In Part 2, the war finally came to an end and Sculthorpe closed only to be reopened as a Very Heavy Bomber Base. Reconstruction has taken a number of years and although not fully ready, it starts to accept its new residents.
The first of the aircraft, two of Boeing’s huge B-29s, touched down at Sculthorpe on the 7th February 1949 late in the afternoon. However, six others also deployed to Sculthorpe, had to divert to RAF Lyneham due to the pilots not being able to see the runway in the bad weather. These aircraft would not arrive in Norfolk until later on, and so it was not to be the grand opening that many had wished for.
The deployment of US heavy bombers was seen by some as an extension of the US, and that Britain was becoming a ‘puppet’ of the US Government. The British Government try to make it clear to the public that this was not the case, and that these aircraft were only here on a temporary basis (90 day rotations), and that they were both ‘invited ‘ and did not have a nuclear capability. The Press on the other hand, did not see it quite so clearly.
It didn’t take long before the US 92nd Bomb Group were established at Sculthorpe. A veteran group of the Second World War, the 92nd had a prestigious history and one they would preserve and build upon. Formed of three squadrons, 325th BS, 326th BS and 327th BS, their numbers would swell staffing levels to almost 1,400, including both RAF and US personnel.
Various officials attended Sculthorpe’s many opening events, but the start of a new era was marred by a tragic mishap in late February, when an armourer, Corporal Turcell, was killed when one of the B-29’s guns he was cleaning accidentally discharged. It would unfortunately be the first of many tragedies to befall those at Sculthorpe over the coming years.*7
In March the airfield was officially opened with both the Union Flag and the Stars and Stripes being raised simultaneously. Behind the scenes however, construction work continued, with only half of the proposed six ‘Z’ blocks ready to take new residents and only sixty-two of the proposed married quarters being completed, it was far from ready.
A large part of Sculthorpe has been left to rot, piece by piece. These are the former RAF HQ and later the USAF Wing HQ.
The work carried on throughout the initial deployment and 90 days quickly passed. The 92nd’s placement at Sculthorpe soon came to an end and no sooner had they arrived then they began their journey back home to the United States. A relatively uneventful opening had come to a close.
The next of the rotations would take little time in coming. The intensity of each deployment getting greater each time, and even though the Berlin Blockade had come to an end, tensions remained very high right across Europe.
As the 92nd pulled out, a further three squadrons of B-29s began to arrive. Having already been in Japan, the three units the 343rd, 344th and 345th BS began by carrying out a number of exercises with the RAF, which included over June and July, the first multinational exercise code named “Foil“. Like many that would follow, this involved mock attacks by US and RAF bombers whilst fighters from the UK, US and Netherlands attempted to intercept them using camera guns. A successful exercise it gave rise to some interesting comparisons between the US and RAF aircraft, with many surprises in store.
As with the first deployment, the arrival of the B-29s did not all go to plan though, as on July 21st 1949, whilst transferring across from the US, one of them #44-62191 ‘suffered problems’ when its number 3 engine caught fire causing it to crash in an orchard at West Walton, 2 miles east of Wisbech in Cambridgeshire. The aircraft, a Boeing B-29A-65-BN, had a crew of twelve on board, and when it became clear that they were not going to make it, they decided to abandon the aircraft and leave it to its fate.
All twelve of the crew successfully departed the aircraft landing nearby, but in doing so, two of them sustained serious, but not thought to have been life threatening injuries after exiting. The worst, suffered by the pilot, was a possible fractured skull whilst a second crewman suffered a fractured leg; it is believed both airmen made full recoveries. The aircraft itself ultimately crashed, landing in a field east of the small Fenland market town. The remains were quickly retrieved and some parts ended up in the local Fenland and West Norfolk Aviation Museum located in Wisbech. Now sadly closed, they were transferred to the Sculthorpe Heritage Centre located at Sculthorpe.
The 90 day rotations continued unabated. The next deployment bringing two different models; firstly the 63rd BS (43rd BG) with the extended B-29 the B50A ‘Stratobomber’ along with three refuelling aircraft the KB-29M, also a modified version of the B-29 with its turrets removed and refuelling facilities added.
What was perhaps more significant with this move was that the B-29 ‘Lucky Lady II‘ was part of this group. She and her crew had completed a ninety-four hour flight non-stop around the world, being refuelled four times in the air. This achievement sent out a major message to all those would be aggressors, wherever they may be in the world, that they were not beyond the range of the US heavy bombers.
As 1949 drew to a close, one other unit, 19th BS (22nd BG), would complete its rotation at Sculthorpe replacing the 63rd in November. It too brought another version of the B-29 the RB-29, a reconnaissance version of the heavy bomber. In support of this, a further unit would arrive in December, the 23rd Reconnaissance Squadron, bringing yet more versions of the B-29 to the airfield.
Tragedy then struck again in June 1950 when an RB-29A #42-94081, took off on a routine air test and gunnery exercise. During the exercise the outer engine was hit by the aircraft’s own guns setting it on fire. The aircraft was then difficult to control and the pilot ordered the crew to bale out. As the B-29 hit the sea, three airmen, including the captain were still onboard; he failed to reach the aircraft’s dingy and sadly died as a result. Of the thirteen airmen on board seven lost their lives that day.
The watch office in a setting sun. This was ‘secretly’ demolished at short notice in March 2022.
The east/west crises continued with the war in Korea. The threat of an escalation spilling over into Europe led to a call for all US bases in Europe to be brought to full strength and further sites opened. Sculthorpe began its preparations and as the 301st BG and the 72nd Strategic Reconnaissance Squadron both departed for other UK bases, the site was left ready for the arrival of the 97th Bomb Group and their B-50Ds.
This move signalled the beginning of a huge influx of men and machinery at Sculthorpe. Anti-aircraft batteries were brought in, along with ground units to defend the site from any possible attack. A range of aircraft support units also arrived boosting staffing considerably. With just over 400 RAF personnel, 1,800 US personnel and in excess of 600 army personnel, the quantity of men and women on the base was now as high as it had been during the Second World War.
With further deployments and new, larger aircraft arriving, not only was the need for further accommodation matched by the need for larger additional hardstands for the new bombers – the B-50 and B-36 ‘Peacemaker’, but the runways had to be extended even further, and an additional 1,200 feet was added calling for yet another diversion of the local road network.
In early 1951, after some friction between the RAF and US staff on the base, Sculthorpe, like both Mildenhall and Lakenheath, was officially handed over to the US forces, and although they all retained their RAF designation, they would be operated and maintained by US personnel; a standard that applies even today. It was a move that finally ensured America had its desired firm and permanent foot hold on UK soil.
The Cold War would then take a more devious turn. The arrival of the 323rd Reconnaissance Squadron (of the 91st Strategic Reconnaissance Wing) began its 90 day rotation with RB-45C ‘Tornados’, a reconnaissance version of the B-45 four engined bomber – the first if its kind to land on British soil. After landing at RAF Manston, the 323rd moved to Sculthorpe, where it would carry out ELINT (Electronic Intelligence Gathering) and mapping operations of western Europe. This intelligence gathering was not new, but since the end of the war, it had become more clandestine and difficult due to the clamp down by the Soviets on western spies.
Sculthorpe had now entered a new world, the Soviets had developed their own atomic bomb, and using a B-29 obtained at the end of the Second World War, reversed engineered it to provide a means by which to deliver it. The West had to find out more, and aerial reconnaissance was the only viable method with which to establish the location and number of such facilities.
There then followed extensive talks between the US and British Governments regarding Soviet ‘overflights’, western aircraft flying through Soviet airspace photographing and recording Soviet ground positions, SAM sites, airfields etc. Whilst not a new tactic, it was certainly a dangerous one, and one that could lead to all out atomic war should it go wrong.
Sculthorpe’s last remaining Blister hangar in a low setting sun.
As a result of these talks, the ‘Special Duties Flight Sculthorpe’ was formed, working in conjunction with the various squadrons of the 91st Strategic Reconnaissance Wing. RAF crews consisting of two pilots and a navigator, were flown to America for a period of extensive training on the RB-45. By the end of 1951, the course was complete and they returned to Sculthorpe to continue with further training along side crews of the 91st Wing in Norfolk.
This was a British unit, led by Squadron Leader John Crampton (who replaced the initial choice Sqn. Ldr. Micky Martin of the ‘Dambusters’ fame, as he had failed a high altitude medical examination) and was designed in part, to perform deep penetration flights into Soviet airspace carrying out reconnaissance missions for Britain’s planned ‘V’ Bomber force. It would also supply the Americans with substantial information for their own tactical use.
Four RB-45Cs were converted (including one spare), flown to RAF West Raynham they were stripped of all their American markings (allowing them to deny any knowledge of such activity) before their RAF insignia were applied (The RAF would deny ever having operated these aircraft). They were then returned to Sculthorpe as British aircraft operated by British crews. The flights would be code named Operation ‘Ju-jitsu‘, and would follow the same track that the British ‘V’ bombers would take in the event of all out war.
Initially three routes were chosen, one of which took the aircraft close to Moscow; a second flew to the Baltics and the last to southern Russia. To ‘protect’ crews, they were issued with false papers and maps, and told, if caught, to explain that, rather implausibly, they had simply become incredibly lost! Failure of the mission would therefore require a high degree of gullibility on the part of the Russians.
Only two such flights were ever made, each with three aircraft; the first on 17th/18th April 1952, and the second on 28th/29th April 1954*6. The first occurred without any Soviet intervention, but they were understandably outraged and an investigation was carried out immediately.
After the first flight, the crews were congratulated by General LeMay, and the unit was then disbanded. However, it was reformed again, also at Sculthorpe, in 1954 (after a second such temporary reformation in September 1952 which was quickly disbanded again) and a second flight was made. This time the Soviets were ready for them. After having evaluated their air defence network they were far better prepared and the RAF crews were at a much greater level of danger than during their initial flights.
Whilst Soviet SAMs (Surface to Air Missiles) were impotent in that they had no guidance system, and it was thought Flak was unable to reach the high flying RB-45s, the trip would still be a dangerous one and strict radio silence was to be maintained by the crews. The flight itself turned out to be relatively uneventful, but Squadron Leader Crampton did witness Flak, and noticing that, whilst generally ineffective, it was indeed exploding at their height. Bursts were sufficiently close to convince the crews on board that a hasty return to the West was the better option, and a halt was called to the flight.
Some time after the operation, it was revealed that Soviet Mig pilots were instructed to ram the RB-45Cs as they had no suitable radar with which to track the intruders. However, no such contact was made and so thankfully the need never arose.
The unit was then again disbanded and all flights by them ceased for good. The consequences and risk of flying over Soviet territory now considered far too high.
1952 was a busy year at Sculthorpe, it went on to see the deployment of the 47th Bomb Wing (formally the 47th BG) of the Strategic Air Command from the United States. This wing consisted of the 84th, 85th, and 86th BS, along with the 420th Refuelling Sqn and the 19th Tactical Reconnaissance Sqn. These units operated a number of aircraft types including both the aforementioned B-45C and RB-45C, along with the B-66, KB-29, and KB-50 aircraft.
The 47th was activated on March 12th 1951, initially as the 47th Bombardment Wing (BW) but with just two squadrons – the 84th and 85th. As a new unit, it had the honour of being not only the first, but the only jet powered medium bomber Wing in the US Air Force. With NATO becoming more established and nuclear weapons arsenals expanding at a great rate of knots, the 47th were posted to Sculthorpe to provide an airborne nuclear strike force in support of NATO forces who would be operating on the ground in any future conflict.
The B-45 achieved many “firsts.” It was the first US four-engine jet bomber to fly; the first American production jet bomber; the first jet bomber capable of carrying an atomic bomb; and the first multi-jet reconnaissance aircraft to refuel in mid-air. These were based at Sculthorpe between 1952-1958, with the 47th Bomb Wing (Light) along with RB-45Cs from the 19th Tactical Reconnaissance Squadron and Royal Air Force (RAF) Special Duty Flight. These RAF RB-45 crews flew highly classified reconnaissance missions deep into communist territory. (National Museum of the USAF)
A year later, a third squadron would arrive to join the Group, that of the 422nd BS. Within a month or two of its arrival though, the unit was re-designated as the 86th BS a move that brought it in line with its two sister squadrons. For six years the 47th would operate out of Sculthorpe acting as a nuclear support unit for NATO forces in Europe.
The influx of US personnel not only impacted on the immediate and local community, but much further afield as well. In 1953, it cemented strong relations with the people of Norfolk as a whole and in particular those of the coastal town of Hunstanton, when severe floods claimed over 300 lives nationally and 100 locally; some of these were families of those located at the base living in austerity houses near to the seafront.
However, it was more the actions of the personnel at Sculthorpe that led to this unique relationship. When the floods came, staff at Sculthorpe rallied round and attempted rescues of those stranded by the high waters. One such man was 22 year old Airman 2nd Class, Reis Leming of the 67th Air Rescue Squadron, who even as a non-swimmer, braved the freezing waters to rescue no less than twenty-seven people using dinghies from B-29s. His brave and selfless act won him the Soldier’s Medal from the US forces and the British George Medal.
Airman 2nd Class, Reis Leming of the 67th Air Rescue Squadron was awarded the George Medal for his brave act on the night of 31st January 1953.
Various other personnel also received awards for their bravery. These included Staff Sergeant Freeman kilpatrick, (George Medal); Airman 1st Class Jimmy Brown and Technical Sergeant John Germaine (Queen’s Commendation for Brave Conduct); Airman 1st Class Jake Smith (British Empire Medal) and Major Julian Perkinson (Honorary Member of the Order of the British Empire). Both Leming and Kilpatrick have roads in Hunstanton named after them and a plaque dedicated to those who lost their lives stands by the town’s war memorial alongside the Union Flag and the Stars and Stripes*7.
As the 1950s progressed the influx of personnel reached its maximum with some 10,000 personnel being associated with the airfield. The 47th remained the main force located at Sculthorpe but as a division, there would be other, more tactical short range aircraft, also present here. At any time, the 47th could put up between forty and fifty aircraft*7, predominately the B-45, in response to events either in Europe or across the world.
Joint operations continued between the Americans and RAF; including ground forces carrying out training operations ‘attacking’ the airfield to test the defenders in case of war, and training flights assisting gunnery battalions along the north Norfolk coast.
The build up of nuclear weapons also increased, weapon sizes were now more modest although the punch they packed was considerably greater than the original bombs dropped on Hiroshima and Nagasaki. Smaller and faster aircraft could carry these weapons and both were being stored at Sculthorpe. The unfortunate release of this information, soon became media headlines, and quickly became widely known. This plainly identified Sculthorpe as a major site from which any future nuclear attack would come.
The swelling of personnel numbers at Sculthorpe would be further aided by the arrival of the 19th Tactical Reconnaissance Squadron (TRS) and yet more RB-45Cs. Headed by the wartime and Korean veteran Major John Anderson, they would photograph Soviet movements along with installations both along and over the delicate east-west border.
In the final part, Sculthorpe maintains its status as a leading nuclear bomber base, housing US bombers and reconnaissance aircraft on this enormous site. East-West relations deteriorate further but there is hope for the future. In the meantime, bigger and more powerful jet bombers arrive.
The full story can be read in Trail 21.
Aviation Trails 