aviation

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.

May 2015 044

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.

May 2015 041

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.

May 2015 037

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.

May 2015 005

A memorial stands dedicated to those who served at Sawbridgeworth.

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

1940s revisited

/ Aviationtrails / 10 Comments

A little more light-hearted look at the 1940s away form the disused airfields of Britain.

These last two years have been significant years in terms of both the First and Second World Wars. With the 100th anniversary  of the start of WWI last year, the 75th anniversary of the Battle of Britain this year, VE-day and of course to come VJ-day commemorations, there has been an understandable increase in interest in all things Second World War.

One thing I have noticed in particular, is the increase in numbers at 1940s weekends, in both participants and visitors.

DSC_0008

Vehicles of all shapes and sizes came for the weekend.

I myself have been to two recently, and at one I got the chance to sit in a Spitfire cockpit. Not something you do every day!

I know these events are not to everyone’s taste and some will groan at the thought of it, but I do think there is an historical value to them. Many of the participants only use genuine clothing or equipment, much of what you see is rare and in all cases they are only too keen to talk about what they have, its history, how and where it was used and in some cases, allow you to hold the articles in question.

DSC_0010

The rumbling of tanks could be heard once more.

From another perspective, and for those of you who know my day job, there are too, a growing number of children attending these events which I believe is a good thing as it brings history to life – something that is very difficult in a school classroom. A gun in school? I can see the headline now!

Two events I recently attended, both for different reasons, were at Woodhall Spa and Baston, two small villages in ‘Bomber country’, Lincolnshire.

Woodhall Spa was the home to the Dambusters, and for one weekend each year the entire village steps back in time to the 1940s. A second invasion occurs. Walking along the high street is like walking along in 1940, uniforms of every description can be seen, from RAF aircrew to British Army, U.S. infantry, Canadian, and even a variety of Russian, Luftwaffe and German infantry. Even the 1940s housewife, ‘spiv’, Firemen, Policeman and Milkman are represented in full 1940s attire. Many of the vehicles that line the numerous side streets are authentic World War II vehicles, half-tracks, trucks, endless jeeps and even the odd small tank driven here on trailers or under their own steam. Owners have taken a lot of time and money to get them rebuilt and keep them going.

DSC_0018

Re-enactors were everywhere

At the Petwood Hotel, used by 617 Squadron as a mess and officers quarters, there are re-enactments, talks and even ‘briefings’ in a 1940s style. The BBMF perform short displays over the grounds of this small village adding to the feel and as always people stop and watch in awe as once again a Spitfire, Hurricane and Dakota fly low over the streets of this small Lincolnshire village.

Inside the Petwood, you can wander the rooms that 617 Sqn once wandered by Guy Gibson and his crews; drink a tea or refreshing beer in the same room they did. The Squadron bar, displays numerous letters, photographs and other memorabilia connected with 617’s stay here. It is a remarkable place to be, knowing you walk the same ground as those special crew members did some 70 years ago.

July 2015 008

The Squadron bar.

Outside in the manicured gardens among the rhododendrons singers perform the many songs that inspired a nation, bolstered our morale and kept us going through those dark days of the Second World War. The feel is very much 1940s.

DSC_0001

Spitfire that is about 80% original.

Baston was very much the same. A large participation of re-enactors, vehicles and uniforms, many rasing money, good money, for War Veterans – a valuable cause I’d say. But it is the most odd feeling to walk amongst uniforms that once fought to the death and that were feared by those who were governed by them. In the summer and autumn of 1940, Britain came so close to being invaded, today an invasion has taken place.

Whether you like them or not, these events do have a place in our ‘living history’ and thankfully now, at least, it is on friendly terms.

Aircrews struck at the Very Heart of the Gestapo

/ Aviationtrails / 19 Comments

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

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

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

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

RAF Hunsdon

May 2015 081

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

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

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

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

May 2015 002

The Parachute store now holds farm machinery.

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

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

May 2015 029

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

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

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

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

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

May 2015 027

Remnants of the main runway looking West.

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

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

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

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

May 2015 005

An air-raid shelter no longer covered with soil.

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

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

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

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

RAF Witchford a revisit to a fascinating airfield.

/ Aviationtrails / 10 Comments

I originally visited RAF Witchford some time ago but was lucky enough to have an invite to a gathering taking place earlier this month at the site. It was a very memorable day indeed. Trail 11, which this forms part, can be found here.

RAF Witchford

Witchford is found a few miles East of Mepal in the shadows of Ely Cathedral. Now an industrial estate, a large amount of the site is still in existence (and being used) and freely accessible to the general public. This makes it one of the rarer airfields around in terms of visiting.

RAF Witchford Perimeter Track Looking South

RAF Witchford Perimeter Track Looking South, the B1 Hangar is to your right.

A typical triangular Class A airfield, it had two runways of 1,408 and 1,415 yards and a further main runway of 2,010 yards, all concrete and 50 yards in width. The technical site was located on the western side of the airfield behind the long and straight perimeter track. A number of Nissen workshop huts were constructed along with the standard 343/43 Watch Office, Braithwaite water tower and 150 or so supporting buildings. As with all bomber airfields, the bomb store was well away from accommodation and was located to the southern side. Being a large airfield, it had three hangars, two T2 and one B1, and a total of 36 loop-type dispersed hardstandings.

The accommodation sites (14 in total), were spread out well behind the technical site predominately where the village now stands and beyond. The main entrance to the airfield, also to the west, is now a small track leading to housing known as Bedwell Hey Lane. In total Witchford was designed to accommodate 1,502 men and 230 female ranks and it officially became operational in July / August 1943.

Original Stores Hut

Original Nissen Hut now used for stores.

Witchford was served initially by Stirling IIIs of the newly formed 196 sqn RAF, whose first operational flight took place on August 28th that year. But as heavy operational losses built up, it soon became obvious that the large bomber was ‘unsuitable’ for long distance bombing missions and gradually, squadron by squadron, they were replaced by the more superior Lancaster to which the business park gets it’s modern name.  As these Stirlings became obsolete for front line use many were redeployed covering glider towing, mine laying and transport duties.

During September to November 1943 a number of changes were to happen at Witchford. A second squadron, 195 sqn RAF, was reformed at Witchford (October 1st 1943) using elements of 115 sqn, who were at that time, based at Little Snoring (Trail 22) in Norfolk.

IMG_3282

Inside the Nissen Hut.

A further unit, 513 Squadron, also formed at Witchford (15th September) again using the ill-fated Stirlings. However, 513 sqn never became operational, and were disbanded only two months later.

On the night of 26th November 1943, 12 aircraft of 115 Squadron left RAF Little Snoring in Norfolk, to attack the German capital, Berlin. On return, they were to land at their new station RAF Witchford where the ground staff had moved to that very day. Only one aircraft did not make it back that night and this meant that 115 sqn (who in August 1941 had taken part in trials of GEE) were now totally based at Witchford. 115 were still using the Armstrong Whitworth (Bagington) built Lancaster IIs with their Bristol Hercules engines. (My father, the inspiration to my love of aircraft, worked for Armstrong Whitworth at the Bagington site not long after being demobbed). It was with these aircraft that the Squadron dropped the first 8000 lb bomb on Berlin during Air Chief Marshal Harris’s bombing campaign against the German capital.

In March 1944, 115 sqn began replacing its Mk IIs with the Merlin engined Mk I and IIIs, aircraft it flew until hostilities ceased in 1945.

IMG_3287

Currently a stable, the original building will become a Gymnasium.

Enemy intruder missions over Allied Airfields were common place, and Witchford and her neighbour Mepal, were no exception. On the night of April 18th and 19th 1944 an ME 410 joined the circuit over nearby Mepal (see above) and shot down two Lancasters both from 115 sqn. A further intruder mission also occurred on the night of April 2oth / 21st but luckily there were no fatalities and little damaged was caused in this attack.

When 115 sqn’s war finally came to an end, it had one of the finest records in Bomber Command. A total of 678 operations in all, second only to 75(NZ) Sqn at Mepal. But the price was high, 208 aircraft being shot down or lost in action. Witchford as an airfield closed in March 1946 with the withdrawal of all operational units at the end of hostilities.

Today the site is a small business park, located on the western side of the airfield with a wide range of businesses working where the main Technical site of the field once stood. On entering the park, you drive down a long straight road, this is the original perimeter track. On your right is where the main hangars and maintenance area would have been located. The original B1 still stands today, but it is heavily transformed with new cladding and metal work. If you drive the length of this road you come to a security gate. Just to your right are a number of small huts. These are the original stores and in remarkable condition. Used by local businesses they house machinery and other equipment, but their features and layout clearly represent airfield architecture. Tucked away in here, in the foyer of one of the businesses, is a small but significant museum dedicated to the crews and personnel of RAF Witchford and nearby Mepal. It has a fantastic array of photographs, personal items and one of the Bristol Hercules engines from the downed 115 sqn Lancaster II. A free museum, it has a bizarre feeling to it as workers casually walk through between offices while you peruse the items neatly displayed on the walls. Do spend some time here; it is a fascinating insight into life on the base. (Further details are available later in the blog).

RAF Witchford Memorial Looking South

RAF Witchford Memorial Looking South

After leaving the museum, return back up the road taking the first right turn. On your right is the location of the control tower – now long gone. This brings you onto the remains of the main runway. If you drive to the top and turn back, you will see that it has been cut by a hedge that now separates the runway with the field. To the left of the hedge, you can still see the concrete remains of the original track. Continue to the top and turn the corner, then turn right.

RAF Witchford 'Diary'

RAF Witchford ‘Diary’

This is the threshold of the runway and joining perimeter and is marked by a superb memorial dedicated to the crews of the airfield. Also on here, is the remarkable ‘factual diary’ of the squadron and makes for very interesting reading. Look back south from here you have views across the airfield, along the perimeter track and down the runway; you just can sense the roar of lumbering bombers on their way to occupied Europe.

If you now leave the site, and turn left out of the park, follow the road down and turn left. Drive along as far as you can and stop at the gate. This is Bedwell Hey Lane and the original main entrance to the airfield. Vehicle access is only by permission, but a ‘kissing gate’ allows walkers free access and walks across the field. Go through. On your right are the entrances to various works stations, denoted by covered brickworks, further along to your left is the site of the original guard-house. keep going, and on your left you will see the Nissen huts mentioned previously. You finally arrive at the rear of the security gate you were at earlier. There are several occurences of a worker having stood in the wet concrete, these footprints can be found at numerous points around the site, especially here. Turn right and walk through another farm gate and you are on the remainder of the perimeter track. From here you can walk around a large portion of the perimeter track, having great views across the field. In a short distance you join where the threshold of the second runway would have been, it too is now all but gone.

RAF Witchford Holding point and Runway Threshold to the Right

RAF Witchford Holding point and Runway Threshold to the Right

Continue walking round the perimeter track, after a while, you see it narrows, the sides becoming overgrown with weeds, If you look in the adjacent fields, you will find a large quantity of former airfield drainage piping, scattered amongst pieces of building left after demolition. Eventually you arrive at a split in the track. Access straight on is not permitted, but you can take the right fork and in front you will see the low-lying remains of the armoury. Walking down this section will eventually bring you onto the main Ely to Cambridge road. If you look straight ahead and to the right from where you are standing, you will see the location of one of the two type T2 hangars.

RAF Witchford Perimeter Track Looking East - The Bomb Stores are to the Right

Witchford Perimeter Track Looking East – The Bomb Stores are to the Right, the T2 Hangar in Front

To your right and behind, is the bomb store, a significant size in its day, covered in huts and stores, bustling with activity; today there is sadly no remaining evidence of this busy section of the airfield.  However, this part of the perimeter track is well-preserved and shows use by the local farmer who now uses a  majority of the site. But looking across back toward the industrial area, you get a real sense of wartime activity, Lancasters and Stirlings rumbling where you now stand, bomb crews readying aircraft and vehicles hurrying from one aircraft to the next. Take in the atmosphere before walking back the way you came. Keep your eye open to the right. Part way along here, you can see along the length of what remains of the second runway along to the point where you stood earlier by the memorial. The original concrete still evident and witness to the many aircraft that flew from here. A poignant moment indeed. Continue back the way you came taking in views across the filed and the stores area.

RAF Witchford Runway Looking North

Remains of RAF Witchford Runway Looking North

After leaving the site, drive back along the main road away from Ely, you will pass a number of derelict buildings once used by the RAF at Witchford. Indeed one such building is now a small industrial unit, the others overgrown and in a poor state of disrepair. (Photos of both these buildings are available on flckr).

One of the happier stories to emerge from wartime Witchford is that of Sgt. Nicholas Alkemade, who given the choice of staying in his burning Lancaster, to die a terrible death, or jump minus his parachute, to a rather quicker death, opted for the latter. Amazingly for him, jumping from 18,000ft he landed in fir trees and soft snow, surviving with little injury. The Germans, after questioning him, confirmed his story after finding burnt sections of his parachute in the aircraft wreckage. He survived the war and returned to England later marrying his sweetheart. See his story here.

There are few wartime airfields today that exist in any form let alone accessible to the general public. Witchford has a few little gems tucked away in amongst the now busy business park, none more so than the museum and memorial. But walking round the perimeter track, you do so knowing that many years ago, Lancasters and Stirlings also rumbled here, and that many a young man left here never to return again.

On July 12th 2015, I was lucky enough to have been invited to join members of the 115 squadron Memorial project who have painstakingly researched the crash site and details of Lancaster ‘KO-Y’ DS 734, that took off from Witchford and crashed near Pasbrug, Mechelen, Belgium on the night of April 24th/25th, 1944.

Together with Sue Aldridge, one of the Museum founders, we met Dave Howell, son of Aubrey Howell DFC who flew Lancasters whilst at RAF Witchford. We were also given a short tour of the buildings by David Brand of Grovemere Holdings, the current land owners of both Witchford and Mepal sites. To them all I would like to say a huge thank you, It was a most memorable day and a great honour to have met you.

Sue and her husband Barry, have written a book ‘Memories of RAF Witchford’ which includes an enormous number of personal stories, photographs and detail about the life of RAF Witchford and the people who worked here. It is a must for anyone wanting to know more.

115 visit 010

The members of the Belgium memorial Project at Witchford July 2015.

Sources and Links.

‘Memories of RAF Witchford’ can be purchased from Sue, for details click here.

The 115 Squadron Memorial Project website can be found here.

RAF Little Snoring – Honours and Awards

/ Aviationtrails / 21 Comments

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

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

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

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

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

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

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

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

The first of the four boards starts 30th January 1944

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

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

The final entry is dated 24th April 1945

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

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

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

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

Ruffles’s poem recalls his time at Little Snoring.

Structure of the Luftwaffe – The High Command.

/ Aviationtrails / 2 Comments

Whilst primarily focussed on detailing the disappearing airfields of Britain, I find it important to appreciate what it was the Royal Air Force and her allies were up against, and that to be able to appreciate the enormity and structure of these forces helps to appreciate the lives of those studied.

A breakdown of the USAAF Command and Airforces have been done, and whilst none of these explanations go into enormous depth (I have neither the expert knowledge nor the resources to deal at that level) they do hopefully give an explanation of the general layout of the relative force in question. With this in mind, I have now tackled the Luftwaffe and have hopefully provided a layman’s view of its formation and size. My German is poor to say the least, and if I have misspelt any words through translation, I sincerely apologise.

The Luftwaffe

The Luftwaffe were a fearsome, well equipped and highly trained force, who when in support of the Panzers and other ground forces, must be considered one of the best armed forces in history.

Following the Treaty Of Versailles, the German armed forces were cut to the bone and useless for Hitler’s vision of a powerful and dominating Germany. He would therefore have to commence a massive rebuilding plan along with research and development of ships, tanks and aircraft in order to build up his Third Reich and fulfill this vision.

With growth and development of the Luftwaffe happening almost unabated, Hitler was able to create a substantial force, that was well equipped and well-trained. Many models being developed under the guise of ‘Passenger’ aircraft, they were easily adapted to become bombers or troop carriers thus hiding the real reason for development.

With the outbreak of the Spanish Civil War, Hitler offered his Luftwaffe as ‘support’, whereas some historians believe this to have been a front for a rehearsal for the forthcoming invasion of Germany’s neighbours later on.

Not surprisingly, records show that a huge build up of military aircraft occurred along the eastern frontiers of Germany in the months prior to the invasion of Poland. The writing was on the wall and once the blitzkrieg started, and the forces of the Third Reich took more and more territory, the network of support needed to sustain them also needed to grow. This expansion led to changes in the supply structure of the various forces enabling them to deal effectively with the new challenges that they now faced. As an attacking force, in September 1939, there were high numbers of bombers 1,458 in all, including ground attack and dive bombers compared to 1,077 single and twin-engined fighters. Clearly a force for invasion and not one of defence.

As the war progressed, these numbers changed. By April 1945, there were known to be 1,305 day fighters, a further 485 night fighters and only 37 multi engined bombers. A significant shift from attack to defence.

Throughout the conflict, up until the last few months of the war, the hierarchy of the Luftwaffe remained as it was. But in the dying days it began to crumble and this most powerful force soon became disorganised and demoralised.

The Luftwaffe High Command.

The Luftwaffe was divided into two parts, the overall responsibility lay with Herman Goring – Commander-in-Chief of the Air Force (Oberbefehlshaber der Luftwaffe) who controlled both The Luftwaffe High Command (Oberkommando der Luftwaffe) and The State Minister for Air (Reichsminister der Luftfahrt). His office was within the Air Ministry (Reichsluftfahrt Mininsterium) located in the heart of Nazi Germany in Berlin. The High command, were concerned with military actions, whilst the Ministry for Air, dealt with the administration side of the Luftwaffe.

Bundesarchiv Bild 102-13805, Hermann Göring

Hermann Goring*1

The Luftwaffe High Command was further sub-divided into a number of different directorates covering areas such as: operations, organisation, Training, Movements, Intelligence, Equipment, and personnel. These were then sub-divided further some coming under the command of the Chief of Operations and others the Chief of the General Staff.

Within this branch of the Luftwaffe were two main levels, a forward and a rear. The forward codenamed ‘Robinson’ fell under the Chief of General Staff and were located close to Hitler’s headquarters. This echelon composed of the intelligence and operations directorates and wherever Hitler went, they followed. The second echelon, codenamed ‘Kurfurst’ were more widely spread around Berlin, but all the directorates kept in very close and constant contact.

Regular meetings between Hitler and the leaders of these three services (Ministry for Air, ‘Robinson’ and ‘Kurfurst’) would determine the actions of the Luftwaffe as a whole with orders being passed directly to those in charge of the flying units.

Beneath these top sections lay the Luftwaffe itself, operationally split into 4 fleets (Luftflotten):

Luftflotte 1 – commanded by Albert Kesselring in Berlin who oversaw units to the north-east of Germany

Luftflotte 2 – commanded by Helmut Felmy in Brunswick who controlled the north-west of Germany

Luftflotte 3 – commanded by Hugo Sperrle in Munich who controlled the south-west of Germany

Luftflotte 4 – commanded by Alexander Lohr in Vienna who controlled the south-east, Austria and Czechoslovakia.

As the war progressed, further fleets were added:

Luftflotte 5 – covering Norway, Finland and northern Russia

Luftflotte 6 – covering central Russia

Luftflotte Reich – covering home defence and flak.

Actual flying units, were given as much autonomy as possible, being freed of all administrative duties where they could. This was to allow for a rapid response to ever-changing demands on or near the front and would involve breaking each Luftlotte into zones (Luftgaue) who monitored and organised the airfields within their own zone. This sectioning allowed for the rapid and efficient movement of flying units between zones without the unnecessary problems of obtaining  supplies and slow administration.

The Luftwaffe high command were a well organised and efficient group. Operational matters dealt with by those with experience of battle, and close to Hitler, whilst the more administrative side dealt with by those further afield.

The chain of command was tight, well organised and efficient, the Luftwaffe was a major force to be reckoned with.

In the second part we shall examine the flying units themselves.

Other pages relating to the Luftwaffe can be found here.

Sources and Credits

*1 Photo by (Bundesarchiv, Bild 102-13805 / CC-BY-SA [CC BY-SA 3.0 de (http://creativecommons.org/licenses/by-sa/3.0/de/deed.en)%5D, via Wikimedia Commons) 20th June 2015

‘The Luftwaffe Data Book‘, Dr Alfred Price, Greenhill Publications, 1977, Pages 13-18

Organization of the Luftwaffe (1933–45), https://en.wikipedia.org/wiki/Organization_of_the_Luftwaffe_%281933%E2%80%9345%29

A Total Success or a Human Tragedy – Operation Carthage

/ Aviationtrails / 6 Comments

The Shell House attack.

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

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

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

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

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

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

Aircraft involved in the attack

(Mosquito Mk.VI)

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

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

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

Sources:National Archives, June 14th 2015.

 

A gathering of like minded people. 

/ Aviationtrails / 4 Comments

I do enjoy and appreciate contact from fellow enthusiasts and followers of aviation (and military) related blogs.  There are a good many people out there willing to share stories of family and friends and promote the dedication and bravery of those who went before us. It’s heart warming to know that a large number of people want to keep the memories alive, share ideas and thoughts, and even discuss the days of old through personal stories or experiences. So when a fellow ‘enthusiast’ contacts me I do tend to get quite excited.

A number of followers and ‘bloggers’ have kindly offered to meet up, give tours round their local airfields, share photos and even get together for a gossip and chat over a beer or two. This I always find amazing and I have managed to meet up with some already and others are in the pipeline!

With this in mind, I was recently contacted by one such enthusiast who suggested a meeting up of like-minded people at the Petwood Hotel, Woodhall Spa, Lincolnshire.  For those who don’t know, the hotel was used as an officers mess by the crews of the 617 Sqn (RAF) otherwise known as the ‘Dambusters’ during WWII. They have retained a large collection of articles and photos from those days which casual visitors can peruse and photograph.

Woodall Spa also has the Thorpe Camp museum on part of the old base, an impressive memorial (two memorials in fact)  and RAF Coningsby a stones throw away. It is also not far from the Lincolnshire Aviation Heritage Centre at East Kirkby where Lancaster “Just Jane”, Halifax “Friday the 13th” and a C47 all reside.

If you are interested in such a gathering, very informal, a chat and a wander then please email me via the link and ‘register’ an interest with a suggested approx month or time of year.

It would be lovely to meet more of you who share a common interest in this fascinating area of history.

Engines roar over Grafton Underwood once more. 

/ Aviationtrails / 6 Comments

The ‘updated’ memorial at the former American Airbase,  RAF Grafton Underwood (Station 106), has been revealed with the help of Europe’s only flying B17 – ‘Sally B‘.

A large crowd gathered at the Memorial On Friday 29th May 2015, to hear speakers and see the beautiful ‘Sally B‘ perform a number of flypasts over the skies of Station 106 once more.

I sadly could not go due to work commitments, but have been informed that it was a resounding success and that it was very well attended by well wishers and members of the public alike.

This updating, has been in the pipeline for a while now and all the hard work has finally paid off. A new parking area and flag poles have been added and the site generally improved for visitors.

I have obtained and attached a short ‘You Tube’ video taken by one of the visitors to the event for you to see.

A lovely end to a remarkable tail.

My thanks go to Kevin for all his hard work and dedication keeping the memorial in such great condition and the memories of the 384th BG (H) well and truly alive.

The video of the event was kindly sent to me,  I don’t know who took it but all credit goes to them. I will try to find their name and attach it when I can.

Grafton Underwood appears in Trail 6.

Battle of Britain Memorial Capel-le-Ferne, Kent.

/ Aviationtrails / 2 Comments

A recent revisit took me back to the Battle of Britain memorial at Capel-le-Ferne between Folkestone and Dover, in Kent. It sits high on the cliff-top, in a windy corner, a stones throw from the international docks at Dover, and the Battle of Britain airfield at Hawkinge. A ‘recent’ addition to the range of memorials, it is a poignant reminder of the young men who, from many nationalities, gave their lives in the name of freedom and the defence of this country.

Last time I was here, work was starting on the new visitor centre and the two replica aircraft, a Spitfire and Hurricane, had both been removed.

The replica Hurricane.

This week, on May 25th 2015, I went back to see what had been done.

The new centre is superb. First of all it has a good car park with ample space for a large number of cars.

The visitors centre itself has a bright open reception area and a small shop for souvenirs (I had to buy a book!) and upstairs a new cafe with a balcony overlooking the monument and across  the English Channel to France.

The Visitors center behind the ‘Wall of Honour’.

Entrance to the memorial is still free, but there is the option to try the ‘scramble’ experience, which I believe costs £6.00.

The Spitfire and Hurricane are both back, admittedly both are metal replicas but up here it gets very windy and the weather can change dramatically in seconds, so it’s probably for the best. They are certainly good replicas. 

The carved Pilot, sitting in the centre of a three-bladed propeller, gazes patiently out to sea, watching for his missing friends. Designed by Harry Gray of the Carving Workshop, Cambridge, the pilot is surrounded by the creats of those squadrons who took part in the famous battle in the Kent skies.

To either side, two large mounds, signify the locations of anti-aircraft batteries, now silent and filled in, perhaps two replica emplacements might add to the ‘feel’ of the site, although sometimes less is more.

As before, the monument is a quiet and moving place to sit; to read the names of those who gave their lives for us, and to absorb yourself in the battle through the numerous information panels around the site. From here you begin to imagine the vapour and smoke trails high above you and to think that Hitler and his invasion forces, stood not more than 30 miles away in the distant haze on the coast of France.

A big improvement to a very moving place.