RAF Witchford a revisit to a fascinating airfield.

July 19, 2015July 20, 2015 / 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, 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 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 28^th 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 1^st 1943) using elements of 115 sqn, who were at that time, based at Little Snoring (Trail 22) in Norfolk.

Inside the Nissen Hut.

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

On the night of 26^th 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.

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 18^th and 19^th 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 2o^th / 21^st 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

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’

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

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.

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 12^th 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 24^th/25^th, 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.

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

July 5, 2015July 5, 2015 / 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.

RAF North Creake – A gem in Norfolk’s countryside.

June 1, 2015May 31, 2015 / Aviationtrails / 6 Comments

The final part of this four part tour takes us to the very edge of North Norfolk’s Heritage coast and the nature reserves of Holkham and Blakeney. Today it resounds with tourists and bird watchers, during the Second World War, it would have been very different.

Our first stop is North Creake, saddling the B1105 road to Wells-Next-the-Sea, it houses a few surprises.

RAF North Creake

RAF North Creake taken in July 1945, shows a large number of dispersed aircraft around the perimeter.

North Creake, like many of the nearby airfields around this part, was originally a satellite for Docking, which in turn was originally a satellite for Bircham Newton.

Construction commenced on this decoy site in 1940/41, and North Creake, known locally as Egmere from the medieval site it stands on, operated in this role until 1942. With the need for more heavy bomber bases, it was soon decided to upgrade North Creake to a Class A airfield, with accommodation for up to 2,951 male and 411 female staff. Three concrete runways were added, two, 01/19 and 13/31 both 4,314 ft (1,315 m) and the third 04/22 of 5,643 ft (1,720 m). To accommodate the aircraft destined to reside here, 36 loop hardstandings, the majority of which are to the north-west of the site, two T2 hangars and one B1 hangar were also added in. The control tower would be built to the East side of the airfield adjacent to the technical site.

The AML Bombing Teacher nestles in the woods.

Construction was finally completed in 1943, however changes to the structure of Bomber Command, meant that no flying units would operate from here until well into May the following year.

Initially part of 2 Group, North Creake was passed like so many on this tour, to 100 Group, Bomber Command, and would also operate in the Electronic Warfare role. 199 Squadron was the first to arrive. 199 Squadron initially operated Short Stirling bombers, and latterly HP Halifaxes, on radio and radar jamming operations. Flying between 5th June 1944 and 3rd May 1945, they used both ‘Window’ and ‘Mandrel’ on sorties that were frequently combined with standard bombing operations. 199 squadrons ‘C’ flight was broken away from the unit and formed into 171 squadron on September 8th 1944, but carried on this role in support of 199, whose last mission took place on the night of 2nd/3rd May 1945 – in which they flew 17 successful bomber support sorties by Halifaxes in support of an attack against Kiel.

On July 27th, 1945, 171 squadron was disbanded, 199 sqn went 2 days later (being reformed in 1951 with Avro Lincolns, de Havilland Mosquitos, EE Canberras and finally the Vickers Valiant in 1957) and the site was closed to operational flying. It remained as a storage for surplus de Havilland Mosquitos prior to scrapping for a further two years until finally closing in 1947.

One of the remaining T2 Hangars.

Luckily, the causal observer can still see much of this history at North Creake. The road passes directly though the centre of the Technical Site. Nissan huts now used by small industrial units, still thrive, two of the hangers remain, both in use by an agricultural company and minor buildings such the Bomb Teacher and turret trainer can be found lurking between the trees. The main stores, gas clothing and respirator store are also in use, as are a workshop and away to the north-east, the Airman’s huts.

Main stores and Gas clothing huts.

North Creake’s runways and taxiways along with two looped hardstandings, are all but gone, covered in trees or used as pathways for the local farmer, but their location very much evident from satellite photos. Development has begun of yet another solar farm, and these great unsightly panels are gradually taking over yet another of Britain’s wartime airfields.

The one Jewell in the crown of North Creake, has to be the control Tower, purchased by private owners, it has undergone a painstaking transformation being refurbished and turned into a Bed and Breakfast. Modernised inside, it remains one of the better preserved buildings on the site.

North Creake’s Tower now a Bed & Breakfast.

To the south of the site, a memorial has recently been erected by the Airfield’s of Britain Conservation Trust, as a lasting tribute to not only the 17 crews who never returned, but to all those who served at RAF North Creake during the latter days of World War Two.

North Creake is certainly a gem for those wishing to see airfield architecture first hand, and if you desire, the chance to stay inside a tower that would have played a big part in Britain’s attack on Nazi Germany.

Leave North Creake heading north toward the coast, and then turn east. A few miles away lies our next and final stop, RAF Langham.

Links

Details of the North Creake Control Tower Bed & Breakfast can be found here.

RAF West Malling revisited.

May 27, 2015March 30, 2018 / Aviationtrails / 17 Comments

Around two years ago, I visited West Malling airfield in Kent to see what was left of this once historic place. Surprisingly, quite a bit did still survive albeit hidden amongst new buildings and office blocks.

Many of the ‘H’ blocks were left as was the Officer’s quarters and the control tower. The tower was shrouded in scaffolding and well hidden in the depths of a housing estate.

This May, I was in the area once more and decided to pop in and see what had become of the tower. Was it an office block, a museum dedicated to the men and women who were stationed here, or a modern cafe with retro decor? It was actually a bit of all of them.

Let me explain. The ground floor is partly a Costa Coffee shop with its ‘modern’ interior, but the original walls and windows are still used. A 1940s building, they have decorated the walls with photographs taken during West Malling’s operational time. I have to admit it is rather tasteful for a coffee bar, and they have maintained the feel quite well.

The outside provides a quiet seated area.

Next door, is a property development company, who occupy both the ground and upper floors. The ground floor entrance is a small reception in which hangs a number of large photographs, again taken from West Malling’s operational time. There are no captions to the photographs but as a visitor, you can freely browse them, or at least I did and the lady behind the reception desk didn’t seem to mind.

There still remains a fair amount of scaffolding around the top of the tower, but the overall building refurbishment seems to be complete. Even the garden area to the front, adorned with children’s comments from airshows long gone, are tastefully cared for. Whilst they have made every endeavour to preserve this historic building, it is somewhat enclosed by houses and a large supermarket. There is no reference to what role the building played or even why it is here. The whole area has been rebuilt with upmarket restaurants and boutiques and all looks very pleasant. I do wonder how long it will retain this stylish appearance?

The cafe uses the original windows and walls, displaying photographs from an era long gone.

When I was there in 2013, I distinctly remember seeing a ‘blue plaque’. These are given to specific buildings to identify them as a site of special historical interest. On visiting this time, I could not find it and as a last resort stopped and asked a suited gentleman if he knew where it was. He introduced himself as the Estates Manager and said there is no blue plaque. Maybe I was mistaken. He then proceeded to tell me that the building I was sat outside of, was the original officer’s mess and that he would show me around if I so wished.

The Officer’s Mess. The board dedicating it to Guy Gibson, is to the left of the door.

I of course jumped at the chance, and he took me around to the front of the building and showed me a board naming the building as the ‘Gibson building’ in dedication to Guy Gibson.

He unlocked the doors and we went in. The walls here are adorned with photographs, squadron badges and other personal items from those who served at West Malling during its operational time. We then went through further doors into what was the billiard room. The gentleman explained that all the wooden doors, skirting and ceiling decorations are original. He also said that the fireplace was original too and that the lighting whilst not, was the same design and shape as the original lighting.

The local toilets reflect the tower’s design.

Then we walked through to what is now the council meeting room, he again explained that the doors and ceiling decorations were originals. He went on to explain that the fireplace here too was original and showed me a photograph of the room as it was before closure, it was indeed virtually identical – all apart from the modern furniture.

We then went to what is now the public reception at the back of the building, passing on the way, the dining room. This has been made much smaller with a false wall but again much of the 1940s architecture is still evident.

“These buildings are now grade 2 listed, and as such cannot be altered without permission” he explained, and he went on to describe how on some of the buildings you can still see traces of the original camouflage paint work.

A closer look reveals the original camouflage paint.

He went on to tell me the stories behind a number of the photographs on the wall. How they got them from local people and who they were of. I asked him about other remaining buildings on the site, and he explained how all other minor structures and hangers were long since gone; this building, the ‘H’ blocks, and the control tower being the only surviving buildings.

We talked about properties near to the site such as the local pub “The Startled Saint”, which was built to keep the RAF personnel ‘on base’. He also mentioned the initial officer’s quarters, now a private residence, which has on one of the ceilings, all the names of the crew members written with candle smoke. Apparently this property is open once a year for public viewing!

Before we said our goodbyes, he gave me a booklet written in 1989 to commemorate the life of West Malling airfield and the crews and personnel stationed here before its closure.

I did not get his name, but he is the Estates manager for the property, now owned by Tonbridge and Malling Borough Council, and I am truly grateful for the time he took to explain everything to me and for the booklet which I shall read and keep with pleasure.

I can certainly say that whilst the majority of the airfield has gone, what they have done with these last few buildings is both a surprise and real pleasure to see. They have tried to retain the original identity of the airfield through its architecture and road names. A number of small notice boards detail the events that occurred here from its inception until its final closure in the 1990s.

Whilst flying has long since ceased and all major features are gone, West Malling as an airfield has died. However, the centrepiece of this site, the fabulous memorial of the sculpted airman running for his plane, and the tastefully refurbished buildings, not only hold many secrets and tales, but give a hint of the atmosphere of this once historic and important Kent airfield.

West Malling was originally visited in 2013, in Trail 4. I shall be updating the trail shortly as a result of this latest visit.

RAF Little Snoring – not a sleepy village 70 years ago.

May 17, 2015May 16, 2015 / Aviationtrails / 9 Comments

The second airfield on this part of the trail, takes us further north, to a little village and small airfield. It also features one of only a few round towered churches that hold some remarkable records of the region’s history.

RAF Little Snoring

Little Snoring is as its name suggests, a quiet hamlet deep in the heart of Norfolk. Surrounded by beautiful countryside, it boasts a superb round towered church (another called St. Andrew’s) that holds a remarkable little gem of historical significance.

The Village sign shows Little Snoring’s aviation history.

The airfield, to the North East, was originally opened in 1943, late in the war, as a satellite for nearby Foulsham. It had three runways: 2 constructed of concrete 4,199 ft (1,280 m) in length, (01/19 and 13/31) and one 07/25 of 6,004 ft (1,830 m) again in concrete. As with other airfields it was a typical ‘A’ shape, with 36 dispersal sites, a bomb site to the north, fuel dump to the south and the accommodation blocks dispersed away from the airfield to the east. It was built to accommodate 1,807 RAF and 361 WAAF personnel housed over eight domestic sites.

Initially under the command of 3 Group Bomber Command, it housed the rare Bristol Hercules engined Lancaster IIs of 1678 HCU (Heavy Conversion Unit) and 115 squadron, (between August and November 1943) formally RAF Witchford (Trail 11) and East Wretham, who were to carry out night bombing duties, a role it had performed well at Witchford. Then, as with many of the airfields in this location, it was taken over by Addison’s 100 Group and Mosquitos moved in.

One of two original T2 hangars still in use today.

169 squadron operating both Mosquito IIs and Beaufighter VIs, would undertake night fighter missions between December 1943 and June 1944. Like their counterparts at Great Massingham, Foulsham, North Creake, West Raynham and Sculthorpe amongst others, they would take part in electronic warfare and counter measures against enemy fighter operations. 100 Group, investigated a wide range of devises suitable for tracking, homing in on or jamming enemy radars. With a wide rage of names; “Airborne Cigar”, “Jostle”, “Mandrel”, “Airborne Grocer”, “Carpet” and “Piperack”, they used both “Serrate” and “ASH” to attack the enemy on their own airfield at night before they could intercept the bombers.

A road leads to one of the dispersed accommodation sites.

After a short spell with an American Intruder detachment between March and April 1944 flying P-51s and P-38s, Little Snoring was itself the subject of an attack from Luftwaffe aircraft that had followed the bomber stream home. The attack was so successful that Little Snoring was put out of action for some considerable time.

Night intruder missions continued, with 515 squadron, 23 squadron and 141 squadron operating a range of twin-engined aircraft such as the Beaufighter IIf, Blenheim V, Mosquito II, FB.VI and NF.30. Radar training also continued using smaller aircraft such as the Defiant, Anson and Airspeed Oxfords of 1692 Flt.

Eventually in September 1945, operational flying officially ceased and the airfield was reduced to care and maintenance. Like other airfields in this area, it became the storage area for surplus Mosquitos on their way to a sad ending under the choppers blade. Then in the 1950s Little Snoring was opened temporarily and used by a civilian operated anti-aircraft co-operation unit, flying Spitfire XVI, Mosquito TT.35 and Vampire FB.Vs. Finally in April 1953, Little Snoring was shut, the gates locked and the site sold off.

However, that was not the of flying. Now in civilian hands, Little Snoring operates a small flying club and a microlight manufacturer. Aircraft can visit, and occasionally a ‘fly-in’ happens and the site springs into life once more.

The road uses the former eastern perimeter track, part of which is still visible to the side.

Following sale of the site, a large number of buildings were demolished or taken away for use elsewhere. The officers’ mess housed four ornately and beautifully written honours and awards boards. Luckily, these were saved by a good samaritan and now reside in the base’s ‘official’ church, St. Andrew’s, on the west wall. Written in paint, they detail the awards and ‘kills’ of the various crew members stationed at Little Snoring. Just a short walk from the church is the village sign which depicts a Mosquito, often seen over the skies of Little Snoring all those years ago.

The perimeter track to the east is now the road, the accommodation site on the eastern side still bears the track but is closed off, what secrets it must hold! A few remnants of concrete roadway exist outside of the airfield, the northern threshold of the main runway is also there used to store gravel and other road material. A small number of buildings, mainly huts, exist in private gardens used as storage sheds. The local caravan site has what is believed to be the base hospital and / or mortuary now a washing block.

The largest and best preserved buildings are two of the original T2 hangars, both used to store potatoes. A blister hangar is also on site but thought not an original of Little Snoring.

An air-raid bunker protected the personnel from attack.

The bomb site is a field, and all but a small part of the runways are gone or at best farm tracks. Little Snoring’s gem is its watch office, standing proud in the centre of the site, a lone wind sock fluttering from its walls. Run down and dilapidated, it is crying out for love and restoration, but I suspect this isn’t going to happen and perhaps its days are very sadly numbered.

During its operational life, twelve Lancasters and forty-three Mosquitos were lost during missions over enemy territory and to date no ‘official’ memorial exists in their honour. Maybe one day this too will change.

The base commander, ‘glass eyed’ Group Captain Rex O’Bryan Hoare (Sammy) was a known character and has been mentioned in a number of books discussing night intruder missions. He was a very successful Mosquito pilot and looked up to by his fellow pilots. A superbly detailed account of him appears here and is certainly worth a read.

A once bustling airfield, Little Snoring is now a sleepy site with a few remaining remnants of its wartime activity. The church boards reminders of its successes and the toll paid by the young men of the Royal Air Force.

The watch office now derelict and forlorn.

The four award and honours boards in St. Andrew’s Church can be seen by clicking here.

Little Snoring ends Trail 22, but leads us to the last part of North Norfolk and a to Trail 23. As we continue north toward the coast, we visit two sites with some remarkable features.

RAF Great Massingham – A Real Gem in Norfolk’s Heartland.

April 30, 2015September 1, 2023 / Aviationtrails / 4 Comments

In the heart of Norfolk, some 40 miles west of Norwich and 13 miles to the east of King’s Lynn, lies a small, quaint village typical of the English stereotype. Small ponds frequented by a range of ducks, are thought originally to be fish ponds for the 11th century Augustinian Abbey, and the history of the village is believed to go back as far as the 5th Century. Massingham boasts an excellent village pub, and a small shop along with beautiful walks that take you through some of Norfolk’s most beautiful countryside; it has to be one of Norfolk’s greatest visual assets.

Sited above this delight is the former airfield RAF Great Massingham, which during the war years was home to number of light bombers and even for a short while, the four engined heavy, the B-17. In Trail 21, we return to RAF Great Massingham.

RAF Great Massingham

Great Massingham airfield lies in the heart of Norfolk, some 40 miles west of Norwich and 13 miles to the east of King’s Lynn, lies a small, quaint village typical of the English stereotype. Small ponds frequented by a range of ducks, are thought originally to be fish ponds for the 11th century Augustinian Abbey, and the history of the village is believed to go back as far as the 5th Century. Massingham boasts an excellent village pub, and a small shop along with beautiful walks that take you through some of Norfolk’s most beautiful countryside; it has to be one of Norfolk’s greatest visual assets. Sited above this delight is the former airfield RAF Great Massingham, which during the war years was home to number of light bombers and even for a short while, the four engined heavy, the B-17.

Before entering Great Massingham I suggest you stop at Little Massingham and the church of St. Andrew’s. For inside this delightful but small church, is a roll of honour^*1 that lists enormous amounts of information about the crews who served at the nearby base. It gives aircraft details, mission dates and crew names amongst others. It is a hugely detailed collection of information covering 1940-45, in which time 600 Massingham crews lost their lives. Seven of these crew members, are buried in the adjacent church yard: Sqn. Ldr. Hugh Lindsaye (18 Sqn), Sgt. John Wilson (RNZAF – 107 Sqn), Sgt. Thomas Poole (107 Sqn), P/O. Arthur Lockwood (107 Sqn), Flt. Sgt. Gordon Relph (107 Sqn), F/O. Charles Ronayne (RAF) and F/O. Joseph Watkins (239 Sqn), all being killed in different circumstances. This is a valuable and enlightening stop off to say the least.

The Roll of Honour in St. Andrew’s Church, Little Massingham.

On leaving the church turn right and you will almost straight away enter the village of Great Massingham. The airfield is to the east behind the village holding the high ground, which makes for a very windy and open site, whilst the village nestled on the lower ground, remains calm and quiet. Built originally as a satellite for the nearby West Raynham, Massingham opened in 1940 with grass runways initially under the command of 2 Group, Bomber Command and then latterly 100 Group, whose headquarters were at Bylaugh Hall. The distance between both RAF West Raynham and RAF Massingham was so small, that crews would cycle from one to the other each morning before operations.

The Officers Mess now a farm building.

There were a total of four T2 hangars and one B1 hangar built on this site. The airfield also had sixteen pan-type hardstands and twenty-one loop-type hardstands, giving a total of thirty-seven dispersal points around its perimeter.

The main accommodation and communal sites which totalled five and two respectively, were near to Little Massingham church, to the west, along with further areas to the south of the airfield . These included a communal area to the south-west of the village and sufficient accommodation for 1,197 men, consisting of Officers, Senior NCOs and ordinary ranks. This was later upgraded to accommodate 1,778 men. In addition, accommodation was provided for the WAAFs of the airfield, 102 in total at the outset. This was also increased in the airfield’s upgrade, taking the total number of WAAFs to 431.

The bomb dump and ammunition stores were well to the north away from the personnel as was standard. A number of anti-aircraft sites were scattered around the perimeter offering good protection from any attacking aircraft.

The first occupants of Massingham were the Blenheim IVs of 18 Sqn RAF who arrived in the September of 1940.

18 Sqn were previously based at West Raynham, making the transition invariably very smooth. In fact, operations barely ceased during the change over, the last West Raynham sortie occurring on 7th September 1940 with a six ship formation attack on the docks and shipping at Dunkirk, and the first Great Massingham sortie on the evening of the 9th to Ostend.

Whilst at Great Massingham, 18 Sqn flew the Blenheim Mk.IV initially on short range bombing sorties to the French coast. All was fairly quiet for the first few weeks, the squadron’s first loss not occurring until November 28th 1940, when Blenheim P6934 crashed after hitting high tension wires west of the airfield. All three of the crew were injured and admitted to hospital, but Sgt. William E. Lusty (S/N: 751633) died from his injuries the following day.

18 Squadron remained at Great Massingham until April the following year (1941), performing in the low-level bombing role. Like most other RAF airfields around this area of Norfolk, it would be dominated by twin-engined aircraft like the Blenheim and its subsequent replacements. As a reminder to those who may have got complacent about the dangers of flying in wartime, the departure of 18 Sqn was marred by the loss of Squadron Leader Hugh Lindsaye (S/N: 40235), who was killed whilst towing a drogue near to Kings Lynn a few miles away. An investigation into the crash revealed that a drogue he was pulling had become separated and fouled the port elevator. The pilot lost control as a result and all three crewmen (SgT. Stone and F/O. Holmes) were killed. Sqn. Ldr. Lindsaye is one of those seven buried in Little Massingham.

Shortly after the departure of 18 Sqn, Massingham took on another Blenheim squadron in the form of 107 Sqn, a move that was coincided with a detachment of B-17 Flying Fortresses of 90 Squadron.

The B-17 (Fortress I) squadron was formed at Watton earlier that month, they moved to West Raynham whereupon they began trials at a number of smaller airfields including Bodney and Massingham, to see if they were suitable for the B-17. These initial tests, which were undertaken by Wing Commander McDougall and Major Walshe, were a series of ‘circuits and bumps’ designed to see if the ground and available runways were suitable. It was decided that Massingham was indeed suitable, and so a decision was made on the 13th, to base the aircraft at Massingham but retain the crews at West Raynham, transport vehicles ferrying them to and from the aircraft on a daily basis. For the next few days further tests were conducted, and engineers from Boeing came over to instruct ground crews on the B-17’s engineering and armaments. Concerns were soon raised by crews about Massingham’s grass runways, and how well they would perform with the heavier four engined B-17’s constantly pounding them.

Remains around the perimeter track.

On the 23rd May, H.R.H The King conducted an inspection of Bomber Command aircraft at RAF Abingdon, in Oxfordshire. Amongst the types presented with the RAF bombers was a Fortress I from Massingham. The King, Queen and two Princess’s Elizabeth and Margaret, all attended and took a great interest in the Fortress. The Royal party taking considerable time to view and discuss the heavy bomber’s merits and features.

Back at Massingham, flight tests, training and examinations of the B-17 continued until in June 1941, when 90 Sqn were ordered out of both Massingham and West Raynham, moving to RAF Polebrook in Northamptonshire. But by the October, the Fortress’s had all gone from RAF bomber service, problems with freezing equipment convincing the RAF not to use the heavies in bombing operations.

By February 1942 the unit was disbanded and all its assets were absorbed into 1653 Heavy Conversion Unit (HCU). Within days of 90 Sqn’s arrival at Massingham, another more permanent squadron also arrived, again performing in the same low-level bombing role as their predecessors 18 Sqn. The spring of 1941 saw 2 group perform some of their largest operational sorties to date, with many Blenheims continuing their daylight raids on shipping and docks in north-west Germany.

It was during this hectic time, on May 11th, that 107 Sqn, would arrive at the Norfolk base at Massingham. Being taken off operations on the 10th, the air personnel made their way down from the Scottish base at Leuchars whilst the ground staff travelled by train the following day. A number of crews were posted on detachment to bases at Luqa, Ford and Manston.

After a short settling in period missions began again in earnest with their first twelve ship operation in Bomber Command taking them to Heliogoland on the 13th. Two of these Blenheims returned with engine problems, but the remainder managed to attack the target, in an operation that was considered a great success, with complete surprise being achieved. Flying at very low level was key to this operation, and whilst all aircraft returned home safely, one aircraft piloted by Sgt. Charney, flew so low he managed to strike the sea with his port engine; as a result, the airscrew was damaged and broke away leaving the aircraft flying on just one of its two powerplants!

The end of May was a difficult month for 107. On the 21st they returned to Heligoland, with nine aircraft taking off at 14:00, detailed for a daylight formation attack on the target. With visibility of 12 – 15 miles, they pressed home their attack from as low as fifty feet, in spite of what was an ‘intense and accurate’ flak barrage. Four aircraft were hit by this flak, and in one of them, Sgt. John Wilson (S/N: 40746) was killed when shrapnel struck him in the head. Sgt. Wilson is also one of the seven in the church yard at Little Massingham.*²

On the return flight, a second aircraft also damaged by the flak, had an engine catch fire. The pilot and crew were all lost after ditching in the sea. Fl. Sgt. Douglas J. R. Craig (S/N: 903947) never having being found, whilst two other crewmen (Sgt. Ratcliffe and Sgt. Smith) were seen climbing into their life raft, later being picked up by the Germans and interned as prisoners of war.

On the 23rd the squadron was then detailed to search for shipping off France’s west coast. Due to bad weather, they were unable to make Massingham and had to land at Portsmouth instead. Continued bad weather forced them to stay there until the 27th when they were able at last to return to Massingham. No further operations were then carried out that month.

Gymnasium and attached Chancellery now a car repair shop.

The dawn of 1942 saw Bomber Command face its critics. High losses brought into question the viability of these small light aircraft as bombers over enemy territory, a situation that would see 2 Group, as it was, all but removed from operations by the year’s end.

But the end was not quite here, and January of 1942 saw 107 take on the Boston III ( an American built aircraft designated the ‘Havoc’) as a replacement for the now ageing Blenheim. With the new aircraft 107 remained at Massingham, at least until the early August, where they made a short move to Annan before returning to Massingham a mere week later. It would take only a month before the first 107 Sqn Boston would be lost.

Whilst on a training flight, Boston W8319, struggled to join the formation, after turning back, it was seen to fall to the ground, the resultant fireball killing all three crewmen on board.

Despite this, losses over the coming months remained light. With the introduction of US airmen and the 15th Bomb Squadron, June / July saw a number of Massingham aircraft transfer across to the American’s hosts 226 Sqn at Swanton Morley. One of these aircraft, crewed by two US airmen; Captain S. Strachan and Lt. C. Mente, crashed near RAF Molesworth killing both on board.

By the end of 1942, 107 Sqn had lost a total of 23 aircraft on operations, and with each Boston carrying four crewmen it meant losses were increasing for the unit.

In February 1943, the Boston IIIs were replaced by the IIIa model. During May, the whole of 2 Group would begin to transfer across to the 2nd Tactical Air Force (TAF) in preparations for the invasion the following year. Losses had been high for the group, the light bombers being easily cut down by both Luftwaffe fighters and flak.

At the end of August 1943, it was 107 Sqn’s turn and they departed Great Massingham for Hartford Bridge and a new life within the 2nd TAF. It was during these summer months that a Free French unit, 342 Lorraine Squadron would arrive at Massingham. A unit formed with Bostons at West Raynham, it would stay at Massingham between July and into early September before moving off to rejoin 107 Sqn at Hartford Bridge, also beginning a new life within the 2nd Tactical Air Force.

It was these postings that would lead to the end of Massingham as a day bomber station, and no further vulnerable light bombers of this nature would be stationed here again.

In April 1944 Great Massingham was redeveloped and upgraded, more accommodation blocks were provided and three concrete runways were laid; 03/21 and 13/31 both of 1,400 yards, and the third 09/27 at 2,000 yards, this would give the site the shape it retains today.

A year-long stay by 1694 Bomber (Defence) Training Flight with amongst them, Martinets, gave the airfield a much different feel. Target towing became the order the day and non ‘operational’ flying the new style. In the June of 1944, 169 Sqn would arrive at Massingham, operational flying was once again on the cards, with night intruder and bomber support missions being undertaken with the Wooden Wonder, the D.H. Mosquito. Between June and the cessation of conflict this would be a role the squadron would perform, and perform well, with numerous trains, ground targets and Luftwaffe night fighters falling victim to the Mosquito’s venomous attacks. Included in these are a damaged Ju 88 on the night of October 26th 1944 south of the Kiel Canal, and five trains on the night of October 29th.

Original high-level Braithwaite water tank.

With them, came 1692 (Bomber Support Training) Flight, to train crews in the use of radar and night interception techniques.

Formed at RAF Drem in Scotland in 1942 as 1692 (Special Duties) Flight, they operated a range of aircraft including Defiants, Beaufighters and Mosquitoes. The two units stayed here at Massingham until both departed in August 1945, at which point 12 Group Fighter Command, took over responsibility of the site.

As radar and night interception roles developed, a new unit was created at Massingham under the control of the Central Fighter Establishment (CFE), who were to trial different techniques and strategies for air interception. They later moved to West Raynham where they continued to carry out this role.

Over the years a number of post war celebrities were stationed at Massingham, they included F.O. Keith Miller AM, MBE – the Australian Test cricketer; P.O. (later Squadron Leader) Bill Edrich DFC – the England cricketer and the BBC commentator – Flt. Sgt. Kenneth Wolstenholme DFC and Bar.

After the aircraft left, the airfield fell quiet and was very quickly closed. 1946 saw the last personnel leave, and it remained dormant until being sold in 1958. Bought by a farmer, it is now primarily agriculture, although a small private airfield has opened utilising the former runways, and flying visitors are welcomed with prior permission. The airfield at great Massingham has a public footpath running part way through it. This is accessible at either end of the southern side of the airfield, and permits access along part of the original perimeter track. Accessing the eastern end of the path is easiest, a gated road from the village takes you up to the airfield site. Once at the top, you can see the large expanse that was the main airfield site. Trees have since been cultivated and small coppices cover parts of it. To your right at this point the peri track continues on in an easterly direction, but this section is now private and access is not permitted. This track would have taken you toward the Watch office, the Fire Tender building and storage sheds – all these being demolished long ago. A further area to the south of here has now been cultivated, and there was, what is believed to have been a blister hangar, located at this point – this too has long since gone.

The public path turns left here and takes you round in a northerly direction. To your left is a T2 hangar, it is believed that this is not the original, but one that had been moved here from elsewhere. This however, cannot be confirmed, but there was certainly a T2 stood here originally.

The track continues round, a farm building, very much like a hangar, houses the aircraft that now fly. Sections of runway drainage are visible and piles of rubble show the location of smaller buildings. The track then takes you left again and back to the village past another dispersal site, now an industrial unit complete with blister hangar.

Other foundations can been seen beneath the bushes and leaves on your right. This may have been the original entrance to the site, although Massingham was unique in that in was never fenced off, nor guarded by a main gate. Other examples of airfield architecture may be found to the north side of the airfield, indeed satellite pictures show what looks like a B1 hangar on the northern perimeter.

The perimeter track and T2 hanger re-sited post war.

After walking round, drive back toward Little Massingham, but turn left before leaving the village and head up toward the distant radio tower, itself a remnant from Massingham’s heyday. We pass on our left, the former accommodation site. Now a field, there is no sign of its previous existence. However, further up to the right, a small enclave utilises part of the Officers’ Mess, the squash court, and gymnasium with attached chancery. Hidden amongst the trees and bushes are remnants of the ablutions block, and other ancillary buildings. Continue along this road, then take the left turn, toward the tower. Here is the original high-level Braithwaite water tank and pump house, still used for its original purpose and in very good condition.

Finally, a lone pill-box defensive position can also be found to the west of the village, some distance from the airfield in the centre of a farmer’s field. All small reminders of the areas once busy life.

Great Massingham is a delightful little village, set in the heart of Norfolk’s countryside. Its idyllic centre, pubs and shops surround ponds and greens. A short walk away, is the windy and open expanse that once was a bustling airfield, resounding to the noise of piston engines. All is now much quieter, their memories but a book, some dilapidated buildings and a handful of graves. Standing at the end of the runway, looking down the expanse of concrete, you can easily imagine what it must have been like all those years ago. From Great Massingham we head east, to RAF Foulsham, before turning north and the North Norfolk coast, an area of outstanding natural beauty and some fine examples of airfield architecture.

Sources and links RAF Great Massingham

*¹ A comprehensive history of RAF Massingham, including RAF material, is now under the care of the Massingham Historical Society. Contact Anthony Robinson antmassingham@gmail.com for details about the Museum or Roll of Honour, a hard copy of which can be purchased for a small fee.

*² The ORB shows this as Sgt G, Wilson and not J.W. Wilson.

National Archives AIR 27/842/10

RAF Great Massingham is remembered on the Massingham village website which includes details of the Roll of Honour.

Massingham was first visited in 2015.

RAF West Raynham – a well Preserved Segment of Britian’s Aviation History.

April 21, 2015April 15, 2019 / Aviationtrails / 12 Comments

From the first site of this trail, RAF Sculthorpe, we travel a few miles south, a stones throw, to its sister station and another post war relic – RAF West Raynham.

RAF West Raynham

Nestled away in the heart of Norfolk is a real hidden gem. West Raynham remains an incredibly intact airfield, complete virtually in its entirety. But don’t get over excited, the diggers, cranes and bulldozers are there and already casting their blows.

Built in 1939 it had four runways, all of grass with 36 pan type dispersals, an accommodation block, ‘C’ type hangars and all the associated support buildings of a wartime airfield. Used by bomber command, it would see a range of twin-engined aircraft operate from within.

West Raynham’s hangars will be holiday flats.

Opened in May 1939, it was typical of its time. The first squadron to be based here was 101 squadron RAF, equipped with Bristol Blenheim IVs and later Vickers Wellington 1cs. 101 sqn began the war with daylight attacks on oil supplies in the port areas, communication lines and enemy airfields. A duty that later changed to the more successful night fighter role. 101 eventually left West Raynham, being replaced by further Blenheims of 114 squadron. Other squadrons to arrive included: 2 Grp TT flight, 76, 139, 18, 90 (with B17c ‘Fortresses’), 614, 18 and 1482 squadrons. A variety of aircraft came with them, including: Lysanders, Defiants, Bostons, Hampdens and Fairy Battles giving West Raynham a real diverse range of types.

In September 1942, two more squadrons arrived at West Raynham, 98 and 180 operating the North American B25 ‘Mitchells’. In the following year, Between May and November 1943, the grass runways were removed and replaced with concrete runways, one 2,000 yards (1,800 m) long and the other 1,400 yards (1,300 m) long. To coincide with this, the accommodation area was also expanded to allow for the influx of new personnel. West Raynham was now able to accommodate up to 2,456 men and 658 WAAFs.

The Officers mess is destined for other uses.

Night intruder attacks from West Raynham increased. De Havilland’s ‘Wooden Wonder’, the Mosquito II, FB, VI and NF 30s of 141 and 239 squadrons taking over this role. A number of switching between nearby Sculthorpe and Great Massingham, led to regular changes in residency, indeed as the war closed and the jet age beckoned, West Raynham would be the home to many types of modern fighter and their squadrons. Fighter trials became the order of the day, Tempests, Spitfires, Firebrands, Sea Mosquitos (see here), Sea Venoms, Sea Hawks Meteors, Javelins and Canberras to name but a few. The Royal Navy based many of their types here for various trials and research projects. The last piston examples to fly from West Raynham were the Fireflys and Hellcats of 746 sqn RN as part of Naval Fighter development Unit.

Further fighter trials and development units continued into the jet age, and the last aircraft to grace the skies over West Raynham were the Hunters and Canberras of 45, 85 and 100 squadrons. Then the roar of the jet engine was replaced by the Bloodhound missile and West Raynham began its decline into closure. In the 1994 West Raynham finally closed its hangar doors and its personnel moved out, the airfield itself remaining in MOD hands. Sadly the housing lay empty and it quickly became derelict, targeted by the vandals, the accommodation blocks were damaged and windows smashed.

Long debates and scornful banter over the housing shortage boiled over in parliament and sites such as West Raynham were seen as Prime land, with a huge infrastructure already in place, they were half way to meeting the needs of a growing community. The MOD eventually gave in, agreed to the sale and the site was handed over.

The Tower stands in the late sun shrouded in scaffolding. A sign of new life?

Initial attempts at obtaining a Grade II listing to a large number of the airfield’s buildings was made by the English Heritage but sadly, this was later withdrawn and no follow-up made. A number of planning applications have been passed over a period of years and as a result, the number of developments designated for this site have increased. Luckily, many of the original homes will and have been refurbished and sold off, thankfully retaining their original style and layout. The Hangars remain and will be turned in to Holiday apartments. How much of the other airfield architecture will remain in its original design is yet to be seen, but much of the north end of the runway and Bloodhound sites have already gone, being replaced by the beginnings of what is reputed to be, Britain’s largest Solar Park.

The control tower remains along with a wide range of smaller ancillary buildings, shrouded in scaffolding maybe it will become a cafe or other ‘social centre’. The Rapier Training dome still stands as does the elaborate Officers Mess. The adjacent tennis courts have now been reclaimed by trees and like the mess, will no doubt will find a new lease of life in some other guise.

The Rapier training dome resembles the gunnery trainers found at other older airfields.

If you drive round the airfield, to the east side, you can still obtain good views across to the hangars. The original Battle headquarters remains buried and pill boxes for the airfields defence can also be found.

A memorial to the crews of West Raynham has been erected in what is now the centre of a new housing area that utilises the old accommodation blocks. Around it remain fences and grazing sheep, the buildings behind them yet to see their fate.

West Raynham’s lasting legacy may be down to Flight Lieutenant Alan Pollock, flight commander of No 1 Squadron, who around midday on 5th April 1968 flew a Hawker Hunter FGA.9 (XF442) between the two spans of Tower Bridge in London. This stunt, a protest by Pollock at Government defence cutbacks, resulted in Pollock being invalided out of the RAF on ‘medical’ grounds, the alternative being a rather more embarrassing court-martial.

West Raynham remains today an incredibly well ‘preserved’ airfield, complete in its entirety. Its history is well documented in its walls and architecture. The layout, even as private housing is clearly that of an airfield, with the feel of an airfield, but what of its future? What will eventually become of this grand and large segment of British History? Only time will tell.

West Raynham’s memorial stands in the centre of the refurbished housing development.

Just a few minutes drive from West Raynham to the west is another wartime airfield and our last for today. Whilst the majority of the infrastructure has gone, all is not lost as it is a private airfield open to landings and with access in part via a footpath, a real delight to end the trail. We visit the picturesque village of Great Massingham.

As Heard on the BBC: RAF Kings Cliffe – Time is Running Out!

February 17, 2015February 15, 2015 / Aviationtrails / Leave a comment

We recently published a post highlighting the proposed development of the former RAF Kings Cliffe airfield (Trail 6), and in particular the Glenn Miller Memorial located at Jack’s Green, which is part of Rockingham Forest in Northamptonshire, England (post 6/1/15).

The memorial and hangar base where Maj. Glenn Miller played his last hangar concert on 3rd October 1944.

The proposal, by the land owner/developer, Philip Ashton-Jones, states that a ‘caravan site’ with access and associated buildings would be built on part of the former airfield. This outlined plan includes the location of the memorial on the hangar base where Maj. Glenn Miller performed his final hangar concert (3rd October 1944) before his mysterious disappearance over the English Channel in December that year.

Whilst promoting the issue, Marcella, contacted John Griff at BBC Northants, who in turn asked for an interview on the Stuart Linnell Breakfast Show. Living in the U.S., this would prove interesting as there is a time difference of 5 hours. However, a suitable time was agreed and arrangements made for a pre-recorded rather than live interview.

The proposal has, unsurprisingly, been met with resistance from the local community. Some of the issues include: impact on local property and the current roads around Kings Cliffe which pass a quarry and lead to the back of Kings Cliffe village. The roads are very narrow, and unsuitable for high levels of traffic. The area is relatively high up and gives great views of the surrounding countryside, a reason why it is used by walkers, horse riders, cyclists etc. Furthermore, there is a wide range of wildlife including a herd of deer that roam freely through the forest – it is indeed an idyllic area of pristine and natural beauty.

Of course there is the NIMBY aspect, no one wants a holiday village in their back garden. There are fears of ‘development creep’ and damage to the local finely balanced ecosystem. To Aviation Trails, it is not only the environment, but it the future of the Glenn Miller Memorial that is at stake, as are the remains of the airfield where so many brave young men, who gave the ultimate sacrifice, flew from during the Second World War.

The BBC broadcast both sides of the debate, including an interview with the landowner/developer, Mr. Philip Ashton-Jones, who slipped into admitting it was not caravans but 55 ‘luxury lodges’ that are being proposed. This was one of several ‘suspicious’ actions, along with the time at which the planning application was made public (i.e. prior to the Christmas holiday when the planning offices were closed), that caused some concern. This action reduced the amount of time objectors had to raise their concerns.

We feel these issues and the memorial in particular, are an important part of our shared British and American history. RAF Kings Cliffe comes from an era that changed the world, and Maj. Glenn Miller was a man whose musical talents helped shape and develop popular music for years to come.

These ancient forests are now delicate ecosystems, the memorials, rapidly disappearing monuments to past generations and Anglo-American heritage. Both need protection from permanent and sustained damage.

The BBC site has the various interviews available through their website, (links are valid for 30 days from the 9th February 2015 – but may be available on archives). They are for entire shows, but we have noted the timings of the relevant parts.

The BBC news website article can be found here.

A facebook page here, anyone can access this.

The radio interview with Marcella can be found here at 1:39:20

The interview with Ian Sharpe and Mr Philip Ashton-Jones can be found here at 2:39:15

A further report from the site can be found here on the John Griff show at 1:15:30

A big thanks also goes to my good friend, Kevin Fleckner, who wrote in support of the memorial.

As an additional note, there is also talk of development on the nearby RAF Deenethorpe site, another Northampton historical site likely to disappear. See the BBC report here.

Andy Laing and Marcella Beaudreau

‘In the Mood’ for aviation nostalgia?

December 30, 2014 / Aviationtrails / 4 Comments

Taking advantage of the winter sun and nearby location, I decided to take a short visit to one of the earlier trails and see how things had changed. Being a different time of year too, perhaps the buildings I saw would now be less obscured. I also thought that the initial trails were lacking and needed a little ‘historical substance’.

Whilst not wanting to lose sight of the idea behind the blog, I felt a little extra would not go amiss. Hearing about a memorial that I had missed earlier, I braved the late December air, donned coat, hat and scarf and set off to Kings Cliffe, in the top corner of Northamptonshire – land of Fighter squadrons and the last hangar concert performed by Major Glenn Miller.

RAF Kings Cliffe (Station 367)

(Revisited and updated December 2014)

The Memorial at Kings Cliffe.

Unlike the other airfields in the tour, Kings Cliffe was a fighter airfield. Pass through the village from the south, out the other side, under the odd twin-arched bridge and then right. A few hundred yards along and the airfield is now on your right hand side. The memorial is here, flanked by the two flags. It is a more elaborate memorial than some, being made with the wing of a Spitfire on one side and the wing of a Mustang on the other. Various squadron badges are etched into the stone and as the weather takes it’s toll, these are gradually disappearing.

Protected aircraft pen, with ‘dual skin’ defences on three sides. A number of these litter the site.

Over its life, Kings Cliffe would have a number of fighter units grace it skies. Built in 1943, it would receive its first squadron late that same year when P-39 Airacobras of Duxford’s 347th FS (350th FG) were temporarily based here. A short spell they would soon leave and be replaced with another short-term unit.

The following January, the 347th left and three squadrons: the 61st (code HV), 62nd (code LM) and the 63rd (code UN) of the 56th FG arrived from the U.S. This group fell under the command of the 67th Fighter Wing, Eighth Air Force. Redesignated the 56th FG in the previous May, they were initially given P-47s and continued to train at Kings Cliffe for fighter operations until moving on the 4th/6th April 1943 to Horsham St Faith, Norfolk. A few days later on 13th April 1943, they undertook their first operational sortie. Over the next two years the 56th FG would become famous for the highest number of destroyed aircraft of any fighter unit of the entire Eighth Airforce. A remarkable feat.

Pilots of the 77th FS, at Kings Cliffe 1944-45*1

After the 56th left Kings Cliffe, three more squadrons arrived. In August that year, the 20th FG arrived with their P-38 Lightnings. The 55th (code KI), 77th (code LC) and the 79th (code MC), would fall under the umbrella of the 67th Fighter Wing, Eighth Airforce.

After a spell of renaming, aircraft changes and training, their arrival at Kings Cliffe would see a period of stability for the 20th. Initial operations started in December that year, and their primary role would be to escort bombers over Europe, a role it maintained until the cessation of conflict. Targets of opportunity were often found whilst on these missions, but toward the end of the war, with fighter cover becoming less of an issue, dive bombing and ground attack missions became more common place. Their black and white chequered markings became feared by airfields, barracks and in particular trains as they became known as the “Loco Group” for their high number of locomotive attacks.

Oakington Pillbox, found in pairs, they offer a 360 degree field of fire.

On April 8th 1944, the 20th attacked an airfield in Germany, action for which they received a Distinguished Unit Citation (DUC). They would later take part in the Normandy invasion, Operation Market Garden, and air cover in the Battle of Bulge. In July 1944 they converted to P-51s and continued to escort bombers and search out targets of opportunity until the war closed. In the following October 1945, they returned to the U.S. and Kings Cliffe was returned to RAF ownership. The RAF would use it as a storage depot until selling it off in 1959. Its runways were dug up for hardcore, the buildings demolished and the site finally returned to agriculture.

Drainage covers and pipes adorn the remains of the runway.

Whilst standing at the memorial, it is difficult to imagine any of the activity that occurred here all those years ago. However, behind the memorial you can see a number of brick defence buildings enshrouded in trees and bushes. Move along the road to your right and there is the main gate. Stating that it is an airfield, it doesn’t encourage entrance. However, walk or drive a little further and there is a bridal way that allows access to the site. Walking along around the edge of the airfield, you can see hidden amongst the thorn bushes an Oakington Pill box. Found in pairs and common in this area, they offer a 360 degree view of the site. The second of the pair is short distance away in the middle of the field and more visible to the viewer. Also round here are three protected dispersal pens. Each pen has a double skin, in other words, an outside loop holed wall for firing through and an inner wall to protect air and ground crews in the event of an attack. There are a handful of other ancillary buildings here, all of which can be accessed with careful treading. A considerable number of these exist close to the road and path, so extensive travelling or trespass is not required for the more ‘informal’ investigation.

Inside the Shelter.

Walking further along the path, you pass a large clump of trees heading of in an easterly direction. These mark the line of the east-west runway. Whilst the runway has gone, evidence of its existence can be found. A drainage channel, numerous pieces of drainage material and grates can be found amongst the remains of hardcore.

The path continues in a southerly direction away from the main part of the airfield, and a better option may be to return to the car and drive along to a different part of the site.

If you return through Kings Cliffe, bear left and through the small but gorgeous village of Apethorpe. Continue on and you’ll see a footpath that goes through the woods. Park here and walk through the woods. A couple of miles in and you come across a large open space, to your left is a distinguished memorial to Glenn Miller.

Glenn Miller Memorial RAF Kings Cliffe Dec 2014

Memorial to Glenn Miller’s final hangar concert, 3rd October 1944.

The memorial is located on the site of the original T2 hangar, quite a distance away from the main airfield. It was here that Miller performed his final hangar concert on October 3rd 1944. Standing here in the wintry air listening to ‘In the Mood’, is a surreal experience. To think that, on this spot 70 years ago, this very tune was performed by Miller himself; whilst young couples jitterbugged the evening away – a brief respite from the wartime tragedies that dominated their daily lives.

Leaving here, back to the track, you come across a footpath that takes you north, toward the main airfield before veering off and away to the west.

This path provides what is probably the nearest access point to the tower, as it crosses the track that joins the perimeter near to the towers location. The control tower still stands, but access from the path is over private land and should be undertaken with the land owner’s permission.

A final car trip back to the north side of the airfield reveals evidence of the accommodation blocks. The cinema, Gymnasium and chapel along with some other communal buildings still stand and in use by local timber companies. Well preserved, they are easily accessible and offer a good view to anyone aiming to find evidence of Kings Cliff’s history.

Kings Cliffe December 2014 Chapel with gym

Gymnasium and Chapel now used by a timber company.

Like many sites of it’s age, the majority of Kings Cliffe’s buildings are overgrown, indeed entering them you can see how the roofs have become detached in many cases, and mature trees now the only inhabitants where personnel once stood.

The main part of the airfield is agriculture, and it can be seen from further back, why this site was chosen as the views across the landscape toward Peterborough and the south are stunning. A remarkable place, it offers good evidence, nostalgia and beautiful walks into the bargain.

Overgrown buildings

Kings Cliffe concludes this tour, however, if you return back along the road to the village of Kings Cliffe, turn right away from the village, you will eventually find yourself sitting opposite one of the crash exits of RAF Wittering, the main station to which Kings Cliffe was built as a satellite. Also along here, is a remnant of RAF Collyweston, an airfield absorbed into RAF Wittering at the end of the war when it expanded ready for the V – force bomber aircraft and later the Harriers. Now closed to flying due to government cutbacks, it houses an army detachment and a small RAF detachment for maintenance duties only.

Much of the evidence from the American participation in the Air War of the Second World War has now disappeared, being swallowed up by natures determination to regain what was originally hers. Agriculture and small businesses have clung on to the remainder, leaving little to see. In some ways, and I touched on this earlier, the fact that peace has now taken over what were bustling camps of 3000+ personnel, the roar of four engined bombers laden with high explosives or troop carriers taking scared young men to the killing fields of Europe, is a reflection on their bravery and dedication. These areas are simply peaceful now because of the men that served, lived and died here and whilst they are now gone, maybe their ghosts remain.

Kings Cliffe originally featured in Trail 6 ‘American Ghosts’.

*1 photo by Robert Derenbacker from ‘Little friends’ website http://www.littlefriends.co.uk

16 Air forces Covered the Globe

October 14, 2014October 11, 2014 / Aviationtrails / Leave a comment

The USAAF was an enormous organisation, employing some 2.5 million people during the Second World War. Its influence ranged form the United States West Coast, through Europe, Africa, the Middle East, the Far East, the Pacific and back. Organising something as big as this, especially during war-time, was a logistical nightmare.

I have made it a personal challenge to figure out how it all slotted together and have managed, in a small part, to assemble a guide to the various complicated air forces and its overall hierarchical structure.

The challenge continues, but so far it’s not bad. Maybe you could shed some light on this huge organisation and unravel its hidden mysteries. See it here.

P-51 ‘Princess Elizabeth‘ at Duxford

Princess Elizabeth was originally the P-51B ’42-106449′ of Lt William T Whisner, and latterly Lt Robert Butler, 487nd FS, 352nd FG, Eighth Airforce, and was lost to Flak on June 6th 1944. The ‘Blue Nosed Bastards of Bodney‘ gained a remarkable reputation, and were to become one of the most successful Fighter Groups of the Eighth Air force. Bodney today.