Disused

Trail 65 – RAF Thurleigh Part 3 – Tough Reforms and Great Achievements.

/ Aviationtrails / Leave a comment

Part 2 gave us an insight into Thurleigh’s transformation as a USAAF base bringing the American 306th Bomb Group, whose early months were marked by harsh conditions, inexperience, and heavy losses. Yet through resilience and innovation, they adapted quickly. With these lessons learned, the Group now faced the escalating intensity of 1943’s air battles over occupied Europe.

Under Siege: New Tactics, Devastation in December and Heroic Returns

Not only were the Luftwaffe now changing tactics by attacking head on, but they were also developing other methods and weapons to down these heavy bombers.

By attacking in rotation, one group being replaced by another as they refuelled and rearmed, the Luftwaffe fighters were able to keep up an almost endless attack on the formation; fresh eyes and ammunition gradually sapping the gunner’s energy.

This was one such tactic used on the 20th December 1942. After the escort of Spitfires had left and the bomber formation approached the target, they were attacked by a new group of fifty or so FW-190s. The 306th took the full force of the attack losing four aircraft with another two crash landing in England. A further twenty-nine were badly damaged, some even written off. The vulnerability of the unescorted heavy bomber had become all too apparent.

In November and December, the 306th Bomb Group continued operations against targets in France with mixed success, hampered at times by poor weather, mechanical issues, and crew illnesses. On 7th  December, many aircraft returned without releasing their bombs due to heavy cloud cover, and the following day a mission over Lille saw Captain Adam’s aircraft shot down and another bomber badly damaged, with several crews breaking protocol to protect it until all returned safely. During November alone, the group was recognised with twenty-six Air Medals, a Distinguished Flying Cross for Colonel Overcracker, and two Purple Hearts for wounded airmen.

A New Chapter; Thurleigh Faces Tough Reforms

December 9th 1942 bore witness to a remarkable event in history when Thurleigh airfield was officially handed over from RAF control to the USAAF, the first such event to have taken place.  The change in ownership didn’t however, immediately affect operations and the closing month of the year saw further flights into enemy territory with yet more losses. These increase in losses were met with a corresponding decline in morale.

But as Christmas approached, there was a change in sentiment with a festive Christmas diner and New Year celebrations in which a newly formed band played music well into the night. The end of the year went out with many regrets but brought high hopes for a much better and happier 1943.

The dawning of the new year then saw big changes occur at Thurleigh. In command of the Eighth Air Force was General Spaatz, who at the time was meeting with with General Eisenhower to discuss the future of the North African Air Force, leaving Ira Eaker in charge of the Eighth Air Force in Britain. His own replacement, Brigadier General Newton Longfellow, was charged with reviewing the losses being incurred by the air force, and found at Thurleigh, a lack of discipline and poor leadership.

Even though Col. Overcracker, the Commander in charge at Thurleigh, was a well liked commander by his men, there were concerns from those above that he was overly caring for his crews to the point that they were able to ‘get around’ him far too easily. This, Newton thought, was the reason why so many aircraft and crews from the Group had been lost in those early months of their war.

Newton consulted with Eaker who called upon Col. Frank Armstrong, one of the six original staff members at the inception of the 8th AF, to go to Thurleigh and make amends. This he did. he ruled the men with a tight and hard discipline turning the Bomb Group’s fortunes around, a move that was later recalled in the novel and film “Twelve o’clock High” written by one of Eaker’s other original six staff members, Cap. Beirne Lay Jr. along with Maj. Sy Bartlett one of Spaatz’s staff officers.

Armstrong would take over the 306th for a month and a half. Being assigned to the Group on 2nd January 1943. During that time, he would make dramatic changes to both the structure and the outcomes of the Group.

Baptism by Fire: Losses Continue Despite Command Changes

But change came slowly. Even as Armstrong took over, the 306th continued to lose aircraft and crews. On January 3rd, seventy-two B-17s and thirteen B-24s from the 44th, 91st, 303rd, 305th and 306th Bomb Groups were sent back to bomb the U-boat pens at St. Nazaire. After all seven of the 306th aircraft bombed the target they headed for home. The Journey in however, had been hell for the crews as flak had been both heavy, thick and accurate, with many aircraft from all groups sustaining damage.

One 306th aircraft, B-17F – #41-24470, “Sons Of Fury” had been so badly damaged that two engines were out of action and the nose with both the navigator and bombardier inside, was blown off. Separated from the rest of the formation, it was soon picked up over the sea by FW-190s and attacked yet again. Slowly losing height, it would eventually ditch in the cold waters of the Bay of Biscay. But even as it did so, the top turret continued to fire at the passing 190s, who continued to strafe the aircraft and crewmen who were now in the water, even though it was down and sinking. The heroic actions of the gunner in the turret, T/Sgt. Arizona Harris, were witnessed by a tail gunner in another 306th aircraft, who described how Harris continued to fire his weapons even as the water filled his turret until eventually, the firing stopped. His actions that day led to him receiving a DSC posthumously.

From page 50 of the wartime British Edition of “Target Germany” – 1944. The text relates what a 369th BS officer witnessed on the 3 January 1943 mission to Saint-Nazaire, when B-17 # 41-24470 went down. (IWM UPL 44487)

Meanwhile at Thurleigh, the first of Armstrong’s many changes were implemented starting with Colonel Overcracker, who on the 4th, was relieved from the organisation and posted to Headquarters. Three days later Major Coleman was relieved from his duties as Group Adjutant and reappointed as Group Executive Officer, his vacant position position being taken over by Captain Charles Day Jr.

To bolster the falling crew numbers, new crews were brought in, all arriving between the 14th and the 16th January, a move that coincided with seventeen aircraft attacking the locomotive and engineering works at Lille. Led by Major Wilson, the successful attack was marred by the tragic collision between #41-24471 “Four of a Kind” piloted by 1st Lt. Frank Jacknick and another B-17 #41-24498 piloted by 2nd Lt. Wallace Kirkpatrick, both of the 369th BS. *10, There were few survivors from the crash and those that did were taken prisoner by the Germans.

A report by a following crew*11 highlighted how Kirkpatrick’s aircraft was thought to have lost sight of the lead plane as they turned into the sun. The lead plane being unaware, carried on in a straight line. Kirkpatrick’s aircraft then crossed the lead plane at about 30o catching the tail fin with his propellers. The lead ship looped as a result breaking in half as the propellers from the second ship tore through its fuselage sending the aircraft toward the ground, such were the perils of formation flying in a war zone.

Concrete Cracks and Operational Strains

The continued onslaught against Germany led to further issues at Thurleigh airfield. A common problem on some airfields was that the weight of the heavy bombers was too much for the thin concrete tracks, and soon the substrate of both the perimeters and the runways began to fall apart.  At Thurleigh, this caused numerous difficulties whilst taxiing and taking off, with tyres being repeatedly blown or damaged. The problem became so severe that engineers had to be brought in quickly and essential repairs made. *12*13

The swiftness of the early changes made by General Armstrong continued on with postings and further changes of role. On the 18th January, Major Putnam was assigned as the 306th Group Operations Officer, followed by on the next day, Major Landford who was relieved of command of the 368th and reassigned to the 11th CCRC. His departure was met with sadness from the crews as he had led them from the start and was liked by the crews. The 20th then saw Capt. Mack Mckay reassigned from the 423rd to the 368th; he would be promoted to Major at the end of February only to be relieved from his assignment and duty in early April.

A Turning Point: The 306th Strikes Back

The 23rd January was then marked by two major events. Firstly, Lt. Col. Delmer Wilson was released from his post and reassigned to the 1st Combat Wing, and secondly, seventeen aircraft of the 423rd took off on a return visit to the U-Boat base at St. Lorient – an operation that had previously caused huge problems for the Group. Led by Major Wilson of the 423rd, the attack was, this time,  successful and there were no loss of aircraft, even the bombing which devastated the German barracks, was accurate.

After almost four months of operations, the icing was finally put on the cake for the 306th when the Eighth Air Force made its first venture into Germany, and Wilhelmshaven. On 27th January, 1943, Colonel Armstrong (who had led the Eighth’s first mission with pilot Major Paul Tibbets of ‘Enola Gay’ fame) and Major Putnam, led the 306th’s formation in a 367th BS aircraft. Following along in the formation were three other B-17 Groups and two B-24 Groups, it was a mighty armada heading into German airspace. General Eaker had decided that Armstrong, and the newly reformed 306th, deserved the honour of being ‘first over Germany’ after their incredible turn round in operational achievements.

Bombing through breaks in the cloud, the formation experienced only moderate flak and few enemy fighters, the Germans being caught ‘off guard’ for once. Once again, all the 306th aircraft returned home safely, greeted by a “crowd of beaming Generals and inquisitive reporters“. Of the ninety-one aircraft dispatched in total, only three were lost, none from the 306th. To top it all, at the end of that month the 306th were further rewarded with General Armstrong receiving an Air Medal, twelve crewmen receiving Purple Hearts, and a number of others receiving other awards including three Oak Leaf Clusters.

Armstrong’s strong leadership was now paying off and results were being seen from the Thurleigh group. A bad start had led to an almost perfect six mission period for the 369th BS, with no aircraft or crewman being listed as ‘missing in action’. A remarkable record considering how fierce the spring of 1943 had been.

Leadership Legacy: Armstrong’s Departure and Recognition at Vegesack

In February, Colonel Armstrong Jr. was promoted to Brigadier General, his reign at Thurleigh then came to and end – a month and a half after he had arrived. His place as Commanding Officer was then filled by the also recently promoted, Lt. Colonel Putnam.

One issue that had come to the front during this short period, was the lack of electrically heated suits for the gunners who were now suffering from serious bouts of frostbite. A shortage of navigators and bombardiers due to illness or injury was also now starting to cause problems, and requests were put in for more of each to cover those incapacitated through various health issues.

Despite this, bombing accuracy was much improved. Mechanical issues were far less frequent and more aircraft were reaching their targets than before. In mid March this improvement was recognised following an attack on the submarine works at Veggesack, when Major Wilson led twenty aircraft of the 306th BG into both heavy and accurate flak and intense fighter opposition.

When all aircraft returned the results were commended and applauded by the Prime Minister, the Marshall of the RAF, the Secretary of State for Air, the Commanding General of the USAAF, the Chief of Air Staff RAF, and the Commander in Chief Bomber Command. In response, Major General Ira Eaker wrote “To my mind the Vegesack raid  is the climax; it concludes the experiment. There should no longer be the slightest vestige of doubt that our heavy bombers, with their trained crews, can overcome any enemy opposition and destroy their targets“. *14

Two days later, Lt. General Frank Andrews accompanied several generals including Eaker on a visit to Thurleigh for an inspection of the station. A group dance was held afterwards in “B” mess which continued on well into the early hours of the next morning. The month concluded with a range of congratulatory messages of praise, it would seem the 306th were now leading the way for the Eighth Air force and their fight against Nazi Germany.

By now airmen were mounting up their operational flights, getting nearer to that magical twenty-five operations. At Thurleigh, another ‘first’ would be achieved when Technical Sgt Michael Roskovitch achieved that golden figure in April 1943.

First to Twenty-Five: Sgt Roskovitch’s Milestone

Roskovich, from Pennsylvania – known as “The Mad Russian” because of his distinctive looks and matching personality – was the son of a Russian immigrant and was posted directly to the 306th BG at Thurleigh and assigned to the 423rd BS.

He achieved his ticket home on April 5th;  not only was it his first tour of duty ,but the first of any 8th Air Force airmen, a significant milestone in the organisation’s history, However, instead of going home as he was entitled to do, Roskovich opted to continue on with further operations extending his service record even further. He was promoted to the rank of 2nd Lt. as a Gunnery Officer going on to complete a further eight missions before losing his life.

On 4th February the following year (1944) he was part of a crew in B-17 #42-31715 on a training flight to RAF Drem in East Lothian, Scotland. On take off from Drem, the aircraft, with four crew and two British passengers on board, suffered an engine failure in the number 1 engine. With little time to think, the pilot opted to continue the take off on three, which proved to be a disaster as the aircraft failed to gain height and crashed into a field just beyond the airfield boundary. All those on board were killed that day including Michael Roskovich.

Technical Sgt Michael Roskovitch (sitting left) of the 423rd BS, 306th BG, who achieved 25 missions on April 5th 1943, the first American to do so. (IWM UPL 20320)

Roskovitch’s remarkable April achievement was followed up the very next day by Lt. James Pollock, also of the 423rd BS, who became the first Officer to achieve his twenty-five missions. With a third that month, the magical twenty-five was indeed achievable and many more airmen in the 306th were also closing in on that coveted title.

These three landmark achievements that April were however, to be overshadowed by what was perhaps the pinnacle of disasters for the 306th. On the 17th, no less than ten aircraft were lost on one single mission.

A Day of Tragedy: The Bremen Raid, 17 April 1943

According to the mission report*15, it was a maximum effort operation with the 306th sending out twenty-six aircraft at 09:45 to attack the Focke-Wulf plant at Bremen. The troubles started some fifty miles out when one aircraft had to return due to an oxygen failure. A second then turned back with one engine out and a further causing problems. On approach to the target the weather was clear and visibility good, allowing the 50 – 100 reported enemy fighters to clearly see the formation and pick out their targets. A mix of Me 109s and FW 190s swarmed the Americans in a determined and aggressive frontal attack, stragglers being picked off by a mix of Me 110s,  Me 210s and JU 88s bearing various markings. In an attempt to split the formation, a new type of weapon was used, ‘aerial bombs’ dropped from above the formation to explode in amongst the bombers. The shrapnel from exploding bombs simply adding to the incredible amount of explosives already facing the bomber crews on their long and what must have seemed slow progress to the target.

The attacks started long before the target was reached with two aircraft from the 306th going down. Approaching the city, the bombers faced flak that was both intense and accurate, many having to perform violent evasive moves to avoid being hit. Those inside the fragile B-17s being thrown about the fuselage like rag dolls. Crews reported that the resultant smoke was so intense that they couldn’t see where they were going and had to fly using their instruments instead of visually.

Once the bomb run was completed and all bombs dropped, the attackers returned and a further six bombers were seen to go down. Another two were also lost but in the chaos and mayhem that ensued, it was difficult for crews to establish just when that was. Numerous parachutes were seen, and it was too many to suggest there weren’t high casualties.

Despite all this, bombing was reported as ‘good’ with several principle buildings being set alight. Unfortunately though, no photographs were taken as the cameras were located on those aircraft that went down; of the remining ones they simply failed to function.

Of those aircraft that did return, two were so severely damaged that repairs took a further three weeks to complete. Another three were out of action for almost a week and a sixth landed away at RAF Coltishall its damage at the time unknown. The mission had been a slaughter.

Summer Challenges: The Epic ‘La Mesa Lass’

The early summer of 1943 saw extensive use of these new weapons to break up  the bomber formations. Stragglers and lone aircraft being far easier to attack and bring down that those offered the protection and security of a tight formation. Not wanting to forgo this protection, the B-17s were determined to remain together as long as they could. Rockets and aerial bombing by the Luftwaffe simply made this more challenging.

It wasn’t all one sided though. For on May 21st twenty-one aircraft were dispatched to Wilelmshaven as part of a much larger force of heavy bombers. During the attack the determination of the air-gunners paid off, with one B-17 crew, that of #42-29666 (La Mesa Lass) being credited with the shooting down  of eleven enemy aircraft, a record for the European Theatre.

The journey home for Lt. Robert Smith and his crew in ‘La Mesa Lass’ was one of great courage and determination. Over the target the aircraft was hit by flak knocking out two of the four engines. From there, until they were over the sea, they were relentlessly attacked by enemy fighters, as many as five at any one time, eventually losing a third engine. Now with little power and ‘down on the deck’ with fires repeatedly starting, all guns but the top turret ran out of ammunition. Shadowed by a Ju 88 waiting for the ‘kill’ co-pilot Lt. Robert McCallum climbed into the vacated turret and took aim. Giving a long burst, he became the only co-pilot in the Eighth Air Force to shoot down an enemy fighter.

Now barely flying, ‘La Mesa Lass’ was forced to ditch in the sea. The crew’s continued determination to ‘get home’ finally came to an end, and after a controlled ditching, all the crew managed to escape and climb into the dinghies where they remained for almost thirty hours before being picked up by the Royal Navy the following day.

Farewell Flight: The Death of Captain Raymond Check

On June 26th, 1943 Captain Raymond Check departed Thurleigh in ‘Chennault’s Pappy III‘ on what should have been an easy run – a milk run – to attack the German airfield in Tricqueville, France. As a farewell, Check’s old friend and commander, Lt. James Wilson, flew as pilot and the pilot, Lt. William Cassidy flew as waist gunner. Check sat in the co-pilot’s seat, his usual position in the aircraft.

Just seconds before bomb release, a canon shell ripped through the cockpit striking Check in the neck where it exploded decapitating him. A fire started in the cabin which Wilson tried putting out with his bare hands having removed his gloves just seconds earlier. With Oxygen now pouring into the cockpit it  quickly became an inferno. Wilson with little usable flesh beneath his elbow and in excruciating pain, tried to control the aircraft with what was left of his limb, all the time a further crewman tried to extinguish the fire with a small fire extinguisher. With his face and hands so badly burnt there was little skin left, Wilson fought on, when suddenly another shell struck the flares igniting them, setting off another fierce fire in the same confined space.

Cassidy, on hearing the alarm bell, made his way to the cockpit to be greeted by the most horrific sight imaginable. He tried to administer morphine to Wilson before passing him to a passenger medic on board who had joined them for ‘experience’.

Cassidy sat in the pilots seat next to the decapitated body of his co-pilot trying to avoid looking at him. With help from the navigator, Lt. Milton Blanchette – also on his 25th mission – he brought the badly damaged ship home to Thurleigh landing from the downwind direction so as to avoid Check’s waiting girlfriend and wife to be, a nurse, and the welcoming group setting up a party for Check.

In a matter of moments, what should have been a gloriously happy day turned to the most gruesome of events that would no doubt affect the lives of so many people for evermore.

Captain Raymond J. Check 423rd BS, 306th BG, killed June 26, 1943 on his 25th mission (IWM UPL 26584)

Visitors in the Wake of Tragedy; but The Cracks are Showing

The following day, a pre arranged visit occurred in which the British Foreign Secretary Anthony Eden; Lt. Gen. Jacob Devers (ETO Commander); Maj. Gen. Ira Eaker (USAAF Commander); Brig. Gen. Lonfellow and Brig. Gen. Armstrong were all given a tour of the airfield. Following such a dramatic event, the visit probably did little to lighten the mood at Thurleigh that particular afternoon.

Thurleigh’s transformation into a USAAF base began in 1942 bringing the 306th Bomb Group across the Atlantic, the first American unit to take the fight to occupied Europe from British soil. Their welcome was far from easy – mud, unfinished huts, and constant shortages made daily life tough, while their earliest missions were plagued by heavy losses and accidents. Captain Paul Adams’s aircraft was lost over Lille, Captain Raymond Check was brutally killed on his last mission and others returned shot full of holes. Yet through adversity, and a complete change in command, the Group hardened quickly, adapting tactics and strengthening their Flying Fortresses. By year’s end, the men of the 306th were tested, blooded, and ready for more.

The entire history can be read in Trail 65.

The last flight of Joe Kennedy and Wilford Willy – (RAF Fersfield).

/ Aviationtrails / 6 Comments

There has been much written about the young Kennedy, his life, his family and his death, but a lot of information around his death has remained ‘unknown’ for many years. Even today, the actual cause of his death is not clear and will probably remain so.

Joseph Kennedy Jnr was based at RAF Fersfield (originally RAF Winfarthing) in Norfolk (Trail 27), and had only been there a few weeks before he tragically died on August 12th 1944, whilst operating on secret operations. A tragic loss, this is the last flight of Joseph Kennedy and Wilford Willy from RAF Fersfield, Norfolk, England.

The Crew – Lieutenant Joseph Kennedy Jnr.

Joseph Kennedy was born July 25th 1915, Nantasket, Massachusetts, he was the eldest brother of eight siblings including John F. Kennedy. He was son to Joseph Patrick Kennedy and Rose Fitzgerald. Throughout his life he had been pressured into the political life by his father who had high hopes that his son would become the future President. Joseph Jnr wanted to please. As war loomed, Joe Kennedy Jnr rose to the challenge seizing his opportunity to become the ‘shining light’ of the Kennedy family.

The Kennedy parents instilled a desire to be competitive, to win and succeed and to be the best. This came out in Joseph during his time at both home and at school. The pressure on Joseph was enormous, and it was clearly evident throughout his short life.

Joseph lived in the shadow of his younger brother John, who would captain a PT boat in the Far East, and in Joseph’s absence, go on to become President of the most powerful nation on Earth. John was the brighter, the more determined of the two, and this caused friction between them. Joe always wanting to ‘out-do’ his brother persevered, but never seemed to quite make it.

It was this determination and rivalry that perhaps led Joseph to do what he did, to impress, to be the best and the ideal way he thought was as a war hero.

With a remarkable academic background behind him, Joseph Kennedy joined the U.S. Naval Reserves on October 15th 1941, reporting to the Naval Air Station (N.A.S.) at Jacksonville, Florida the following day. After several months of training he received his commission and on January 10th 1943 he joined a flying patrol squadron. In May he became a Junior Grade Lieutenant transferring to a bomber squadron in the following July that year. In 1944, on July 1st, he was promoted to Lieutenant United States Naval Reserve. His military life would last just over one month.

Joseph was posted to RAF Dunkeswell serving under the RAF’s Coastal Command. Flying a PB4Y he would carry out U-Boat searches over the Atlantic around the Bay of Biscay and the Atlantic. As he accumulated flying hours, he rarely came into any real danger, even when posted to cover the Allied invasion fleet over Normandy he rarely came into contact with any opposing aircraft or vessels.

Joseph Kennedy’s opportunity came when volunteers were asked for to undertake a special secret and dangerous operation. He jumped at the chance to be a hero.

Joseph Kennedy arrived at RAF Fersfield, Norfolk on 30th July 1944, where he was trained for two weeks.  On August 10th 1944, he wrote a letter home, it would be his last communication with his family. Joseph Kennedy was to become a pilot in operation Anvil, the Navy’s version of Aphrodite.

Lieutenant Wilford John Willy

Sadly, Lieutenant Wilford J. Willy (s/n: O-137078), has remained in the shadows probably because the status of Joseph Kennedy Jnr. A tragic loss nonetheless and no less an important one. Willy was born 13th May 1909, New Jersey. He enlisted in the Navy in 1928, gaining his Naval Wings on April 30th 1937, just two years after he had married his sweetheart, Edna C. Schaffery, the women he left behind. On advancing through the rank of Chief Petty Officer,  he was awarded Lower Grade Lieutenant (April 28th 1942) and two months later, on June 26th, he achieved the rank of Lieutenant. Willy served at a number of operational stations, including Pearl Harbour, before being posted to RAF Fersfield, in Norfolk.

Willy, now an expert in Radio Operations and procedures, became the Executive Officer of the Special Air Unit One (S.A.U.1), the rank he achieved when he took off with Kennedy on August 12th 1944.

Operations Anvil and Aphrodite.

Whilst Drone technology and research had been around as early as World War I, it was still relatively unchartered territory. However, radio controlled drones (modern name Unmanned Aerial Vehicles or U.A.V.s) were already being used with relative success for target practice by the RAF and USAAF during World War II. The ‘Queen Bee’ being one of many used by the RAF. The Germans had also been investigating drone and guided bomb use through examples such as the Mistel aircraft (the most successful being a combination of either a FW-190 or Me-109 mounted above a Ju 88).

Both the  USAAF and USN were undertaking secret trials into drone aircraft operations with the view of attacking the heavily defended and ‘impenetrable’ submarine and ‘V’ weapons sites across northern France . The aim, to stop, or at least reduce, the Nazi’s use of the V1, V2 rockets and the development of the new V3 canon.

Codenamed ‘Aphrodite‘ by the USAAF,  and ‘Anvil‘  by the Navy, they were two secret operations running side by side. The idea behind these operations, was to remove all excess equipment from war-weary B-17s and B-24s, fill them with explosives, such as the British Torpex, put in radio receivers so that the drone (baby) could be controlled by a separate aircraft (mother) and fly them into designated targets. A volunteer crew of two would take off, set the aircraft in flight and then bail out over the U.K. or English Channel, leaving the ‘baby’ in the control of the ‘mother’ aircraft. These would then fly, by remote control, to the target when they would be put into a dive destroying whatever they hit.

The controls of the B-17 . The arm linkage moved the control column in response to the radio controls. (credit USAF)

The idea was remarkable but not new, and the equipment whilst innovative for its day, was basic to say the least. In all the operations undertaken only one drone ever reached its target, and that was through more luck than skill.

‘Azon’ (from AZimuth ONly*1) controls had been used successfully on individual 500lb or 1000lb bombs, where the control box was attached to the rear of the bomb and controlled by the bomb aimer through a joy stick. Using two directional controls (left or right) he could direct a bomb very accurately onto a given point. The downside of Azon, was that range and fall had to be determined in the usual way by the bomb aimer, and could not be altered once the bomb had left the aircraft.

Azon had been used and proven in attacking bridges, railways and other longitudinal targets and was very accurate with a good bomb aimer. However, because of its limitations, it could only be used in one dimension and therefore was not capable a making a ‘baby’ take off.

Two aircraft types were identified for the project. Boeing’s B-17 ‘Flying Fortress’ and Consolidated’s B-24 ‘Liberator’. These once converted would be given new identifications BQ-7 (usually B-17Fs) and BQ-8 (B-24D/J). In each case it was deemed that two crew members would be needed to raise the ‘baby’ off the ground, partly because of the strength needed to pull back the control columns in these heavy bombers. Once airborne, they would climb to around 20,000ft, arm the Torpex, set the aircraft on a trajectory to the target, switch on the receivers and bail out.

About twenty-five  BQ-7s were modified, but it is not known accurately how many USAAF BQ-8s were converted. However, it is known that at least two naval PB4Y-1s (the naval version of the B-24 of which 400 had been converted from B-24 status – these were given s/n 31936 – 32335) were converted to BQ-8 standard; one of which was flown by Lt. Kennedy and  Lt. Willy on the 12th August 1944.

A number of support aircraft were needed for each mission. Prior to the attack a Mosquito XVI of the 653rd BS would photograph the target. Then the ‘baby’ would be accompanied by at least one fighter (either P-38 or P-51) incase the ‘baby’ lost control and had to be shot down, and for fighter escort; a ‘mother’ either a Lockheed Ventura or another B-17 modified to CQ-4 standard, and a photographic  Mosquito from the 8th Combat Camera Unit (CCU) to record in-flight behaviour. A post mission photo reconnaissance operation was carried out by the 25th BG at Watton to analyse the effectiveness of the bombing. It therefore took a lot of fuel, crew and aircraft to fly one drone to its target.

Because of the design features of the bombers, the USAAF looked into removing the cockpit to allow easy departure. The only aircraft that received this treatment was B-17F, “Olin’s 69’ERS” 42-30595 formally of 560BS, 388BG at Knettishall. It was never used on an Aphrodite mission  and was scrapped post war after being used for training in the open cockpit mode.  The BQ-8  (B-24) also had modifications made in the form of a widened hatch in the nose allowing for an easier escape from the aircraft. Once modified, the aircraft would have had all previous markings removed, and a special white or yellow paintwork applied to identify them from other bombers in the air. To assist the controllers in sighting the ‘babies’ whilst in flight, the aircraft were fitted with a smoke canister that would be ignited allowing the bomb aimer to see the aircraft as it began its dive. In addition to this, two cameras were fitted to some ‘babies’ that transmitted pictures to the mother or support ship. These pointed at the controls through the plexiglass, a revolutionary step forward in drone technology.

USAF designation system

A modified B-17 (BQ-7) with its canopy removed, this aircraft became a training drone. (Credit USAF)

In all, there were fifteen missions undertaken by the USAAF and USN, but none were to successfully hit their targets.  These included: Mimoyecques (Fortress); Siracourt (V1 Bunker); Watten (V2 Bunker); Heligoland (U-boat pens); Heide; Le Havre (docks); Hemmingstedt (oil refinery); Herford (marshalling yard) and Oldenburg (Power station). Both the operations and entire programme were cancelled only a few months after the Kennedy/Willy mission.

The last flight.

At RAF Fersfield, on August 12th 1944, Lieutenants Joseph Kennedy Jnr. and Wilford J. Willy, both of the S.A.U. 1 of the Fleet Air Arm Wing Seven, boarded their converted B-24 Liberator, s/n 32271 (ex USAAF B-24J 42-110007)*2 and began their preflight checks. The aircraft was filled with 21,270lbs of explosive. At 17:55 and 17:56 two Lockheed Ventura ‘mother’ aircraft took off, followed by a further navigation aircraft and then the ‘baby’ at 18:07. The ‘baby’ climbed to 2,000 ft, the two ‘mothers’ 200 feet higher and slightly behind. They were joined by two Mosquitoes, one for monitoring the weather, and the second, a USAAF F-8, to photograph the ‘baby’. This aircraft was flown by pilot Lieutenant Robert A. Tunnel and combat camera man Lieutenant David J. McCarthy. There was a further B-17 relay ship, a P-38 high altitude photo reconnaissance aircraft and five P-51 Mustangs to provide fighter cover.

The group set off toward the target at Mimoyecques , Northern France. They were to fly south-east toward the Suffolk coast, then turn south and head toward the target. Once level and stabilised, Kennedy and Willy handed over control to one of the ‘mother’ ships Then they reached the first control point (CP) at which time the group began to turn south; the ‘mother’ controlling the ‘baby’. Shortly after the turn was completed (about two minutes) Kennedy was heard to give the code “Spade Flush“, then at that 18:20 the ‘baby’ disintegrated in what was described as “two mid-air explosions” and a “large Fireball”.*4 The explosion, spread debris over a large area of the Suffolk countryside killing both crew members instantly. The following Mosquito also suffered damage and minor injuries to its crew. Following the explosion, all the aircraft were ordered back to base and the crews debriefed.

Many months (and indeed years) of investigations followed, but no firm conclusions could be drawn as to the precise cause of the explosion that ripped the aircraft apart. A number of speculative theories were drawn up, but the most plausible is that the electronic arming system was faulty, and when Kennedy or Willy, flicked the switch, an electronic short occurred that caused the bombs to detonate. Oddly the film that was in the following Mosquito has never been seen or made public – if indeed it was filming at that time.

The cause of death of both Joseph Kennedy and Wilford Willy still remain a mystery to this day, the secrecy behind one of the world’s worst explosions remaining locked away in archives.

Joseph Kennedy wanted to be a hero. He wanted to be talked about as the one who achieved and outshone his brother. Sadly, this dream cost him his life.

Page 1 of August 23, 1944 condolence letter to the parents of Lt. Joseph Kennedy, Jr.,

The letter sent to the Kennedy’s after Joseph’s death.*3

Page 2 of August 23, 1944 condolence letter to the parents of Lt. Joseph Kennedy, Jr.,

The letter sent to the Kennedy’s after Joseph’s death.*3

This fateful mission and its two crew members are remembered across the world. In France, the Mimoyecques museum contains a memorial honouring both pilots, and their names are carved in the Tablets of the Missing at the American Cemetery, Madingley, Cambridge. Kennedy has a ship the Destroyer ‘USS Joseph P. Kennedy Jr.’ DD850 named after him, and this is now a museum in Battleship Cove, Fall River, Massachusetts. Both aviators were awarded the Naval Cross posthumously,

joe kennedy

Lieutenant Joseph P Kennedy Jr, USNR, appears on the Wall of the Missing at the American Cemetery, Madingley, Cambridgeshire.

Lieutenant Jospeh P. Kennedy Jnr had no dependents but Lieutenant Wilford J. Willy left a widow and three children.

Sources and further reading.

*1 Azimuth being the clockwise horizontal angle from a given point (usually North) to a second given point.

*2 ‘US Navy and US Marine Corps BuNos, Third Series (30147 to 39998)‘  Joe Baugher, accessed 20/8/15

*3 Photos taken from ‘A People at War‘  Archives.Gov, Accessed 20/8/15

*4 Elgood, P., ‘Crisis Hunter: The Last Flight of Joseph P. Kennedy Jr.’ Columbia Point, 2014, pg 45, 65,

For a list of USAAF drones and pilotless missiles, see the Directory of US Military Rockets and Missiles website.

For the details on Drones see Wikipedia.

For more information and types, see Mistel aircraft, on Wikipedia.

July 30th 1944 – Loss of Lancaster PB304 – 106 Squadron.

/ Aviationtrails / 2 Comments

On Sunday July 30th 1944, Lancaster PB304 from 106 Squadron RAF Metheringham in Lincolnshire, crashed with the loss of all on board, along with two civilians, in Salford Greater Manchester.

Lancaster PB304, was a MK.III Lancaster based at RAF Metheringham in Lincolnshire, flying under the squadron code ZN-S. It was tasked to attack enemy strong points at Cahagnes in the Normandy battle zone following the Allied invasion in June.

The early briefing at 04:00 was not a welcome one, many men having been out the night before following a stand down order due to bad weather and heavy rain over the last two days. On board that day was: F/L. Peter Lines (Pilot); Sgt. Raymond Barnes (Flt. Eng.); F/O. Harry Reid RCAF (Nav.); F/O. John Harvey Steel (Air Bomber); Sgt. Arthur William Young (W.O/Gunner); Sgt. John Bruce Thornley Davenport (Mid-Upper Gunner) and Sgt. Mohand Singh (Rear Gunner)*1.

The operation, code-named Operation Bluecoat, would involve attacking six specific targets, each one identified to assist a forthcoming offensive by British land forces in the Normandy area.

After all the ground checks were completed and the signal given to depart, PB304 began the long taxi to the runway, take off was recorded as 05:55, but it is thought that this was ten minutes early with the first aircraft (ND682) departing at 06:05. Once in the air, the aircraft formed up alongside twenty other 106 Sqn aircraft,  meeting with a smaller formation from 83 Sqn at Coningsby before joining the main formation.

The weather remained poor with heavy cloud blanketing the sky between 5,000 and 10,000 feet, as the 183 Lancasters from No. 5 Group and one Mosquito headed south toward the Normandy coast.

With further poor weather ahead, signals were beginning to come through to abandon the mission and return to base, but communication between aircraft was garbled and difficult to understand, it may have been as a result of German interference broadcasting messages over that of the master bomber. The order to abort finally came through just after 08:00 even though some of the formation had released bombs on target indicators (TI) dropped by the Pathfinders. Smoke was by now mixing with the low cloud causing more confusion and difficulty in identifying the primary targets. Not all aircraft understood the message however, and many continued circling in the skies above Cahagnes. To make a difficult situation even worse, there was by now, an  approaching formation of over 450 American A-20s and B-26s along with just short of 260 P-51 and P-47 escorts on their way to France; the sky was full of aircraft in thick cloud and was an accident waiting to happen.

Difficult communication continued, some aircraft were seen disposing of their bomb loads over the Channel, whilst others retained them. Various courses were set for home, but with many airfields closed in by low cloud, alternatives were gong to be needed and alternative courses were issued to the returning bombers of each squadron.

106 Sqn were ordered to fly north along the western coast, passing over Pershore and on to Harwarden near Chester, before turning for home. The messages coming through continued to be misheard or misunderstood with several aircraft landing at either Pershore, Harwarden or Squires Gate at Blackpool. Gradually all aircraft managed to land, whether at home at Metheringham or at away airfields. Patiently the Metheringham staff waited, nothing had been heard from PB304 and they could not be contacted on the radio – something was wrong.

Precise details of the accident are sketchy, but an aircraft was seen flying low and in some difficulty. It passed low over Prestwich on the northern edges of Manchester, where it was later seen engulfed in flames. It twice passed over a playing field, where some suspect F/L. Lines was trying to make a crash landing, but this has not been confirmed. At some time around 10:10 -10:15 the aircraft came down resulting in a massive explosion, a full bomb load and fuel reserves igniting on impact. Many houses were damaged in the explosion with one being completely demolished.

As a result of the accident, all seven of the crew were killed along with two civilians, Lucy Bamford and George Morris, as well as, what is believed to be, over 100 others being injured all to varying degrees.

PB304 was the only aircraft lost that night, in a mission that perhaps with hindsight, should not have taken place. The poor weather and difficult communication playing their own part in the terrible accident in Salford on July 30th 1944.

RAF Metheringham

The Memorial at Metheringham pays tribute to all those who flew with 106 Sqn.

Notes and Further Reading.

*1 Operational Record Book AIR 27/834/14 notes Sgt. Young as Sgt. A.L. Young.

A book written by Joseph Bamford the Grandson of Lucy who was killed that night, was published in 1996. “The Salford Lancaster” gives excellent details of the crew, the mission and the aftermath of the accident, published by Pen and Sword, it is certainly worth a read for those interested in knowing more about the incident.

Carter. K.C., & Mueller. R., “Combat Chronology 1941-1945“, Centre for Air Force History, Washington D.C.

Freeman. R., “Mighty Eighth War Diary“, Jane’s Publishing. 1980

RAF Narborough – ‘The Largest Aircraft Base of the First World War.’ Part 2

/ Aviationtrails / Leave a comment

In Part 1, we saw how Narborough was established as a Night Landing Ground, and how the RNAS passed it onto the RFC to train pilots in aerial combat at great rick. In Part 2, that rick continues and so does the development of the aerodrome to the point it becomes the largest aircraft based airfield in Norfolk.

All Saints Church Narborough, Norfolk

2nd Lt. Allen Ingham Murphy, killed March 30th 1917 ‘in an aeroplane accident’.

These departures left only the reserve squadrons at Narborough, and it wouldn’t be long before they too suffered causalities. The first of these to lose a valuable pilot was 50 Reserve Squadron on March 30th 1917. A young Canadian, not yet out of his teens, 2nd Lt. Allen Ingham Murphy, was killed when his Armstrong Whitworth F.K.8 ‘A2720’ stalled whilst turning after take off. 2nd Lt. Murphy was the first of many casualties from the units that year – training young pilots was not getting any easier.

April saw the arrival of yet another of the Reserve Squadrons, with 64 Reserve Squadron (RS) being posted in from Dover (Swingate Down) in mid April. Another of the training units they would also bring RE8s, Avro 504s Nieuport 17s, BE2s and Shorthorns.

All Saints Church Narborough, Norfolk

Lt. Hubert J. Game, All Saints Church Narborough.

A second tragic accident on June 8th 1917, showed how fragile these aircraft could be. Lieutenant Hubert John Game  was attempting a loop when he got into difficulty and ended up in a steep dive. Trying to pull the aircraft – a BE2 (A2794) – out of the dive was too much for its fragile structure and it suffered a catastrophic wing failure, both wing extensions breaking away leaving the aircraft uncontrollable. Lt. Game was originally a Lieutenant in the Royal Field Artillery (RFA) and was attached to 53 (Training) Sqn RFC at Narborough, when he was tragically killed. He was also the younger brother of Air Vice-Marshal Sir Philip Woolcott Game, and was just 26 years old at the time of his death. He is another one of those whose grave lays a short distance away from the site of Narborough airfield.

Many of those who joined up to fight had jobs or were celebrities in their own field. Many famous actors went on in the second World War to have successful military careers, and many sports personalities also performed admirably. At Narborough, 2nd Lt. William Smeeth was a  22 year old who transferred into the RFC from the 9th Battalion Royal Irish Rifles. Before the war he attended the Loretto School (a prestigious boarding school whose building dates back to the 14th Century, and was founded in 1827 thus claiming to be Scotland’s oldest) from 1909 to 1913, and was a player in the Loretto XI. Considered a “fine, slow, left-handed bowler”, he was wounded in France and posted to Narborough as a flying instructor. On 17th July 1917 he was flying an Avro 504B (A9975) which was struck, whilst landing, by an A.W. FK8 which was taking off at the same time. In the accident Smeeth was killed, and he remains the only military grave in his home town of Bolton Abbey in the Yorkshire Dales.*6, 7

The inherent danger faced by trainees was made no more obvious once again on October 29th, when two more aircraft, both from 50 RS, were lost in separate accidents. The first an Armstrong Whitworth FK.8 (A2730) side slipped during a turn and nose dived into the ground killing both crewmen, 2Lt. Norman Victor Spear (aged 29) and Air. Mech. 1 Sidney Walter Burrell (age 22).  The second aircraft, also an Armstrong Whitworth F.K.8 (B219) spun off a low climbing turn also killing its pilot 2Lt. Laurence Edward Stuart Vaile (aged 23). It was indeed a black day for 50 RS and a stark reminder to the trainees.

All Saints Church Narborough, Norfolk

2Lt. Laurence Edward Stuart Vaile, killed ‘in an aeroplane accident’ August 29th 1917.

In October and December 1917 two more units bolstered the numbers of personnel at Narborough. Firstly, 1 Training Squadron was reformed here on October 1st, whilst 83 Sqn, born out of 18 (Reserve) Squadron (RS), arrived at Narborough two months later, both these bringing a range of aircraft that they quickly swapped for FE.2bs. 83 RS had previously been based at Wyton commanded by Major V. E. Albrecht and were one of the first units designated a Training Squadron Station rather than Training Depot Station.

83 Squadron had only been formed in January that year and within three months of their arrival here, would be on the front line at St. Omer  attacking enemy troop concentrations, attempting to stem the early German spring offensive.

The occurrences of all these tragic accidents was becoming so frequent, that one instructor, Capt. W.E. Johns, creator of ‘Biggles‘, later cited spies as the cause of many ‘accidents’ – claiming that they had tampered with the machines causing the deaths of the crews on board. Johns, himself having written off many machines, believed Americans with German sounding names were to blame for aircraft breaking up in mid-air or crashing at the bottom of loops. More likely however, the fault lay with over exuberant or simply poorly trained recruits.

Like most airfields, there were those locals who disliked the presence of the military and their new flying machines on their doorstep, and there were those who welcomed them into their villages and homes with open arms. Narborough was no different and there are many tales of interactions between military personnel and the local civilians.

The nearby Narborough Hall opened its doors to wounded brought in the from the fields of Flanders, whilst local people, in conjunction with airfield staff, held money raising events to help with food shortages. The local hostelries were frequented by personnel from the airfield, and friendly sports events were held between civilian and military teams. On some days, flying events were put on to display the aircraft and the skills of the pilots training with the RFC. Many came to watch in awe whilst others complained about low-level flying disturbing livestock, and pilots making a nuisance of themselves in the villages; others complained about the speeding lorries that brought in both supplies and men.

In early 1918 a year after the United States declared war, airmen of the 20th, 24th and 163rd U.S. Aero Squadrons were brought into Narborough and attached to 121 Sqn which had just formed in the opening days of the year. Whilst using a variety of aircraft, the backbone of the squadron was the DH 9, an aircraft they used until their departure to Filton in August and eventual disbandment.

As a unit set up to train the Americans, times were hard and often relationships were strained, the cold British winter weather being a substantial change from the hot climate of Texas from where many originated. These units, once here, were spread far and wide, amongst other squadrons across the UK; their Campaign Hat, a broad-brimmed, high-crowned hat, becoming synonymous with their presence.

There would be no let up in the movements in and out of Narborough. 1918 would see yet more arrivals in February with 26 Training Squadron (TS) and 69 Training Squadron (TS)  both units being posted in during that month. Flying a mix of Henry Farman models, the two units would leave Narborough in August to form 22 Training Depot Station in Gormanston, Ireland. Whilst here in Norfolk though, they would carry out training duties, honing their skills alongside the already present training units and the newly arrived Americans.

As time passed, the angst between the US and RFC staff began to mellow. The initial feeling of US personnel having a much more ‘laid back’ approach to rank and uniform being extremely distasteful to the more rigid RFC officials. By the time they were to leave though, relationships had matured and their sad departure ended what had become a generally happy association between them all.

The last months of the war saw no let up in training either; keen to join the RFC young men continued to join up and train to fly. In mid February 1918, two 18 year old boys were perhaps fulfilling a dream when it all went tragically wrong. Flying a DH.4 (B2121), 2Lt. John Fyffe Shaw and 2Lt. Charles Arkley Law of 26 Training Squadron, were both killed after their aircraft’s engine failed causing it to stall and then nose dive with dire consequences into the ground.

When crews arrived at the scene the throttle was found only half open, suggesting the aircraft had stalled during the low level right-hand turn they were performing. Insufficient fuel would have starved the engine leading to it cutting out and causing the resultant crash. Both airmen were from Scotland, Shaw from Dundee where he remains, and Law was from Edinburgh – he remains buried in Narborough.

All Saints Church Narborough, Norfolk

2Lt. Charles Arkley Law killed after his engine failed and the aircraft stalled.

In a major reforming of the military structure on April 1st 1918, the RFC and RNAS were finally amalgamated officially forming the Royal Air Force, a major turning point in the history of the force as it is today. To reflect this, RFC Narborough also took on the new name RAF Narborough, but a mere name change wouldn’t stop the intense work from going on as usual.

As the summer approached and the weather improved, so too did the relationship between the various nationalities. The American’s arrival at Narborough was now matched by the arrival of some thirty or more women of the Women’s Army Auxiliary Corps (WAAC)*2 – which along with the Women’s Naval branch (WRNS) and Women’s Legion, formed the Women’s Royal Air Force (WRAF) on April 1st. Many of these women performed roles in admin sections of the Air Force, telephonists, catering and personal duties whilst some entered the more technical roles, parachute packing, riggers, mechanics and carpenters. By the war’s end, Narborough would have in excess of 100 female personnel working at its site.

On September 12th 1918, 55 Training Depot Station – who originally formed at Manston when 203 Training Depot Station (TDS) was renumbered – arrived here also to carry out training duties. A large number of these training Depots existed at that time and continued on to the war’s end. Like other training units 55 TDS also flew a large range of aircraft types; B.E.2e, D.H.4, 6, and 9, Avro 504j and k and S.E.5a.

All Saints Church Narborough, Norfolk

The Plaque at All Saint’s Church Narborough, honouring those who served at Narborough.

This latest squadron to join the many arrived during a time of major redevelopment not only of the site, but the training units as well. Narborough with such a huge influx of staff was now developing new accommodation buildings, hangars and work space. Electricity supplies were at last being installed, new roads created to get men and supplies around the site much quicker and a new hangar, The ‘Red hangar’ – due to its red brick construction – was added near to Battles  Farm. The site had become so big now that it was one of just a few considered for homing the new enormous Handley Page Bomber the V/1500 which was capable of bombing Berlin. But like both Sedgeford and Pulham that decision went elsewhere, to Bircham Newton, with its more suitable and stable soils and long term development potential.

Whilst no V/1500 was ever stationed at Narborough, Capt. J. Sinclair of 166 Sqn Bircham Newton, did land one on the site proving that it could be done and that Narborough airfield was more than able to cater for its needs. However, the aircraft never made the flight to Berlin,  the Armistice being called just before the operation was planned to go ahead.

In November 1918, the war finally ended. After 4 and half years of brutal warfare, millions had died, a small fraction of those killed had been either based at, or passed through, RAF Narborough in their training.

Then, after the news of the cessation of conflict, the big reduction in manpower and machines would begin. As units began to arrive home from France they were quickly disbanded. At Narborough, several of these arrived as cadres, No. 64 (14th February), No. 56 (15th February)and No. 60 (20th February) where upon they joined 55 Training Depot Station to see out their last few months of existence.

Despite this, training continued on, but with less urgency than before. The arrival of one (Sir) Alan Cobham went rather unnoticed, just another instructor to train those stationed here. His focus was on those who struggled to achieve the status of ‘pilot’ for whatever reason – whether it be lack of ability or just through lack of ambition. He remained at Narborough until February 1919 at which point, like so many others, he was demobbed and returned to civvy street.

With flying restrictions now lifted, Cobham teamed up with brothers Fred and Jack Holmes forming their own Aviation Tours company buying an ex RAF Avro 504K, a car and some petrol. He soon added to this a second 504K (G-EAKX and G-EASF) with which they created the famous ‘Cobham’s Flying Circus‘, performing daring barnstorming shows across the country.

In 1921, with the great depression, he began to work for an aerial photographic company and air taxi firm, this led him on to long distance travel, becoming known as “the King of the Taxi Pilots“.*8

Cobham went on to have an incredible aviation life, pioneering both long distance flight and aircraft technology. He made civil aviation more accessible and popular to the masses his influence on aviation going far beyond the training of RAF pilots.

With the war over it was now time for harsh decisions. The monetary and human cost of the war had been astronomical and the military were now no longer the favour of the Government. A new restructure and decommissioning of vast quantities of military equipment was on the horizon. In one small gesture in March 1919, 55 Training Depot Station were disbanded only to be renamed 55 Training Squadron, this simple move brought it inline with other training units of the same designation.

The four units who arrived at the end of 1918, would now one-by-one disband or move on elsewhere to disband; 56 departing to Bircham Newton on December 30th where it disbanded a month later; 60 followed in January only to disband before the month was out, and 64 ended its days on New Years Eve 1919 at Narborough. With that, its days now over, Narborough was deemed surplus to requirements and with the disbandment of the recently renamed 55 Training Squadron, on New Years Eve, the airfield was unceremoniously closed for good.

The post war years saw the closure of many other war time airfields like Narborough. But unlike its sister station RAF Marham a mile or so away, it would remain closed.  For over a year the site remained unoccupied and unused, and the usual vandalism began to take its toll. Machinery, tools and even scraped aircraft remained on site for enthusiastic youths to make their playground. Then in 1921, the buildings and contents were all sold off in a two day event over 2nd and 3rd February, in what was considered to be one of the biggest auctions in Norfolk: some of the items going to local farmers, other for small industrial units, some to schools and the like; Narborough was now scattered to the four corners of the county. The remainder of the site was sold to the farmer and it quickly returned to agriculture, a state it remains in today.

Some of the original buildings are reputed to have existed for many years, even to the present today, (a car show room in Cromer, a furniture warehouse in Terrington-St-Clement and a nearby hut at Setch) whether they still do, is difficult to ascertain, but most have long since succumbed to age, their inevitable deterioration and eventual demolition. In 1977 the last hangar on the airfield, a hangar known as the ‘Black Hangar’ was demolished after severe gales took the last sections of roof. With little option but to pull it down, it was removed leaving little trace.*2 The last full building on site, known as the ‘Racket House’ after personnel used it to play squash, burnt down in 1995, and with that the last trace of the airfield was wiped away.

Narborough itself having no hard runways or perimeter tracks has long since gone. A small memorial has been erected by the Airfield Research Group who are part of the Narborough Local history Society, aiming to promote and preserve the memory of RFC/RAF Narborough; a memorial plaque also marks the graves of those who never made it to France, and the small Narborough Museum & Heritage Centre holds exhibits of 59 Squadron in the local church.

During the First World War some nineteen Victoria Crosses were awarded to members of the RFC/RAF, of those three had passed through Narborough. Several famous individuals also cut their teeth at Narborough, and some went on to achieve great things in the aviation world. Many trainees lost their lives here, but many became successful pilots seeing the war out alive.

Significant not only in size, but in its history, Narborough has now been relegated to the history books. But with the dedication and determination of a few people the importance and historical significance of this site will hopefully continue to influence not only the aviators of tomorrow, but also the public of today.

Updated memorial August 2021

The Narborough memorial which sits at the entrance to Narborough airfield. It was refurbished after the original was struck by a vehicle.

After Narborough, we head east once more toward Swaffham. After turning off the main A47 we come across another American airfield. In the next part of this trip we visit the former RAF Attlebridge.

The full story of Narborough can be read in Trail 7 – North West Norfolk.

Sources and further reading (RAF Narborough)

National Archives: AIR 27/554/1; AIR 27/558;

*1 Fleet Air Arm Officers Association Website accessed 14/6/21

*2 Narborough Airfield Research Group “The Great Government Aerodrome” NARG, 2000

*3 RAF Museum Story Vault Website accessed 14/6/21

*4 Letter from 2/AM C. V. Williams from 59squadronraf.org.uk

*5 On May 31st 1917, all RFC ‘Reserve Squadrons’ were renamed ‘Training Squadrons’.

*6 “Loretto Roll of Honour 1914-1920” National Library of Scotland digitised copy. accessed 17/5/25 via Google books.

*7 Renshaw, A., “Wisden on the Great War – The Lives of Cricket’s Fallen 1914 – 1918“. Bloomsbury. 2014

*8 Gunn. P., “Flying Lives with a Norfolk Theme“. Gunn. 2010

The book “The Great Government Aerodrome” is an excellent publication about the history of Narborough and contains a great many photos and personal stories of those who knew Narborough. It is well worth a read.

RAF Narborough – ‘The Largest Aircraft Base of the First World War.’ Part 1

/ Aviationtrails / Leave a comment

At the turn of the last century, flying was in its infancy, and airships formed the main threat from an enemy. Aeroplanes were fragile, slow and cumbersome and those that flew them, risk death at every turn with no means of escape.

As aircraft developed and those in high ranking positions finally saw their potential, production went into overdrive, but there was a greater need, the need for those to fly them.

In Norfolk, the threat from airships was very real, and so many new airfields sprung up to defend the British Isles from these roaming menaces. One such airfield, became the largest of them all, a huge site of 900 acres it dwarfed all other aircraft based airfields, and yet, it failed to last beyond the war.

In this part of Trail 7, we head to modern day RAF Marham, for on its fringes lie a field of forgotten heroes who gave their all during the First World War. We look at RAF Narborough.

RAF Narborough

Originally constructed as the largest aircraft base of the First World War, Narborough Airfield in Norfolk has been known by a variety of names over the years: Narborough Aerodrome, RNAS Narborough, RFC Narborough, and later RAF Narborough. However, the most unofficial — and arguably the most evocative — title, ‘The Great Government Aerodrome’, offers a sense not only of its vast scale (spanning over 900 acres), but also of the diversity of aircraft and personnel stationed there. Initially operated by the Royal Naval Air Service (RNAS), the site later came under the control of the Royal Flying Corps (RFC), and eventually the newly-formed Royal Air Force (RAF), with each change of name reflecting the evolving structure and ownership of Britain’s early air services.

Records show that the site at Narborough had military links as far back as 1912, in the year that the RFC was established when both the Naval Air Organisation and the Air Battalion of the Royal Engineers were combined. Unfortunately, little exists to explain what the site was used for at this time, but it is thought that it was used by the army for training with horses and gun carriages. In later years, it was used as a base from which to counteract the threat from both the German Zeppelin and Schütte-Lanz airships, and also to train future pilots of the RFC and RAF.

Narborough’s history in these early days is therefore sketchy, few specific records exist as to the many changes that were taking place at this time particularly in relation to the development of both the RNAS and the RFC.

However, Narborough’s activities, and its history too, were no doubt influenced on July 1st 1914, when the name RNAS Narborough was officially adopted, and all Naval flying units of the RFC were transferred over to the control of the Navy. A major development in the formation of both forces, there were at this point, a total of: 111 officers, 544 other ranks, seven airships,  fifty-five seaplanes (including ship-borne aircraft) and forty aeroplanes in RNAS service.*1 Some of these may well have seen service at Narborough at this point.

Narborough’s first interaction with flying occurred when a solo flyer – thought to have been Lt. F. Hodges in an Avro 504 *2 – touched down on farmland near to Battles’ Farm in the Autumn of 1915. Neither the pilot, the aircraft type nor the purpose of the landing can be substantiated, but it may well have been the precursor to the development of an airfield at this site.

The airfield itself was then developed, opening early that year (1915), on land that lay some 50 feet above sea level. It sat nestled between the towns of Kings Lynn (10 miles), Swaffham (5 miles); and Downham Market (9 miles), and a mile or so away from the small village of Narborough. A smaller aerodrome would, in 1916, open literally across the road from here, and at 80 acres, it would be tiny in comparison. However, over time, it would grow immensely to become what is today’s RAF Marham, an active airfield that has matured into one of the RAF’s top fighter airfields in the UK.

So by mid 1915, Narborough’s future had been decided, designated as a satellite station to RNAS Great Yarmouth, (itself commissioned in 1913) it was initially to be used as a night landing ground for those aircraft involved in attacks on enemy airships, the most likely reason for its location. No crews were permanently stationed here at the time however, ‘on-duty’ crews later being flown in to await the call to arms should an airship raid take place over East Anglia.

This first arrival of an aircraft in August 1915, led to the site being kept in use by the RNAS for the next ten months. During that time, aircraft of the Air Service would patrol the coastline around Norfolk, using aircraft mainly from Great Yarmouth along with a series of emergency landing grounds including Narborough. The threat from German airships at this time being very real. These landing grounds were strategically placed at intervals along the coastline with others more inland, these included: Aldeborough, Burgh Castle; Covehithe; Holt and Sedgeford all of which combined to make North Norfolk one of the densest regions for airfields at that time. But, and even with all these patrols, the roaming airships that made their way across the region had little to worry about as many of the fighter aircraft used could neither reach them at the higher altitudes nor locate them in poorer weather.

However, as a night landing ground, little activity would directly take place at Narborough (there are no recordings of airship sightings from Aircraft using the airfield) and so after a dormant ten months, the RNAS decided it was surplus to requirements and they pulled out leaving Pulham the only ‘in-land’ station larger than Narborough open in Norfolk at that time.

The future of Narborough could have so easily ended there, but even as closure plans were made, its future was still relatively secure, and it would not be long before a new user of the site would be found. Discussions were already in hand for the RFC to take over, provided the land owners’ permitted it! Luckily they did, and soon fifty acres of rough terrain and a small number of canvas flight sheds were theirs. As for staff accommodation, there was none, so when 35 Sqn arrived at the end of May 1916, Bell tents and make shift accommodation had to be erected by the personnel, in order to protect themselves from the harsh Norfolk elements.

With the First World War raging across the fields of Flanders, the demand for aircraft and trained crews grew rapidly. These new flying machines were evolving swiftly into lethal weapons and highly effective reconnaissance platforms, capable of identifying enemy positions and directing artillery fire with increasing accuracy. To meet the urgent need for trained airmen, hurried training programmes were established, and Narborough soon became a vital preparation ground for budding pilots.

Training, by any standard, was rudimentary. Recruits were required to pass a series of written examinations, followed by up to twenty hours of solo flying, a number of cross-country flights, and two successful landings. Added to this was a fifteen-minute flight at 8,000 feet, culminating in a dead-stick landing — that is, returning safely to earth with the engine cut. It was, in truth, barely enough experience for what lay ahead in the violence of aerial combat.

Like many newly established stations, Narborough was designated as an RFC training site — officially known as a Training Depot Station — joining a growing network of such facilities across Norfolk, Suffolk, and Lincolnshire. Their primary role was to prepare pilots for the rigours of air combat, with instruction in dog-fighting, aerobatics, cross-country navigation, and formation flying.

With the arrival of the RFC came immediate expansion. Additional acreage was acquired that same year, extending the airfield westward beyond the area already occupied by the RNAS, bringing it close to the present-day boundary of RAF Marham. As was often the case with wartime construction, adjustments to the local infrastructure were necessary. A road that once bisected the site was eventually closed to accommodate the growing airfield footprint.

RFC Narborough from the air 1917. @IWM (Q 111416)

So, it was during June 1916 that the first RFC squadron would make use of Narborough as an airfield, 35 Sqn transferring over here from Thetford with Vickers FB.5 and FE.2bs. disposing of their D.H.2s and Henry Farman F.20s in the process. Within two months of their arrival, the nucleus of the squadron would then be used to form a new unit, 59 Sqn, who were also to be stationed here at Narborough (under the initial temporary command of Lieutenant A.C. Horsburgh) with RE8s. On the 16th August, Horsburgh would take on a new role when the new permanent commander Major R. Egerton, was transferred in. It would be he who would take the unit to France the following year and command until his death in December 1917.

During their time here, these daring young trainees, many whom were considered dashing heroes by the awe-inspired locals, would display their skills for all who lined the local roads to see. As these eager young men quickly learned though, flying was not always ‘fun’, and the dangers of the craft were always present, many with dire consequences. Accident rates were high and survival from a crash was rare, even ‘minor’ accidents could prove fatal. All Saints church yard at Narborough, pays testament to their dangerous career with fourteen of the eighteen military graves present being RFC/RAF related.

The initial drive for both these squadrons was to train pilots in the art of cavalry support, using advanced pilot training  techniques. This included being able to send Morse code messages at a rate of six words per minute*2 whilst flying the aircraft over enemy territory – certainly no mean feat.

Deaths on and off the airfield were commonplace and not all aviation related either. During late June 1916, one of the Air Mechanics of 59 Sqn, Charles Gardner, suffered a heart attack and died, just one day prior to the official formation of his squadron. Whilst not considered to have been directly related to his role, his loss saw the beginning of a string of deaths in August that would set the scene for the coming months.

The first of these was another thought to be, unrelated aviation death, although whether or not Corporal Patrick Quinn was on duty at the time is unclear. He died on August 18th, whilst riding his motorcycle in the vicinity of the airfield, the narrow Norfolk roads catching him unaware. Then, just two days later on August 20th, the first of many fatal air accidents would occur.

In this instance, one of 59 Sqn’s pilots, Lt. Gordon William Hall, was killed when the DH.1 (4631) he was flying, side-slipped on approach to the airfield crashing into the ground as a result. A Court of Inquiry (87/8413) concluded that the aircraft had been “banked too steeply” and that the pilot had put the aircraft into a dive that made it uncontrollable. A verdict therefore of ‘accidental death‘ was subsequently recorded against Lt. Hall.*3

A mere eight days later, it was the turn of 35 Sqn to suffer its first fatality and in a not too dissimilar accident. On the 29th, an Armstrong Whitworth F.K.3 (6201), was written off after it too side-slipped and dived following a slow turn. The Pilot, Air Mechanic 1st Class  Moses Boyd, was tragically killed in the accident flying an aircraft that was based at Thetford but undertaking a training exercise here at Narborough. His Court of Inquiry (Ref. 87/4971) on 9th September 1916)*3 , summated that it was a “Flying accident. Turning having lost flying speed”. By now, the dangers of flying were becoming all too apparent and with another two deaths before Christmas, the glamour of flying was quickly becoming tarnished.

However, despite these accidents, young men continued to arrive at the airfield for training, but the large influx of personnel did not mean it was at all a glamorous place to be.

As a training ground, accommodation was basic to say the least, Narborough being described by one trainee as a “desolate, God-forsaken place“*4. Quickly realising the problem, the authorities, began to erect new buildings not only for personnel accommodation, but for training and maintenance roles as well. In response, a total of six permanent hangars, probably RFC General Service Flight Sheds, were erected by the design company and builders Boulton & Paul, three each side of the main road. The Boulton & Paul company based at Norwich, would go on to design and build many aviation related products including the famous ‘Defiant’, a turreted fighter of World War II.

With continued expansion over the next two years, up to 150 buildings would eventually be built on the site, a mix of technical, administrative and accommodation. This on going process of construction and development would, by the end of the war, see some 1,000 personnel based here at Narborough – a number comparable with many modest Second World War airfields.

Narborough wasn’t the only airfield being developed in the immediate area though. Next door, across the road, the new RFC Marham was opening, a much smaller site, that sat in the centre of what is now modern day RAF Marham. Why the two were put so close together is anyone’s guess, but Marham quickly became the home and headquarters to ‘C’ Flight 51 Squadron. The remaining two flights of the squadron being based at both RFC Mattishall and RFC Tydd St Mary.

Marham opened for business in September 1916 and one of those who would be stationed here was Major A.T. Harris, later ‘Bomber Harris’ of Bomber Command fame. He was in command of 191 Night Training Squadron, and took part in many flights from the airfield. Marham, like Narborough, would eventually close at the end of the war in the huge disarmament programme of the immediate post war years. But, unlike Narborough, it would be reborn in the expansion period of the 1930s and grow to what it is today.

There was a good relationship between the two stations, with plenty of rivalry and good humour. Flour bombs from Marham crews on Armistice day were met with a retaliation from Narborough crews with soot bombs, the culmination of several years of war finally coming to an emotional close.

RFC Narborough 1916. The six RFC hangars can be seen in line along the former Narborough – Beachamwell Road. (Marham Aviation Heritage Centre)

The RFC was now building in strength, not only in its front line units but in its reserves too. On November 2nd, 1916 a new reserve squadron was constituted and formed here at Narborough, 48 (Reserve) Squadron (RS). Models flown by the unit at this time included the Grahame White XV, the Maurice Farman Shorthorn and Sopwith’s Pup. As a newly formed unit they would have to get established, gain crews, admin staff and equipment. Once this was in place they could then move on, and after just a month, they departed Narborough heading for the Lincolnshire airfield at Waddington.

The vacancy at Narborough was quickly filled though, in mid December No. 50 Reserve Squadron (RS) arrived from the Kent village of Wye, just as the Sedgeford based 53 Reserve Squadron (RS) also arrived with 504s, BE2s, DH6s and RE8s.*5

Between their arrival and November the following year (1917), the date they departed for Spitalgate, 50 Reserve Squadron would lose twelve flyers in accidents, three Air Mechanics with the remainders being Lieutenants, both 1st and 2nd Class. Five of these remain in the local churchyard.

In early 1917, Nottingham born Captain Albert Ball, VC, DSO & Two Bars, MC arrived at Narborough; a veteran of the front line, he served here for only a short time as an instructor before the draw of the front line took him back once again. This time there was no coming home as he was killed after an intense aerial battle on May 7th that year with 44 victories under his belt. He was just 20 years of age.

Albert Ball via ‘Visit Nottingham’ website.

With increasing numbers of squadrons and men being required for front line units in France, both the original 35 and 59 Squadrons departed Narborough in early 1917. 35 Squadron were first to go, and those left behind saw them off from local train stations with all the pomp and ceremony they could muster.  A few days later a convoy of 3 ton Leyland lorries, trailers and an assortment of other vehicles loaded with men and equipment, set off for France where they met the air party who had already flown to St. Omer. 59 Squadron would follow to the same airfield on February 23rd, both squadrons remaining in France until 1919 and the war’s end.

In Part 2, the reserves are left to carry on training, but its not an easy job. The development and growth of Narborough continues and eventually the RAF is formed. There are major changes all round.

The full story of Narborough can be read in Trail 7 – North West Norfolk.

Boeing B-29s in the UK.

/ Aviationtrails / 2 Comments

During March 1944, an event took place in the UK that considering its historical importance, is little known about. It was actually quite a momentous event, especially in terms of aviation history, and in particular the Second World War.

As a follow on to RAF Glatton and Trail 6, we look into the short-lived presence of Boeing’s mighty aircraft the B-29 ‘Superfortress’, in what would appear to be its first and only wartime presence on British soil.

At the time of the bombing of Pearl Harbour in 1941, the United States was less than ready for a global war. The retaliation and defeat of not only Japan, but Nazi Germany as well, was going to be both costly and massive, requiring a huge increase in manufacturing of both arms and machinery.

This increase meant not only aircraft for the Air Force, but the infrastructure to support and train the aircrews too. A network of airfields and supporting organisations totalling some $100 million in 1940, would, by the war’s end be valued in the region of  $3,000 million. In terms of size, this infrastructure would cover an area of land equal to the combined areas of: New Hampshire, Vermont, Massachusetts, and Connecticut.*1

To complete the task, along with aiding her allies, the U.S. was going to need to design and manufacture many new models of aircraft, aircraft that would outshine anything previously made available to the U.S. forces. Long range bombers in particular, capable of travelling great distances were going to be required – and a lot of them. At the outbreak of the European war, the U.S. Army Air Corps was in comparison to the European forces, very small, commanding just 26,000 officers and enlisted men, and operating only 800 front-line aircraft. The Luftwaffe on the other hand, had expanded considerably over the previous years, now commanding some 3,600 aircraft. The British, who were still some way behind the Germans but growing rapidly, had available to them some 2,000 aircraft, whilst the French could muster slightly over 1,700. *1a

To meet this demand, U.S. aircraft manufacturers were going to have to start by modifying, and with some exceptions, redesigning the various aircraft types that were already available to the U.S.  forces. However, and likewise the British and German manufacturers, new models were going to have to be designed and put into production very quickly if victory was to be achieved in any of the world’s theatres.

Preempting war, the US Government put out tenders for long range bombers, in answer to which during the 1930s, the Boeing Model 299, first flew. Eventually being purchased by the US Government to fulfil the role, it was put into production as the iconic B-17 ‘Flying Fortress’, and was followed not long after by the B-24 ‘Liberator’; a more modern aircraft which took its maiden flight in 1939. But sitting on the drawing board at this time, was another aircraft that performed even better, the formidable B-29, a bomber designed to fly at altitudes up to 40,000ft, beyond the range of anti-aircraft guns and  faster than many fighters of the time. The aircraft was so advanced in design that depending upon its payload it was capable of flying distances of up to 5,000 miles, far beyond that of any other heavy bomber.

Whilst the U.S. aircraft manufacturers had already begun designing and testing these new models, it would be some time before the number and types of available aircraft would come anywhere close to being comparable to those of the Luftwaffe, R.A.F. or even later, the Imperial Japanese Air Force.

By August 1942 both the development and production of these two heavy bombers, the B-17 and B-24, were well underway, and so it was decided that they would go initially to the European theatre rather than the Far East. The competition for the attack on Japan now lay between the B-29 and Consolidated’s competitor the B-32 ‘Dominator’ – an enlarged and also pressurised version of their B-24. However, two years after the first design drawings were revealed, neither of these aircraft types had yet flown, and so the shorter ranged B-17 and B-24s were going to have to fill the gap until such times as their replacements could arrive.

The war in the Far East would provide its own set of problems. The distance that supplies would have to be taken would take time and before any invasion could take place, lost ground not only had to be recovered, but held. To achieve this, ground forces would need to be protected by an air umbrella, a defensive shield formed so tightly that air supremacy was guaranteed.

Getting supplies into China was difficult, by air it required long and dangerous flights over the ‘Hump’, the Himalayan mountain range, usually fulfilled by C-47s and DC-3s, their commercial equivalent. With the C-46 ‘Commando’ and C-87 coming on line later on, the frequency and quantity of these supplies could increase but it was still not enough for the Chinese, nor for the difficult task ahead.

By March 1943 the stage was set. The Fourteenth Air Force was created out of Maj. Gen. Claire Chennault’s China Air Task Force, which by the summer time, had begun attacks on coastal positions, ports and troop concentrations under Japanese control.  This air umbrella was in part achieved over Burma, and the desired attacks on Japan now looked more possible, but the B-17s and B-24s that had worked tirelessly lacked the range to hit the Japanese homeland;  the long range high performance B-29 was by now desperately needed.

During the Quebec Conference in August that year, U.S. officials put forward their proposal to stage American long range bombers on airfields in China, the area required for such bases being under Chinese control already and therefore not at the mercy of the Japanese forces. This offensive, designated the Matterhorn Project, would involve the still as yet untested  in battle, B-29s, their longer range and larger bomb capacity enabling them to ‘bomb Japan into submission’ in a similar way that Sir Arthur Harris had hoped for in Europe with the RAF’s bombing campaign against Germany’s industrial targets and cities.

To meet these aims a new force would be created, the Twentieth Air Force, which would be made up of two commands: the XX Bomber Command from China and the XXI Bomber Command who would be based in the Mariana Islands after they were retaken from Japanese control.

The aircraft destined to carry out this role, the B-29, was still very much an unknown quantity. Rushed into production with scant attention to testing, it was a monster of an aircraft, with a crew of eleven in pressurised compartments, electronic gun turrets and a massive 141 ft wingspan. The project was to be the biggest in U.S. aviation history, spares alone in the initial contract costing $19.5m, and one which General Arnold
referred to as the “$3 billion gamble”.*1b

The following film “Birth of the B-29 Superfortress” shows a B-29 production line and a test YB-29 in flight. It also contains some short graphic images at the start.

A batch of four XB-29 prototypes were built, and after initial test flights, a further fourteen ‘test’ aircraft, designated the YB-29, were also constructed. But problems with design drawings, missing parts and rushed testing meant that production was slowed to a minimum, part finished aircraft being stored whilst awaiting vital components. After test flights it became apparent that the B-29’s engines were prone to overheating and in several cases catching fire. This delayed further testing reducing flying time considerably until the problems could be solved. During flight tests, this problem with the engines was graphically seen, first on February 18th 1943, and then again a year later.

In February, XB-29 #41-003 (the second prototype XB) crashed into a meat packing factory killing all eight crew on board along with twenty civilians on the ground. The pilot, Eddie Allen, had already received the Air Medal for successfully landing the same XB-29 following another engine fire in the preceding December. A year later, January 29th 1944, engine problems caused yet another accident when  #41-36967, the last of the  fourteen*2 Wichita YB-29s  manufactured, crashed after losing all four engines whilst in the air. This problem with overheating engines becoming the proverbial  ‘thorn in the side’ of the Boeing production team.

By the summer of 1943, B-29 training squadrons were being set up, the first, the 58th Bombardment Operational Training Wing (Heavy) later the 58th BW (Very Heavy), was formed with the 40th, 444th, 462nd, 468th and 472nd Bombardment Groups, each with four or five squadrons of their own.

After a period of training four of these groups (the 472nd was disbanded April 1944) would transfer to India flying via Africa to join the Twelfth Air Force initially flying supplies over ‘the Hump’, before taking part in operations against Japan from the Chinese airfields.

Departure for these groups occurred over the March – April 1944 period, during which time one of these aircraft would divert to the U.K. causing a huge stir whilst ‘touring’ several U.K. airbases.

Whilst precise sources seem scarce, it is thought that flying B-29s across the southern route raised fears of a Luftwaffe attack whilst en-route, and so a plan of ‘disinformation’ was set in motion to fool the Germans into thinking that the B-29s were to be based in England, ready to be used against German targets. The first part of this ruse was in early March 1944, when YB-29 #41-36963 ‘Hobo Queen‘ took off from Salina Airbase in Kansas and flew to England. It initially took the southern route toward Africa, but then deviated north heading to Newfoundland. The YB-29, piloted by Colonel Frank Cook, then flew across to the UK initially landing at RAF St. Mawgan, in Cornwall.

During its short stay in the U.K. it was known to have visited RAF Horsham St. Faith near Norwich,  RAF Bassingbourn on the 8th March, RAF Knettishall and RAF Glatton on 11th March before its final departure from RAF St. Mawgan to India in April that year. The route took the YB-29 to Marrakech, Cairo (2nd April), Karachi (5th Apr) finally arriving at  Kharagpur, India, on 6th Apr 1944 . Once here, it was assigned to the 769th Bomb Squadron, 462nd Bomb Group who were then based at Piardoba in India, where it was modified as a tanker to ferry fuel over ‘the Hump’. The YB-29, the only test model to fly overseas,  gave a successful service, eventually being declared war weary and returned to the United States, its eventual fate being unknown, presumably, like many war weary models, the aircraft was scrapped.*3

Whilst in the U.K. the YB-29 was certainly a major draw, over 1,000 key personnel viewing the aircraft at RAF Glatton alone, its enormous size dwarfing anything that had been seen in U.K. skies before.

The ruse was considered a success. The many B-29s that followed across the southern route did so without any interference from German aircraft, although how much of that was actually down to the ruse itself, is hard to distinguish. It is even thought in some circles that photos of the ‘Hobo Queen‘ appeared in the newspaper of the National Socialist German Workers’ Party,  The Völkischer Beobachter, although an initial search of the paper through the Austrian National Library proved fruitless.

Crews and ground staff swarm around B-29 #41-36963 at Glatton airfield 11th March 1944*4.

Although B-29s were initially considered for the European theatre none operated from British soil until after the wars end, when a joint British and American operation, Project ‘Ruby‘*5, investigated deep penetration bombs against reinforced concrete structures. Three B-29s were prepared in the United States along with four B-17s and a select detachment of admin, maintenance, technical staff and air crew,  who arrived at RAF Marham, Norfolk, on March 15th 1946. Initial plans were to test a series of bombs on the submarine assembly plant at Farge, but due to the close proximity of housing and an electricity plant, the U-boat shelter at Heligoland was used instead. The bombing trials began on March 25th by which time an original three B-17s from RAF Mildenhall had also joined the group.

A number of both American and British bombs were tested in the trials:

  • The US 22,000lb. ‘Amazon’ bomb
  • The US rocket assisted 4,500lb. ‘Disney’ bomb (used by B-17s in the latter stages of the war)
  • The 4,500lb. ‘Disney’ bomb without rocket assistance
  • The American 22,000lb. fabricated ‘Grand Slam’ (designated T14)
  • The American 12,000lb. fabricated ‘Tall Boy’ (designated T10)
  • The British 12,000lb, ‘Tall Boy’
  • The British 2,000lb. Armour Piercing  bomb
  • The inert loaded 2,000lb. SAP (M103) bomb
  • The Picratol filled 2,000lb. SAP (M103) bomb
  • The 1,650lb. Model bomb

The results of the trials were quite conclusive, none of these bombs in their current form, were capable of penetrating the 23 ft thick concrete of the Farge roof, and therefore, all would need adapting, redeveloping or redesigning if such operations were to be carried out again.

Post war, B-29s were brought into the UK and operated as Boeing Washington B1s, operating with nine RAF Squadrons: No. 15, 35, 44, 57, 90, 115, 149, 192 and 207 at various airfields including RAF Marham, RAF Coningsby, RAF Watton and RAF Waddington, eventually being replaced by the high flying English Electric Canberra. The B-29 then disappeared from operational service in the UK.

Without doubt, the development of the B-29 had a major impact on the world as we know it today, and even though its first arrival in the UK in March 1944 caused a major stir in the aviation world, it incredibly remains a little known about clear fact. With little documentation available, there is clearly much more research to be done.

Since the original posting of this article, I have been contacted by Daniel Partridge whose grandfather (Leon Suthers) was at Randolph Field in the United States, after the war’s end. He has sent me some photos of ‘Hobo Queen’ after she returned to the US. According to information Daniel has supplied, she was used as a training airframe from January 1945 until 1954, after which she was scrapped. From the photos, you can see that much of the aircraft has been stripped away, presumably as part of this programme, yet the 45 camel ‘mission scores’ have been left. Further information from Daniel confirms that these Camels represent flights ‘over the hump’. My sincere thanks to Daniel for the information.

Hobo Queen

Hobo Queen Post War (Photo courtesy Daniel Partridge)

Hobo Queen

Hobo Queen Post War (Photo courtesy Daniel Partridge)

Sources and further reading.

*1 Nalty, B., et al. “With Courage The U.S. Army Air Forces in World War II” 1994. Air Force Historical Studies Office (p61)

*1a ibid (p38)

*1b ibid (p147)

*2 Only 14 YB-29BWs were built (#41-36954 – #41-36967) and all at Wichita. They were painted olive drab upper surfaces and light gull grey lower surfaces.

*3 MSN 3334.

*4 Image courtesy of 457th BG Association.

*5 Comparative Test of the Effectiveness of Large Bombs Against Large Reinforced Concrete Structures (PDF), Report of the Air Proving Ground Command, Elgin Field, Florida – Anglo-American Bomb Test Project “Ruby”. October 31st, 1946.

Simons. G.M., “B-29 Superfortress: Giant Bomber of World War Two and Korea“. Pen and Sword Aviation. (2012)

Mann. R.A., “The B-29 Superfortress: A Comprehensive Registry of the Planes and Their Mission“ McFarland & Company Inc. (2004)

Harris, S.R., Jr. “B-29s Over Japan, 1944-1945: A Group Commander’s Diary” McFarland & Company Inc. (2011)

Mann. R.A.,.”The B-29 Superfortress Chronology, 1934-1960” McFarland & Company Inc. (2009)

4th June 1944 – Death of a Lancaster Crew

/ Aviationtrails / 6 Comments

On June 3rd 1944, Lancaster ND841 ‘F2-D’ piloted by Flying Officer George. A. Young (s/n: 134149) RAFVR 635 Squadron, was detailed to mark and attack Calais as part of the preparations for D-Day. There would be eight other aircraft from RAF Downham Market also detailed for the mission and take off would be late that evening.

Initially, the aircraft and crew, were designated for training, but that night, nine aircraft and crews, were then detailed for operations to Calais, including F.O. Young’s crew in ‘D-Dog’. They were given orders to mark a coastal defence battery, as part of the preparations for the forthcoming D-Day invasion.

The mission as a whole would involve 127 Lancasters and 8 Mosquitoes of No.1, 3 and 8 Groups and the targets would be the gun batteries at both Calais and Wimerereux. It was a diversionary raid as part of Operation “Fortitude South“, to fool the Germans into believing the invasion would occur in the Pas-de-Calais region.

At 28 minutes past midnight, F.O. Young lined the Lancaster up, opened the throttles and began the long run down the runway. As the aircraft approached take off, it began to swing striking the roof of a B1 Hangar nearby. In an uncontrollable state the aircraft crashed just outside the airfield killing all those on board.

All other eight aircraft took off and returned safely after having dropped their bombs as instructed.

On board Lancaster ‘F2-D’ that night were:

Lancaster D - Dog crashed RAF Downham Market 4.6.44

Lancaster ND841 ‘D’ and its crew before the fatal crash on June 4th 1944.

Pilot: F.O. George Ambrose Young, aged 24 (s/n: 134149) RAFVR.
Flight Engineer: Sgt. Thomas Snowball, aged 32 (s/n: 1100769) RAFVR
Navigator: Flt. Sgt. Howard Pritchard, aged 22 (s/n: 1578502) RAFVR
Bomb Aimer: F.O. Walter Thomas Olyott, aged 21 (s/n: 151238). RAFVR
Wireless Operator / Gunner: F.Sgt. Robert Sadler, aged 23 (s/n: 1526058). RAFVR
Air Gunner: Flt Sgt. Stanley Wharton, aged 30 (s/n: 1578013) RAFVR
Air Gunner: Flt Sgt. Charles Patrick Nallen, aged 20 (s/n: 427537) RAAF

The Squadron’s Operation’s Record Book (AIR 27/2155/7) for that day simply  states:

3.6.44  ‘D’ F/O Young G.A. hit hangar after taking off and crashed on airfield when large bomb exploded and the crew all killed.  8 aircraft returned to base .

Three of the crew are buried in Kings Walk Cemetery, Downham Market, a short distance from the airfield.

Downham Market Cemetery

F.Sgt. Stanley Wharton (RAFVR)

Downham Market Cemetery

F.Sgt. Robert Sadler (RAFVR)

Downham Market Cemetery

F.O. Walter Thomas Olyott (RAFVR)

The Amiens Prison Raid – February 18th 1945

/ Aviationtrails / 2 Comments

There are multiple stories of heroism and daring stemming from the Second World War, each and everyone pushing man and machine beyond their boundaries. Many daring missions were flown in which crews performed and completed their task with extraordinary bravery and at great cost to both themselves, and to those on the ground.

Stories such as the ‘Dambusters’ have become famous and commemorated year on year, and yet another daring raid is barely mentioned or even considered by those outside of aviation history. The details of the raid remained secret for years after the event and even now, factual evidence is scarce or difficult to find; even the name of the operation can cause heated debate. The merits of the operation continue to be debated and many are still divided as to what the true purpose of the operation really was.

Whatever the reason behind it however, the historical fact is that the operation was a daring, low-level raid that helped many prisoners of war escape captivity and probably death, and one that was carried out in very difficult circumstances by a group of extremely brave young men.

It was of course the raid on the Amiens prison on February 18th 1944, by nineteen Mosquitoes of 140 Wing based at RAF Hunsdon.

As a new wing, it was formed at RAF Sculthorpe, and would consist of three multinational squadrons, a ‘British’, Australian and New Zealand unit, and all would be based at Hunsdon as part of the RAF’s Second Tactical Air Force (2TAF) designed to support ground troops in the forthcoming invasion of Europe.

Group Captain P C “Pick” Pickard (centre), Commander No. 140 Wing, flanked by Wing Commander I G E “Daddy” Dale, Commanding Officer of No. 21 Squadron RAF (to Pickard’s right), and Wing Commander A G “Willie” Wilson, Commanding Officer of No. 487 Squadron RNZAF, visit No. 464 Squadron RAAF at Hunsdon, prior to a daylight raid against flying-bomb sites in the Pas-de-Calais. 464’s Mosquitoes (FB Mk VIs) have been loaded with 250-lb MC bombs for the operation: HX913 ‘SB-N’ can be seen in the background (@IWM HU 81335).

The raid on Amiens was not the only low level raid carried out by the Wing however. Between 1944 and 1945, they would attack numerous ‘V’ weapons sites, along with the Gestapo headquarters at Aarhus University and  the Shellhaus building in Copenhagen. Operation Carthage, another of their more famous raids, occurred whilst the wing was based at RAF Fersfield in 1945, but their most controversial raid, Ramrod 564 or ‘Operation Jericho’ as it has since become known, took place the year prior to that, whilst they were based at Hunsdon in early 1944.

There is a lot of speculation around Ramrod 564, many of the official records are missing, inaccurate or even vague. The operational record books for the squadrons involved  are recorded as ‘secret‘ and contain no details other than aircraft, times and dates.

The Operation, was designed to assist in the escape of 120 French patriots, who were reportedly condemned to death for assisting the Allies in the fight against the Nazis. These prisoners included key resistance fighters who had considerable knowledge of resistance operations in France, and so it was imperative that they escape.

The plan was for Mosquitoes of 140 Wing to attack from different directions, breaching the walls of the prison and blowing up several key buildings inside the prison holding German guards and soldiers. It would require each aircraft to carry 11 second, time-delay fuses in 500lb bombs dropped at very low level.

The Operation, formulated by Air Vice Marshal Basil Embry, would be critical, even the amount of explosive itself had fine limits, and time was also of the essence. The prisoner’s executions were imminent, so the attack had to be carried out quickly thus allowing only a small window of opportunity for the operation to take place.

The exact time of day that the attack could take place was also critical, there needed to be as many of the guards as possible in the key buildings at the time of attack, and the prisoners needed to be safely gathered together out of harms way. So, a time of 12:00 pm precisely on a date between 10th and 19th February was chosen, as both the guards and prisoners would be having lunch at this time, and it would be prior to the executions being carried out.

The route would take the aircraft from Hunsdon to Littlehampton, then via appropriate lattice to Tocqueville / Senarpont / Bourdon – one mile south, Doullens / Bouzincourt – two miles west-south-west, Albert / target – turn right – St. Saveur / Senarpont / Tocqueville / Hastings and return to Hunsdon.

In the attack, 3 waves of Mosquito would be used, 6 from 487 (RNZAF) Squadron, 6 from 464 (RAAF) Squadron and 6 from 21 Squadron. In addition, to record the attack, one aircraft (a Mosquito) of the Photographic Reconnaissance Unit (PRU) was detailed to monitor and film the entire operation. Along with them were three squadrons of Typhoons (198, 174 and 245) each protecting one of the three waves. These escorts were ordered to rendezvous with the waves one mile east of Littlehampton at Zero minus 45, 42 and 32 minutes respectively.

The first wave of Mosquitoes was directed to breach the wall in at least two places, the leading three aircraft attacking the eastern wall using the main road as a lead in. The second section of three aircraft would, when ten miles out from target, break away to the right at sufficient height as to allow them to observe the leading three aircraft, and if successful, attack the northern wall on a north-south run, immediately following the explosion of the bombs of the leading section. The time of this attack Zero Hour.

The second wave was ordered to bomb the main prison buildings, the leading three aircraft attacking the south-eastern end of main building and second section of three aircraft, attacking the north-western end of the key building. Both attacks were to be carried out in a similar fashion to the first. This would follow three minutes behind the first wave at Zero +3.

The final wave was a reserve wave intended to bomb if any of the first two waves failed to hit their targets. They would follow the same patterns as the first two, one section from east and one from north, but they would only bomb if it was seen that one of the previous attacks had failed. The details of the attacks would be determined by the leader and would happen thirteen minutes (zero +13) after the initial planned attack. If they were not required, the order to return would be given by the Group Leader or substitute.

Embry elected himself to lead the attack, but this was blocked by those higher up, As a result, and much against his wishes, Embry therefore had to choose a successor. Group Captain Percy C. Pickard (D.S.O. and two bars, D.F.C.) was chosen, but even though he was known as an expert pilot and leader, Embry was not convinced of Pickard’s ability to complete the job at such low level. Despite his reservations though, Embry duly informed Pickard of the decision and preparations for the operation began in earnest.

On February 18th that year, a day after the initial planned attack and in extremely poor weather, the Nineteen Mosquitoes took off to attack, breech and destroy the walls and a key building of the Amiens prison.

During the flight out, two Mosquitoes and three Typhoons of 198 Sqn became lost in swirling snow and were forced to turn back as they had now lost contact with their main formations. The remaining crews flew on, but whilst over France a third Mosquito, flown by Flt. B. Hanafin, suffered engine problems and was also forced to turn back. On his return journey he was attacked by Flak from which he was seriously injured. Helped by his navigator the two were able to land back at RAF Ford where he was given medical treatment for his injuries.

Just three minutes behind schedule, the first wave split and the first three aircraft followed the main road toward the prison’s eastern wall at tree top height. The second set of three waited and observed. Wing. Cdr. I. Smith, 487 Sqn, went in first, dropping his bombs with 11 second fuses against the wall. The second three then followed as instructed.

Wing Commander I Smith, Commanding Officer of No. 487 Squadron RNZAF, at Hunsdon (©IWM CH 12649)

Official reports state (edited only for fluency):

“Three Mosquitoes of No 487 Squadron attacked the eastern wall at 12:03 hours, just clearing the wall on a heading of 250 degrees with 12 bombs. The leader’s bombs were seen to hit the wall five feet from the ground, while other bursts were seen adjacent to the west wall with overshoots in fields to the north. Two aircraft of no 487 Squadron attacked the northern wall at 12:03 hours just clearing the wall on a heading of 150 degrees with 12 bombs. These attacks were directed at places later reported breached by reconnaissance aircraft. One bomb seen to hit the large building, and northern side of the eastern building was also reported hit.”

The second wave then attacked the south-eastern main building and north-western end respectively. Following the explosions chaos ensued inside the prison, guards were taken by surprise and over running bombs had caused some damage inside, prisoners began to run toward the gaps but some had been injured or struggled to escape.

The 12 foot wide breach in the south side of the prison’s outer wall, through which 258 prisoners escaped. © IWM (C 4740)

Again reports say:

“Overhead view of the prison, showing the breaches made in the outer walls. Two Mosquitoes of No 464 Squadron bombed the eastern wall at 12:06 hours from 50 feet heading 150 degrees and 250 degrees with 8 x 500lb bombs. The wall appeared unbreached before the attack. Results were unobserved.

Two Mosquitoes of No 464 Squadron bombed the main building at 12:06 hours from 100 feet heading 150 and 250 degrees with 8 x 500lb bombs. The north wall appeared to be already damaged. One of these aircraft was seen to bomb and has not returned.

The breach in the Eastern wall. One Mosquito of the PRU circled the target three times between 12:03 and 12:10 hours from 400 to 500 feet using a cine film camera but carrying no bombs. He reported a large breach in the eastern centre of the north wall and considerable damage to the extension building west of main building as well as damage to the western end of main building. A number of men were seen in the courtyard near the separate building which appeared to be workshops and three men running into fields from large breach in northern wall.

The four aircraft of No 21 Squadron received VHF messages from ‘F’ of No 464 Squadron (Gp. Capt. Pickard) and PRU aircraft when between 2 and 4 miles from the target, instructing them not to bomb. Target was seen covered with smoke and they brought their bombs back.

The target was obscured by smoke, so later aircraft were instructed not to bomb. Two aircraft were missing from this operation; one was last seen circling the target and heard giving VHF messages not to bomb (Pickard) and the other after attacking the target, was seen at Freneuville at 12:10 hours at 50 feet leading his formation. It attacked a gun position and shortly afterwards dropped to starboard and was not seen again. One aircraft of No 467 Squadron was hit by light flak near Albert; starboard nacelle holed and starboard wheel collapsed on landing. One aircraft of No 21 Squadron landed at Ford – aircraft damaged. One aircraft of No 487 Squadron abandoned task south of Oisemont – pilot slightly wounded and aircraft damaged. Two aircraft of No 21 Squadron abandoned before leaving English Coast owing to technical failure.”

It is thought by some that Pickard had been shot down before giving the return order, but these reports state that it was both Pickard and the PRU Mosquito flown by Flt. Lt. Wickham, that gave 21 Sqn the “Red, Red, Red” order, sending the last wave home as their bombs were no longer needed.

After the attack, FW.190s began to swarm and various dogfights took place between them and the Typhoons, but not before they had attacked some of the fleeing Mosquitoes who also returned fire.

It was one of these FW190s flown by the ace Feldwebel Wilhelm Mayer, who  severed Pickard’s tail sending the aircraft into the ground near to Saint Gratien killing both occupants.

A story goes that Pickard had left his dog ‘Ming’ at RAF Sculthorpe, their previous airfield,  to be looked after whilst he was away. On the day he was shot down, 18th February 1944, the dog fell gravely ill. Pickard’s wife, Dorothy, went to get him and sensed that after seeing the state of the animal that Pickard had been killed . It took months for Ming to recover, and some years later whilst living in Rhodesia, Ming went outside looked up to the sky as he always did when Pickard was flying, heard a whistle, collapsed and died.*1

Group Captain P. C. “Pick” Pickard with his pet sheepdog “Ming”, pictured while resting from operations as Station Commander at Lissett, Yorkshire. © IWM (CH 10251)

A famously brave act, the attack resulted in the death of three crew members; Gp. Capt. Percy C. Pickard, and Flt. Lt. John A. Broadley, (RNZAF), both in Mosquito HX922, ‘EG-F’, and Flt. Lt. Richard W. Samson, (RNZAF) in Mosquito MM404 ‘SB-T’. Samson’s pilot, Sqn. Ldr. A. I. McRitchie survived his crash and was taken prisoner. Two Typhoons from 198 Sqn escorting the Mosquitoes are also thought to have failed to return (the ORBs don’t confirm this). Considered a success at the time, ‘evidence’ has since come to light to suggest that the operation was ‘unnecessary’, and may have failed to achieve anything more than a successful PR role (see end note). *2

Of the 700 prisoners detained within the walls of Amiens prison that day, a total of 258 escaped. In the confusion, 102 were killed and a further 74 wounded, but the success remained secret from the public for another eight months. With so much speculation around the attack, it will no doubt remain one of the mysteries of the war, but it was without doubt, an incredibly brave and daring mission that cost the lives of many superb young men.

A podcast using eyewitness accounts from the Imperial war museum can be heard through their website.

(A better quality version is available on the Pathe News website.)

All controversy aside, the raid took place at very low level and in very poor weather, with bombs dropped against a wall with delayed fuses. There was little resistance on the flight in and Typhoons provided higher cover when it was needed, but dogfights still ensued and lives were lost.

A daring attack, the Amiens raid was not the only one where lives were lost. Airfields along with the Hazmeyer electrical equipment factory at Hengels in Belgium, were also attacked at low level. On this particular operation Mosquito MM482 was hit by intense flak setting the starboard engine on fire. As a result, the aircraft flown by Canadian Sqn. Ldr. A. W. Sugden with navigator Fl. Off. A. Bridger, was lost and both men were listed as missing. Having been with the squadron since 1942 they were considered ‘old timers’ by the others and were sorely missed.

The three squadrons of 140 Wing would later depart Hunsdon, leaving the joy of success and the turmoil of a thousand questions behind them. 464 went first on March 25th whilst 21 and 487 Sqns would both leave mid April, both moving to RAF Gravesend in Kent.

The Amiens raid has no doubt caused great controversy, and as the years pass it will probably seep into the depths of history where it’ll become ‘just another raid’. But whist the background to it remains a mystery, it was done with great valour and courage by a group of young men who believed strongly that it was a worthy and much needed attack.

Aircraft involved in the attack (all Mosquito Mk.VI):

Crews attacking the target:
No 487 Squadron

‘R’ Wg Cdr Smith, DFC (Pilot) / Flt Lt Barnes, DFM (Navigator)
‘C’ Plt Off Powell / Plt Off Stevenson
‘H’ Flt Sgt Jennings / WO Nichols
‘J’ Plt Off Fowler / WO Wilkins
‘T’ Plt Off Sparkes / Plt Off Dunlop

No 464 Squadron

‘F’ Wg Cdr Iredale, DFC / Flt Lt McCaul, DFC
‘O’ Fg Off Monghan, DFM / Fg Off Dean, DFM
‘A’ Sqn Ldr Sugden / Fg Off Bridger
‘V’ Flt Lt McPhee, DFM / Flt Lt Atkins

Missing (Killed/POW)
No 464 Squadron

‘F’ Gp Capt P C Pickard, DSO, DFC / Flt Lt J A Broadley, DSO, DFC, DFM
‘T’ Sqn Ldr A I McRitchie / Flt Lt R W Samson

Crews instructed not to attack the target:
No 21 Squadron:

‘U’ Wg Cdr Dale / Fg Off Gabites
‘O’ Flt Lt Wheeler, DFC / Fg Off Redington
‘J’ Flt Lt Benn, DFC / Fg Off Roe
‘D’ Flt Lt Taylor, DFC / Sqn Ldr Livry DFC

Abortive Sorties
No 487 Squadron

‘Q’ Flt Lt Hanafin / Plt Off Redgrave

No 21 Squadron

‘P’ Flt Lt Hogan / Flt Sgt Crowfoot
‘F’ Flt Sgt Steadman / Plt Off Reynolds

PRU

‘C’ Flt Lt Wickam, DFC / Plt Off Howard

Escorts (Typhoons)

198 Squadron (six aircraft set off, three returned early)
174 Squadron (Eight aircraft took off and rendezvoused with Mosquitoes)
245 Squadron (Eight aircraft took off rendezvoused with Mosquitoes)

Sources and Further Reading

*1 Gunn, P.B., “Flying Lives – with a Norfolk Theme“, Peter Gunn, 2010

*2 – The Amiens raid is one that has become embedded in history and is beyond doubt an incredible and daring low-level raid that succeeded in its aim. However, official records seem to have many errors, anomalies or missing details that it is very difficult to ascertain the accuracy of these historical ‘facts’.

The ORBs for each of the four squadrons give no details other than an ‘operation to France’, some crew names and aircraft numbers. There is no record of the use of the word ‘Jericho‘ but there are two sides to this story.

Some authors including Rowland White “Mosquito” and John Laffin “Raiders – Great Exploits of the Second World War“, both cite Basil Embry as the creator of the name ‘Jericho‘ before the missions took place, whilst Robert Lyman “The Jail Busters” cites a French film, made in 1946, as the author of creator of the name. Some believe the name was created by various media outlets since then whilst others say that Embry created the name after the operation had been carried out. It is however, widely considered that it was a post-war name as the original operation was ‘Ramrod 564‘ and none of the ORBs use the name ‘Jericho‘.  To further add mystery, the use of the title ‘Renovate‘ has also cited, but records in the National Archives show this as the secret VHF code word to be used by aircraft on the operation and not the Operation title.

The name aside, and more recently, one of the French Resistance fighters revealed his doubts about the operation, and considers that it may have been nothing more than a propaganda operation or a diversionary attack linked to D-Day. One book (one amongst many) on the subject has been written by author Simon Parry and historian Dr Jean-Pierre Ducellier entitled ‘The Amiens Raid – Secrets Revealed‘ and is published by Red Kite. It goes into the details of the raid and possible reasons behind it.

There have also been theories that it was an MI6 operation but due to the nature and secrecy of the mission, little evidence is publicly available to substantiate this.

Of those who lost their lives, both Pickard and Broadley are buried in St. Pierre Cemetery, Amiens, whilst Sampson is buried in the Poix-de-Picardie cemetery in the Somme region.

The Official report and details from it were accessed at the National Archives Web Archive © Crown Copyright 2004 and © Deltaweb International Ltd 2004

National Archives:

AIR-27-264-25; AIR-27-1170-23; AIR-27-1170-24; AIR-27-1924-27; AIR-27-1924-28; AIR-27-1935-27; AIR-27-1935-28; AIR-27-1109-4; AIR-27-1482-4; AIR-27-1482-3

Thirsk. I., “de Havilland Mosquito – An Illustrated  History Vol 2“. Crecy. 2006

White. R., “Mosquito” Bantam, 2023.

RAF East Kirkby – Part 3 – the End of an Era.

/ Aviationtrails / 8 Comments

In Part 2, we saw how crews at East Kirkby took a battering over Germany and how the Allies turned their attention to the forthcoming invasion.

In this, the final part, the war finally comes to an end and RAF East Kirkby eventually closes, but not without making its mark.

With spring at an end, thoughts turned back to the impending invasion and the bombing of pinpoint targets in France: Railways, munitions factories, troop concentrations and transport links became the focus for Harris’s Air Force. Throughout the month of April both East Kirkby squadrons were in operations, and whilst not significantly high, a number of aircraft were lost adding to the lengthening list of casualties and those now missing.

The end of this period of the war was remarkable for several reasons, notably when Wing Commander Leonard Cheshire of 617 Sqn, flew a Mosquito at low level and marked the target, a factory in Toulouse, with great success. This delighted Harris, who gave the all clear to 5 Group to operate independently of the Pathfinders of 8 Group, a decision that did little to heal the growing rift between Don Bennett and Ralph Cochrane who had taken the idea to Harris in the first place.

Other targets then became the focus for 5 Group including the railway yards at La Chapelle. In the operation Cheshire put this method  to the test once more. with 617 Sqn again to marking the target in conjunction with 8 Group’s Pathfinders. In the operation, 247 Lancasters from 5 Group were ordered to attack a pin point target. In the attack, 57 Sqn lost two aircraft. Of these two Lancasters the first, LL893 ‘DX-J’  was lost with all seven lives over St-Omer whilst the second, Lancaster MK. III ND582 ‘DX-S’ crashed after attempting a landing at Croydon. After overshooting the runway the aircraft, piloted by Canadian F.O. H. Young, struck at least three homes in Lavender Vale, a street adjoining the airfield. Three of the crew died immediately and a further one died from his injuries in hospital.

Operation POINTBLANK. Groundsmen refuel Lancaster ND560 ‘DX-N’, 57 Squadron in preparation for a night attack on the railway yards at La Chapelle, France. IWM (CH 12868)

Summer then dawned, and overnight, May 22nd-23rd, Cheshire once more, put his method  to the test. 617 Sqn were again to mark the target, but a heavily defended Brunswick led to heavy losses for both the East Kirkby squadrons, 57 losing three Lancaster Mk.IIIs and 630 Sqn another two. Only five airmen made it out alive, each one being captured by the German ground forces and so becoming prisoners of war.

These losses were however a mere pin-prick compared to June. The mission of 21st-22nd to Wesseling near Cologne proved to be yet another massacre for 5 Group who sent a total of 133 Lancasters to attack the city’s oil facilities. A number of squadrons took heavy loses including both East Kirkby’s 57 and 630 Sqns with six and five losses respectively. One of these aircraft was abandoned whilst another ditched in the sea allowing all crewmen to be rescued, but the overall loss proved to be devastating.

The spring – summer of 1944 was defining, not only had 5 Group shown that low-level marking could be done, but the attacks on targets in France meant that the Luftwaffe were at a disadvantage. Their night tactics, relying on long range bomber flights, could not manage with the shorter ‘quick’ attacks, and so losses from Bomber Command began to lessen.

This reduction allowed for restaffing, with a large number of officers, NCOs and airmen being both posted in and out of the two squadrons. It also allowed for training flights to take place, some 476 hours of operations compared to 729 hours for non-operational flights for 630 Sqn alone.

Like many places across the UK, the coming of D-Day, and the fragile success of the invasion led to an increase in morale at the station. Ground crews being acknowledged for their long hours and hard work in keeping aircraft flying and operationally ready, without them, these operations could not have taken place at all.

This extra effort and improved state continued for several months, and by August, it was acknowledged that morale had lifted, discipline was at a high and health was overall very good. Casualties were also down, a real boost considering the extra effort and number of operations that had been taking place over the last few months. The summer was at last ending on a high.

August’s improvement coincided with the liberation of Paris, a major landmark in the war’s progress. Ground forces were charging ahead. In the air, Bomber Command had played a small part in the offensive supporting ground troops as needed and now they were released from the tight grip SHAEF had held over them. Discussions followed as to where best place their bombs, oil and  communication were one option or alternatively, a return to the bombing of the cities and morale busting; oil won over, and so, much to Harris’s disappointment, the bombing of oil based targets began.

The looseness of the criteria however, allowed Harris to circumnavigate the ‘rules’ and turn his attention to cities with an oil link. He had got his way and the Air Ministry had got theirs.

Although individual operation losses were relatively low, 57 Sqn tallied some 56 aircraft by the end of 1944, whilst 630 Sqn reached 57. Non-operational loses for the two units were also on an equal par.

On the penultimate day of the year, East Kirkby was to witness, a short distance away from the airfield, the crash of a B-17 attempting to land. Aircraft #42-97479 (UX-L) of the 327thBS 92nd BG based at Podington (Station 109), crashed in a field between the two small hamlets of Old Bolinbroke and Hareby. On board that day were nine crew men: 2nd Lt. Joseph Martin Van Stratton (Pilot); 2nd Lt. Edward A Porter (Co-pilot); Sgt. Charles H Chambers (Bombardier); 2nd Lt. John E Cowan (Navigator); Sgt. Arthur R Estrada (Radio Operator); Sgt. Harold Raymond Barner (Ball Turret Gunner); Sgt. Wilfred A Bedard (Wasit Gunner); Sgt. Thomas G Standish ((Top Turret Gunner) and Sgt. William D White (Tail Gunner), who all lost their lives.

The aircraft, a Lockheed/Vega B-17G-15-VE Flying Fortress named “Belle of Liberty“, had returned from operations to the Bullay railway bridge located south-west of Koblenz, in Germany. After suffering engine failure, the pilot decided to abort the mission and attempt a landing at East Kirkby. In poor visibility and with one engine out, he overshot the runway and pulled up to attempt a second try. A second propeller then began windmilling and in trying to gain height to avoid a hill, the B-17 stalled and crashed.

A small memorial plaque has since been laid at the site in commemoration of those lost.

The wreck of the “Belle of Liberty” 30th December 1944.  (IWM FRE 5762)

The winter of 1944-45 was one of the worst, ground troops were by now entrenched in the Ardennes around Bastogne, with the German army preparing for one last push through the forests. Fog and snow kept many airfields non-operational in the UK, aircraft struggling to get much needed support across to the continent.

At East Kirkby, January started on high spirits, but on the 9th, 630 Sqn Lancaster PD317 ‘LE-G’ struggled to get airborne when one of its engines cut out on take off. After jettisoning its bombs, the pilot, F.O. G Billings, opened the throttle to attempt a circuit and landing. However, the port wing lost lift and dropped causing the aircraft to cartwheel injuring five airmen and killing two. With one further loss on the 14th, this brought the spring tally to two aircraft. However, good news did soon come as six of the seven crew were repatriated by the April. The seventh airmen, W.O. E Edwards, struck the tail plane on baling out and died the next day.

Otherwise, 57 Sqn, scraped through with a clean sheet and no operational losses were encountered, but they did suffer an unfortunate incident when ‘DX-N’ PB382 (the predecessor of DX-N below) entered Swedish airspace and was shot down by flak on the night of February 8th-9th.

The losses encountered by 57 and 630 Sqn, were only pipped by the tragic accident that was reported to have happened on the 17th of April. Although the operational records record no evidence of the accident, even to the point of showing some of the aircraft involved taking part and completing their operations, it is recorded in some resources that six Lancasters of 57 Squadron were destroyed following a fire in the fuselage of Lancaster PB360. As a result of the fire, four men were killed and a further five injured, along with several civilian workers near the site.

The fire started at 17:45, causing a series of explosions which destroyed the five other Lancasters parked nearby. The Hangar on the airfield was also badly damaged, as was a neighbouring farm. The fires were so severe that fire crews were brought in from nearby airfields and the area was not declared ‘safe’ until the following day. The Lancasters involved were: PB360 (MK.III) ‘DX-N’; ND472 (MK.III) ‘DX-I’; LM673 (MK.III) ‘DX-U’; RF195 (MK.I) ‘DX-‘; PD347 (MK.I) ‘DX-P’ and NN765 (MK.I) ‘DX-‘.*3

By now German resistance was minimal. Fighters were rarely encountered in any number and flak batteries were reducing in their accuracy and intensity. By May, the war was at and end, and quickly both ‘Exodus’ and training flights became the norm along with cross country and high level bombing training flights taking the front stage. For 630 Sqn July signified the end, after a period of intense recruiting the squadron was disbanded after serving for approximately eighteen months of the war.

During that time they had shown great courage in action. On average they had flown 1,087 hours of operational flying per month and 286 hours on non-operational flights. This amounted to 2,147 operations over enemy territory during which 64 aircraft had been lost. With another six crashing, the toll was high, and their medal tally reflected that, with in excess of 60 awards being granted.

In a last days before disbandment a sports challenge with 57 Squadron allowed 630 to show their colours one last time, winning the overall trophy, and with a party to celebrate that night, the squadron went out on a high. The final day saw the last parade and the handing over of the squadron crest to the Air Ministry for safe keeping. With that, 630 squadron disbanded.

Their place at East Kirkby didn’t stay vacant for long though, for on the 27th July, 460 Sqn arrived to join 57 Sqn and serve its lasts days here at this Lincolnshire airfield.

57 Sqn would continue on, taking on the Lincoln bomber in August as a replacement for the Lancaster although numbers remained low at this time. Fighter affiliation, high level bombing training and cross country flights became the main focus, along with ferrying flights into the European continent bringing back personnel and equipment; a schedule that continued for the next four months, its time finally being called on November 25th 1945.

Throughout the war 57 Sqn had served with distinction, providing crews for not just one but two different squadrons, one of which went on to become perhaps the most famous unit in the RAF’s history. It was a success however, that came at a cost, with the highest loss rate of the whole of Bomber Command, they had taken part in some of Europe’s most ferocious aerial battles and still went on to perform admirably.

On disbandment, 103 Squadron then at Elsham Woods, was immediately renumbered as 57 Sqn, and the unit number lived on. The majority of personnel from the original 57 Sqn were transferred to the RAF’s Holding Station RAF Blyton Holding Unit, along with personnel from several other serving squadrons. Seven three-men crews remained at East Kirkby to ferry the Lancasters away whilst six crews transferred to Scampton to form the basis of the new squadron along with three Lincoln bombers.

460 Sqn an Australian unit, had also served well during its war time life. Being originally formed on November 25th 1941, it was made up of Australian crews, flown Wellingtons, Halifaxes and then Lancaster I and IIIs. Its move to East Kirkby from Binbrook signifying its end, as training flights took over bombing missions and personnel began to be transferred out. By October it too had disbanded.

In an acknowledgement of their bravery, the closing remarks in the Operation Record Books state how the Australian had been warmly welcomed to our shores and how they had cemented a great bond between the two allies against a common enemy. Appreciation and thanks was warmly given to those who had served in the unit.

With the war’s end, East Kirkby was rundown, but between spring 1946 and February 1948, a detachment of Mosquito B.IVs from Coningsby’s 139 (Jamaica) Sqn, operated here, joined  between August 1947 and February 1948 by 231 Operational Conversion Unit (OCU) also on detachment from Coningsby. Flying a mix of Airspeed Oxfords, Avro Ansons & de Havilland Mosquito B.IVs, they were the last RAF units to use the airfield before it entered care and maintenance.

Then in 1951, the US Strategic Command 3rd Air Force took over the site, intending to use it as a stand-by airfield.  As part of the plan, the runway was extended by 1,230 yards along with an expansion to the apron. Both the 3931st ABG and 3917th ABS were based here but only visiting C-47 ‘Skytrains’ (a derivative of the Dakota) of the 7th Air Division’s Rescue Squadrons, ever arrived.

Eventually, on 31 October 1958, the airfield was returned to Air Ministry under ‘Big Shuffle’ , the reorganisation of the Air Force and its sites in the UK and Europe.*4

With that, East Kirkby closed for good, being sold off in 1964 when it turned once again to agriculture. However, bought by the Panton Brothers, it was turned into a living museum including a taxiable Lancaster to commemorate not only the third brother – Christopher Panton, who was killed on a bombing raid over Nuremberg on 30th – 31st March, 1944 – but all those who served in Bomber Command during World War II.

Part of the museum includes the chapel, a stained glass window and memorial board listing all those who died whilst serving at the airfield in both 57 and 630 Sqn, are poignant reminders of the toll on human life at this one small Lincolnshire airfield.

The full page can be read in Trail 1 – Lower Lincolnshire.

References and further reading (East Kirkby)

*1 Aviation Safety Network website accessed 19/10/24.

*2 Worrall, R., “Battle of Berlin 1943-44” Osprey Publishing. 2019.

*3 Chorley, W.R., “Bomber Command Losses pof the Second World War – Vol. 6 1945” Midland Counties Publications 1998.

*4 Francis. P & Crisp. G., “Military Command and Control Organisation
Volume 4  – The United States Air Forces in the UK” on behalf of English Heritage.

*5 The East Kirkby Museum have a website which gives far more detail, opening times, and other other visitor information.

National archives: AIR 27/538/38; AIR 27/538/44; AIR 27/538/43; AIR 27/2152/8; AIR 27/2152/7; AIR 27/2152/29; AIR 27/540/13; AIR 27/540/21; AIR 27/1910/11; AIR 27/540/8; AIR 27/540/7

American Air Museum Website Accessed 20.10.24

International Bomber Command Centre has several personal stories on their website, it is well worth a read.

Lincolnshire Aviation Heritage Centre Website.

RAF East Kirkby – Part 2 – a Relentless Slog.

/ Aviationtrails / 5 Comments

In Part 1 we saw how East Kirkby came about, how its one main unit was used to create further units and how the war had taken its toll on those stationed here. In this part, we end 1943, but the high hopes of better things are far, far away.

The opening of September 1943, was however, the tip of the iceberg, for on the night of 23rd – 24th, three more aircraft were lost whilst on operations to Mannheim; all but five of the twenty-one men involved being killed, with those surviving five being incarcerated by the German forces. The operation had seen almost 630 aircraft take part in a raid that resulted in huge devastation with over 25,000 people being bombed out of their homes.

With the loss of two further aircraft in the closing days of September, the total dead or captured stood at seven Lancasters (forty-nine crewmen) with only four airmen returning to their Lincolnshire home. It had been a devastating start for the squadron at their new home in Lincolnshire.

October 1943 was much the same, major battles over the German Reich took further tolls with another four Lancasters falling from the skies. Most of these crews were also killed with just a handful surviving to be taken prisoner. The numbers of experienced crews on roll were quickly dwindling and replacements were now urgently needed.

NX611 'Just Jane'

The Lancaster ‘DX-F’ at East Kirkby, paying tribute to all those who flew from the airfield and in Bomber Command.

Then in mid November, 57 Sqn would be split for a second time to form yet another new squadron. This time, ‘B’ Flight were taken out and re-designated 630 Sqn. Initially being given the designation of an auxiliary squadron, it was however, a status that was never achieved. The entire flight consisting of nine crews and 106 ground staff, were led by the American, Sqn. Ldr. Malcom Crocker DFC, who simply moved across the airfield locating to new quarters and new dispersals, thus creating two operational squadrons at the site. Being battle hardened already, it took less than three days to complete the move before operations for them began once again.

November also saw Bomber Command enter its fourth month of the ‘Battle of Berlin‘, a period that saw intense bombing of the German capital with repeated raids on the city by heavy bombers of the RAF. It was also a time when the ill-fated Stirlings were finally pulled out of front line bombing campaigns, their losses becoming insurmountable. The decision to do so however, would put further pressure on the Lancaster and Halifax crews who were then left to complete the job with fewer aircraft and increasingly tired crews.

This period would become one of the RAF’s most testing times, and for the next four and a half months, Bomber Command, led by Sir Arthur Harris,  would continue to pound Berlin and other major cities deep inside Germany. The winter would be harsh, flights would be long, and it would be a gruelling time for the crews of Bomber Command.

The void left by the Stirlings was filled by the Halifaxes, and their loses now also soared. The battle for Berlin was a battle that would quickly diminish the capability of the RAF if loses were to continue at their current pace.

As the war entered 1944, the crews of Bomber Command became weakened and tired. Extensive battles had taken their toll and a rest was much needed. With poor weather dominating January that rest came, as crews were grounded unable to fly in the appalling winter weather.

The new year would see 617 Squadron dominate the way for 5 Group, their fame and successes taking a large chunk of the new reels. However, at East Kirkby, 630 Squadron would take on a new commander with the arrival of Wing Commander Deas in early February, taking over from Wing Commander J. Rollinson. Deas would continue to lead the squadron for the next five months, as it battled its way through the harsh winter period into spring and onto summer.

The pressure was however on Harris. He was now ordered to turn his men away from Berlin and help the Americans with the invasion plans supporting them in Operation Argument, otherwise known as ‘Big Week’. The operation was designed to weaken the German aircraft industry to prevent reinforcements of aircraft in the build up and launch of Operation Overlord.

In one last vain attempt to hit the capital, Harris planned four nights of raids in February, but poor weather curtailed these allowing only one raid to take place that on the night of the 15th – 16th February.

In the raid, which proved to be Bomber Command’s penultimate flight over the city, both 57 and 630 Squadrons would be involved. A mix of almost 900 Halifaxes and Lancasters saw losses amounting to over forty aircraft, one of these coming from 57 Sqn and another from 630 Sqn with the loss of all crewmen.

In order to lower losses, the formations would be concentrated, dropping 2,600 tonnes of bombs in just twenty minutes, a rain-storm of explosives that would see forty-five aircraft bomb every minute.*2

With that the Battle of Berlin came to an end, fizzling out as operations turned to The Rhine and its heavily defended industrial infrastructure.

The first area targeted was Leipzig, on the night of February 19th-20th. Here another 800 plus aircraft flew to Germany and back. They met determined German fighters as soon as they crossed the coast after which ensued a relentless air battle all the way to the target. Once there, it was completely covered in cloud and sky marking by the Pathfinders was the only possible method of identifying the target. In the operation, 630 Sqn put up nineteen aircraft and 57 Sqn, twenty; all but three returned home that night.

The Leipzig attack would prove to be a disaster for Bomber Command, strong winds meaning some bombers had arrived before the Pathfinders, and then had to circle the target for some considerable time before the markers arrived. This resulted in many of them being shot down by flak with some colliding in the dark, night sky. A loss of seventy-five aircraft that night led to the withdrawal of the second of the heavies – the Merlin powered Halifaxes – from front line operations; like the Stirlings before them, their loses had become unsustainable. This move put yet another heavy burden on the Lancasters crews, as it became the main heavy bomber now able to carry the war into Germany,

The night also proved to be an important one for one East Kirkby Pilot, W.O. J. White, whose determination to get the ‘job done’ and come home, led to him receiving the award of a DFM. In the attack, his rear gunner was mortally wounded, and the aircraft badly shot up with both hydraulics and an outer engine rendered unserviceable. Undeterred, W.O. White carried on to the target, dropping the bombs and then returning to England. On arrival, he managed to negotiate  landing the crippled aircraft at an unfamiliar airfield away from home. His courage and determination being more than worthy of the award he received for his actions.

With no break nor time to rest, another operation was ordered the following night, and although the 20th-21st attack on Stuttgart was a clear scoreboard for 57 Sqn, 630 lost another two; one of these ‘ND563’ swinging violently to port after travelling three-quarters of the way along the main runway. After crashing through a boundary fence and crossing a road on its belly, the bomb load exploded before anyone could escape. It was a tragic loss of life for those based at East Kirkby.

BBC war correspondent Richard North interviews the crew of Lancaster “S -Sugar” of No. 630 Squadron RAF on their return to East Kirkby, after bombing the marshalling yards at Juvisy-sur-Orge, France. IWM (CH 12778)

February closed with operations to Schweinfurt and Augsburg, an enquiry into the crash of ND5663 and the funerals of those who had lost their lives that day. With one squadron each losing a further crew, losses were continuing to mount for the two squadrons.

The early spring months would finally draw to a close over two disastrous nights. The first, on 24th – 25th March, saw Harris send his men back to Berlin one more time. In a last effort to bomb the capital, the RAF sent another 800 plus aircraft to the German capital, it would prove to be one of the worst for 630 Sqn, when three aircraft, including that of W.O. J. White who had just been awarded the DFM, were lost.

It was a dramatic figure that would be repeated on the last night of the month, when almost another 800 aircraft made up of Lancasters, Halifaxes and Mosquitoes were sent to Nuremberg. Weather reports from a Meteorological Mosquito were ignored and whist the operation should have been cancelled, it went ahead. In a moon-filled sky, the  result was carnage.

By the time all aircraft had returned, losses stood at 95 crews, almost 12% of the entire force sent out, and the biggest loss for the Command of the war so far. The weather experienced had caused the biggest problems, not only for the main bomber-stream, but also for the Pathfinders,  with strong winds blowing many aircraft widely off track causing them to bomb Schweinfurt, some 50 miles away,  by mistake. Of those that did bomb the correct target, many reported that they were unable to see it due to heavy cloud, which combined with the strong winds, forced both them and the Pathfinders to mark and bomb the wrong area. As a result, little damage was done to the city, and dropping bombs too early, caused ‘creep back’ to extend for some 10 miles ahead of the target. All-in-all more crews were lost that night then there were casualties on the ground, losses that were totally unsustainable for the command.

The German defences on both nights had been extensive and determined. Tame Boar and Wild Boar tactics along with Schrage Musik, the upward firing cannons, had devastated formations who were scattered far and wide. Harris had gambled with his crews and lost.

The disastrous nights of Berlin and Nuremberg led to a short pause in operations in much the same way as the dreaded raid on Schweinfurt did for the Americans. A new focus would take no chances, and precise bombing became the order of the day.

After devastating operations over the German cities, thoughts turn to the invasion and supporting the ground forces. A choice that did not agree with Harris, but one the crews would take in their stride…

The full page can be read in Trail 1 – Lower Lincolnshire.