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

March 6, 2016August 22, 2016 / 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.

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.

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

*²Photo IWM, Roger Freeman Collection. FRE 8078

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

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

Andrews Field where records were made.

February 21, 2016May 26, 2018 / 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.

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.

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.

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?

February 18, 2016March 27, 2016 / 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.

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.

*²In 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,

Britain’s Airfields – What does the future hold?

January 24, 2016January 23, 2016 / Aviationtrails / 15 Comments

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!

January 1, 2016 / Aviationtrails / 18 Comments

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.

December 6, 2015December 5, 2015 / Aviationtrails / 7 Comments

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.

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.

November 29, 2015November 29, 2015 / Aviationtrails / 7 Comments

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.

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.

Inside the Former officers Mess.

For Some it’s too late – RAF Caxton Gibbet

November 8, 2015November 6, 2015 / Aviationtrails / 2 Comments

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

November 1, 2015November 1, 2015 / Aviationtrails / 12 Comments

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.

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.

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.

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.

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

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.

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.

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’.

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.

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.

October 11, 2015October 11, 2015 / Aviationtrails / 11 Comments

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.

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.

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.

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.

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.

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

Aviation Trails

A trail around Britain's historical airfields many lost to developers or mother nature herself. Come along on a voyage of discovery and nostalgia.

archaeology

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

RAF Matlask (Station 178)

sources

Andrews Field where records were made.

RAF Andrews Field

Is this the missing Stirling LJ850?

Britain’s Airfields – What does the future hold?

A Happy New Year!

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

Development Proposals could make RAF West Raynham Unique.

RAF West Raynham.

For Some it’s too late – RAF Caxton Gibbet

RAF Caxton Gibbet.

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

RAF Steeple Morden (Station 122)

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

RAF Bourn.

RAF Matlask (Station 178)

sources

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RAF Andrews Field

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RAF West Raynham.

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RAF Caxton Gibbet.

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RAF Steeple Morden (Station 122)

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RAF Bourn.

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