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RAF Sutton Bridge Part 4 – Under the Spotlight

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Part 3 took us through the 1920s and 1930s in the life of Sutton Bridge. As the war opened, the airfield swung between roles with remarkable speed. From a brief stint as a recruit training centre to hosting newly formed 264 and 266 Squadrons, the airfield grappled with scarce aircraft, harsh winter weather, and early operational mishaps. Defiants, Blenheims, and then Spitfires tested both pilots and crews, while accidents and maintenance challenges were constant. By early 1940, with the squadrons gone, Sutton Bridge pivoted once more, becoming a hub for new recruits and small training flights, laying the groundwork for its next vital role as 6 Operational Training Unit.

The Birth of 6 Operational Training Unit

6 OTU were created on March 10th, 1940 from the ashes of 11 Group Pilot Pool who were up until then based at RAF St. Athan. They had been established specifically to train front line fighter pilots who had already mastered the basics of flying and were to be ‘polished’ up before passing on to front line operational squadrons.

Following the initial administration and setting up of the unit, a small party of  four non-commissioned officers and twelve airmen, arrived here at Sutton Bridge. They were followed a few days later by the main party including six officers and ten further airmen. Once established, the unit would be commanded by Sqn. Ldr. Philip C. Pinkham, who led the first course for trainees beginning March 11th 1940.

Pinkham was responsible to the Station Commander, the recently promoted Wing Commander Philip R. Barwell, who had even as a Station Commander, remained a keen flyer. To meet his insatiable demand for flying, Barwell would take any opportunity to fly that passed his way, often pulling rank, he would fly in as many aircraft as he could, frequently in the guise of that common excuse an ‘air test’. The new OTU would offer a great opportunity for Barwell, operating a mix of aircraft types but mainly Hurricanes, Masters, Fairy Battles,  Battle trainers and a Gladiator.

The early days of the OTU here however, were not as grand as many would have hoped. Yet another lack of serviceable aircraft combined with the poor Fen weather of 1940, led to a  reduction of available flying days, and so one day a week the airfield would close with a ‘day off’ being given to those stationed here – hardly reflective of a war mentality.

Training for War: Sutton Bridge under the Spotlight

The part-time attitude to the job didn’t reduce the seriousness of their efforts though, and a visit by dignitaries including, as suggested in some sources, Hugh Dowding, the AOC Fighter Command, made sure they were aware of that.

On May 3rd 1940, Air Chief Marshal Sir Edgar Ludlow-Hewitt, the Inspector-General of the Royal Air Force, also paid a formal visit to Sutton Bridge. Crossing the airfield’s runways and observing the pilots in action, he took careful note of the station’s flying operations and training routines. His inspection combined a keen eye for detail with practical recommendations, aimed at refining instruction and ensuring operational readiness. The visit, recorded in Report No. 11, highlighted both the strengths of the airfield and the areas that required attention, underscoring Sutton Bridge’s vital role in Britain’s initial wartime training programme.*11

Hewitt’s inspection highlighted significant challenges at the OTU. Gunnery practice for visiting units relied on firing at four 20-foot target drogues, towed from the beam by the OTU’s four Henley aircraft. The training, however, was severely limited by the condition of the Henleys; a shortage of spare parts often meant that only one or two aircraft could operate at any time. Accurate gunnery depended heavily on the steady towing of the targets. Additionally, Hewitt was sceptical of the OTU’s claim that the large, slowly moving targets “get shot to bits at once.” His observations highlighting how mechanical constraints could, and did, directly impact the effectiveness of instructor and trainee practice.

Despite all these challenges though, courses rapidly progressed, and soon foreign nationals who had joined the RAF, began to arrive. These included those not only those from the Commonwealth but the  European countries invaded by the Nazis along with a handful from the United States: all eager to join up before the US officially joined the war.

There would of course be many casualties during these courses, some due to mechanical issues, many due to pilot error, learning to fly a combat aircraft under combat conditions being a very risky business indeed. Many of these casualties form the sixty – joined by a single Luftwaffe airman – graves less than a mile away in the St. Matthew’s Church yard in Sutton Bridge.

A change in fortune meant that the increase in trainees also meant an increase in aircraft. By the middle of the year 6 OTU were operating thirty-four Hurricanes in addition to the odd twenty or so other types present here although they were still classed as ‘unserviceable’. Combine these with visiting detachments and the sky over Sutton Bridge soon became an incredibly busy airspace.

The ever increasing numbers of aircraft using the site inevitably led to a demand for more hangar space, and in May 1940, the first of two Bellman hangars were erected on the site, thus extending its ability to service damaged aircraft.

Following the fall of France, Britain stood alone, and many of the front line pilots at her disposal were either tired veterans or recently qualified and inexperienced, and so more crews were needed if they were to stand any chance of repelling the Germans, who so far, had rolled virtually unopposed across Europe. Many of these veterans of France, were now being posted into the training stations to train new pilots in the tactics and airman-ship that would hopefully save their lives. Sutton Bridge was no different, the record books for this period list endless postings in of these front line pilots as instructors, many holding DFCs or DFMs in reward for their action over France. One of those to arrive here was F. Off. Derek Dowding the son of Air Chief Marshal Hugh Dowding, the recruits were indeed in the company of the noble, Derek having the title ‘Honourable.’

F.O. Derek H.T. Dowding (right) with his father Hugh Dowding. (Battle of Britain Monument archive)

Training at a Cost: Accidents and Fatalities at 6 OTU

Life at Sutton Bridge was not without risk, even for the instructors. Sergeant Charles Cotton being the first from 6 OTU to suffer. On 25th June 1940, he sadly crashed after having only arrived about three weeks earlier at the airfield. Cotton was performing low level aerobatics near to the village of Upwell, not far from Sutton Bridge, when the Hurricane he was flying was seen to climb from low level, possibly stall and then dive nose first into the boggy Fen ground. The aircraft buried itself deep in the soil, leaving little trace on the surface of its demise.

The next day a recovery truck tried to remove the wreckage, but the boggy ground combined with limited access, made recovery difficult. With perseverance though, Sgt. Cotton’s remains were eventually removed from the aircraft whereupon he was taken to his home town in Essex and laid to rest.

To meet pilot demand, courses were cut from six weeks to two, increasing the already immense pressure on trainees to complete their flying training. This pressure often led to mistakes being made. Between June and November there were no less than eleven fatalities, six of which were involved in airborne collisions.

One such incident occurred on August 18th, when Sgt. Dudley McGee and Sqn. Ldr.  Kazimierz Niedwiecki were involved in a collision in the skies to the east of Sutton Bridge. The pair were performing aerial combat techniques when the collision happened causing the death of both pilots. Niedwiecki, a Polish airman, had only just arrived at the airfield from 15 Elementary Flying Training School (EFTS) in Carlisle, a grading school for Polish pilots; whilst McGee had arrived two days after Niedwiecki from Ternhill’s 10 Flying Training School (FTS). Both airmen were experienced flyers, and so it is feasible that the pressure of getting through the course and onto active duty was a factor in their demise.

After colliding, Niedwiecki’s Hurricane came down on farmland near Terrington St. Clements whilst McGee’s fell near to Walpole Cross Keys a few miles away. Once recovered, both the pilots were buried in St. Matthews Church Yard in Sutton Bridge.

Instructors of Note: The Arrival of Bill Waterton

Dowding’s son was not the only notable person to instruct at Sutton Bridge. During the late autumn of 1940, one William ‘Bill’ Waterton was posted in to Sutton Bridge by his Squadron Commander Douglas Bader of 242 Squadron RAF Coltishall. Waterton had been in hospital for three months following a head injury suffered in a crash whilst providing cover over Dunkirk. He came to Sutton Bridge as an instructor and proved to be an exceptionally good one. It was a move that kick started a change in career for him that would change his life forever. However, at Sutton Bridge, providing instruction to other pilots was not enough for Waterton, and he yearned for a return to front line operations.

Waterton never got this move, instead he was sent to Canada, returning to the UK in 1943 on a posting to RAF Fighter Command and the Air Fighting Development Unit (AFDU) at RAF Wittering. Here he tested many captured German aircraft, pitting them against RAF fighters to see how they performed. Post war, he would fly a Gloster Meteor in an attempted world speed record achieving speeds in excess of 600mph. Speaking frankly and to the point, he would leave the RAF to fly for Gloster, the makers of the Meteor, and become a very successful test pilot pushing aircraft to their limits and nudging the much sought after sound barrier.

Being known for his ‘forthright’ attitude, Waterton  achieved great things in aviation research, an achievement that was kick-started by his duties at RAF Sutton Bridge. *12 *13

Foreign Trainees and the Cost of Speed

As summer turned to Autumn and August to September, the RAF were losing pilots at an unsustainable rate, and Dowding needed many more and quickly. With many trainee pilots in the OTUs being foreign, and with poor English, he had little choice but to rush them through courses and get them into front-line units. The first Czech course consisted of some twenty airmen and lasted from 17th August to 11th September 1940. Virtually all of these went on to serve in the Battle of Britain, many being killed or posted as ‘Missing in Action’.

To expedite their movements, courses were refined further, and many trainees were sent up in pairs to practice combat manoeuvres on their own. One British pilot, Sgt. Frederick Howarth in L1658 and Czech pilot Sgt. Karel Stibor, collided in one such activity resulting in the death of both airmen. The two sites were cleared of immediate debris but the aircraft remained buried until the 1970s and mid 80s, when major parts were found and removed. These two men join the many others in St. Matthew’s.  Such was the demand for new pilots that at Sutton Bridge alone, 525 pilots were posted in from, or out to, front line squadron between March and October 1940; only one-quarter of them not having fought in either the Battle of France or the Battle of Britain; most (345) having seen action in just the Battle of Britain. *14

The attack on Britain’s airfields was by now subsiding, but that didn’t stop the occasional bomb from dropping on Sutton Bridge, nor its ‘Q’ decoy site at nearby Terrington some 4 miles north-east. The first attack came in the night of August 30th-31st, in which bombs were dropped harmlessly on the dummy airfield. It was Terrington again at the end of September that would get another rogue bomber dropping its payload. By now the locals were getting worried and annoyed, and requested the site be moved. The RAF’s reply was not favourable nor was it what they wanted to hear. With yet another attack at the end of October, it was becoming clear why the RAF wasn’t going to play ball, a few dead horses and damage to walls was a small price to pay for keeping the training camp clear and operational.

Handcraft Hut

‘Handcraft hut’ now a private building.

During the whole of the war, the ‘Q’ site took no less than six German attacks,  whilst the airfield at Sutton Bridge received only three, a comprehensive reason for the use of such areas at this crucial time.

From 6 OTU to 56 OTU: A New Chapter

By the end of the Battle of Britain, the various OTUs had shown their true capability, fuelling the front line squadrons that would protect the UK from German invasion and sweeping the enemy from the sky. But changes were now afoot, and in November 1940, 6 OTU was disbanded immediately being renumbered as 56 OTU; the change coming through as a result of the reshuffle of the training units – ’50’ being added as a prefix to all OTUs.

56 OTU continued to fly the Hurricane using the squadron code ‘FE’. In fact, little changed and everything carried on as usual with little immediate evidence of the new change. The new,  recently appointed station commander, Group Captain Bruce Caswell, continued his reign over both the airfield and the daily goings on at the site.

The new unit would form the main squadron at Sutton Bridge for the next two years continuing to train pilots in the art of dog-fighting and air gunnery; the renumbered 56 OTU carrying on pretty much where 6 OTU had left off. New pilots arrived and were pushed through the various courses; the RAF still desperate to get new pilots into front line squadrons as soon as possible.

The challenge of getting pilots through the courses was still a great one, and with so many trainees coming and going, errors, accidents and fatalities remained a common occurrence.

A New Spirit: The RAF and Its American Volunteers

The end of 1940 and the success of the Battle of Britain gave renewed hope and boosted morale for both aircrew and civilians alike. Now, and even though the United States was still out of the war, the RAF found itself being bolstered by a small number of American airmen wanting to join the fight and stand by Britain’s side. Some of these joined as early as 1939 as volunteer reserves, going on to fly during the Battle of Britain. Whilst there are records of US airmen flying in the battle, most went on to join the famed ‘Eagle‘ Squadrons joining names like Don Gentile, Don Blakeslee and Johnny Godfrey, many of whom have become household names in Second World War terms, with historical stories to match.

As a way to retain US neutrality, the airmen made their way through training schools in Canada to the UK, arriving by ship as civilians. Many were sent to 3 Personnel Reception at Bournemouth and then onto 57 OTU or the new 56 OTU here at Sutton Bridge to complete their training before passing over to RAF units.

The First American Loss: Pilot Officer William Davis

One of these pilots arrived in March 1941, P.O. William Davis, a twenty-five year old trainee from St. Louis. He found himself sent to Sutton Bridge, preparing to take on the Hurricane. With twenty-five flying hours under his belt already, he made his first solo less than two weeks after his arrival, managing a successful flight but suffering a problematic landing. The next day, he departed the airfield again, this time to carryout a map reading exercise over the Lincolnshire Fens. Unfortunately, the weather closed in and with a featureless landscape to navigate by, he eventually ran out of fuel and opted for a landing in one of the many expanses of Fen fields.

Unfortunately, as he landed, the undercarriage dug into the soft mud, flipping the Hurricane (P5195) onto its back breaking Davis’s neck, killing him outright. Davis was the first American to die at Sutton Bridge, this tragic accident cutting his war very short. He remains a long way from home, buried not far from the airfield in the local church yard at Sutton Bridge. His full story can be read in Heroic Tales.

Pilot Officer William Lee Davis

Pilot Officer W. Davis, killed March 1941.

The Eagles Gather

His was the first of a run of several accidents. Later in the summer of that year, Sgt Bidgood and Flt. Sgt. John Craig, who both veterans of the Battle of Britain, collided over the nearby village of Terrington St. John, killing both airmen. Being experienced airmen and valued pilots, their loss was a tragic one that cost the RAF dearly.

The Americans however, kept on coming. During 1941 alone they accounted for twenty-six accidents at Sutton Bridge. By the end of the year, 144 US airmen had passed through the airfield, 87 of whom went on to fly with the famed ‘Eagle Squadrons’ before they were officially transferred to the USAAF in 1942.

March 1940 saw the birth of 6 OTU at Sutton Bridge, a fast-paced training hub turning skilled pilots into front-line fighters. Operating Hurricanes, Battles, and Gladiators despite shortages and harsh Fen weather, the unit trained British and foreign recruits under tight schedules and high pressure. Success came at a cost, with accidents and fatalities a constant reminder of the dangers faced even before reaching combat, underscoring Sutton Bridge’s vital role in preparing airmen for the Second World War.

The full story can be read in Trail 3 – Gone but not Forgotten.

RAF Sutton Bridge Part 1 – Its Origins and Early Days.

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On the windswept Fens bordering Lincolnshire and Norfolk lies a site that shaped the skies of World War II. Far more than a quiet airfield, it was a crucible for pilots from Britain, the Commonwealth, and beyond, where Hurricanes, Spitfires, and Wellingtons soared – and often fell – as young airmen learned the deadly art of aerial warfare.

From rocket-firing trials to emergency landings, from multinational trainees to seasoned instructors, this airfield was a hub of innovation, skill, and courage. Lives were lost, lessons were learned, and generations of aircrew left ready to defend Britain’s skies. Though the airfield has largely returned to nature, its legacy remains – a testament to bravery, determination, and the high stakes of war in the air.

In Trail 3, we revisit the airfield that was RAF Sutton Bridge.

RAF Sutton Bridge

The origins of Sutton Bridge airfield are rooted some 20 years before the start of the Second World War, and largely owes its creation to the Holbeach firing range located in the shallows of the Wash just a stones throw north of the airfield. The range, which is still in operation today, was first supported by the airfield at Sutton Bridge as early as 1926 – a basic airfield from which to base those units using the range.

From Fens to Flying Fields

The airfield itself sits on the edge of the Fens, a flat, open area often referred to as ‘desolate’ and ‘drab’. In winter, certainly the wide open expanses allow winds to blow freely across its dark silt substrate, much of which lay under water for millions of years previously. But this dark open landscape offers prime agricultural and historical prospects, the Romans, Vikings and the Icini people all having made their mark on its dramatic landscape.

The airfield’s roots go back as far as the end of the First World War, the then newly formed RAF was cut back hard, reduced to a mere twenty-five squadrons for both home defence and to protect the commonwealth’s interests abroad. With little need seen for a home based air force, little thought was put into preparing pilots and gunners for any likely future conflict. To keep pilots busy, aerobatics and formation flying took preference over mock dog fights, aerial warfare tactics and ground attack practise.

But by the 1920s, this was not seen as productive and thoughts began to turn to training crews more responsibly, after all, if a pilot cannot engage and defeat his enemy then what use is he? So, a new firing range was sought to train pilots and gunners in the art of ground attack and air-to-air firing. The area required for such a task would need to be away from the public, but easily accessible and coastal, preferably with shallows waters. In 1925, several areas were seen as possible candidates; Catfoss, Donna Nook and an area known as Holbeach Marsh on the Lincolnshire / Norfolk border. After inspection by the Air Ministry, all three were deemed ideal, and so they took control creating three new ranges for the RAF’s use.

To be able to access the range at Holbeach, a nearby airfield was then needed, and being the closest, the former World War 1 site at Tydd St. Mary was given first consideration. However, strong objections from both local landowners and the council jointly, persuaded the military otherwise, and so an alternative had to be found.

The Birth of Sutton Bridge

The Ministry looked further east, nearer to the Wash, and found a small area close to the village of Sutton Bridge on the Lincoln / Norfolk border, about a mile or so from the sea. It would be perfect, and so an area of some 130 acres was obtained through either purchase or lease, allowing, on 1st September 1926, the birth of the soon to be, RAF Sutton Bridge.

The airfield’s main entrance gate and guard house, leading down towards the Mechanical Transport (MT) Shed, Bessonneau hangars and the airfield ground beyond. Visible in the far left background is the new Hinaidi type aircraft hangar built during the 1930s replacing two of the airfield’s original four Bessonneau type aircraft hangars. (source wiki)

Sitting on prime agricultural land, the airfield was hemmed in by both the River Nene along the western boundary and a former LNER railway line (now the A17 road) along the northern boundary. The borders of the two counties, Lincolnshire and Norfolk, cross the airfield resulting in it being divided between the two. The nature of this design though, would later on, lead  to many problems. The airfield being irregular in shape, meant that landing across it – cross-wind east / west – was very difficult if not impossible as there was insufficient room to do so. This would, in itself, restrict the number of days on which flying by trainees could take place, thus forcing them to make difficult cross-wind landings when they did.

In these early days Sutton Bridge would be rudimentary at best, bell tents being the main form of accommodation; only developing as new and longer training courses were needed. More permanent buildings were gradually erected including an Officers’ Mess, permanent accommodation blocks and maintenance workshops.

The 1920s was not a time for major airfield construction though, very few companies had developed or mastered the necessary skills needed for good airfield development. A local business,  Messers Thomson and Sons of Peterborough, were initially brought in, commencing the construction with small roads and tracks, along with four canvas Bessonneau hangars for storage and maintenance. Rudimentary maybe, but it was beginning to take some shape.

Original Entrance

The original entrance today.

Expansion and Identity: Sutton Bridge in the 1930s

The emergence of the ‘expansion period‘ in the 1930s, saw a period of rapid change and development in the military, where the need for airfields and a strong air force was seen as priority. Airfield development now began to improve and new companies, skilled in their design and construction, emerged onto the scene. One of these, “En-Tout-Cas”, in conjunction with other smaller companies, was enlisted to oversee the continued construction of the site at Sutton Bridge. These new and more experienced companies were employed under contract directly with the Air Ministry, using both civilian workers and their equipment, to build not only Sutton Bridge but Catfoss, Lee-on-Solent and Sealand as well *1

On January 1st 1932, the various training sites including Sutton Bridge were given formal titles – Armament Training Camps (ATC) – with each being given a number to distinguish them. Sutton Bridge became known as No. 3 ATC, handling fighter squadrons. Over the next few years it would go through a series of name changes, the first being on 1st April 1938, when it became 3 Armament Training Station (ATS), and then again, a year later, it would close only to reopen under the name of 4 Air Observers School (AOS).

Being better skilled in airfield design and construction, specific buildings for particular tasks were now being added to the work already done, small blocks for administration, maintenance sheds and such like all began to spring up. Being a pre-war construction, all buildings, including accommodation blocks, were placed directly on the airfield site rather than being dispersed as was the norm later on. Dispersals for aircrew were located at different points around the airfield’s perimeter, alongside the aircraft dispersals, and were brick built to protect crews from the heat and cold of the Fen weather.

The early Bell tents and Marquees were gradually replaced with more permanent brick structures arranged neatly in rows alongside the access road. Even with more permanent structures to bed down in, the comforts of a proper bed failed to materialise, instead metal stretchers with sawdust filled wadding for a mattress became the norm. *2

Wartime Growth and Shifting Commands

The runways of which there were three, were initially grass, but as the war progressed these were upgraded to ‘hard’ surfaces using a mix of steel matting, 080 American Planking and 130 Sommerfeld Track; all variants of metal planks that locked together to form a temporary but hard base. A concrete perimeter track was installed and fourteen hardstands were added using a hardcore base with tarmac coverings. In addition, two Bellman hangars, one Aeroplane Repair Section (ARS) Hangar and twelve 69 ft blister hangars were also erected on site. By the time it was established it had become a formidable site.

Sutton Bridge was passed directly to RAF control fourteen days after initial construction began, followed two weeks later by the arrival of the first RAF personnel from RAF Bircham Newton.

In these pre and early war years, the airfield would go through a series of ‘owners’ with 25 (Armament Training Group) under The Flying Training Command taking over in 1937 followed by 12 Group Fighter Command in September 1939 and finally back to The Flying Training Command once again in April 1942. The rapid change of ownership reflecting the many changes that the airfield would go through and the many units that would use its meagre but highly regarded facilities.

All these changes would mean that personnel numbers would fluctuate throughout the war depending upon who was there and what courses were being run, but in general the airfield accommodation could initially cater for 109 Officers, 110 Senior Non-Commissioned Officers and 110 ordinary rank male personnel; WAAFs were also catered for with 6, 12 and 361 respectfully. The fluctuation in staff would also reflect the numbers and types of aircraft on site. It is known that at one point there were no less than ninety Hurricanes plus other trainers along with Spitfires and Wellingtons on the airfield at one time.

For those travelling here on a posting, a train station was conveniently placed across the road from the airfield, getting to and from it was therefore relatively easy as long as the trains were running.

Photograph of the airfield’s main entrance (left) the Mechanical Transport (MT) Shed and on-site airfield road leading down towards four Bessonneau hangars and the airfield ground beyond. (Source via Wiki)

So far we have seen how Sutton Bridge began, how its origins owe its thanks to the range at Holbeach and how over the immediate post war years it developed as an airfield. In Part 2, we progress  through the 1920s and 1930s towards war, during which time, Sutton Bridge shone in the public eye, with pageants and air displays that enthralled the locals.

The full story can be read in Trail 3 – Gone but not Forgotten.

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

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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 1 – A new Station emerges.

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In the heart of Lincolnshire lies a former wartime bomber base that holds a particular and unique item dedicated to those who served in Bomber Command. The airfield where it is housed, was only used for a relatively short period of time, and by two main operational squadrons, yet it was one which saw the greatest number lost in the whole command.

In the next part of the trail, we travel away from Woodhall Spa to a former airfield synonymous with the Lancaster – RAF East Kirkby.

RAF East Kirkby

RAF East Kirkby is one of many Bomber Command airfields located in the Eastern county of Lincolnshire, a region that known as ‘Bomber County’. During its life it was home to two main front line squadrons along with a handful of other support units.

The airfield sits some 4 miles south-west of Spilsby and 12 miles north of Boston, in an area strongly associated with the Romans. Indeed, Lincoln – or Lindum Colonia as the Romans called it – became one of the largest and most influential Roman towns in England. Later, this area was where many invading Vikings settled, providing the local towns with examples of their own Nordic names, many of which can still be seen today. As time passed, both the Normans and the armies of Cromwell played their own part in the development of Lincolnshire, meaning the region has been left littered with several hundred monuments and numerous sites of archaeological and historical interest to offer the visitor.

Being in the lower regions of Lincolnshire, parts of it are only 40 feet above sea level meaning it is an area with a rich agricultural history as well; some areas being used to grow crops and of course tulips, bringing a wealth of colour and a wide range of crop to the area. It is all this that gives Lincolnshire both its beauty and its wide ranging historical interest.

Initially, East Kirkby airfield was built as a decoy site for nearby Coningsby and Manby, the site, complete with decoy wooden Whitley bombers, was decommissioned on June 27th 1941 and the area designated for a class A airfield –  RAF East Kirkby. Following requisition of the farmland in 1942, construction began by the building company John Laing & Sons Ltd., which included, amongst others, the first flushing toilets in the area. The airfield was finally completed in 1943, opening on August 20th that same year under the control of Bomber Command.

Located to the south-east of the village that gave it its name, the apex of the ‘A’, formed by the three standard runways, pointed westward with the main runway approximately north-south and the two subsidiaries west to north-east and west to south-east, each being the standard 2,000 and 1,400 yards in length and 50 yards wide.

As a bomber airfield the much needed runways would be of a concrete construction, and the airfield would boast six T2 hangars and a single B1 for maintenance and storage; a technical area stood to the north-west, with accommodation and the bomb store, spread around the area away from the main airfield site. Dispersals for aircraft storage and preparation consisted of twenty-seven spectacle hardstands along with five loop hardstands, all located around the extensive perimeter track.

As a decoy site, it had been bombed on several occasions, and having accommodation and high explosives near to the airfield was not a good combination. These accommodation blocks were of  a ‘temporary’ construction, very different to the luxury of Scampton, from where the first residents would come.  At its height RAF East Kirkby could cater for 1,965 RAF personnel with a further 482 WAAFs all of mixed rank.

Initial ownership went to 5 Group Bomber Command, whose headquarters were at the time at Morton Hall near Swinderby, in the North Kesteven district of Lincolnshire, and would operate as 55 Base, the parent station of sub-stations Spilsby and Strubby.

A somewhat posed photo of Flt. Sgt. J Morgan, the rear gunner of a 630 Sqn. Lancaster at East Kirkby. @IWM (CH 12776)

The first resident unit was that of 57 Squadron who took it on immediately upon its opening, bringing both the Lancaster MK.I and MK.III with them.

After forming in 1916, they were, like many other squadrons at that time, disbanded after the war’s end in 1919, but then, as similar events unfolded on the continent once more, they were reformed (in 1931) to run continuously to the end of the Second World War. With further breaks post-war, they would continue to operate up to the current day, flying a wide range of aircraft from Victor tankers in the Falklands to their current model the Prefect T1 trainer at RAF Cranwell.

57’s history goes far deeper than that though, for it was whilst at Scampton, their previous home before East Kirkby, that ‘C’ Flight was separated from the main squadron to form the basis of 617 Squadron, better known as ‘The Dambusters‘; the Flight Commander, Sqn. Ldr. ‘Dinghy’ Young only being appointed to 57 Sqn a matter of weeks before the transfer took place.

However, it was at East Kirkby that 57 Squadron were now based. On August 27th 1943, just after the split, the advanced party arrived at East Kirkby to start what would be three days of moving and settling in. The first section of the main party arrived on the 28th with the remainder joining them on the 29th. During this time all flying operations were understandably cancelled and the time was allocated to the huge task of moving men and equipment over to their new base.

Operations commenced quickly on the 30th, when fourteen aircraft were detailed for operations to Munchen-Gladbach. All aircraft except one, completed the operation in which ground defences were ‘light’ and bombing was recorded as being ‘good’ with a large explosion seen in the target area. The only casualty of the flight being Lancaster MK.III ‘ED655’ which returned early with an engine failure. Thankfully though, there were no injuries nor any further problems incurred.

On the following night another fourteen aircraft were detailed to attack Berlin, the ‘big city’, an operation which brought August to an end and a total of twelve operations (179 sorties) amounting to over 940 hours flying time for the month.

It wouldn’t be long though before the first causalities would arise at the new station. On the night of September 3rd 1943, Lancaster ‘JA914’  DX-O was part of another fourteen flight raid on Berlin. On board that night was Australian Pilot Flt. Sgt. W. Grindley and his crew, which included one other Australian and a New Zealander.

After departing East Kirkby at 19:30 hrs, the aircraft made its way toward the capital. As it neared the target, search lights managed to cone the bomber, allowing a German night fighter (FW190) flown by pilot Unteroffizier Fritz Brinkmann of the Stab/JG 300, to attack the aircraft, bringing it down at Zehrensdorf with the loss of all seven crewmen on board.

Three of the crew were recovered and remained buried in the Berlin 1939-1945 War Cemetery whilst the remaining four were not. They have been commemorated on the Runnymede Memorial.  The remains of the bomber were themselves discovered in a lake, and recovered on September 29th 1997; a large section of wing which is now displayed in the Deutsches Technik Museum, in Berlin.*1

On the 22nd September, a further crew were lost when an intruder, since known to be Major Wolf Dietrich Meister of the Stab V./KG 2, flying an Me 410 A-1 from Schiphol airfield, followed the bomber home and intercepted it near to the airfield. As it fell from the sky both the Flight Engineer and the Bomb Aimer managed to escape the burning wreck, both parachuting to safety, but the other five failed to get out and were killed in the resultant crash and fire.

In Part 2, we continue with the ups and downs of life in Bomber Command, seeing how the airfield continues to develop and how the war affects those based at the Lincolnshire airfield.

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

RAF Foulsham – A Leader in Electronic Warfare. (Part 5)

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Part 4 revealed how FIDO proved to be a valuable asset to Foulsham. A new model of aircraft arrived along with its US crews and the war entered its final year. Now, as the war draws to a close, the future looks uncertain.

FIDO’s record at Foulsham was, like many other airfields, a great success. Only on the night of 23rd February 1945 did fatalities occur whilst using the system. With several aircraft on ops that night, fog again prevented many from returning to their own bases, and a Mosquito from 239 Sqn based at nearby RAF West Raynham, attempted a landing without permission. FIDO had just been lit but some of the pipes had burst adding smoke to the fog that had by now risen to 50 feet above the runway. The pilot, 23 year old Flt.Sgt. Leonard Twigg attempted to land Mosquito NF.30 ‘NT354’ only to miss the runway and land some 70 feet to one side, colliding with a Halifax of 192 Squadron parked at its dispersal. The pilot was killed in the incident but the navigator (Flt Sgt. Turner) managed to escape with injuries. As a result only one other aircraft, a Halifax, landed that night, the others being diverted to alternative airfields.

Two other 192 Halifaxes were lost that night, both being shot down over Germany with the loss of almost all sixteen crewmen – the only three survivors being taken prisoner. Both Halifax MK. IIIs ‘DT-T’ and ‘DT-O’ carried British, Australian and other commonwealth crews.

But the events of the 23rd February would pale into insignificance on the next night- the worst on record for the Australian 462 Sqn. Considered ‘minor operations’, they were tasked with dropping window, flying ahead of seventy-four training aircraft who were acting as a diversionary raid over northern France. Four of the squadron’s aircraft were lost that night, with the loss of twenty-six of the thirty-one lives. A further 100 group aircraft, a B-17 from RAF Oulton was also lost that night, these five accounting for the bulk of the losses of that one operation.

The late spring of April 1945 produced further poor weather, and FIDO was brought into action once more (possibly for the last time) on the night of 18th/19th. The use of FIDO that night allowed some thirteen aircraft to successfully land, providing a safe landing for crews who were no doubt by now, looking to the war’s end and a apprehensive return to peacetime,.

By August 1945 the war in Europe was over and squadrons were already beginning to disband. The FIDO system was drained and dismantled after providing a safe take-off or landing for a considerable number of aircraft. For 462 Sqn, the 24th September 1945 signified the end of its road. Eleven months after its reformation at Driffield, it ceased to exist, being removed from RAF inventory for good. Its demise also signified the coming of the end of flying operations at Foulsham and ultimately its closure.

In June 1946 the airfield was closed to all flying duties, whereupon it became the final resting ground for a large number of Mosquitoes prior to scrapping. Foulsham then remained ‘in-service’ until the mid 1950s, with a US Army Special Signals Unit, until the MOD deemed the site surplus to requirements. It was then sold off in the 1980s and its doors closed for the last and final time.

RAF Foulsham

A former workshop nestled between two refurbished T2s.

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.

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, three 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.

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.

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.

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

The entire story of Foulsham can be seen in Trail 22.

Sources and Further Reading (Foulsham)

*1 Williams, G. “Flying through Fire – FIDO the Fogbuster of World War Two“. Alan Sutton Publishing, 1995.

*2 There is a 100 Group Association that keeps the memories of 100 group alive.  A number of Veterans from the group meet for reunions, coming from all over the world.

*3 The Congregational Medal of Honour Website.

*4 Bowman, M., “100 Group (Bomber Support)” 2006, Pen and Sword.

*5 National Archives: AIR 27/782/1

National Archives: AIR 27/1156/59
National Archives: AIR 27/1156/60
National Archives: AIR 27/1456/69
National Archives: AIR 27/1917/17
National Archives: AIR 27/1917/18
National Archives: AIR 27/1156/43

Sweetman. J., “Bomber Crew – Taking on the Reich“, Abacus, 2004

Janine Harrington, secretary for the Association, writes her own books based around 100 Group, read it through her blog.

Janine’s writings are inspired by her mother’s story of her wartime fiance Vic Vinnell of 192 Squadron at Foulsham, who, together with Canadian pilot Jack Fisher, never returned from a secret operation on the night of 26th / 27th November 1944.

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.

RAF Foulsham – A Leader in Electronic Warfare. (Part 4)

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In Part 3, we saw the arrival of FIDO at Foulsham, a system yet to be fully tested. As poor weather continues to hamper operations, FIDO eventually comes into its own and proves its worth. A new aircraft arrives with its aircrew, and its an aircraft not commonly seen in UK skies.

 

On 27th April 1944 seven aircraft, a mix of three Halifaxes, two Mosquitoes and two Wellingtons, were detailed to operations performing ‘special duties’ over the continent. On their return, Mosquito DZ377 ‘DT-L’ landed first. Moments later, Halifax MZ564 ‘DT-X’ came in behind. After what appears to have been an error by the ground control staff, the Halifax landed on-top of the Mosquito without any knowledge of the heavy bomber’s crew. The situation had been made worse, not only by the poor weather, but by the fact that the Halifax appeared to have no working radio and that aircraft navigation lights had been extinguished due to an air raid warning at the airfield.

The accident occurred *4, after the Senior Control Officer had flashed a steady ‘green’ to the Mosquito pilot, who was at the wrong height and (apparently) accepted the light as permission to land. The result being, the two aircraft came in to land simultaneously with near disastrous consequences. However, there were no causalities except for the Senior Flying Control Office being posted and demoted for his misjudgement of the situation.

Meanwhile, the FIDO installation continued, with initial test burns being made in July. This first burn consumed some 16,250 gallons of fuel*1, and although results were positive, it wouldn’t be until the end of the year before the system would be put to the test and its first operational use.

Being such a ‘specialist’ unit, 192 Sqn  operated for a short time in conjunction with a detachment of P-38/F-5 Lightnings of the USAAF. It would appear that there were five aircraft, Lightning 155, 156, 479, 501 and 515, operated by ten aircrew (Lt. Zeilder, Lt. Alley, Lt. Richards, Lt. Stallcup, Flt. Off. Vasser, Lt. Kunze, Capt. Brink, Capt Adams, Capt. Dixon and Lt. Holt) rotating around each one. The P-38 being a single seat fighter had to be modified to a two-seater to take the ‘Special Operator’. The purpose of this detachment was to search over the Zuider Zee in south Holland looking for signals associated with enemy radar controlled missiles – V2s. Often these searches would occur in pairs, but occasionally singular. On October 26th, Lightning 515 piloted by Capt. F. Brink with special operator Lt. F. Kunze, sent a message stating their intention to ditch in the North Sea. Using a position 60 miles off the Norfolk coast, four aircraft, two Mosquitoes and two Halifaxes, were immediately dispatched to search the area, unfortunately no sign of the aircraft was seen nor the crew. An Air-Sea-Rescue launch was also dispatched to the area locating items of wreckage that was later identified as part of a P-38 Lightning. The crew though, were never found.

December 1944 was one of Bomber Commands busiest. On the 9th the poor weather broke sufficiently for operations to take place. Four aircraft were ordered to fly, two Mosquitoes, a Wellington and a Halifax. The Mosquitoes, flew to Germany to monitor and record R/T transmissions; the Wellington monitored Knickebein transmissions thought to be used for Flying Boat activities whilst the Halifax was sent to the Ruhr for a ‘window’ dropping exercise. Unfortunately the Wellington had to return due to the bad weather whilst the Halifax failed to get airborne and crashed beyond the runway.

The aircraft, a Halifax III piloted by  F.O. N. Irvine, had 22 operations under its belt. However, with time up at 18:28, the four engined heavy was unable to get airborne and ran off the end of the runway into an adjacent field. In the accident MZ817 ‘DT-O’, “Pete the Penguin” was badly damaged but thankfully none of the crew were injured and all walked away unhurt.

ROYAL AIR FORCE BOMBER COMMAND, 1942-1945.

Halifax B III, MZ817 ‘DT-O’, “Pete the Penguin” 192 Squadron, after running off the runway, 9th December 1944.  @IWM HU 60601

December was an eventful month for Foulsham. With the continuing bad weather, Bomber Command were having great difficulty getting aircraft back safely. On the night of the 18th/19th, a particularly poor night, the FIDO installation at Foulsham was finally lit and used operationally.

On that night, a large force of Lancasters were ordered to perform four operations to the Polish port of Gdynia on the Baltic coast. Along with the heavy bombers were a number of 100 Group aircraft including those from 192 Sqn based here at Foulsham. Five aircraft were ordered out on ‘Special Duties’, four Halifaxes and a Mosquito, in which ‘Window’ was dropped by three of them over the Rhur, whilst the other two monitored German radio transmissions – one 50 miles west of Stettin and the other over Gdynia.

On return to Foulsham, it was found that the airfield, as were many others in the area, was fogbound, and it had become necessary to light FIDO. The alert went out to all FIDO airfields and at Foulsham the burners were lit just after 02:00 hrs. A lack of experience and waterlogged pipes meant the system was not fully burning until some 25 minutes after the initial lighting, but just in time for the first aircraft ‘S’ Sugar to approach the runway.

The first aircraft to land was Halifax III LW623 piloted by Wing Commander D. W. Donaldson who, even after encountering strong winds caused by the fires, made a safe and successful landing. He is recorded as being the first captain to land such an aircraft at Foulsham.

Following on behind Donaldson was B-17 ‘R’ Roger from nearby RAF Oulton, who like many others, was flying on fumes. The pilot had just one chance and as he approached, he ordered the crew to take up crash positions. With visibility down to some 100 yards, he brought the B-17 in making a relatively good landing in appalling conditions between the rows of flames lining either side of the runway. Two further B-17s landed that night, one on three engines and another who missed the runway and became bogged down in the mud alongside.  By the end of the night after all aircraft had been received, the burners were extinguished and visibility over the airfield diminished  once more.

By the end of December, fifteen aircraft had benefited from the installation of FIDO at Foulsham; a system that had enabled them all to land safely in conditions that would otherwise have necessitated either finding an alternative site or bailing out. A third option was of course available, but the consequences almost final and fatal.

Whilst all this was going on, it was decided to create a new unit at Foulsham to support the electronics group. The Bomber support Development Unit (BSDU) were formed here during the April of 1944. Born out of the Special Duties (Radio) Development unit they would go on to disband at Swanton Morley in 1945 to become the Radio Warfare Establishment. Whilst here at Foulsham though, they would operate both Mosquitoes and Spitfire VBs along with the Tiger Moth and Avro Anson.

A further Halifax unit would grace the skies of Foulsham in the remaining months of the year. Also an electronics unit, 462 (RAAF) Squadron, was brought in to enable full coverage of ECM work as the war drew to its close. A former RAF Driffield unit, the squadron spent most of the last few days of the month transporting equipment to Driffield train station before departing themselves for Foulsham.

The weather over the winter of 1944 – 45 was one of the worst recorded. The Allies had reached the Ardennes where a final desperate counter attack was mounted by the Germans. Embedded in the thick woodland, troops fought both the weather and the enemy whilst much of the air cover was prevented from flying due to the continuing fog and snow.

At Foulsham some operations did occur, and on some occasions FIDO had to be lit to enable aircraft to either take off or land. January saw particularly strong winds, rain and snow, necessitating all personnel being tasked with snow clearing on January 10th. On the 15th, whilst climbing to cruising altitude the starboard outer engine caught fire. The engine was feathered and action taken to remedy the situation. However, a feathered propeller soon began windmilling causing dangerous drag and the fire spread. The bale out order was given but only two members of the crew were able to escape before the wing became detached and the aircraft came crashing to earth in a fireball. The two who escaped (Sgt. G. Sandy and F/Sgt N. Reed) were both injured in their landing, none of the others escaped with their lives.

On another occasion, an American B-24 had difficulty of its own and whilst attempting to land, crashed after over shooting the runway. The aircraft was eventually salvaged after coming to a stop on a local road.

Liberator ‘DC-F’, (s/n 42-95464) of the 577th BS, 392nd BG over ran the runway at Foulsham, 14th February 1945. (IWM FRE 7993)

In Part 5, the final part, Foulsham begins the slow down of activity, the war draws to a close and the future becomes uncertain. Apprehension falls across the airfield as flights begin to reduce and personnel are posted out.

The entire story of Foulsham can be seen in Trail 22.

RAF Foulsham – A Leader in Electronic Warfare. (Part 3)

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In Part 2, we reached a milestone in the life of Foulsham as it was on the brink of changing hands once more. As the new Group takes over new challenges are about to be faced, and FIDO, the fog dispersal system is desperately needed to counter the appalling weather.

By the 25th November, the move had been completed, and both 514 and 1678 HCU had now departed the airfield. With Foulsham now empty, it would undergo yet another change of ownership, this time to 100 Group, the specialists in electronic warfare. This change of ownership would, as before, bring another two new units, 192 Sqn and a supporting training unit 1508 (Blind Approach Training) Flight.

100 Group was formed that November as 100 (Special Duties) Group under the Command of Air Commodore E.B. Addison CB, CBE with its headquarters at Radlett in Hertfordshire. The aim of the move was to place all the electronic units under one single command, thus unifying its aim and bringing together all the resources of the thinly spread units. One of the main aims of the Group was to provide ‘spoof’ operations, confusing the ground operators and radar controlled night fighters, thus spreading them over wider areas. This would in turn, it was hoped, reduce the number of casualties from RAF bombers and achieve better bombing results as a consequence.

Other duties of the Group would involve the jamming of radar and radio equipment used by German aircraft and ground stations, monitoring German airways and providing incorrect orders to German crews using native speaking RAF crewmen. The war had become a battle of science.

RAF Foulsham

One of four T2 hangars.

Over November and December, airfields were taken over and aircraft supplied to the new Group. Squadrons were brought in to fill these sites and the Group grew from strength to strength.

A newly registered unit, 192 Sqn (formed a year before at RAF Gransden Lodge)  operating a mix of Wellingtons, Mosquitoes, Halifax IIs and more  recently, their newly acquired Halifax Vs, were transferred over to Foulsham, in one of the first moves to the airfield.

Formed through the renumbering of 1474 (Special Duties) Flight, 192 Sqn had been previously been monitoring the German Ruffian and Knickebein beams. In their new form they would monitor, amongst others, the western approaches to the Bay of Biscay, monitoring and recording night fighter channels.

However, the winter weather was up to its usual tricks, and it played havoc with initial flights. But despite this, within 48 hours of their arrival, 192 Sqn was classed as operational, and a memo to that effect was sent off to Headquarters 3 Group Bomber Command.

With no flying over the next three days due to the continuing bad weather, initial flights were able to begin on the 29th November, with three aircraft, all Wellingtons, performing Special Duties Flights over the Bay of Biscay. After landing at Davidstow Moor for refuelling, there was a major electrical fault at the airfield and the entire flare path and flying control facilities were put out of action. As a result, the three Wellingtons were grounded and unable to continue their flight home.

The weather continued to play havoc for the crews at Foulsham. A flight planned for a Mosquito and two Wellingtons on the 1st December had to be postponed and then finally cancelled. The next day, 2nd December 1943, three aircraft were ordered to fly to the Frisian Islands and the Dutch coast, but one had to return due to the pilot’s escape hatch blowing off, and a second overshot the runway on take off becoming bogged down in the mud. The aircraft was damaged but the crew were unhurt in the incident.

On December 7th, Foulsham officially became part of 100 Group and another unit No. 1473 (Radio Counter Measures) Flight also arrived here to assist with the ELINT (Electronic Intelligence) operations. By February 1944, it was decided to merge the Flight with 192 thus forming a ‘C’ Flight. With additional Mosquitoes and Ansons – the hardware inventory at Foulsham was now growing rapidly.

Much of December suffered the same fate as its preceding months however, poor weather rendering flying unsuitable, leaving many aircraft and their crews grounded for prolonged periods of time.

100 Group’s inaugural operation on the night of 16th / 17th December, did not however, go in their favour. On what has become known as ‘Black Thursday’ the RAF bomber force of over 480 aircraft, took heavy losses. These losses whilst high over occupied territory, were made far worse by poor weather which claimed some eight aircraft from 97 Squadron at RAF Bourn – one sixth of its strength,

The beginning of the new year, 1944, saw big changes not only in Bomber Command, but at Foulsham also. As the second phase of the ‘Battle of Berlin’ began, Stirling squadrons and now Halifax units were being pulled out of the front line bombing campaign; their shortcomings becoming all to obvious as losses in the types began to mount. The poor weather continued to cause misery across Britain’s airfields, rain and fog preventing large  continuous attacks on the German heartland.

The interminable fog was the driving force behind the new FIDO system now being installed at Foulsham. Bomber command had initially asked for eight airfields across the UK, but by the end of 1943 they were seeking twelve, and Foulsham (designated Station XXI) was identified as one suitable.

William Press were given the contract to install the system, and by mid February work had begun. Supplying the huge storage tanks was going to be a challenge though, and so a new siding was constructed at nearby Foulsham railway station. Its not known for sure whether the fuel was then piped the two mile distance to the airfield, or brought across in tankers, but whichever it was, it required a good deal of extra work.

At the airfield site, three storage tanks were assembled on Land at Low Farm, located at the northern end of the main runway. The much needed pump house and control point were also located here. Operators were kept on a 24 hr watch system, being billeted near to the equipment in two Nissen huts, one for officers and the other for ‘other ranks’.

RAF Foulsham

One of the air raid shelters used around wartime airfields.

Initial plans were for a mile of runway to be lined with the Haigill MK IV burners, with intersecting burners placed in trenches across the two intersecting runways. The placing of these burners, well out of the way of moving aircraft, initially being a difficult challenge to overcome.

Operating the burners was a tedious and dangerous job. After opening the valves and allowing petrol to fill a pool through which the operator had to walk, a match was thrown into the pool and the poor ‘Erk’ had to then run as fast as he could and throw himself into a small indentation in the ground hoping the flames would pass over and not ignite the clothes he was wearing. Once the burn had been achieved and all aircraft were down safely, the system was shut down and allowed to cool. Once the pipes were cool enough to touch, some 72,000 holes along the length of the pipes adjoining the runway had to be cleaned out to prevent a build up of soot. It was perhaps, one of the most tedious but vital jobs, RAF personnel had to perform.

Before the system could be fully tested though, a bizarre accident happened that resulted in no crew injuries, but two badly damaged aircraft and a Senior Flying Control Officer being posted and demoted.

In the next part (4) Foulsham’s  appalling weather accounts for a bizarre accident. The arrival of a new and relatively unique aircraft brings excitement to the site and FIDO really comes into its own.

The entire story of Foulsham can be seen in Trail 22.

RAF Foulsham – A Leader in Electronic Warfare. (Part 2)

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In part 1 we saw how Foulsham began its life and how early squadrons suffered with bad weather and malfunctioning guns. In Part 2, we continue our journey and find out how an American pilot, who crash landed at Foulsham was awarded the Medal of honour.

On that particular day, the aircraft, “Ruthie II“, was in a mass formation heading for Hanover, when a canon shell ripped through the windscreen splitting the pilots head. In addition to this, the oxygen system to the tail, waist, and radio positions was  also inoperable, the top turret gunner had lost both arms and had major injuries to his side; the intercom system was out of action and several crew members had lost consciousness due to the lack of Oxygen.

Morgan grappled with the severely wounded pilot, who had wrapped his arms round the controls, to try and maintain level flight. Morgan decided the protection of the formation was better than heading for home alone, and so for the next two hours he flew in formation holding the pilot back with one hand whilst steering with the other. Eventually the navigator came forward and gave assistance allowing the aircraft to reach the safety of England and Foulsham.

For his actions, Morgan, of Vernon, Wilbarger County, Texas, received the Medal of Honour the following December in a ceremony presided over by Lt. General Ira C. Eaker. The story of Morgan’s bravery would form a part of the story line in the book and movie “Twelve O’Clock High”.*3

The posting of 98 and 180 Squadrons in August 1943 was no coincidence, as the airfield saw further development and new hangars added. These hangars were erected at various locations around the airfield site, ready to accommodate the forty or so Horsa gliders that would soon arrive here escorted by 12 Heavy Glider Maintenance Section. Their arrival marking the beginning of the  preparations for the invasion of Normandy the following year.

A few days later, on September 1st, 1943, the handover of Foulsham took place and 3 Group became the new owners in a move that also signified the forming of 514 Squadron with Lancaster IIs, the less common radial engined version of this famous Avro aircraft.

514 Sqn was initially headed by Acting Wing Commander A.J. Samson D.F.C., although the first to arrive at the airfield was the squadron adjutant. On first inspection, he and his small party found that the office blocks had been completely stripped of all their furniture, even shelving had annoyingly been removed from walls. As a result the offices were virtually unusable, and so a huge clean up operation began in readiness for the ground and air crews who were to shortly follow.

RAF Foulsham

One of the original T2 hangars.

Accommodation sites 2 and 5 were quickly allocated to the squadron for personnel use, and as soon as equipment began arriving, on a rainy and very wet September day, everyone was drafted in to unload and store the various much needed supplies.

To provide flying personnel for the new squadron, a support unit would also be formed at the airfield, that of 1678 Heavy Conversion Unit. The formation of this unit was achieved through the renumbering of the Flight of the same designation, a changeover that took place a month later, on October 16th 1943. The role of this unit was to convert experienced bomber crews over to the new Lancaster.

In the interim period, the new aircraft began to arrive. The first Lancaster ‘DS735’ touching down on 11th September, 1943, followed by three more (DS785, 783 and 784) over the next three days. Their arrival was met not with pomp and ceremony though, but by heavy showers and thunderstorms, the weather that had dogged earlier squadrons continued to play its terrible part in life at Foulsham. Over the next few weeks, aircraft were quickly modified and air-tested ready for flying, by the end of the month, eighteen Lancasters had been flown in and virtually all the crews had arrived ready for converting to the new type.

Over the next month, and although the weather yet again played havoc with flights, cross-countries and air tests were carried out with a high level of success. However, no one could control the weather, and the first planned operational sortie had to be cancelled due to extensive fog that blanketed the Norfolk countryside. Not until November 6th did a break allow any operational flying to take place, and that break allowed two small flights to get airborne.

A mining operation undertaken by four aircraft along with a bombing mission in which only two aircraft got off the ground, were the squadrons break into operational flying; not a major mission, but one that nevertheless broke the ice.

With the poor weather continuing, several more ‘ops’ were again cancelled allowing only the occasional ‘Bulls-eye’ or morning flight to get away. Whilst it must have been frustrating for crews, this did allow them to finally put into practice all the training they had undertaken so far.

Then on the 14th November 1943, news came through from above that 3 Group was being reorganised and that 514 Sqn would be moving from Foulsham to RAF Waterbeach in Cambridgeshire as a result. The move, expected to be completed by the 23rd, would coincide with the first operation to Berlin, a move that also signified the first phase of the ‘Battle of Berlin’. This would also be the first time a 514 Sqn aircraft (DS784 ‘JI-C’) would not return from operations; the loss being a blow to the squadron. Of the seven-man crew, one would be taken prisoner (F/S. B. Haines (RAAF)) whilst a further (Sgt. H. Lucas) would evade capture,  successfully hiding out in Brussels until its liberation in 1944. The remaining five crewmen however, all perished in the aircraft’s crash.

In Part 3, Foulsham passes to new ownership and its life in electronic warfare begins. The new Group will bring new challenges, new aircraft and the installation of FIDO, the Fog dispersal system.

The entire story of Foulsham can be seen in Trail 22.

RAF Foulsham – A Leader in Electronic Warfare. (Part 1)

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In Norfolk sits an airfield that only had a short wartime life, but it is one that is more than significant. Used in the electronic warfare role, it went on to house a small number of heavy bomber squadrons all crammed with electronics to detect, monitor and interfere with enemy transmissions.

In conjunction with this, it also saw a detachment of two-seat P-38/F-5 Lightnings, a rare aircraft in this country, and possibly the only one to do so. Dogged by bad weather it was identified as a suitable site for ‘FIDO’ the fog dispersal system, and post war it was used in both the scrapping of DH Mosquitoes and as a storage unit.

In Trail 22 we revisit the former RAF Foulsham.

RAF Foulsham

RAF Foulsham, sits approximately 8 miles north-east of the Norfolk town of Dereham. It had a short active life of just three years, lasting between May 1942 and 1945, at which point it was closed to flying and used as a storage site for military hardware. It remained in this lesser state until the 1980s when it was deemed surplus to requirements and finally closed. The land it stood on, was then sold off to local farmers.

Built over the period 1940-41 by the construction company Kirk and Kirk Ltd, RAF Foulsham occupied land some 173 feet above sea level, and opened under the control of 2 Group Bomber Command. Much of the material that was brought in to construct Foulsham came via nearby railways stations, then along local roads through the village, leaving locals facing endless mud and traffic.

As a war-time airfield, Foulsham would have three tar and wood chip runways, one of which would later be equipped with the fog dispersal system ‘FIDO’, a valuable if not bizarre system designed to dissipate fog along airfield runways.

Foulsham’s three runways were 1,900 and 1,350 yards long, with the main runway heading in a north-south direction. By the end of the war it would have thirty-seven heavy bomber hardstands, nine T2 hangars and one B1, and as such, was a formidable size. Personnel numbers were reflected in this, with accommodation spread over several sites to both the south and east, able to accommodate upward of 2,500 personnel of mixed rank and gender. The ever important technical site sat to the east, with the bomb store situated to the south-west of the airfield, just off the end of the main north-south runway.

RAF Foulsham

The original Fire Tender shed.

The watch office, now long gone, was built to design 518/40 which included and Meteorological section attached to the building. These designs were a development of earlier models using a new 9 inch rendered brick wall as opposed to timber, although timber was initially required for the floors and ceilings. Due to a shortage in wood at the time though, concrete replaced a large portion of these leaving only the balcony and control room using such material.

Whilst Foulsham opened under 2 Group, it would almost immediately – within a month of opening – be handed over to the US forces of the 8th Air Force and be renamed station B.13. However, this change never evolved into anything  more as no American personnel were stationed here, and by the October it was back in RAF hands, and 2 Group once more. The next few years would see the airfield change hands several more times, and with each change would come new aircraft, new personnel and new roles.

The first units to arrive here were those of the host unit 2 Group. Both 98 and 180 Squadron arrived in mid October 1942 after their reformation/formation at RAF West Raynham. During this time, they both began to receive their aircraft, the American built B-25 ‘Mitchell II’. Their transfer across to Foulsham gave the airfield the honour of being the first station to use the type operationally. Both squadrons would remain active in the light bomber role until 18th August 1943 at which point they would depart and the airfield would change ownership once more.

98 Squadron, a First World War unit, had been operating out of Kaldadarnes in Iceland following a terrible loss of personnel when the Lancastria was sunk in June 1940. Their reformation at West Raynham, and subsequent move to Foulsham, had been quickly met with yet more losses, when one of the Mitchells ‘FL206’, spun killing all four members of the crew on board.

After this, the squadron would be dogged by misfortune, the squadron adjutant noting in the Operational Records that excessive rain had turned the site into a “disgraceful condition”; the weather was one aspect the staff would have to put up with for some time to come. *5

For the first sixteen days of November, all but a handful of days were washed out, the despair of staff being felt through the Operational Records, each day met with ‘Lectures continue, adverse weather for flying‘. However, on the 16th, training flights did manage to take place, but it too was met with more sadness as a second set of fatalities occurred.

During the training flight, Mitchell FL179 suffered a bird strike in the carburettor of the starboard engine, this caused the engine to fail. With only one serviceable engine the pilot, Flt. Sgt. K. Williams (s/n: 1062588), tried to land at nearby RAF Attlebridge, unfortunately the aircraft stalled and went into a spin. The resultant crash killed all three aircrew on board and wrote off the Mitchell.

Things were to not get any better for the squadron either. On the 30th, a third crash took yet four more lives when FL708 collided with high tension cables near to RAF Wendling. The explosion from the collision also killed a local farmer who was ploughing his field at the time of the accident. It had been a terrible start for the fledgling unit.

The poor weather continued relentlessly, hampering the squadron’s progress, both on the ground and in the air, with training flights being cancelled on a regular basis. During the small numbers that were taking place, further problems came to light adding to the frustrations already felt by the crews.  Since taking on the initial batch of nine Mitchells on September 18th, the squadron had been having problems with the aircraft especially the guns and their turrets.

Gunners had found that extended bursts of gunfire were impossible, usually no more than a dozen rounds could be fired at any one time, a situation borne out by Wing Commander Foster, the Group Armament Officer, on the 16th December. In an attempt to remedy the situation, an American gun turret specialist visited the squadron, but by the 18th it was considered that the guns were ‘obsolete’.

RAF Foulsham

A defence ‘pill box’.

January was much the same, snow added to further problems and again the aerodrome was noted as being in a “very bad condition“, all flying being cancelled until the middle of the month when a small number of flights did get airborne.

The first battle order came through on January 21st, but due to a late delivery of bombs, it was also cancelled, meaning the squadrons first operation flight wouldn’t take place until the next day.

Six aircraft were ordered to operations, and whilst all made it to the target, one aircraft, FL693, was hit by flak and disintegrated. All on board were presumed killed.  The first months of 98 squadron had been challenging and difficult for those posted here.

180 Squadron had fared a little better, although after walking into a spinning propeller, L.A.C. J. Aspinall was killed, the only fatality of the squadron during the same period.

On July 26th 1943, an emergency landing was made at Foulsham by a B-17F #42-29802 of the 326th BS, 92nd BG, 8th AF, after a traumatic series of events that earned the co-pilot, John C. Morgan Flight Officer (later 2nd Lt.), the Medal of Honour for his valour and courage in action.

In part 2 we see how Morgan earned this prestigious award and how Foulsham continues to develop.

The entire story of Foulsham can be seen in Trail 22.

RAF Graveley and the Pathfinders (Part 2).

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In Part 1, we saw how Graveley had been formed, its early years and the how it was drawn into Don Bennett’s Pathfinder Group. We saw the Introduction of FIDO and the benefits of this incredible fog busting system.

In this, the second and final part we see more uses of FIDO, new aircraft and new squadrons arrive, but we start on the night of 18th/19th November 1942 which saw a remarkable turn of fortune for a squadron who had suffered some devastating losses.

Halifax DT488 (TL-S) piloted by Wing Commander B.V. Robinson, caught fire when flares in the bomb bay ignited. He ordered the crew to bail out, but as the last man left, the fire extinguished itself. Robinson then decided to try and nurse the damaged bomber home. Flying single-handed, he reached the safety of RAF Colerne in Wiltshire, where he survived a crash landing. The six crew members who had bailed out also survived but were unfortunately captured and taken as prisoners of war by the Germans.  As a result of his actions, Robinson was awarded a Bar to add to his DSO. Robinson would go on to have a second lucky escape later on, after which, in May 1943, he would become the Station Commander of his home base here at Graveley.

35 Sqn would continue to carry out missions both marking and attacking strategic targets deep in the heart of Germany, but accuracy, whilst improving, was not yet 100%.

By the end of 1942 the new H2S ground scanning radar system was being introduced, and a small number of 35 Sqn aircraft were fitted with the units. The continuing missions were on the whole successful, even after the Germans developed a device able to track aircraft using it, and eventually, the whole of the PFF were fitted with it.

In April 1943, a detachment of 97 Sqn Lancasters arrived at Graveley. Based at the parent station RAF Bourn, they also had detachments at Gransden Lodge and Oakington, and they remained here for a year. After that, they moved on to RAF Coningsby in Lincolnshire.

A number of major operations were undertaken by 35 Sqn over the coming months, but with it came the end of good fortune for Group Captain Robinson. Fate was finally to catch up with him, and he was lost on the night of 23rd/24th August 1943. Flying in a Halifax II (HR928) ‘TL-R’, his loss that night brought a further blow to the men of Graveley and 35 Sqn. Following this, Air Chief Marshal Sir Arthur Harris restricted flying operations by base Commanders as the number of these experienced men being lost was quickly becoming unsustainable.

On November 18th/19th 1943, Bomber Command began the first phase of its ‘Battle for Berlin’, and Graveley’s Pathfinders would find FIDO more than beneficial. A raid of some 266 aircraft would see light losses on the second night of operations, but on returning to England, crews would find many of their bases shrouded in heavy fog. With visibility down to as little as 100 yards on the ground, the order was given to light up FIDO. This would be FIDO’s first official wartime use, and whilst some of Graveley’s bombers were diverted elsewhere, four managed to land safely using the system. This new invention may well have saved precious lives, as others failed to survive landing at their own fog-bound bases. At debriefing, one airmen, was noted as saying he could see Graveley’s fire as he crossed the English coast, a considerable distance from where he was now safely stood.

The night of 16th/17th December of 1943 would go down as one of the worst for Bomber Command and in  particular for the Pathfinders who were all based in the area around Graveley.

In what was to become known as ‘Black Thursday’ a massed formation of almost 500 aircraft attacked targets in Berlin, and although covered in cloud, marking was reasonably accurate and bombs struck their intended targets. On return however, England was fog bound, thick fog with a layer of heavy cloud prevented the ground from being seen. Whilst not operational that night, Graveley lit up its FIDO in an attempt to guide fuel starved bombers in. With little hope for even getting in safely here, crew after crew requested landing permission in a desperate attempt to get down. Many, out of fuel, bailed out leaving their aircraft to simply fall from the night sky. Others, desperate for a landing spot, simply crashed into the ground with the expected disastrous results. At Graveley, several attempts were made by desperate crews, but even FIDO was unable to help everyone. One aircraft came in cross wind losing vital power as he realised his error and tried to pull away. Another crashed a few miles away to  the north-east and a third aircraft trying to land came down to the south-east of the airfield. Of all those lost around Graveley that night, survivors could be counted on only one hand. 97 Squadron at Bourn, Gravely’s sister Pathfinder station, had taken the brunt with seven aircraft being lost. The role call the next morning was decimated.

The new year brought new changes to Graveley. Mosquito B.IVs arrived with a newly formed 692 Squadron (RAF). Their first mission here would be on the night of February 1st/2nd 1944 in which a single aircraft would defiantly attack Berlin.

graveley

Armourers wheel a 4,000-lb HC bomb into a Mosquito. The Mosquitoes were fitted with bulged bomb-bays in order to accommodate ‘Cookies’. The tower can be seen behind. (© IWM CH 12621)

Some of these 692 Sqn Mosquitoes were later modified to carry the enormous 4,000 lb ‘Cookie’ bomb, This was first used by S/Ldr. Watts in Mosquito DZ647 who took off at 20.45 hours to attack Düsseldorf. The attack took place on  the night of 23rd/24th February 1944 from a height of 25,000 feet. The initial bomb was followed by two further bombs from Mosquitoes of the same squadron, DZ534 and DZ637.

The first casualties for 692 Sqn were reported only three days earlier, on the night of 19th/20th February, which also proved to be the worst night for Bomber Command casualties since the war started – even worse than ‘Black Thursday’. With 79 aircraft failing to return home, the RAF had taken another pounding and squadrons were finding themselves short of crews. These casualties including those in Mosquito DZ612 ‘P3-N’. Flown by F/L. W. Thomas (DFC) and F/L. J. Munby (DFC) the aircraft took off at 01:05 to attack Berlin. The Mosquito was subsequently shot down and both crew members killed.

graveley

Mosquito B Mark XVIs of No. 692 Squadron RAF (PF392 ‘P3-R’ nearest), lined up at Graveley. (© IWM CH 17859)

35 Sqn, who were still flying their Halifaxes, suffered even worse. TL-J, TL-B, TL-N, and TL-O, all fell to the accurate guns of night fighters over the continent. In yet another devastating night of losses, neighbouring Warboys, Wyton and distant Leeming and Waterbeach all lost crews. The casualty list was so high, that barely a squadron operating that night didn’t suffer a loss.

In early April 1944, a small detachment of 571 Sqn Mosquitoes (RAF Downham Market) joined 692 passing through on their way to RAF Oakington. From there that then transferred to  RAF Warboys, where the squadron was eventually disbanded. A series of events not untypical for Graveley.

692 would go on to have another claim to fame a year later, when on January 1st 1945, in an attempt to assist in the Ardennes offensive, they attacked supply lines through a tunnel. A daring attempt it required the bomb to be dropped into the mouth of the tunnel where it would explode. These attacks were carried out between 100 and 250 feet using the ‘Cookies’ and were so successful that smoke was seen bellowing from the other end of the tunnel after the attack.

The final 692 Sqn mission would then be on the night of May 2nd/3rd 1945. As the war was coming to a close, it was feared that remaining resolute Germans would make their escape from Keil, and so 23 aircraft in 2 waves of 12 and 11 went sent to bomb the coastal town. A successful mission, all crews returned safely.

692 Squadron, would operate a variety of Mosquito types during its life including the B.IV, XIV and XVI who would prove to be highly successful and instrumental in 8 Group’s ‘Light Night Striking Force’.

692 Sqn would move to Gransden Lodge in June 1945 where they were finally disbanded; a sad end to a remarkable career. The squadron had performed well since arriving here at Graveley, and had seen many highly regarded crew members lost in operations, including both Sqn. Ldr. R. Fitzgerald and Wing Commander A. Cranswick; its record of prestige losses reflecting the nature and danger of flying as part of the elite Pathfinder Force. 35 Sqn meanwhile would go on to have a long and established career, operating as late as 1982.

The remaining buildings utilised by the farm, which no longer resembles the Control Tower it was.

Other units to grace the skies over Graveley would include detachments of 97, 115 and 227  Sqns all with Lancasters MK. I and MK.IIIs, mainly prior to thier disbandment toward the war’s end.

692 Squadron carried out 310 operations from Graveley losing 17 Mosquitoes in all. A  total of 150 aircraft were registered either missing or crashed following operations from this station: 83 Halifaxes, 32 Lancasters and 35 Mosquitoes.

As one of the many Pathfinder stations in this part of the country, Graveley is linked by the long ‘Pathfinder Walk’ a path that leads all the way to RAF Warboys in the north. Using this walk allows you to visit a number of these bases linking each one by open cross-country footpaths.

Today, Graveley is all but gone. The control tower is now very well disguised as a farm-house, its shape considerably different to the original design, the concrete huts have been pulled down and the runways mainly dug-up. A couple of buildings do still remain next to the farm-house, storing a range of modern farm equipment. The perimeter track considerably smaller in width, remains used by the local farm for lorries to transport their goods to the main road.

Perimeter Track

The perimeter track where bombers once lumbered.

A small memorial has been erected and sad to say, was poorly maintained when I was there. It stands at the entrance to the former airfield on the northern side, now the entrance to the farm site.

Graveley is typical of the sad end to many of Britain’s lost airfields. The wide open expanses that once resounded with the roar of piston engines taking brave young men to war, are now quiet and the sounds mere whispers in the wind. Lorries roll where the wheels of laden bombers once lumbered. The brave acts of those young men now laid to rest in a small stone overlooking where they once walked. As a pivotal station in 8 Group, Graveley and its crews deserve a much greater recognition for their dedication, bravery and sacrifice.

This aside, a beautiful stained glass window can be found in the local Graveley church and is worthy of a visit if time allows.

After the quiet of Graveley we head south-east, toward our next planned destination, RAF Bourn. On the way, we make a brief stop at the now extinct RAF Caxton Gibbet, a little airfield with a colourful history.

*1 Williams, G. “Flying Through Fire FIDO – The Fog Buster of World War Two“, 1995, Alan Sutton Publishing, Page 109.

(Graveley was initially visited in 2015, in Trail 29, this is an updated post).