Disused

An airfield that holds a tremendous history, yet little exists.

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In this revised trip, we go back to Woodhall Spa, and visit the former Bomber Command airfield, famed for its crews, missions and aircraft. Woodhall Spa is a remarkable airfield, yet it is hardly known, or recognisable today.

RAF Woodhall Spa was originally built as a satellite to RAF Coningsby a short distance away, and opened on 1st February 1942. It was built with three concrete runways; two of 1,400 yds (1,353 m) and a third and main runway of 2,000yds all 50yds (46 m) wide. The site like other Standard ‘A’ class airfields had two T2 hangars and one B1, thirty-six pan-style hardstands and numerous support buildings scattered around its perimeter. Accommodation was spread over 7 sites, along with a WAAF, sick quarters and 2 communal sites all located to the south-east. The technical and administrative sites were also to the south-east side of the airfield between the accommodation areas and the main airfield.

A bomb store was well to the north and the main entrance to the north-west. A range of accommodation and technical style huts were used, Laing / Nissen / Seco and a Watch Tower to drawing 15956/40.

aerial photo of RAF Woodhall Spa

An aerial photograph of Woodhall Spa taken post war. The B1 and T2 hangers can be seen to the north-west, a further T2 to the south. The accommodation block are below the frame. (Taken from a photo at the Thorpe Camp museum).

One remarkable features of Woodhall Spa was the installation of six arrester gear units on the runways. These were designed to prevent aircraft overshooting the runway and were installed during the building programme. Some 120 units were manufactured in all but only a handful of sites had them. On October 22nd 1942, the Woodhall Spa units were tested using an Avro Manchester from the Royal Aircraft Establishment and all went well. However, as the war progressed, reservations were registered about such a technique and the units were never used ‘operationally’ in any of the allocated sites.

At the same time that Woodhall Spa opened, the newly equipped Lancaster (Mk I & III) squadron, 97 Sqn, moved from RAF Coningsby into RAF Woodhall Spa and within a month were flying operations from their new home. However, their first operation, mine laying, was to be fatal for three aircraft, cashing on the journey home. This was not to be the general theme for 97 Sqn though. For the next year they would prove themselves more than capable, hitting many targets accurately with bravery and courage.

Lancaster Mk I ‘R5495’ OF-N of 97 Sqn Woodhall Spa, bombs up. This aircraft was shot down over Essen 8th/9th June 1942, the crew were all killed.*4

The following March (1943) the main bulk of 97 Sqn moved to Bourn to form part of the new Pathfinder force, with detachments at Graveley, Gransden Lodge, Oakington and a further section remaining at Woodhall.  On April 18th 1943, 619 Sqn was formed from the Woodhall Spa detachment retaining their Lancaster Is and IIIs. However, their stay was very short; they moved out to Coningsby in January 1944 and were replaced overnight by the famous 617 (Dambusters) Sqn*5.

During their year here, 619 Sqn would prove themselves further in raids over the Ruhr, Düsseldorf, Oberhausen and Krefeld. Casualties were light during these early missions, but in the following August (1943) the RAF a mounted a massive raid consisting of 596 aircraft on the V2 rocket site at Peenemunde. Three of the twelve aircraft sent by 619 Sqn would fail to return.

Bomb Shelter now flooded.

The bomb shelter now flooded and inaccessible.

When 619 Sqn moved out, 617 Sqn moved in. Lead by Group Captain Leonard Cheshire, 617 Sqn were the elite of 5 Group, Bomber Command and accordingly were to be assigned some of the most difficult and outright dangerous precision bombing missions.

Throughout 1944, 617 Sqn would have many near misses, and losses, ranging from low-level bird strikes to fighter attacks and flak. Targets varied considerably including those at: Limoge (aircraft engine factory), the Antheor Viaduct, Albert, St. Etienne and Metz (aircraft parts factories); many using the new ‘Tall Boy’ 12,000lb bomb.

On 15th April 1944, 617 Squadron were joined by 627 Sqn and obtained some D.H. Mosquito VIs, using these to good effect in the Pathfinder role while their Lancasters continued with the bombing. In June, they had a small respite from bombing missions and on the day of the Allied Invasion, they were tasked with dropping ‘Window’ over the Pas-de-Calais to fool the Germans into believing the invasion force would strike there.

Nissen Huts

A handful of huts and buildings remain.

Throughout the remainder of 1944, 617 Sqn continued to use ‘conventional’ and Tall Boy  bombs on prestige targets like U-boat pens and the Samur Tunnel. Cheshire found himself handed a P-51, and after having it unpacked and engine tested, he used it to mark a V1 target to which 617 struck a devastating blow.

Further major targets were to befall the wrath of 617 Sqn. Flying 2,100 miles to a forward operating base at Yagodonik with Lancasters from 9 Sqn, they attacked the German main Battleship the ‘Tirpitz’. During the mission, for which they had long-range fuel tanks, of the 38 aircraft that set off, six were to crash on the outward journey, one turn back and one to crash on the return. The Tirpitz however was to remain ‘unsinkable’ for some time. It would take two more return trips by 617 Sqn from Lossiemouth to finally sink the ship, the last being on 12th November 1944, with the loss of 1000 German sailors.

Bombing and pathfinder operations for Woodhall spa crews continued right up to the end of the war. Early that year they would start to use the new ‘Grand Slam’ 22,000lb bomb, with their last operational fatality being on 16th April 1945. That was not the end for Woodhall Spa though. The famous Guy Gibson drove here and ‘borrowed’ a Mosquito of 627 Sqn against a backdrop of changed minds, mishaps and misjudgements, the resulting crash leaving him dead.

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Brick walls outline former structures.

Woodhall closed soon after the war ended, but it was identified as a suitable location for Britain’s air defence missile the ‘Bloodhound’ and on May 1st 1960, Woodhall Spa became the base of 222 Sqn with Bloodhound MkI missiles. These were disbanded in June 1964 and replaced by Bloodhound Mk IIs of 112 Sqn on November 2nd 1964. These stayed until 1st October 1967 when they moved to Episkopi in Cyprus.

After the removal of the Bloodhound squadron, the RAF continued to use a small site near to the main entrance, utilising the 617 Sqn T2 hangar and other ancillary buildings as an engine maintenance and testing facility. This too has since closed and the main use is now as a quarry.

Thorpe Camp (RAF Woodhall Spa)

Map showing the location of the Bloodhound Missile Site (Photo of the display at the museum)

A long and distinguished life, Woodhall Spa’s operational losses totalled 91 aircraft, of which 74 were Lancasters and 17 Mosquitoes. Daring and brave crews, they gave their all for freedom and the love of flying.

Today little exists of this former airfield. Being a quarry and partly MOD, much of the  land it is not accessible to the general public. Most of the buildings have long since gone and the runways mostly dug up. A few minor concrete ‘side roads’ are in situ and with searching some evidence can be found. The tower was demolished just after the war as were many of the other buildings and huts. Steps have now been taken to turn whats left into a nature reserve (see post dated 4th July 2015) and a memorial has been placed at the intersection of the runway remains. The best remnants can be seen a little way to the south-east at the former No 1 communal site at Thorpe Camp (see below).

Former NAAFI

The former NAAFI for 469 airmen and 71 officers.

A small number of buildings remain here utilised now as a museum. These include a war-time NAAFI able to accommodate 469 airmen and 71 officers, the ablutions block, ration store and various Nissen huts. A bomb shelter is also here, now flooded and blocked off along with other part brick structures.

In the adjacent woods, the airmen’s quarters and other buildings can be found, now derelict and in a dangerous condition. Odd buildings are scattered about the various sites but these too are few and far between.

Considering the history of Woodhall Spa, the men who flew from here, the operations they undertook, the testing of revolutionary equipment, the new and deadly bombs, it has suffered possibly greater than most and much of this history, if it were not for the Thorpe Camp museum, would now be lost forever. Now it has become a nature reserve in part, then maybe, just maybe, the footsteps of those who were stationed here may once again be walked by others and their memories brought back to life.

Sources and further Reading.

*1 Author unknown, photo from http://www.aircrewremembered.com/hughes-mervyn.html, August 2015

*2 617 Squadron are most famous for the raid on the Ruhr dams in Operation Chastise ‘Operation Chastise’ carried out on 17 May 1943 under the command of Wing Commander Guy Gibson.

This is an updated trail part of Trail 1 Lower Lincolnshire.

Amongst the Rabbit holes and bracken stand the bomb stores of yesteryear.

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Trail 13 continued around the western edges of Norfolk, near to Thetford Forest and the heaths of Breckland. Here, not from Thetford, is an airfield left over from the latter parts of the war. Seeing both RAF and USAAF personnel, it was often boggy and wet, but that didn’t deter those brave young men who fought for freedom.

Now an Army training camp, what’s left is being attacked by another enemy. We return to Southern Norfolk to complete an earlier Trail.

RAF East Wretham (Station 133)

Originally built-in the early part of the Second World War and opened in March 1940, East Wretham was designed as a satellite to RAF Honington with an all grass runway running NE/SW, 2 x T2 hangars, various defence pillboxes, support buildings and a number of blister hangars. At Honington, a newly formed 311 (Czech) Sqn was formed (29th July 1940) flying Wellington ICs, and they utilised East Wretham as a dispersal until August that year, when they permanently moved in. 311 Sqn carried out night bombing duties for the duration of the time they were here, but then in 1942, Wretham’s status changed once more. 311 sqn moved out and East Wretham became a satellite for Mildenhall taking in 115 Sqn on the 8th November, with their Wellington IIIs. The following March (1943) these were replaced with the rarer Lancaster MkIIs and these remained here in the night bomber role, until a further change in August 1943 when 115 sqn moved to Little Snoring and the site passed to American hands to become Station 133.

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Avro Lancaster B Mk II, DS669 ‘KO-L’, of No. 115 Squadron, was hit by bombs from an aircraft flying above. durinhttps://aviationtrails.wordpress.com/wp-admin/post.php?post=1422&action=editg a raid on Cologne on the night of 28/29 June 1943. The tail gun and gunner were both lost. (Author unknown)

Now home to the 359th Fighter Group,  it hosted the big heavy P-47 Thunderbolts of the 368th (code CV), 369th (IV) and 370th (CR latterly CS) Fighter Squadrons and so had to have steel matting runways laid to accommodate their heavy weight on the soft ground. Used primarily for bomber escort, the 359th FG would fly escort to targets in nearby France. However, in April 1944 the P-47s  were replaced with the more agile P-51s which allowed them to penetrate deep into the heart of both Germany and Poland. A task the ‘Mustang’ became famous for. During the Allied invasion of Normandy the 359th attacked bridges, locomotives and supported bombers hitting targets around the invasion area. As the invasion force got a foothold in France, the three squadrons of the 359th returned to long-range bomber escort duties, taking part in raids over Ludwigshafen, Frankfurt, Berlin and Merseburg. During August 1944, the group supported the operations in ‘Market Garden‘ and later that year the Battle of the Bulge in the Ardennes.

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Maj. R. Wetmore, of the 370th FS, in front of P-51B (42-106894) ‘CS-P’. on the shoulders of his ground crew*1.

On 11th September 1944, the Green nosed Mustangs of the 359th really made their mark when they shot down 26 enemy fighters; for this, they received the Distinguished Unit Citation (DUC). The determination shown by the 359th resulted in many outstanding pilots. One, Maj. Raymond “X-Ray Eyes” Wetmore became the 359th (370th FS) top ace scoring 21 victories – his last being an Me 163. Flying in P-51 “Daddies Girl” named after his daughter, he received numerous awards and by the end of the conflict had completed 142 missions covering 563 combat hours.

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The old part remains cordoned off.

This attitude to the war, gave the 359th a worthy credit of 263 aircraft shot down with over 100 more being destroyed on the ground. In the 346 missions they flew, they lost a total of 106 of their own aircraft.

In November 1945 the USAAF left and no further flying took place at East Wretham . The airfield reverted to 12 Group (RAF) ownership, then in May the following year, it was handed back once more to Bomber Command . Within a month the site was handed over to the Technical Training Command and finally East Wretham became a Polish resettlement camp for those personnel who were unable to return home. When they had all finally be moved on, the majority of the site became what it is today, used by the British Army as part of the massive Stanford Practical Training Area (STANTA ) for manoeuvres and live firing training.

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The bombs stores blast walls are still intact – just.

Today most traces of the airfield as it was are gone. A number of buildings notably a T2 hangar and several Nissen huts survive on what is now farmland or in the military camp. The unique Watch Tower was demolished after the war as were many of the other ‘temporary’ buildings. Now used by STANTA, a mix of old and new are intertwined and the majority stands on inaccessible military ground.

Perhaps the best and by far most accessible examples of East Wretham’s past, is the bomb site which forms part of the East Wretham Heath Nature Heritage Trail. Access is to the south of the site just off the main A1075, Thetford Road. A two-mile walk though Heath land, it takes you right through the original bomb store. An area of natural beauty, famed for its wetland and ancient flints, you can easily find the many blast walls and small fusing buildings still there. Also traceable are the tracks that once took bomb loaded trailers to the airfield across the heath. Many now buried under the acidic soil, their existence evident in exposed patches of bare concrete.

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The decay is evident throughout the bomb store.

All these stores are being gradually reclaimed by nature, trees and rabbit holes have both played taken their toll, the layout is still discernible and whilst much of the brickwork is intact, the warning signs are there and they are crumbling fast.

A small airfield, East Wretham was never considered the most ‘homely’ of sites. Often wet and boggy, it was one of the less well-known and less famous places to be used. But the courage and determination of those who served here both RAF and USAAF, went a long way to helping defeat the tyranny that stood facing us across the small section of water not so far away.

To see the other sites on this Trail, Old Buckenham and Tibbenham, go to Trail 13.

Sources and further reading:

*1 Photo: 359th Fighter Group Association, accessed at http://www.littlefriends.co.uk/

An airfield whose history remains secret.

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This is the second airfield of Trail 25 which takes place in the Hertfordshire countryside. Even today, much of what went on here remains secret and little information about the people or its activities exists. However, its role in the both wars was significant.

RAF Sawbridgeworth

RAF Sawbridgeworth was originally constructed as an Advanced Landing Ground (ALG) during April 1916. It was designed to take aircraft from 39 sqn, who were currently based at nearby North Weald. Activated initially to combat the Zeppelins from Germany, 39 sqn are currently based at RAF Waddington flying the MQ-9 Reaper against a much different enemy.

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Part of the Airfield defences.

It wasn’t until the Second World War, that RAF Sawbridgeworth  really came into its own as an operational airfield.

Mathams Wood ALG, as it was known, saw expansion in the early 1940s, more through luck than careful planning. Each of the three runways, were constructed of Summerfield tracking, and measured 1,700 yds, 1,400 yds and 900 yds in length.  The usual Drem lighting was installed adjacent the track rather than embedded as would be the usual case.

A number of buildings were requisitioned as aircraft were dispersed here following France’s fall in 1940. The ALG was expanded through local workers and Mathams Wood ALG took on the unofficial name RAF Sawbridgeworth after the village that stands close by.

The expansion of Sawbridgeworth also included a number of buildings: 16x Dorman Long (4630/42) blister hangars, a T2 hangar, a number of ‘Blenheim’ style aircraft pens and 8 dispersed sites primarily to the East of the airfield. A watch tower, fire tender station, hospital, grocery store, Link trainer, gymnasium and the usual accommodation blocks all added to the much bigger site than had been previously been designed.

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The former Grocery Store.

The first unit to be based here was that of 2 (AC) sqn flying Westland Lysander II and IIIs in the observational role. Performing primarily in this activity, 2 sqn later on used the Curtis Tomahawk I & II, followed shortly after by the Mustang I and eventually the IA. Other squadrons to be based here included: 4, 63, 80, 126, 168, 170, 182 , 239, 268 and 652 sqns primarily undertaking a PR role whilst here.  A number of other non-flying units performing the evacuation and redeployment of personnel were also stationed here.

2 Sqn were also heavily involved in the secret work of the Special Operations Execute (SOE) involved in dropping agents into occupied France. Much of the training of the aircrews took place at Sawbridgeworth, with practice flights using the famous ‘Black’ Lysanders. Even today, some 75 years later, these operations and the role of the photographic reconnaissance units, remain well hidden operations cloaked in secrecy.

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The perimeter track still remains, in full at some points.

Sawbridgeworth was not devoid of its own enemy attention. On September 19th 1940 a Heinkel III was shot down and crashed in nearby Thorley Wash, one of several crashes close by.

As the war drew to a close, so did the activity at Sawbridgeworth. Following the invasion of Normandy, and the subsequent liberation of Europe, all operational flying ceased in November 1944 and the site went into care and maintenance. The runways were pulled up using P.O.Ws and the tower was demolished a year after the cessation of conflict in 1945. Other buildings were removed or demolished and the land turned back to agriculture.

Wandering the site today, there is luckily still quite a bit of evidence about. The perimeter track is complete, not in its full width throughout, but a large proportion of it. A number of pill boxes remain scattered around the perimeter of the site and the Battle Headquarters (design 11008/41) can be found with determined searching amongst the brambles and hedgerows.

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The former guard block, still largely intact.

To the west of the site is a small industrial complex utilising what was a ten-bed sick quarters, dental annexe, a twelve bed Barrack hut that doubled as a hospital ward, mortuary and an ambulance shed. An ablutions block is was also located here and the site is more or less complete. Not far from here, is a modern farm, which houses a number of smaller original buildings including a Parachute store (built to drawing 11137/41), fabric store, sub station, main stores and other technical buildings. These are all located on private land and in use by the farmer. There is also a signals block, located nearby to these sites and easily visible from the road.

Across to the east of the airfield, is whats left of the communal site. Here stood 33 buildings in total, incorporating a wide range of supporting units for recreation and general living. The only remaining buildings being the standby generator house and the grocery store. Both are used by local businesses.

Emergency generator

The Standby Generator House now a stores for machinery.

A memorial to those who served at Sawbridgeworth stands outside what was the guard block. A recent addition, it is a nice reminder of the dedication of the crews who were stationed here during two world wars.

Sawbridgeworth is a small well hidden airfield and takes some finding. Hidden by woodland and crops, it was created through luck rather than good planning. The crews and aircraft of Sawbridgeworth played a considerable part in the Second World War, and all in its short but yet significant life.

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A memorial stands dedicated to those who served at Sawbridgeworth.

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

RAF Little Snoring – Honours and Awards

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

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

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

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

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

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

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

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

The first of the four boards starts 30th January 1944

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

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

The final entry is dated 24th April 1945

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

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

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

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

Ruffles’s poem recalls his time at Little Snoring.

RAF Langham – A revolution on the very tip of Norfolk.

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This airfield concludes our four-part tour around Norfolk. It visits a large airfield that played a revolutionary part in the Second World War. So revolutionary, that it paved the way for air defence well beyond the Second World War. We go to the very edge of North Norfolk, to an area of sanctuary, mud flats and a bird watchers paradise. A place where the sound of the Lark has replaced the roar of the piston engine.

RAF Langham

RAF Langham is located at the tip of North Norfolk’s coast. Its location perfect for the role it was to operate.

Built as a satellite to Bircham Newton, it opened in 1940, with three grass runways, and would take aircraft from a number of nearby airfields. Not having any official resident units until 1941, when the Polish and Czech units of 300 and 311 squadrons used it as a forward operating base, it saw little operational action. Langham was initially used as a gunnery training airfield, towing targets for gunnery practice at nearby Stiffkey, a few miles to the north. This is perhaps Langham’s most famous role and the one that many people associate with Langham.

Langham airfield display board

Langham Airfield (photo of the display board at Langham Dome).

Then in November 1942 Langham was closed and redeveloped having concrete runways laid and around 35 looped style dispersals. The longest runway, (NE/SW) was of 1,988 yards, the second (N/S) 1,400 yards and the third (E/W) also of about 1,400 yards, all approximate. The accommodation sites were well away from the airfield many in and around the village of Langham itself to the east or south-east. Three T2 hangars were also erected, one to the north-west and two the south-east in the technical area. There were also various technical and administration blocks and a bomb storage area well away to the north of the site.

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Langham’s Watch Office.

The first operational units arrived in April 1944, with Beaufighters of 455 (Australian) and 489 (New Zealand) squadrons of the Beaufighter Strike Wing, on the 8th and 13th respectively. This wing would famously form a combined attack against enemy shipping in the North Sea, being responsible for the sinking of 4 ‘U’ Boats and 36 surface vessels whilst here. A combination of nose mounted cannons and underwing rockets proved a deadly adversary for the flak ships and merchant vessels of the German Navy.

In August that year, the 521st Squadron moved from their base at RAF Docking to Langham to carry out its role of meteorological reconnaissance. Operating with Lockheed Hudsons, they would soon be ‘upgraded’ to Boeing’s massive B-17 adapted for these special duties. Other coastal command roles such as air-sea rescue were also carried out from Langham and a range of aircraft types would operate from here for the duration.

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A collection of technical buildings still exist today.

Post war Langham was used by the Royal Netherlands Air Force as a Technical Training School, until June 1947 when it was vacated and then finally put into care and maintenance in the following September. For a short period between March 1953 and November 1958, it became a target towing site once more, pulling targets for No. 2 Civilian Anti-Aircraft Cooperation Unit and finally as if to defy the odds, it was used as an emergency landing ground for aircraft from nearby RAF Sculthorpe.

As with many of these Norfolk sites, Langham was eventually sold off, bought by Bernard Matthews becoming home to a number of turkey Sheds, the role it performs to this day.

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Like so many in Norfolk, Langham’s main runway now houses poultry.

The majority of the concrete layout of Langham remains today, utilised by the company for transportation and storage. The technical sites and accommodation sites virtually indistinguishable from the farmland it once occupied. A small collection of buildings can be seen from the public road including: the watch tower, Fire tender shed, a Floodlight trailer, tractor shed,  a Night flying equipment store and a small brick hut used for weather balloons. To the north-east, on the brow of the hill sits the restored battle headquarters. But certainly the most famous and most distinguishable building of this site, is the former gunnery trainer dome.

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The ‘famous’ Langham Dome – former Gunnery Trainer.

Refurbished through Lottery Money, the dome is now classed as an ancient monument and a museum run by the Trust and Friends of the Langham Dome. Much has been written about the dome and recently (May 17th 2015) the BBC ran a programme about its development and history which is available on BBC iplayer for a short period. Only a small number of these structures exist today, none of which are accessible, which is what makes the Langham dome so special and unique. Developed in conjunction with Kodak, it projected a film of an aircraft onto the dome wall, to simulate an attack, at which the gunner would ‘fire’ his gun. The trainer would measure the trainees accuracy using a dot to the front of the aircraft visible only to himself. A remarkable breakthrough in gunnery training, it led the way in anti-aircraft training for a good number of years even after the war.

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A plaque from Veterans of the Royal Netherlands Airforce in the Church at Langham.

Langham is one of Norfolk’s most Northerly airfields, it provided a safe haven for returning aircraft, and its residents conducted air-sea rescue missions, sank a number of ships and played a role in meteorological reconnaissance and anti-aircraft training. A mixed bag, but certainly an important one, the memory of Langham should continue and thrive for without it, there would certainly have been many more casualties in the Second World War.

References

A website dedicated to the Dome and life at RAF Langham can be found here. It includes a range of photographs and first hand accounts of what it was like to live on or near the airfield.

The BBC iplayer programme may only available in the UK and for a short period of time. You can find it here.

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

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

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

RAF North Creake

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

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

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

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The AML Bombing Teacher nestles in the woods.

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

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

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

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One of the remaining T2 Hangars.

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

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Main stores and Gas clothing huts.

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

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

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North Creake’s Tower now a Bed & Breakfast.

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

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

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

Links

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

RAF West Malling revisited. 

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

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

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

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

The outside provides a quiet seated area.

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

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

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

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

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

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

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

The local toilets reflect the tower’s design.

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

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

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

A closer look reveals the original camouflage paint.

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

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

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

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

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

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

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

RAF Foulsham, North Norfolk, Trail 22

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The first airfield in this Trail reveals some excellent examples of wartime architecture. A short life, but an important one, it saw a wide range of aircraft undertaking some ground breaking activities.

We visit RAF Foulsham.

RAF Foulsham

ROYAL AIR FORCE BOMBER COMMAND, 1942-1945.

Halifax B Mark III, MZ817 ‘DT-O’, of No. 192 Squadron RAF after crash-landing while taking off from Foulsham, on a radar surveillance sortie. 9th December 1944*1

Foulsham, like many of its counterparts in this region played a major part in the electronic war, monitoring and jamming radar transmissions for larger formations of bombers. Despite this important and ground breaking role, Foulsham had only a short operational existence.

Built in the latter parts of 1941, Foulsham had three runways, 37 dispersals and 9 hangars. It was initially opened with light bombers of 2 Group Bomber Command. These were primarily Mitchell IIs of 98, 180 and 320 Squadrons; 320 being formed entirely of Dutch personnel. A detachment of Glider storage and maintenance personnel from 12 GMS were also at Foulsham between April 1943 and March 1944 preparing and maintaining Horsa Gliders for the forthcoming Normandy invasion. In this same year, on September 1st, 3 Group Bomber Command took over responsibility of Foulsham and the much heavier Lancasters of 1678 HCU (Heavy Conversion Unit) and 514 Squadron arrived for operational duties over Europe. One month later, the American 375th Servicing Squadron (SS) arrived and began modifying de Havilland’s ‘Wooden Wonder’ the Mosquito, for photographic reconnaissance duties, a role the Mosquito excelled at.

RAF Foulsham

One of four T2 hangars.

Once more, Foulsham changed hands and it became part of the now familiar 100 Group, who were dominating this area of the country. 192 Squadron arrived with a variety of aircraft, the HP Halifax, Mosquito, Anson and Wellington for electronic warfare operations.  Other squadrons soon joined them, and Foulsham became a large operational base shrouded in secrecy. Between 1943 and post conflict in 1946, more Wellingtons, Mosquitos, P38 ‘Lightnings’, Stirlings and Halifax IIIs arrived all becoming common place in the skies over Foulsham as they gathered information, trialed radio and electronic jamming operations and evaluated new methods of electronic warfare.

Foulsham was further graced in 1944 with the installation of FIDO, the fog clearing system, a method designed to burn away sufficient amounts of fog to enable a safe landing in difficult conditions; not always successfully. However, despite all this, Foulsham’s operational life was soon to be cut short and in June 1946 it was closed to flying duties, whereupon it became the final resting ground for a large number of Mosquitoes prior to scrapping. Foulsham remained ‘in-service’ until 1955 with the US Army, and then in the hands of the MOD until deemed surplus to requirements, it was finally sold off in the 1980s and its doors closed for the last and final time.

RAF Foulsham

A workshop nestled between two refurbished T2s.

Many of Foulsham’s buildings have surprisingly withstood the test of time. Whilst the runways have all but gone, now farm tracks and tree lines, some of the buildings do still remain and even from the roadside, you can see what must have been a remarkable place during its short, but hectic life. The road passes along the eastern side of the airfield, here, you can still see a number of the original T2 hangars, 3 in total, now utilised by a local potato business. (‘Addison Farm’ as it is aptly named, is in recognition of Air Vice Marshall Edward Barker Addison, the only person to Command 100 Group*2 during the war). Whilst two of these hangars have been re-clad, the third is still in its original metal. Hidden amongst these structures, are some of the original technical buildings, again some refurbished some original. The mass concrete bases signify the manoeuvring areas linking this area to the main section of the airfield to the west.

RAF Foulsham

A fourth T2.

At this point, there was until recently, gates separating the dispersal area to the east (now farm dwellings) to the hangar area on your left. During the War, this road was surprisingly open to the public and aircraft would be manoeuvred across the road, traffic being halted by an RAF Policeman.

Further to the north, beyond this area passing an air raid shelter, is the original entrance and further technical area.

A pill-box, marks where the main entrance was. Turn left here and follow the road west. To your right you pass the original Fire Tender shed, a B1 hangar and other minor buildings in varying states of disrepair. To your left, a further T2, partially refurbished partially original. Further along, the road crosses the original N/S runway, full width remnants to the right and a tree-lined track to the left mark clearly where the enormous concrete structure was laid. The road ahead, is the where the 08/26 runway ran as it disappears over the brow of the hill. The road then turns away north leaving the runway and airfield behind you.

RAF Foulsham

The original Fire Tender shed.

As with all airfields, the accommodation blocks and bomb stores were scattered well away from the main airfield. With some searching, evidence of these may be found amongst the hedges and trees, public roads utilising the concrete sections of RAF road laid down originally.

Whilst the main layout of Foulsham is difficult to see from the road, the last remaining buildings have fared quite well and remain some of the better examples of original wartime architecture. There is a distinct ‘feel’ to the site that transforms you back in time to the days when heavy bombers and lighter twin-engined aircraft would rumble along its runways. Recent and ongoing development work by the farmer seems to be sympathetic and ‘in tune’ with the site, many buildings being reclaimed from nature and now ‘on show’ to the passing public. Whilst all are on private land, they are easily seen and it seems that there may be a winning formula here that other land owners could quite easily follow and preserve what is left of our disappearing heritage.

RAF Foulsham

The remains of the 08/26 runway.

The wartime memories project, has a section focusing on RAF Foulsham and people trying to trace crew members who served there. It is worth a look through perhaps you may know someone from there.

In the nearby village of Foulsham, beneath the village sign, stands a memorial to the crews and personnel of RAF Foulsham.

From Foulsham, we head north-west, to a little airfield with the quaint name ‘Little Snoring’.

 

*1 photo from Royal Air Force Bomber Command, 1942-1945.© IWM (HU 60601)

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

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

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

RAF Great Massingham

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

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

RAF Great Massingham

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

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

RAF Great Massingham

The Officers Mess now a farm building.

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

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

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

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

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

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

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

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

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

RAF Great Massingham

Remains around the perimeter track.

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

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

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

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

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

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

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

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

RAF Great Massingham

Gymnasium and attached Chancellery now a car repair shop.

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

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

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

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

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

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

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

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

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

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

RAF Great Massingham

Original high-level Braithwaite water tank.

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

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

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

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

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

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

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

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

RAF Great Massingham

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

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

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

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

Sources and links RAF Great Massingham

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

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

National Archives AIR 27/842/10

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

Massingham was first visited in 2015.

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

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

RAF West Raynham

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

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

C Type Hangar

West Raynham’s hangars will be holiday flats.

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

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

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The Officers mess is destined for other uses.

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

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

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

Control Tower

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

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

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

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

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

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

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

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

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

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