archaeology

Britain’s Airfields – What does the future hold?

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There has been a recent ‘spate’ of developments with planning applications that affect Britain’s wartime heritage, and in particular the airfields that were used during the Second World War.

With land at a premium, a housing crisis that is growing, these sites are becoming more and more handsome as development opportunities. Many have a ready-made infrastructure, many are open fields and as such, prime agricultural or development land. So what does the future hold for Britain’s heritage?

We have seen applications submitted or at least interest shown, for the former: RAF Kings Cliffe, RAF Downham Market, RAF West Raynham, RAF Denethorpe and RAF Coltishall, further applications have now been seen affecting former RAF Dunsfold, RAF Bourn and RAF Wellesbourne Mountford.

We also know that the USAF have given notice of withdrawal from their major UK base at RAF Mildenhall, the smaller site at RAF Molesworth and the remaining site at RAF Alconbury. The Government has already announced it will be selling these sites for housing after the military withdrawal in 2020-23. These three sites form part of an estimated £500m sell-off that would also include: RAF Barnham (Suffolk), Kneller Hall (Twickenham), Claro and Deverell Barracks (Ripon), Lodge Hill (Kent), Craigiehall (Edinburgh), HMS Nelson Wardroom (Portsmouth), Hullavington Airfield (Wiltshire) and MOD Felton (London). Changes at RAF Lakenheath will also see job losses through streamlining of operations.

It is estimated that the 12 sites could accommodate an estimated 15,000 homes with Alconbury having 5,000 alone.

The former airfield and barracks at RAF Waterbeach is also subject to planning proposals, and the Bassingbourn barracks near Cambridge is also under the development spotlight. The recent closure of Manston (a vital Second World War airfield) has led to speculation of its future both as an airfield (possibly London’s third) and as a development opportunity. These are perhaps just a few of the prime areas of land that are now becoming the focus of planners and developers alike.

There are many variables in this heated and long-lasting debate, in fact far too many to raise and discuss here. Strong feelings exist both toward and against the idea of development and it is certainly not a new one. Employment, jobs, environment, heritage, housing etc, they all create discussion and a strong case for both arguments, but the debate here is not “should we build or not” this is quite frankly, inevitable and in many cases much-needed, no, it’s more how can we meet the needs of an ever-growing population with the needs to preserve historically important sites that form the very thread of today’s society.

We have a dynamic population, and as health care improves, social mobility increases and a growing desire to own our own home increases, the need for more housing, affordable homes and homes for rent also increases. We are an ageing population, care homes, schools for our children and hospitals for the sick are all in much greater need. Where do we build them?

Whilst housing demands have always been with us and the need for more housing an all important one, the recent developments suggest that these old airfields could become prime land to meet these future housing needs.

Many of the current Second World War airfields are now either industrial conurbations or agricultural areas. Most have little or no remnants of their former lives visible, and certainly not widely accessible. Many argue that these sites are scrub, derelict and in need of development, and some indeed are. A proportion of the more recently used sites, are ‘mothballed’ or in part operating aviation related activities. They cover huge areas and have a ready-made infrastructure such were the designs of war and post war airfields. These sites also contain extensive dereliction, primarily due to being left and allowed to decay by their owners. Vandalism and pilfering has left them rotting like carcasses of forgotten wild animals. Where industry has been operating, contaminates have seeped into the soils, damaging flora and fauna growth; some so severe that they are rendered too difficult to reclaim as ‘Green Space’. Certainly on paper, they offer good sources for today’s desperate housing stock.

However, balance this against the historical and cultural importance of these places and the argument becomes a little blurred at the seams. Had it not been for the people who came to this country from all over the world to fight the Nazi tyranny in the war years 1939-45, then Britain and Europe would probably not be the Europe we know today. Many thousands of people gave their lives during those dark days, and for many of them, these airfields were their last homes, cold, often draughty huts on the outskirts of some bleak airfield. Their dedication helped form the very society we live in today, the democracy and freedom of speech we so enjoy and relish, the open spaces where we can walk our dog without fear and in freedom. The fact that we can have this very debate, is in itself, testament to those who came here never to return. The very nature and fabric of our local communities has been built around the ‘friendly invasion’ the acceptance of others into our quaint life and idyllic life-styles. Influences from other nations and cultures grew and developed as a result of those who came here from far and wide to give up their lives.

These sites have become monuments to them, their lives and deaths, many still have no known grave; many simply ‘disappeared’ such was the ferocity of the explosion that killed them. The design of Britain’s airfields are architecturally significant to our heritage, buildings were designed to fulfil a purpose and just like our castles and stately homes, they are monuments to a significant period of not only British, but world history. Our education system, includes this very period as a subject for discussion, debate and analysis. To build over such sites without due regard to them would be a travesty, and one that we would regret in the future. To paraphrase that well-known quote; If we are to learn from our mistakes then we need to remember the past. The Second World War is still, for the moment, in living memory, the veterans and civilians who survived it are dwindling in numbers and very soon their memories will be lost for ever. Each day brings news of a lost veteran or a newly discovered story. If we don’t acknowledge the value of these places, if we don’t plan for their ‘preservation’ then both we and our future generations, will be the ones to regret it.

So where do we go from here? The plans published for RAF West Raynham and RAF Coltishall take into account the nature of these sites, they are sympathetic to their historical value and acknowledge the sacrifices made. West Raynham utilises the very buildings that were created, thus keeping the atmosphere for those who wish to visit. Small museums create a record, first hand experiences and artefacts, all valuable records for the education of future generations. But both of these are unique. Both closed in more recent history, they have retained their structures whereas many older sites have had theirs long since demolished.

It is a delicate balance, and as sad as it would be to see them go, there has to be legislation to create compromise. Sympathetic developments have to be the way forward, acknowledgement of the sacrifice has to be high on the agenda. Many of the airfields I have been too have no museum, no memorial barely even a signpost. Surely this is wrong.

If we are to preserve our fragile heritage, we need to consider the implications of the planning process, to look at the value of these sites as both suitable housing and significant historical areas, the sacrifice of the many needs to be acknowledged and it needs to be done soon.

Sources and Further Reading.

“Laying the Foundations: A Housing Strategy for England ” HM Gov, November 2011

“Stimulating housing supply – Government initiatives (England)” House of Commons Library, 9 December 2014

The “Get Surrey” news report issued on January 5th 2016 relating to Dunsfold can be found here.

Then latest news from “Cambridge News” December 16th 2015 can be found here.

The “Stratford-Upon-Avon Herald” January 6th 2016 front page story about Wellesbourne can be found here. (This may be a limited time link).

The latest news on RAF Mildenhall and Lakenheath published by the BBC, 18th January 2016 can be found here.

A Happy New Year!

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As 2015 fades away I would like to take this opportunity to thank each and every one of you who has visited, followed, liked, reblogged, commented and generally supported “Aviation Trails” during the last year. Without you, it would not be the site it is today.

It has certainly grown over the last year and taken on a new dimension. Investment in research material has enabled much longer posts and more personal information to be included, something that I know many people like to see. Not only do ‘we’ as enthusiasts, historical ‘writers’, modellers, relations of veterans etc. preserve our common history, but openly promote and educate others through the writing we do.

I believe it is important to remember what went on, the sacrifice and dedication to freedom, and if I can go a small way to helping that then it has all been worthwhile.

I have been inspired to take up old hobbies, learnt about aspects of military and natural history that I had never heard of, found new places in the world and been a part of a group of people who share the desire to learn, educate and inform others. It has been a wonderful year.

The tally of airfields I have visited is now around 75, double what it was this time last year. I have walked in the footsteps of famous people like Guy Gibson, Glenn Miller and Joe Kennedy, stood where important and famous missions have been planned and executed, trodden the very ground where so many young men and women served their country, many thousands giving the ultimate sacrifice.

It has been a most humbling experience.

So to each and every one of you, a heartfelt thank you, and here’s to a happy, peaceful and rewarding 2016.

RAF King’s Cliffe – buildings not recommended for listing.

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A recent assessment of the remaining buildings on the former RAF King’s Cliffe airfield, Northamptonshire, has not proven to be as positive as one had hoped for. The result could open the door to future development of the site and ultimately the permanent loss of these buildings as a result.

Oakington Pillbox Kings Cliffe Dec 2014

One of the rarer Oakington Pillboxes deemed not to be of Historical interest.

King’s Cliffe (originally visited in Trail 6) was the station for a number of RAF and USAAF units flying P-38s and P-51s amongst them . They operated as fighter escort for the heavy bombers of the Eighth, seeking out targets of opportunity, particularly enemy locomotives, as enemy fighters reduced in numbers. It was also the site of Glenn Miller’s final hangar concert, for which a memorial has been erected on the base of the hanger structure.

Closed post war, it was returned to agriculture, and the runways removed for hardcore. A few buildings still remain including: aircraft pens, pillboxes, the Battle headquarters and a rather dilapidated watch office. Away from the airfield site, the chapel and other small accommodation buildings survive in modern use. King’s Cliffe has certainly taken its share of post war degradation.

This survey was initiated following the successful planing application made for Jacks Green; the area to the southern side of the airfield around the Glenn Miller Memorial. This application has been granted (see here and the media reports here), and development is due to proceed. This combined with the findings of the survey by Historic England, won’t help the long-term future of King’s Cliffe’s buildings, and it may have further implications for the preservation of the site as a whole.

Historic England,  submitted their report to the Secretary of State who has deemed that the remaining buildings, including those mentioned, are not suitable for classification as “historically significant” and therefore will not be added to the list of  Buildings of Historical interest and so ‘listed’.

 Under the Planning (Listed Buildings and Conservation Areas) Act 1990 Buildings of Special Architectural or Historic interest; buildings that are deemed to be significant in terms of their architecture, historical importance or rarity, can be classified.

The full report can be accessed via the Historical England Website, but the key points they highlight are thus:

1. The Watch Office:

The report highlights the fact that of the 18 different models constructed, there are 220 examples still surviving today,  with many of them surviving in a better condition.

At King’s Cliffe the watch office (type Watch Office for Night Fighter Stations FCW4514) is a windowless shell, with some of its internal walls demolished and its balcony rails missing. There are no internal features. It is a poignant and dramatic ruin, but its condition precludes designation.

2. The Battle Headquarters:

At the time of the survey, the building was flooded and so access was inhibited, but it is thought that it is unlikely to contain anything of historical or architectural significance. Again Historic England state that there are better preserved examples on other sites around the UK.

The report states:

At King’s Cliffe, much of the essential wartime context has been lost with the removal of its runways and hangers. Moreover, the interior of the structure, which is flooded currently and effectively inaccessible, is unlikely to retain fixtures and fittings of interest. Together, these considerations mean that King’s Cliffe’s Battle HQ cannot be recommended as an addition to the List.

3. Fighter Pens:

Built to protect fighters and crews from attack, with soil mounds, brick walls and protectives rifle slits, there are a variety of these structures surviving today around the UK. More significant examples can be found at Battle of Britain airfields for example, and whilst those at King’s Cliffe were important, they are in mixed condition and according to the report, not of significant value.

The report states:

Elsewhere, however, the pens are very degraded or part demolished. The fact that only a proportion of the fighter pens survival relatively well as an ensemble, and that much of the essential wartime context has been lost with the removal of the runways and hangers, means that King’s Cliffe’s fighter pens cannot be recommended as additions to the List.

4. Pillboxes:

There are a small quantity of pillboxes around the airfield site and these represent a minute number of the 28,000 constructed in defence of the UK. Rarer examples are more likely to be selected for listing than the more common examples. Those found at King’s Cliffe are the Oakington style, a rarer model of which only 61 have been recorded by the English Heritage Monuments Protection Programme. Some of these have since been demolished and so an even smaller number exist today. However, “a high degree of selectivity” was used as a basis for the decision.

While the three examples at King’s Cliffe are also of undoubted interest, and generally survive in relatively good condition, a high degree of selectivity must be deployed when assessing structures of this late date. The loss of so many key components of the wartime airfield compromises their historic context and argues against recommending them for designation.

The conclusion of this report, states that the decision not to recommend listing these buildings is down to three primary points:

1. The fact there the buildings are in poor condition,
2. The fact that they are not ‘rare’ and,
3. The fact that because the other major features, (runways and hangars) have been removed, they are not significant in ‘Group Value’.

This decision is not surprising, but the wording suggests that any airfield with no runway or hangars, is not likely to have its buildings listed for preservation unless they are either very rare or in very good condition. After 75 years, that is extremely unlikely.

This outcome means that any decision to demolish the buildings lays with the landowner, and whilst they have been in situ for the last 70 years or so, there is now no need to retain them in any form should they so wish.

Ultimately, these buildings could be removed for land development, or agriculture use, meaning they would then be lost forever. That would leave the two small memorials as the only significant reminders of the King’s Cliffe site.

The full report can be accessed via the link below, which gives a detailed explanation for the decision. The annex of the report will be published on the Heritage Gateway website.

www.historicengland.org.uk case number 1426070

Anyone who wishes to challenge this decision can do so within 28 days with a request that the decision be reviewed in light of further evidence or because of irregularities in the process, full details are available through the link below. A form is available through this link, with appropriate guidance for completion. Both downloadable from the ‘Reviews of Listing Decisions’ page.

https://www.gov.uk/how-to-challenge-our-decision-to-list-or-not-list-a-building

If you are unable to access the website please contact:

The Listing Review Officer
Heritage Protection Branch
Culture Team
Department for Culture Media and Sport
4th Floor
100 Parliament Street
London
SW1A 2BQ

My thanks to Sandra Beale for forwarding this information.

Development Proposals could make RAF West Raynham Unique.

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The second airfield that has recently seen proposals for new development is the large and complete site on Norfolk’s western side. It is RAF West Raynham. If these proceed, then West Raynham could be a unique development.

RAF West Raynham.

RAF West Raynham is a large airfield that operated well beyond the Second World War. It was home to some 20 squadrons and saw a range of aircraft including: Blenheims, Bostons, Tomahawks, Beaufighters, B-25 Mitchells, Mosquitos, B-17 Flying Fortresses, Canberras, Javelins and Bloodhound Missiles to name but a few.

It currently stands complete although a large part of it has been the focus of development since the RAF’s departure. Much of the former RAF housing has already been refurbished and sold off to private families; a solar park has also been built along the runway line and the accommodation sites developed sympathetically with the airfields history in mind.

Control Tower

The Grade II Listed Control Tower at West Raynham.

A recent report identified this site as being of “heritage value” and that whilst some of the buildings are “at risk” there is a strong desire to reuse buildings wherever possible. The only ‘listed’ building is the Control Tower (which is Grade II listed) which, along with the majority of the main buildings: Guard House, Station Headquarters, Chapel, Water Tower, District Heating Control Centre, four Hangers and the Training Dome, is in relatively good condition. A large majority of the remaining buildings were temporary or will require renovations to make them usable once again. The report states that:

“It is important that the character areas described keep their identity. The approach taken for existing buildings will vary according to the character area and the qualities of the specific buildings”.

The report also highlights the benefits of the MOD property, and that it provides suitable low-cost housing that would meet the Council’s housing target. It also states that the former technical area provides suitable accommodation for small industrial units or “start-up” businesses.

In essence, the survey illustrates the need to develop the site to fulfil the council’s need for housing whilst identifying the site as an important heritage site, and that the development should reflect this:

“The vision is to re-use and reinvigorate the site in a way that respects and celebrates the historic and architectural heritage of the site.”

The infrastructure of former RAF bases lend themselves to new villages; the layout, transport networks and available buildings, are perfectly suitable for the Garden Village idea. Open spaces intertwined with affordable accommodation and recreational facilities are all there. If this development goes ahead, then RAF West Raynham could become a well-preserved yet appropriately developed site that in the large part, reflects it historical importance and valued contribution to Britain’s defence network.

The full development brief can be found here from where the quotes were sourced.

West Raynham appeared in Trail 21.

West Raynham 042

Inside the Former officers Mess.

For Some it’s too late – RAF Caxton Gibbet

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There are many airfields in this country that have sadly just ‘disappeared’. Whether it be to housing, industry or agriculture, the fact remains they are no longer there and are now reduced to fading memories and mere mentions in the history books. For many of these it is too late.

Thankfully though, many of our larger airfields have had their buildings, especially hangars or Nissen huts, reused in some guise or other and so they live on in the day-to-day lives of their new owners. Whilst travelling around southern Cambridgeshire on my recent trails, I came across several examples of these lost or forgotten sites. The first is the rather oddly named Caxton Gibbet.

RAF Caxton Gibbet.

Having a history worthy of reading in itself, Caxton Gibbet has links to not only the Doomsday book, but also the Romans and the Bronze Age with traces of early settlements being unearthed only recently. Its folklore talks of brutal and violent executions and  for a small village, it has a remarkable amount to shout about.

Its history therefore includes a lot of death and this wouldn’t change during the Second World War.

The small field that was Caxton Gibbet airfield was partly used as a relief landing ground. It was centred between the numerous airfields around here but it was never designed to be a major player nor hold more than about 80 personnel. It only had grass runways,  temporary accommodation and a few small brick structures, including airfield defence positions, to signify its existence . It was used primarily by nearby 22 Elementary Flying Training School ‘F’ Flight, based at Cambridge flying a variety of biplane trainers. It was also used as an emergency landing ground and it was not surprising to see a wounded bomber attempting landing here. Surprisingly though, despite its lack of ‘operational’ importance, Caxton Gibbet suffered a rather large number of attacks from Luftwaffe aircraft. A number of bombs were dropped on it, several personnel were killed and damage was inflicted to a number of aircraft. However, despite all this unwarranted attention, little impact was made on this small and rather ‘insignificant’ airfield during its long history.

A number of training accidents did occur, practising stalls and other dangerous manoeuvres did claim several lives from the young would-be pilots. Locals tell of aircraft falling from the sky and aircrews plummeting to their deaths.

Opened in 1934 it would remain in use  until the end of the war in 1945. A small gliding club utilised the site post-war but eventually it was closed and returned to agriculture.

A small village that is battling for its own existence against the spreading conurbations that now surround it, Caxton Gibbet is slowly being absorbed into much larger developments. As for the airfield, it would seem it has now disappeared but its stories, like Caxton’s  gruesome history, live on in the history books.

RAF Caxton Gibbet forms part of Trail 29.

Home to the P-51s with a Reputation for Success. RAF Steeple Morden

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

RAF Steeple Morden (Station 122)

RAF Steeple Morden has been on my list of places to go for quite some time. Since seeing the photos taken by my friend, and reader, Steve Darnell,  I have wanted to know much more about it. After driving for a short distance from our previous site at Gransden Lodge, we arrive at the site of this former base.

The wide open expanses reveal little of its former life, the travesties , the bravery nor even the mundane hustle and bustle of a busy fighter airfield.

FRE_002932 aerial view

Steeple Morden, 11 May 1945*1.

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

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

Aug 2015 002

The Village Sign at Steeple Morden Reflects its Aviation Links.

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

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

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

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

FRE_000443

P-51 Mustangs of the 355th Fighter Group break formation, ready for landing, over the ground support vehicles and control tower of Steeple Morden Airfield. *2

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

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

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

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

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

FRE_000441 tower

Men of the 355th Fighter Group Survey the Airfield from Inside Steeple Morden Control Tower.*3

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

Then Steeple Morden would take a blow. Early on January 1st 1945, B-17 ’42-37911′, “Heat’s on“, of the 401st BS, 91st BG, RAF Bassingbourn, would crash in the dispersal at Steeple Morden killing all crew members and injuring a number of staff on the ground. At least two P51-Ds, 44-14374, ‘WR-A‘ and 44-14498, ‘YF-S‘ were destoyed*4. Such were the fortunes of war.

“We started off the New Year of 1945 with a scheduled flight to the oil refineries at Merseburg on January 1st, but diverted to Kassel when we found Merseburg clouded over. No. 911, “Heats On”, of the 401st Squadron, on her 92nd mission and flown by 1Lt Earl J. Jeffers, had an engine fail on take-off. Lt Jeffers tried to put her down on the nearby 355th Fighter Group base at Steeple Morden, the main runway of which was directly in the flight path from runway 25 at Bassingbourn. Back on the 6th of March 1944, 2Lt Walter Wildinson in No. 761, “Blue Dreams”, had made a similar emergency landing at Steeple Morden. Although the crew forgot to lower the landing gear and completely wrecked the aircraft, no one in “Blue Dreams” or on the ground was injured. But, as “Heats On” touched down, for some unknown reason she careened into a P-51 dispersal area, striking parked aircraft and exploded, killing all 9 of the crew aboard. There are all sorts of ways to die in an air war. Several of the fighter base ground crew members were seriously injured, but none was killed. For us the mission was uneventful.”*5

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

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

Aug 2015 018

Steeple Morden Technical Site today. The Watch Office would be to the Right in This Picture.

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

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

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The Impressive Memorial to the Crews Who Served at RAF Steeple Morden, both USAAF and RAF.

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

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Crew Locker and Drying Rooms are Virtually the only buildings left.

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

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

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The Airfield Operations Room, Whilst Standing, is in Poor Condition.

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

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

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

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

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The Memorial Window at St. Catherine’s Church.

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

From here we go on to conclude this part of our trip with a visit to the RAF base at Fowlmere.

Notes and sources:

*1 Photo from IWM, Roger Freeman Collection, FRE2932,

*2 Photo from IWM, Roger Freeman Collection, FRE000443

*3 Photo from IWM, Roger Freeman Collection, FRE441

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

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

‘Black Thursday’ took the lives of many crews – RAF Bourn.

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In Trail 31 we continue our trip around the historic countryside of Southern Cambridgeshire. Moving on from the open expanses of Graveley and Caxton Gibbet, we visit two more airfields both of which continue for now, to uphold their aviation heritage. Our first stop is the current small airfield on the former RAF Bourn.

RAF Bourn.

Bourn sits between the towns of Cambourne to the west and Hardwick to the east and is confined by the new dual carriageway cutting across its northern side. Both the immediate eastern and western sides are heavily built upon and with further developments under proposal, the future of this historic airfield remains in the balance.

RAF Bourn was built-in 1940 /41 initially as a satellite for nearby RAF Oakington. With growing pressure from Bomber Command it would eventually become a bomber station  in its own right and come under the control of Air Commodore Donald Bennett’s 8 Group operating the elite Pathfinder Force (PFF). Accommodation would be suitable for 1,805 males and 276 females making it a relatively large airfield. Its three ‘A’ style concrete runways, would be extended later in 1942 to accommodate the heavier aircraft that were to use Bourn thus raising its profile as a bomber base. By the end of the war, Bourn squadrons would lose 135 aircraft in total accounting for: 60 Lancasters, 32 Short Stirlings, 24 Mosquitos and 19 Wellingtons – a considerable number of lives.

runway

Views along one of Bourn’s enormous runway.

Bourn would serve a number of RAF squadrons during its short wartime life: 15, 97, 101, 105, 162 and 609 would all play a part in its rich wartime tapestry. The first to arrive were the Wellington ICs of 101 Squadron (RAF). They arrived at Bourn very soon after the runways were constructed on February 11th 1942. During this time 101 were going through the process of updating their Wellingtons with the new Mk III. One of the first casualties of Bourne would be one of these models. Wellington ‘X3656’  SR-L, was lost on the night of March 8th/9th 1942, on a mission to Essen. Flight Sgt. S. Brown, P.O. C. Luin and Sergeants L. Calderhead, R. Lawrence and C. Parry were all lost in the attack; the aircraft missing in action and the crew presumed dead. Their names are now inscribed  on the wall of remembrance at Runneymede Cemetery.

101 sqn would continue the fight staying at Bourn until the 11th August that same year. They would then move on to Stradishall and Holme-on-Spalding Moor where they took on the Lancaster.

As 101 left, 15 Sqn (RAF) moved in, bringing the much heavier Short Stirling MkI. Having a rather checkered history behind them, 15 Sqn would operate the MkIs until the following January when the MK IIIs came into operation. Built by Short Brothers, the Stirling was a massive aircraft, dwarfing many of its counterparts with a cockpit height of some 22 feet. A forbidding aircraft, it was cumbersome on the ground but was said to be very agile in the air, some would say it could out-turn a Spitfire! Sadly though, it was a slow aircraft and whilst heavily defended, loses were to be high leading to its eventual withdrawal from front line operations .

A few miles away at Cambridge, an industrial unit of some  six / seven hangars were built by Short Sebro Ltd who manufactured the Stirling parts. Final assembly and air testing was then carried out at Bourn, the wings being transported by ‘Queen Mary’ trailers and the fuselage on specially made carriers pulled by tractors. To help, three large hangars would be built away to the east of the airfield to accommodate both these and battle damaged bombers for repair.

ROYAL AIR FORCE BOMBER COMMAND, 1942-1945.

The crew of the Short Stirling Mk I, N3669 ‘LS-H’, of No. 15 Squadron after their 62nd mission. © IWM (CH 7747)

It was here at Bourn that a record would be set by a 15 Squadron crew. Stirling Mk I, N3669 ‘LS-H’,  would go on to complete 67 operations, a record for the type. N3669 would eventually be reduced to an instructional airframe in February 1943.

A short spell of conversion proceeded 15 Sqn moving to their new base at RAF Mildenhall on April 14th 1943, where they would eventually take on the new and more successful Lancaster I. It was here that LL806 “J-Jig”, would become one of the most famous Lancasters in Bomber Command, flying 134 sorties accumulating 765 hours in the air. Two incredible records were now set by 15 squadron aircraft and their crews.

Bourn would then have just another short spell visitor, 609 Sqn. Battled hardened from covering the BEF withdrawal at Dunkirk and defending Britain in the Battle of Britain, 609 Sqn moved in on 26th August 1942, with the potent Typhoon IB. Accustom as they were to moving around, their stay at Bourn would last only 4 days.

It was at this time that Bourn really came into its own as a bomber base. 97 squadron (RAF) arrived on April 18th 1943 with their Lancaster Is and IIIs. With small detachments at nearby Graveley, Gransden Lodge and Oakington, they would stay here until moving on to Coningsby a year to the day later. Whilst at Bourn, they became a ‘marker’ squadron as part of the PFF  Group.  Notable target’s were both the  Zeppelin works at Friedrichshafen in June 1943 and the Italian naval base at Spezia in April 1944; an event that became to be the first RAF “shuttle-bombing” raid. The introduction of Lancasters at Bourn greatly reduced the number of crews being lost. However, 97 Sqn were to suffer one of the worst nights on Bomber Command record, and not through enemy action either. During the night of December 16th /17th 1943, a large number of aircraft left from some 20 squadrons*1 to attack Berlin. Casualties to and from the target were on the whole low but for 97 Squadron it was arriving home that their troubles were to begin. This night would become known as ‘Black Thursday’.*2.

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A Nissen huts survives in modern use.

As they approached Cambridgeshire, they were informed that the weather had closed in on Bourn and landing would be very difficult if not impossible. In an effort to get the bombers down safely, all manner of tactics were used to move the fog and illuminate the runways.  Some aircraft managed to divert to other bases in Lincolnshire and Norfolk where FIDO was in operation, but many tried to wait it out. The result was a critical loss of fuel and subsequently several aircraft crashed in the dense fog. The loss that night was devastating for 97 Sqn: JB531 ‘OF-Y’; JA963 ‘Q’; JB243 ‘P’; JB482 ‘S’; JB219 ‘R’; JB117 ‘C’; JB119 ‘F’ and JB176 ‘K’ were all lost crashing in the vicinity of the airfield with many of the crews being killed.*3

It was during these last few weeks of 97 Sqn’s stay that Bourn would start to accept new residents. The smaller and much more agile Mosquito IX of 105 Squadron arrived to continue the pathfinder operations. Noted for their unusual black paint work, they would carry out many notable operations from here, especially in the lead up to D-day in June 1944, identifying and marking coastal batteries for the heavier bombers to attack in preparation for the invasion. One of these aircraft, MM237, would sadly fall victim to ‘friendly fire’. On crossing the coast on its way home, on March 6th 1945, it was shot down by a British night fighter. The crew luckily managed to bale out moments before the aircraft struck the ground.

105 would stay at Bourn for the duration of the war, taking on a new model Mosquito XVI in March 1944. They would mark high-profile targets such as: oil refineries, road and rail junctions, marshalling yards and coastal batteries. Many targets were as far afield as the German heartland; 105’s  final operational sorties would take  4 Mosquitos to Eggebeck on the night of 2nd/3rd May 1945, a month before they left Bourn for Upwood and final disbandment.

In December 1944, the last residents of Bourn would arrive and join 105 Sqn. Being reformed here on December 16th, 162 Squadron (RAF), would fly the Mosquito XXV until February the following year when they would replace them with the Mosquito Mk XX. As part of the light-bomber unit of the Light Night Striking Force, 162 would quickly establish their effectiveness, striking hard at the heart of Germany, Berlin, in 36 consecutive raids.  162 would eventually leave Bourn on July 10th 1945 to go to RAF Blackbushe and their disbandment. Even though they were only here at Bourn for a short period, they would amass 4,037 flying hours in 913 operational sorties. Their loss rate would reflect the effectiveness of the Mosquito as a fighter, a bomber and a PFF weapon, losing only four aircraft in operational missions.

The departure of 162 Sqn would leave Bourn both desolate and very quiet.

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One of the few derelict buildings that still survive.

Post war, Bourn lay idle, the nearby hangars were used by Marshalls of Cambridge for vehicle repairs but eventually these were sold at auction, leaving the  site empty. It was completely closed down three years later. The land was sold off in the early 1960s and development has gradually encroached ever since. One small saving grace for Bourn is that a small flying club operated by the Rural Flying Corps is utilising a small part of the field including sections of two of the original runways. It is hoped that this will continue and keep the history of Bourn airfield alive.

Recently affected by the building of extensive housing developments and a new dual carriageway, Bourn has had much of its original infrastructure removed. The runways were cut slightly short and much of the accommodation and technical site redeveloped. However, a small gain from this is that the dual carriage way offers some interesting views along the remains of its enormous stretches of runway.

If approaching from Caxton Gibbet to the west, leave the dual carriageway and pull on to the smaller Saint Neots road that runs parallel. From the bank you can see along the runway taking in its enormous width. Other views of this, can be seen from the bridge that takes you back over the A428 toward the village of Bourn to the south.

It is also along this road that the fire tender station can be found, now utilised by a small industrial company it is one of the few original buildings surviving in good condition today.

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The fire tender shed, now a small business unit.

Many tracks can also be seen along here, pathways that would have led to the admin and accommodation areas of Bourn, the road now separating the two areas. There are a couple of Nissen huts here too, again used by small industrial companies, whilst other buildings stand derelict and in grave danger of demolition by weather or developer.

Whilst the runways are intact, large parts are used for storage and a section is used for motorcycle training. A lone windsock flies over the flying club.

Recent archeological investigations have revealed late prehistoric and Roman connections around the site, including a Roman burial site within the grounds of the airfield. Great crested Newts are also known to inhabit the area, perhaps history and nature will prevail. With continued development and further proposed housing, the future of Bourn is very uncertain and should these plans go ahead, Bourn like many other airfields of Britain will most likely cease to exist.

After leaving Bourn, we travel a stones throw south-west to a small airfield now more commonly seen with sedate gliders than fearsome fighters of the Second World War. We stop at Gransden Lodge.

Notes:

*1 loses were recorded from 7, 9, 12, 44, 57, 97, 100, 101, 103, 156, 166, 207, 405, 408, 426, 432, 460, 576, 619, 625 squadrons all Lancasters.

*2 a website dedicated to 97 Squadron gives detailed information into ‘Black Thursday’ including personal accounts, the unit, men and operations.

*3 records from aircrew remembered

RAF Fersfield – Where history was made – and lost.

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

RAF Fersfield (Station 140/554)

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

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

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

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

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

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

T2

T2 Hangar now a store

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

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

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

The Careful Virgin 41-24639

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

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

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

Operations Block

Former Operations Block south of the Technical site.

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

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

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

Accomodation Site

Nissan Huts on the former accommodation site.

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

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

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

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

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

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

Nissen Huts

A few buildings remain on the technical Site.

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

Latrine Block

One of the many Latrines on the communal site.

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

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

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

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

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

Sources and further reading.

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

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

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

Where Radials have been Replaced by Racing Cars – Snetterton Heath

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

RAF Snetterton Heath (Station 138)

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

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

crew lockers and drying room

Former Crew Lockers and Drying room.

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

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

Fabric store

The original fabric store now has an alternative use.

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

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

Gunnery Trainer

A gunnery Trainer serves as an office today.

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

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

Aug 2015

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

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

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

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

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

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

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

Admin buildign and Nissen huts

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

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

Speech Broadcasting building

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

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

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

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

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

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

Aug 2015 found in North Lopham

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

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

We go to RAF Fersfield.

Sources and further reading.

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

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

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

An airfield whose history remains secret.

/ Aviationtrails / 8 Comments

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

RAF Sawbridgeworth

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

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Part of the Airfield defences.

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

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

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

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

grocery store

The former Grocery Store.

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

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

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

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

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

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

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The former guard block, still largely intact.

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

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

Emergency generator

The Standby Generator House now a stores for machinery.

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

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

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A memorial stands dedicated to those who served at Sawbridgeworth.

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