to continue for some time yet.

620 Squadron was formed on 17th June 1943 at Chedburgh, and were initially involved in night bombing duties. In November 1943, they converted to airborne operations, dropping supplies, Paratroops and performing glider tug operations. Between March 18th 1944 and 18th October 1944, they operated from RAF Fairford, Gloucestershire, before moving to Great Dunmow and subsequently to the Middle East at the end of the war.

The crew of the Stirling were:

Wing Commander R.W. Crane  RAAF (s/n 413535) (Pilot)
Fgt. Sgt. F.N. Johnson  RAFVR (s/n 1395038) (Nav.)
W.O. II J.P. Clasper RCAF (s/n R159971) (B/A)
Sgt. D.W. Evans RAFVR (s/n 1407968) (Flt. Eng)
Flt. Sgt. G.W. Stopford RAFVR (s/n 657479) (W/O – A/G)
Flt. Sgt. B.J. Profit RCAF (s/n R189226)  (A/G)
Sgt. P. Wilding RAFVR (s/n 1345156) (Parachutist Dispatcher)*2.

The crew are represented on the Runnymede memorial.

Included on that flight when it crashed was Sgt. Reginald Wortley, (s/n 4863732) of the 1st Special Air Service Regiment. Wortley was one of the founder members of the SAS.

The names of the paratroops appear on the Bayeux Memorial.

The reported story can be found here.

*1 photo from CBC News website.

*2 In Dennis Williams’ book “Stirlings in Action with the Airborne Forces“, the crew list omits Wilding, the dispatcher, and lists 15 SAS troops killed on the night. Many thanks go to reader Darren Sladden for the further information and book recommendation, which I too recommend to anyone with an interest in this area of aviation. The Book was published by Pen and Sword Books, 2008, ISBN 184415648-6,