Sqn. Ldr. Leonard Trent VC – RAF Methwold

December 1, 2019October 27, 2021 / Aviationtrails / 6 Comments

RAF Methwold was a small airfield that was never intended to be a major player in the Second World War, yet it would see some remarkable achievements performed by the people who were stationed there.

Once such notable person was Squadron Leader Leonard Trent V.C., who, on 3rd May 1943, took a squadron of Lockheed Venturas on a ‘Ramrod’ Mission to attack an electricity power station on the northern side of Amsterdam.

As part of a larger attack, it would not be a mission central to Bomber Command’s overall bombing strategy, but more a mission of support and encouragement to the resistance fighters bravely fighting in occupied Holland.

Trent (N.Z.248i), born in Nelson, New Zealand on 14th April 1915, achieved his wings with the RNZAF in Christchurch in May 1938, a month before sailing to England and a role with the Royal Air Force.

At the outbreak of war he was sent with No. 15 Squadron flying Fairy Battles, to France to carry out photo-reconnaissance sorties over occupied territory. The squadron then moved back to England (RAF Wyton) and changed their Fairy Battles for Bristol Blenheim IVs.

After carrying out a number of low-level attacks, he was awarded a DFC for his part in the air war over Belgium, after which he became a flying instructor for RAF crews.

Wing Commander G J “Chopper” Grindell (centre), Commanding Officer of No. 487 Squadron RNZAF, with his two flight commanders in front of a Lockheed Ventura at Methwold, Norfolk. On his left is the ‘A’ Flight commander, Squadron Leader T Turnbull, and on his right is the commander of ‘B’ Flight, Squadron Leader L H Trent. (IWM)*¹

In 1942 he returned to operational duties as a newly promoted Squadron Leader taking command of B Flight, 487 (NZ) Squadron at Feltwell. At the time 487 were part of No. 2 Group and were in the process of replacing their Blenheims with Venturas. The squadron moved from Feltwell to Methwold in early April 1943. Little did they know that only a month later, the Squadron’s Operations Record Book would read: “This is a very black day in the Squadron history…a better set of boys could not be met in 30 years. Everybody is still feeling dazed by the news.”

As an experienced pilot Trent would fly several low-level missions over the low countries, using an aircraft that was originally designed around a small passenger aircraft back in the United States. Whilst having powerful engines, Venturas suffered from poor manoeuvrability and a heavy air frame, these two failings combined with its rather ‘fat’ appearance, earned it the name “flying pig”.

Loses in Ventura operations would be high, and this was reflected nowhere else than on the very mission that Trent would fly on May 3rd 1943.

On that day fourteen Venturas of 487 Sqn were detailed to attack a target in Amsterdam, however only twelve aircraft actually took off, all at 16:43 from RAF Methwold. These aircraft were all part of a much wider operation, one that would involve an escort of nine RAF fighter squadrons. Timing was therefore crucial, as was low-level flying and maintaining the element of surprise. Within five minutes of their departure though, ‘EG-Q’ piloted by Sgt. A. Baker, would return after losing the crew escape hatch. This left eleven aircraft to carry on to the target.

A diversionary attack carried out by aircraft of 12 Group flying ahead of the main formation flew in too high, too soon, thus losing the surprise and alerting the defenders of the impending attack. Caught out by low fuel, many of the escorting fighters had to then leave thus reducing the overall effectiveness of the defensive escorting force. The Luftwaffe, now ready and waiting, had scrambled numerous fighters, a deadly cocktail of FW-190s and Bf-109s. The squadron record book reports an estimated “80+ ” enemy aircraft in the locality of the attacking Venturas.

From this point on things went very badly for 487 Sqn.

As they crossed the Dutch coast Ventura ‘AJ478’ (EG-A) was attacked and shot down by Luftwaffe fighters. Ditching in the sea the crew took to a life raft where Sgt. T Warner, injured in the attack, died of his injuries. Committing his body to the sea the remaining three would be captured and become prisoners of war. Warner’s body would wash up two days later on a Dutch beach and be buried in the small town of Bergen op Zoom – all four were from New Zealand.

A second aircraft, ‘AE916’ (EG-C) was also very badly shot up by the pouncing fighters. However, it managed to return to England landing at their former base RAF Feltwell. The pilot and navigator were both unhurt, but the wireless operator and air gunner were both badly wounded, and were immediately taken directly the RAF hospital at Ely, Cambridgeshire. The aircraft was so badly damaged in the attack that it was written off. For their actions the pilot (F/Lt. Duffill) and navigator (F.O. Starkie) were both awarded the DFC, whilst the wireless operator (Sgt. Turnbull) and gunner (Sgt. Neill) the DFM. Dufill later went on to become the managing director of Humbrol paints, a company renowned for its paint and modelling supplies.

Pressing on to the target, the casualties got worse and the loss rate increased.

Firstly, Ventura ‘AE684’ (EG-B) was shot down at 17:45 near Bennebroek with the loss of two; at the same time ‘AE731’ (EG-O) was shot down just north of Vijfhuizen, three crewmen were captured but the fourth, Sgt. Tatam, died. Five minutes later at 17:50, ‘AE780’ (EG-S) was lost, with only one crew member surviving – the aircraft crashing into the suburbs of Amsterdam. Within three more minutes, a fourth aircraft of this group would go down; ‘AE713’ (EG-T) was hit, also causing it to crash in the northern suburbs of Amsterdam, this time killing all on board. By 18:00 there were only two of the eleven aircraft left, ‘AJ209’ (EG-V) flown by Squadron Leader Leonard Trent, and ‘AE716’ (EG-U) flown by F.O. T. Baynton.

Baynton’s aircraft, ‘EG-U’, would then be shot down by fighters causing it to crash in the outskirts of Amsterdam, also killing all four on board. Squadron Leader Trent, seeing all around him fall from the sky, pressed on. Flying toward the target he dropped his bombs and then turned away. Trent bravely and coolly defended his aircraft, shooting down a Bf-109 with his forward facing guns. Shortly after, he too was hit, the aircraft badly damaged, spiralled earthward uncontrollably, breaking up as it did so, throwing both Trent and his navigator F.L. V. Philips, out of the falling wreckage.

Both Trent and Philips were later captured and taken prisoner, the other two crew members; F.O. R. Thomas and Sgt. G. Trenery, both lost their lives in the crash.

One further aircraft, ‘AJ200’ (EG-G) piloted by New Zealander Sgt. J Sharp was thought to crash 3 km west of Schiphol, with only Sharp surviving; whilst the remaining two unaccounted aircraft, ‘AE956’ (EG-H) and ‘AE 798’ (EG-D), were lost over the sea on the way to the target. All eight crewmen were presumed killed, two of them being washed up several days later on the Dutch coast. The remainder were never heard from again.

In the space of only a few minutes, eleven aircraft had been attacked and ten shot down with the loss of 28 young RAF lives.

The Operations Record Book for May 3rd 1943, shows the depth of feeling felt by the crews at Methwold following the disastrous mission. (Crown Copyright*²)

Trent spent the remainder of the war in Stalag Luft III where he participated in the ‘Great Escape‘, being the 79th man out of the famous tunnel, just as the sentry discovered the escape route. Trent was almost stood on by the guard. Being captured at this point possibly saved his life after Hitler gave orders to shoot half of the escapees. Only on his eventual return to England did the full and disastrous story of what had happened come out. He was awarded the Victoria Cross for his leadership in ensuring the bomb run was completed despite heavy enemy resistance and very high losses. The London Gazette published his citation on Friday 1st March 1946, in the Third Supplement which said:

“Before taking off, Squadron Leader Trent told the deputy leader that he was going over the target, whatever ‘happened…”

It later went on to say…

“On this, his 24th sortie, Squadron Leader Trent showed outstanding leadership. Such was the trust placed in this gallant officer that the other pilots followed him unwaveringly. His cool, unflinching courage and devotion to duty in the face of overwhelming odds, rank with the finest examples of these virtues.” *³

A determined attack, it was flawed from the moment the preceding force were spotted. The Venturas, woefully inadequate and unprotected, were literary cut down from the sky. Fighters escorting the Venturas confirmed seeing seven parachutes from the aircraft, but the scale of the loss was a blow so devastating, it left only six operational crews in the entire squadron.

For many days after, the Operational Record Books indicated “no news of the boys“, and as new crews and aircraft arrived, prayers for their return faded, but hopes for a return to operational status rose. Following a number of training flights, the next operational mission would finally take place on May 23rd, a mission that was a total success, and one that must have boosted the morale of the squadron immensely.

This mission was a disaster for the Royal Air Force and for Methwold in particular. The loss of life dealt a huge blow to the community both on, and around the base. In memory of these gallant young men, many of whom were never found, their names are inscribed on the Runnymede memorial, whilst those whose bodies were recovered, remain scattered in various graves across the Dutch countryside.

May their memories live for evermore.

RAF Methwold appears in Trail 8.

Sources and further reading.

*¹ Photo source The Imperial War Museum Collections

*² AIR\27\1935\13

*³ The London Gazette: (Supplement) no. 37486. p. 1179. 26 February 1946. Retrieved 29th January 2017

AIR\27\1935\13 – Operational Records Book (summary), The National Archives

AIR\27\1935\14 – Operational Records Book (work carried out), The National Archives

Chorley, W.R., Bomber Command Losses, 1943, Midland Counties, 1996

RAF Newmarket Heath (Rowley Mile) Part 2.

November 24, 2019November 9, 2019 / Aviationtrails / 12 Comments

Part 1 of Newmarket Heath saw the rebirth of this First World War airfield. The outbreak of war and the confusion that grew from the Phoney War.

Part 2 continues the growth and development of Newmarket and its eventual demise.

The Autumn of 1941 saw the reforming of a World War 1 squadron, 138 Sqn whose re-creation on the 25th, was the result of renumbering 1419 Flight. who would operate Lysanders, Whitleys and finally Halifax IIs before they departed mid December. 138 Sqn would then go on to play a major part in the forming of yet another squadron, also here at Newmarket, in a few months time.

December 1941 heralded another First World War squadron reformation, this time the ground echelons of 215 Sqn, who would make their way to India before the air echelons – formed at Waterbeach – could join them.

The winter of 1941 – 1942 would be a time of great discord for Bomber Command even to the point where its whole future was at stake. With high losses and poor bombing accuracy, there were those in power who were seeking to reduce the Command to a fraction of its size, and with such unsustainable losses, their arguments were holding a lot of water. But Sir Charles Portal, who vehemently supported the Bomber Command dogma of carpet bombing, managed to secure the backing of Churchill, and having Churchill on your side meant you had power.

Across Bomber Command, 1942 would bring many changes. To implement this mass bombing policy, now targeting the populous rather than individual industrial targets, Portal employed Sir Arthur Harris in February 1942. Whilst not Harris’s conception, it would be his name that would become synonymous with the policy that has become so controversial ever since.

Air Chief Marshal Sir Arthur Harris, KCB.,OBE.,AFC. © IWM (CH 13021)

Along with Harris came a restructuring of Bomber Command, including its support structure. With the heavier four-engined types all coming on line and into full squadron service, it would see the reduction on the reliance of the smaller, now outdated, twin-engined types: Whitley, Hampden and the Manchester; and whilst the numbers of Bomber Command aircraft would not significantly increase, its payload would.

These changes would include the training units designed to train crews for the new bomber aircraft, With larger aircraft, came larger and more specific roles. Within the reshuffle came renumbering, amalgamation and reformation, making their evolution a complicated mix of numbers and bases. Newmarket was a part of this mix.

One such unit to go through these changes was No. 1483 (Target Towing and Gunnery) Flight which joined with other flights to be finally renamed No. 3 Group Air Bomber Training Flight in mid 1942. The Flight would continue on in this form until mid March 1944, whereupon it was disbanded, and its aircraft disposed of.

The confusing reforming of training units would reflect the reshaping that Bomber Command would also go through, much of which was settled and firmly embedded by the year’s end. Much of this would be under Harris’s direction, but some by the natural evolutionary process of development and improvement.

The development of aircraft was rapid during the war years. With both the Allied and Axis powers investigating faster and more powerful aircraft, it wouldn’t be long before the jet engine would make an appearance. For the RAF, the Meteor (F.9/40 ‘GlosterWhittle’ twin-jet interceptors) would be the breakthrough. A twin engined jet aircraft, of which twelve prototypes were initially ordered by the Ministry of Aircraft Production (designated DG202 – DG213), and was unofficially known as the ‘Rampage’, would have different engines to undergo flight testing.

On July 2nd, 1942, one of these prototypes DG202, was transferred from the Gloster factory at Bentham in Gloucestershire, here to Newmarket by road. Loaded onto a low loader, its wings were removed and then reassembled for ground run and taxiing trials.

On the 10th, the aircraft was powered up and taxied by Flt. Lt. P.E.G. ‘Gerry’ Sayer, who attempted two short flights. On the second attempt, Sayers managed to get the aircraft off the ground for a few seconds before bringing it back down again. The engines fitted at the time, were not designed to be flight condition engines and so no greater duration attempts were made.

After suffering problems with the undercarriage, trials were resumed with Hawker Typhoon wheels, until mid August when the engines were removed, and the aircraft stored in one of the hangars on the airfield.

After further tests, the aircraft was transported, again by road, to RAF Barford St. John, in Banbury, Oxon where it would eventually fly for six minutes under the control of Gloster’s chief test pilot, Michael Daunt. DG202 then underwent numerous modifications and further flight tests, eventually being mothballed and refurbished, until it found its way to the RAF Museum at Hendon, London. The Meteor would of course go on the break the Air Speed Record at Herne Bay, Kent on November 7th 1945.

Meanwhile back at Newmarket, the end of October 1942 saw air and ground crews of 75 (NZ) Sqn at nearby RAF Mildenhall, begin transferring across to Oakington, an airfield that had caused so many problems with mud earlier in the war. The purpose of the move was to convert the men, initially of ‘B’ Flight and then ‘A’ Flight, over to the Stirlings they were about to receive. Once trained, they would return to Mildenhall and then transfer to Newmarket’s Rowley Mile, where they would be based for the foreseeable future.

At the end of October the transformation from Wellington to Stirling began. Thirteen Welllingtons were dispatched to other squadrons, at which point the New Zealanders began their move to Newmarket. The move, overseen by Sqn. Ldr. R. Crawford, commenced on November 1st 1942, and involved two parties, one travelling by road whilst the other travelled by air. Once at Newmarket the crews would begin settling in, and as soon as their replacement aircraft arrived, they would carry out air training flights acclimatising themselves to the intricacies of the new four-engined heavy.

With new aircraft to get used to, it would not be long before the first accident would occur, one that thankfully did not involve casualties. A wheels-up landing by Sgt. P. Buck at Holme whilst on an air-to-air firing flight to RAF Marham, marked the start of a new era.

The first operational flight from Newmarket took place on November 20th, a long distance flight to Turin. A small force comprising of only four aircraft carrying 4 lb incendiary bombs, made up 75 Sqn’s component of 232 aircraft – the largest Italian raid of the period. Whilst the raid was successful and no losses were encountered by any squadron, two of the four No. 75 Squadron Stirlings returned early with problems; the incendiaries they were carrying being dropped over southern France or in The Wash.

Operations to Stuttgart two nights later showed similar results, this time only two aircraft were detailed of which one returned early with an unserviceable rear turret.

A pattern was beginning to emerge. On the 28th, another raid with four aircraft saw one forced to jettison its load of 1,000 lb and 500 lb bombs due to one engine cutting out, the other three aircraft bombing Turin successfully. On the return, Stirling BK608 ‘T’ ran out of fuel over Stradishall, the crew bailing out as low as 600 ft, but against the odds, they all survived unhurt. The aircraft crashed, but was eventually recovered and converted to an instructional air frame. Sadly the same could not be said for the crew of BF399, who whilst on a training flight back at Oakington, flew into the ground killing all but the mid-upper gunner instantly. Sgt. C. T. Roberts, the only crash survivor, unfortunately succumbed to his injuries a few days later, adding another tally to the list of dead. It later transpired that the pilot, Sgt. H. Broady, had tried to avoid a head-on collision with another Stirling possibly putting the aircraft into a stall from which he could not recover.

On the 29th, further problems dogged the Stirlings, a faulty bomb release mechanism meant an early return for BK609 ‘R’, who landed in poor weather at Bradwell Bay; the pilot overshooting the runway damaging the aircraft and injuring the Air Bomber Sgt. Broadle.

Over the October / November period, 75 Sqn received a quantity of new Stirlings, the factories at Rochester, Swindon and Birmingham each supplying examples as the last of the Wellingtons were dispatched elsewhere.

By December, the crews were all together back here at Newmarket and taking part in squadron operations over occupied Europe. The last days of 1942 would not be happy yule tides for all though, as fate would claim one last victim of 75 Sqn, that of BF400 ‘G’ which was shot down over Holland. The crew were all captured and placed in POW camps, F/O. Eric Williams being one of those whose famous escape via the Wooden Horse was immortalised on film.

As 1943 dawned and Bomber Command settled into its new form, Newmarket would see a short stay of 2 Sqn Mustang Is. Based primarily a stones throw away at RAF Bottisham, they were only a detachment and would soon depart the site. Similarly, between the 6th and 14th March of 1943, 453 Sqn flying Spitfire VBs utilised the bomber site. Another short stay unit, the Merlin engined fighter group had only been formed at Drem in Scotland, some nine months earlier.

In the preceding years, the Stirling and Wellington had remained, for a large part, the main backbone of 3 Group, with the Stirling gradually replacing the twin-engined ‘Wimpy’, until it too would be withdrawn from front line service in favour of the Lancaster.

75 Sqn suffered only a handful of losses, many aircrew being captured and taken prisoners of war. In the March, the MK.I began to be replaced by the MK.III, and with it came new hope for improved performance. Many of the teething troubles that had dogged the earlier version of the Stirling had now been resolved, but it still remained a poorly performing aircraft, even in its current form.

Initial tests of the MK.III at Boscombe Down were positive. Altitudes of 17,000 ft were achievable, and whilst still far below that of the Lancaster or Halifax, it was better than the MK.I. However, these tests failed to take account of new equipment such as new dorsal turrets and flame dampers, additional weight and drag meant that in operational form, the new model was barely better than its predecessor, and far better engines were needed if any significant improvement was going to be made. With further engine developments the first of the MK.III Stirlings came out. Fitted with Hercules MK.VI engines they could achieve a marginal 2,300 ft better altitude and a slightly faster climb rate; it was hardly anything to call home about, but with improved German flak defences it was welcomed with open arms.

In March, 75 Sqn received two of the new models, with others following not long after. One of these was lost on April 8th on a mission to Duisburg. The crew were all lost when the aircraft came down on its way home only three miles west of Diss in Norfolk.

On the RAF’s anniversary, 75 Sqn formed a new section, ‘C’Flight, an increase in crew meant an an increase in operations too. Whilst 1943 saw low casualties generally, there were three nights on which four aircraft were lost each time. On the night of 28-29th April R9290, W7513, BF4667 and BK807 were all lost whilst on ‘Gardening’ missions in the Baltics, there were no survivors. Another four aircraft were then lost over Wuppertal, with only seven of the airmen surviving – it was another huge loss. A further four aircraft were lost on the night 22-23rd June whilst on a mission to Mulheim. During this attack the four aircraft were shot down by a combination of night fighters and flak, with only five crewmen from BK810 surviving as prisoners of war.

June 1943 saw the last remaining Newmarket operations. On the 19th, fourteen aircraft were dispatched to Krefeld on the western banks of the Rhine a few miles north-west of Dusseldorf. Over the target, Stirling MK.I EH880 piloted by Flt. Lt. J. Joll, was hit by flak, breaking a fuel-cock and control cables. As a result, fuel and oil poured into the aircraft’s body, causing a fire in the fuselage, mainplane and mid-upper turret. Without thinking for his safety, the Flight Engineer Sgt. G. Falloon, cut a hole into the wing with an escape axe, and crawled through. Once inside, he located and isolated the leak enabling the aircraft to land safely back at Newmarket.

Undaunted the crew returned to Krefeld two nights later, this time safely returning without damage. As the month closed, the last Newmarket loss came on the night of 25-26th June 1943, a loss that coincided with the Sqn’s departure from Newmarket, and a move to pastures new at RAF Mepal. The Loss of Stirling BK768 ‘L’ piloted by F/O. Perrott, came as a last minute blow to the squadron, with the loss of all on board.

As the war progressed, new technologies and better methods for bombing were being investigated by both sides. Within the RAF, the Bomber Development Unit (BDU) (formally 1418 Flight) was making huge steps in this direction. A specialist unit that was set up to run trials of new technologies for the RAF’s heavy bombers included: H2S, ‘Monica’, ‘Boozer’ and ‘Fishpond‘, each one designed to improve bombing accuracy or aircraft protection.

On 13th September 1943, the BDU moved from RAF Feltwell to Newmarket, where they continued these tests, including trials into higher altitude mine laying. The research carried out by the BDU was paramount in the introduction of ventral guns fitted in many of the RAF’s wartime heavy bombers. Under the leadership of Sqn. Ldr. (later Wing Commander) Richard ‘Dickie’ Speare DSO, DFC and bar, and Sir Lewis Hodges, they also investigated the idea of a radar guided rear turret (AGLT) that locked onto enemy aircraft. A design feature that never really took off, and the idea was later scrapped.

A number of other units, Maintenance units, Glider Maintenance sections, Training Schools and Flights, also graced the skies over Newmarket. But by now the end was drawing closer, and operations from Newmarket began winding down until they finally ceased shortly after the end of the war. A military presence remained for a further two years, but there was little activity. Post war, the Rowley Mile racecourse was reinstated, the buildings returned to their former use and the majority of the airfield’s buildings were pulled down. Within three years the military had pulled out and Newmarket’s wartime history came to a close.

Newmarket racecourse today. The Grandstand to the right with the Rowley Mile along the front (white fencing). The main runway was directly in front of you at this point, cutting across the airfield. (Taken from the lowered section of the Dyke)

Today the racecourse is predominant, little evidence can be seen of the former airfield, the Dyke still has the lowered section, and one original hangar remains to the north of the site next to the A14 road. The July landing strip still operates, and aircraft are permitted to land and take off up to an hour before or after racing commences/finishes, used mainly by visiting jockeys and horse owners, it is perhaps the last remaining sign of an aviation history at this once busy airfield.

The dangers of the Dyke continue to show themselves today, on June 1st 2000, a Piper Seneca carrying the Jockeys Frankie Dettori and Ray Cochrane crashed on this site both suffering serious injuries. The pilot, Patrick Mackey, was killed in the crash which took place between the July strip and Rowley mile, impacting on the Devils Dyke – yet another victim claimed by this ancient structure.

The Grandstand, the former accommodation block for aircrews, still stands but much refurbished and updated, a grand viewing platform where race-goers can watch in comfort as the horses gallop across the finish line.

Newmarket airfield started off as a rather insignificant satellite airfield growing considerably in size over its life. Although the runways were grass, (there were three officially designated) the longest stretched to around 9,000 ft (2,500 yds) – some 500 more than a standard Class A bomber airfield of the war years. The remaining two runways (1,800 yds and 1,600 yds), were also large for its size. A bomb store, much needed early on in the war, was located to the north and a small, non circular perimeter track linked the many hangers that were found on the original wartime site. Several T2s, two B1s, and various blister hangars were all located around the airfield.

The majority of the technical area was found to the north of the site, the opposite end of the Grandstand which was close to the watch office. In this technical area were located twenty-four hardstands of the spectacle style, all of which have now gone. The main A14 road now cuts across this former technical area, only one of the B1s still exists today, the second having been burnt down and replaced in recent years.

RAF Newmarket Heath saw a huge range of flying activities during its life. Primarily a bomber station, it witnessed many accidents and suffered many losses. From its inception in the First World War to its development as a substantial airfield in the second, it grew to be a remarkable site, and one which continues to be prominent today. Sadly though, this important period of history seems to have all but vanished, the slate wiped clean and replaced with something much more appealing to the general public today.

After we leave Newmarket, we head a short distance west towards Cambridge where we find another airfield that has long since gone. Through huge efforts by a small group of volunteers though, we see a museum sprouting out of the ashes, as we head to the former airfield RAF Botisham.

The full text appears in Trail 55.

Sources and further reading (Newmarket Heath)

*¹The British History Online website has detailed studies of the Devil’s Dyke.

National Archives – AIR 27/788/3, AIR 27/788/8, AIR 27/98/3, AIR 27/646/19,
AIR 27/646/21, AIR 27/646/36

‘Star Jockeys survive plane Crash inferno‘ story appeared in the Guardian Online Website. June 2nd 2000.

Bowyer, M.J.F., “The Stirling Bomber“, Faber and Faber, 1980

For information about Newmarket the Newmarket Shops History website has a wealth of information about the town.

RAF Newmarket Heath (Rowley Mile) Part 1.

November 17, 2019February 18, 2022 / Aviationtrails / 13 Comments

In the second of the four airfields visited in Trail 55, we move on from Snailwell, a small grassed airfield to a similar station a stones throw away to the west.

This second airfield is now one of the major venues of British Horse Racing, second only to Ascot, and is found in an area where much of the land is owned by the British Horse Racing School, stud farms, and stabling. It is also home to the famous Jockey Club, an organisation founded in 1750 that has a turnover of over £200 million.

Now where virtually all traces have long gone, we visit the former base RAF Newmarket Heath.

RAF Newmarket Heath (Rowley Mile).

Like RAF Snailwell, Newmarket Heath saw a wide variety of units using it. Initially a satellite airfield, it housed in excess of 20 squadrons or training units during its life. Being a satellite it would also be used by a wide range of aircraft types, but primarily the heavy bombers of Bomber Command, each one bringing its own story of hardship and heroism.

Opened in October 1916, its history lasted until the military finally pulled out on 15th April 1948, but whilst military flying has ceased, some light flying still does occur, mainly for those attending race days at the Newmarket race course.

Today Newmarket airstrip is one that confuses many pilots trying to land and use its facilities. The original landing strip was know as ‘Rowley Mile’, which now forms part of the Newmarket racecourse ending at the Rowley Mile Stands. During the summer months, another strip is used, known simply as the ‘July landing strip’, and this sits to the west of the Rowley Mile along side the ‘Devils Dyke’*¹ (locally called the Devil’s Ditch’). This is is a 7 mile long embankment, created in Anglo-Saxon times, and is thought to be around 1,450 years old. Because of its collection of wild fauna and flora, is has been designated a Site of Special Scientific Interest (SSI), which, at its highest point, reaches some 50 feet. It was this dyke that caused the loss of several wartime crews including that of a 99 Sqn Wellington on 18th December 1940, which crashed into the Dyke on take off. Four of the crew were killed and two injured, escaping only by the bravery and quick thinking of P.O. J. Hansen the famous Danish speedway rider. Arriving shortly after the crash he pulled the two crewmen from the wreckage winning himself the George Medal for his actions.

A second aircraft, a Stirling of 75 Squadron, based at the airfield, struck the dyke almost exactly two years later to the day, at ten minutes past ten on December 16th 1942.

The Devils Dyke looking north. The ‘July Strip’ is to the left and the ‘Rowley Mile’ and Newmarket Airfield to the right. This is the bank struck by the Stirling.

During take off, Stirling R9245 piloted by Sgt. B. Franklin, and carrying mines for the Gironde Estuary, clipped the Dyke with its starboard undercarriage tearing out the oil tank which caused one of the engines to fail. The incident brought the aircraft down about a mile from the airfield, killing all seven crewmen on board after the mines it was carrying, exploded. As a result, the mission was cancelled and the following five aircraft were stood down for the night. Because of these, and other accidents involving the Dyke, part of it was lowered during 1943, the results of which are still apparent today, and it is where a memorial stands in memory of the crew lost of that night in December 1942.

The plaque at the base of the Dyke where Stirling R9245 struck on the night of December 16th 1942.

Today there is a further memorial located outside the conference centre. A tribute to all those who served at the ‘Heath’ along with a propeller blade extracted from the ground where a further 99 Sqn Wellington came down near to Wisbech on the night of February 11th 1941.

The Rowley Mile airfield originally opened during the First World War and operated for almost than three years. The primary users of this site, were the two Night Training Squadrons: 190 and 192 who were created out of elements of both 51 Sqn and 33 Sqn respectively. These two units operated from Newmarket in the latter stages of World War I, both being disbanded in 1919 after the war’s end. 190 Sqn had by then, moved to RAF Upwood whilst 192 had remained at Newmarket whereupon its operations ceased.

Between the wars it would seem there was no real flying activity, the race course being the prominent feature. But when war broke out again, it was put back into use, and utilised by the RAF as a large airfield capable of dealing with some rather large aircraft.

Being bordered to the north by the modern A14 road, and with the town of Newmarket to the east, Newmarket Heath reopened for military business in 1939 under the control of 3 Group Bomber Command, whose headquarters were at Harraton House in nearby Exning. Newmarket accepted its first visitors, a detachment of Blenheim IVs from 107 Sqn, during May of that same year.

On September 1st, two days before the declaration of war between Britain and Germany, the airfield was, by then, a satellite for RAF Mildenhall in Suffolk. Present at Mildenhall was 99 Sqn, with Wellington MK.Is, an aircraft they had been operating for a year.

The beginning of September marked a turning point not only in world history, but also in British aviation. On September 1st, a general mobilisation order was received at airfields across Britain, and at RAF Mildenhall, like many, 99 Sqn were told to prepare to put “Scatter” schemes into operation. Once confirmation was received, eleven aircraft were flown from Mildenhall to Newmarket along with a sufficient number of crews to prepare Newmarket for crew accommodation. This accommodation was to be the Grandstand originally used for spectators at the various race meetings.

The Grandstand was never designed for aircrew accommodation, the NCO’s never fully accepting the poor living conditions in which they had to stay. It was dirty and the facilities barely even primitive! Washing facilities consisted of a cold water tap, whilst latrines were slit trenches with planks placed over the top. The only remnant of decency was a hessian cloth hung between posts separating you from the man next door. Eventually things did ‘improve’, the mess hall became a room within the grandstand complex and ablutions a makeshift building outside. Needless to say however, it was not a popular place to be posted to.

The Grandstand today taken from the Devil’s Dyke. The white fencing indicates the Rowley mile and the former World War 1 landing strip.

The intention was to transfer the entire squadron to Newmarket leaving only a maintenance and repair section at Mildenhall, a move which began almost immediately. Then on September 3rd, at 11:00 hrs, the squadron were called to assemble on Newmarket’s parade ground to hear the Prime Minister, Neville Chamberlain, announce Britain’s declaration of war on Germany. Little did they know that history was being made, and that for the next five years the world would be plunged into very dark times indeed.

On the very same day that the declaration was made, orders were put in place to carryout leaflet drops, but subsequent instructions cancelled these, and no flying took place. As Britain entered the ‘phoney war’, confusion, mixed orders and a rather disorganised period would follow. Orders and counter orders became the norm, squadrons were moved and reorganised, and no one seemed to know quite what they were to do.

New orders came through on the 5th to prepare to ‘disperse all aircraft that could be flown’, along with skeleton crews, to RAF Upper Heyford. The confusion of the Phoney War continued, and when the local air raid warning sounding at 7:15 on the 6th, crews found themselves spread about the field as only one air raid shelter at Newmarket was usable. Immediately after, a new order came through to implement the ‘withdrawal’ scheme and so eleven Wellingtons, who had only recently arrived, took off for RAF Upper Heyford. A twelfth aircraft, that had also transferred over to Newmarket, was unable to fly due to it being unserviceable.

Further mixed orders came through with yet more operations being cancelled. But then on the 8th, a new order for leaflet drops was issued, and four aircraft were designated to fly to Newmarket and then onto Mildenhall where they would receive up to date information on the ‘target’ area. Four crews arrived and prepared to take off from Mildenhall. One of these Wellingtons, L.7770, was then found to have a leak in the oxygen system, and its flight was cancelled. With insufficient time to collect a spare aircraft from Newmarket, the operation was again scrubbed, and the three aircraft returned to base; another frustrating let down and another source of confusion for the crews.

On the 9th, another message came through to evacuate Newmarket, and all aircraft were prepared once more to move to RAF Elmdon (now Birmingham Airport). An additional sortie also planned for that night was also again cancelled, this time though due to bad weather, as preparations for the squadron’s move continued. Four Newmarket aircraft then departed for Elmdon in the afternoon, Wing Commander Walker making the necessary arrangements, flying to both RAF Upper Heyford, where further aircraft were dispersed, and then onto RAF Elmdon to ensure the move went smoothly. Coinciding with all this, the squadron received its first upgrade, the MK.IA, in the form of Wellington N2870, which was delivered by a ferry pilot to RAF Mildenhall.

The evacuation was completed by the late evening, all personnel had departed leaving just an NCO and a working party to clear the Grandstand and remove any remaining stores. A 32 seat omnibus along with a heavy lorry transported thirteen men and their supplies to Elmdon. The remainder of the party then transferred back to Mildenhall.

On the 25th, another order was received in the early evening to return to Newmarket, Sqn. Ldr. J. Griffiths must have said a few choice words as he made the arrangements to move the men and their stores back from where they had only just come.

Suggestions where again made to locate the entire squadron to Newmarket, but this was now seen as impracticable, and so only the dispersed Elmdon group made the move. By the end of the next day the transfer was complete.

With firing trials taking place at Carew Cheriton near Tenby, further instructions came through, again suggesting the squadron move to Newmarket. Again though this was noted as impractical, and the move stopped for a second time. The confusion was then broken at 12:15 when a message came thought to say that a Wellington had crashed on take off prior to undertaking gunnery practice, the crew sustaining minor injuries, but the aircraft being severely damaged in the accident. The crew were able to return to Newmarket after receiving treatment for their injures, where they resumed their duties.

On the 20th, the aircraft located at Newmarket were placed on a 60 minute standby, ready to attack the German fleet which was sailing from its base in northern Germany. But, by 16:30, the chance had passed and the flight was stood down. The irony of training with Leica cameras must have broken the monotony of gunnery practice, when on the 8th October, six aircraft did finally take off from their Newmarket base to attack the fleet. Unfortunately, the aircrews could not locate the ships, and all aircraft returned to Mildenhall for debriefing before flying on back to Newmarket.

Wellingtons of 9 Sqn in close formation 1939. The idea of bombers defending themselves was proven to be a misconception, and daylight raids were soon stopped as a result. © IWM (CH 17)

It was this same order that would, on December 14th 1939, decimate the Newmarket detachment. A search for the fleet over the North Sea led to forty-two aircraft from various squadrons, flying Bomber Command’s most extensive search yet. The twelve 99 squadron aircraft finally managed to locate the fleet through the cloud at Schillig Roads, close to Willhelmshaven. Once here, the cloud, highly accurate flak and the Luftwaffe, decimated the formation. Five of the Wellingtons went down in the target area, and a further aircraft, after disposing of its bombs over the sea, limped back to Newmarket badly beaten up. Even though they were away from hostile territory, the crew were not yet safe, and when within sight of the airfield, the aircraft finally gave up the battle and crashed into the ground. The pilot, Flt.Lt. Eugene Hetherington (s/n: 39026) a New Zealander, perished along with two others of his crew. Of the six aircraft lost, only three from Flt. L. Herington’s crew survived, and the bodies of only two men from the other five aircraft were ever found. 99 Sqn had lost 33 aircrew in one night, a terrible blow to the Newmarket crews.

In the post operation analysis, Bomber Command officials decided that it was not the fighters that brought the aircraft down, and that good close formation flying had been a ‘success’ of the mission. They decreed that concealment was better than any amount of firepower and that pilots should seek shelter in cloud wherever possible.

With only one other aircraft going down in the then, neutral Belgium, there were no other major loses in 1940 and only a few, largely due to training accidents, in early 1941. The Winter of 1939-40, was certainly a baptism of fire for the crews of 99 Sqn.

The dawn of 1941 would signify changes to Newmarket. By March, 99 Sqn had finally pulled out, their poor start to the war proving that the idea of bombers successfully protecting themselves on daylight missions was a fallacy. A point made in dramatic style in one single operation.

On the 16th of March, orders were issued at nearby RAF Oakington to move the Stirlings of ‘A’ Flight, 7 Sqn, out to the new satellite station here at Newmarket; the runways at Oakington now becoming nothing more than a mass of mud, causing a danger to any aircraft that dare to venture out. By the 26th, the situation has become so bad that both ‘A’ and ‘B’ Flight officers had departed, with the main body of ‘A’ Flight following the next day. For a month the squadron’s Flights operated out of Newmarket whilst Oakington’s mud dried out. However, by the 5th April, it was clear that the accommodation situation at Newmarket, both ‘inhospitable’ and ‘cold’, was far too cramped, and ‘B’ Flight were ordered back to Oakington where they would be ferried the short distance to Newmarket where their aircraft were to remain.

ROYAL AIR FORCE 1939-1945: BOMBER COMMAND

Stirling N3663/MG-H of No 7 Squadron, at Newmarket Heath, during a visit by King Peter of Yugoslavia, 29 July 1941. © IWM (CH 3175)

By the 27th April, Oakington had sufficiently dried out and the surface was ‘improving rapidly’, enough at least for ‘A’ Flight to return home. After one month of being at Newmarket, the crews could finally breathe a sigh of relief to be leaving the rather inaptly named ‘Grandstand’ behind.

Part 2 will see how Newmarket developed further, its wartime legacy and its eventual demise as an operational airfield.

The full text appears in Trail 55.

November 7th 1945 – World Air Speed Record Herne Bay.

November 7, 2019July 27, 2019 / Aviationtrails / 8 Comments

Trail 44 takes a look at the aviation highlights of the North Kent Coast in the small town of Herne Bay and its neighbour Reculver. It was here, on November 7th 1945, that the World Air Speed record was set in a ‘duel’ between two Gloster Meteors, as they raced across the Kent Sky.

On that day, two Meteor aircraft were prepared in which two pilots, both flying for different groups, would attempt to set a new World Air Speed record over a set course along Herne Bay’s seafront. The first aircraft was piloted by Group Captain Hugh Joseph Wilson, CBE, AFC (the Commandant of the Empire Test Pilots’ School, Cranfield); and the second by Mr. Eric Stanley Greenwood O.B.E., Gloster’s own chief test pilot. In a few hours time both men would have the chance to have their names entered in the history books of aviation by breaking through the 600mph air speed barrier.

The event was run in line with the Fédération Aéronautique Internationale‘s rules, covering in total, an 8 mile course flown at, or below, 250 feet. For the attempt, there would be four runs in total by each pilot, two east-to-west and two west-to-east.

With good but not ideal weather, Wilson’s aircraft took off from the former RAF Manston, circling over Thanet before lining his aircraft up for the run in. Following red balloon markers along the shoreline, Wilson flew along the 8 mile course at 250 feet between Reculver Point and Herne Bay Pier toward the Isle of Sheppey. Above Sheppey, (and below 1,300 ft) Wilson would turn his aircraft and line up for the next run, again at 250ft.

Initial results showed Greenwood achieving the higher speeds, and these were eagerly flashed around the world. However, after confirmation from more sophisticated timing equipment, it was later confirmed that the higher speed was in fact achieved by Wilson, whose recorded speeds were: 604mph, 608mph, 602mph and 611mph, giving an average speed of just over 606mph. Eric Greenwood’s flights were also confirmed, but slightly slower at: 599mph, 608mph, 598mph and 607mph, giving an overall average speed of 603mph. The actual confirmed and awarded speed over the four runs was 606.38mph by Wilson*¹.

The event was big news around the world, a reporter for ‘The Argus*²‘ – a Melbourne newspaper – described how both pilots used only two-thirds of their permitted power, and how they both wanted permission to push the air speed even higher, but both were denied at the time.

In the following day’s report*³, Greenwood described what it was like flying at over 600 mph for the very first time.

As I shot across the course of three kilometres (one mile seven furlongs), my principal worry was to keep my eye on the light on the pier, for it was the best guiding beacon there was. On my first run I hit a bump, got a wing down, and my nose slewed off a bit, but I got back on the course. Below the sea appeared to be rushing past like an out-of-focus picture.

I could not see the Isle of Sheppey, toward which I was heading, because visibility was not all that I wanted.

At 600mph it is a matter of seconds before you are there. It came up just where I expected it. In the cockpit I was wearing a tropical helmet, grey flannel bags, a white silk shirt, and ordinary shoes. The ride was quite comfortable, and not as bumpy as some practice runs. I did not have time to pay much attention to the gauges and meters, but I could see that my air speed indicator was bobbing round the 600mph mark.

On the first run I only glanced at the altimeter on the turns, so that I should not go too high. My right hand was kept pretty busy on the stick (control column), and my left hand was. throbbing on the two throttle levers.

Greenwood went on to describe how it took four attempts to start the upgraded engines, delaying his attempt by an hour…

I had to get in and out of the cockpit four times before the engines finally started. A technical hitch delayed me for about an hour, and all the time I was getting colder and colder. At last I got away round about 11.30am.

He described in some detail the first and second runs…

On the first run I had a fleeting glance at the blurred coast, and saw quite a crowd of onlookers on the cliffs. I remembered that my wife was watching me, and I found that there was time to wonder what she was thinking. I knew that she would be more worried than I was, and it struck me that the sooner I could get the thing over the sooner her fears would be put at rest.

On my first turn toward the Isle of Sheppey I was well lined up for passing over the Eastchurch airfield, where visibility was poor for this high-speed type of flying. The horizon had completely disappeared, and I turned by looking down at the ground and hoping that, on coming out of the bank, I would be pointing at two balloons on the pier 12 miles ahead. They were not visible at first.

All this time my air speed indicator had not dropped below 560 mph, in spite of my back-throttling slightly. Then the guiding light flashed from the pier, and in a moment I saw the balloons, so I knew that I was all right for that.

On the return run of my first circuit the cockpit began to get hot. It was for all the world like a tropical-summer day. Perspiration began to collect on my forehead. I did not want it to cloud my eyes, so for the fraction of a second I took my hands off the controls and wiped the sweat off with the back of my gloved hand. I had decided not to wear goggles, as the cockpit was completely sealed. I had taken the precaution, however, of leaving my oxygen turned on, because I thought that it was just that little extra care that might prevent my getting the feeling of “Don’t fence me in.”

Normally I don’t suffer from a feeling of being cooked up in an aircraft, but the Meteor’s cockpit was so completely sealed up that I was not certain how I should feel. As all had gone well, and I had got half-way through the course I checked up my fuel content gauges to be sure that I had plenty of paraffin to complete the job.

I passed over Manston airfield on the second run rather farther east than I had hoped, so my turn took me farther out to sea than I had budgeted for. But I managed to line up again quite satisfactorily, and I opened up just as I was approaching Margate pier at a height of 800 feet. My speed was then 560 mph.

Whilst the first run was smooth, the second he said, “Shook the base of his spine”.

This second run was not so smooth, for I hit a few bumps, which shook the base of my spine. Hitting air bumps at 600 mph is like falling down stone steps—a series of nasty jars. But the biffs were not bad enough to make me back-throttle, and I passed over the line without incident, except that I felt extremely hot and clammy.

After he had completed his four attempts, Greenwood described how he had difficulty in lowering his airspeed to enable him to land safely…

At the end of my effort I came to one of the most difficult jobs of the lot. It was to lose speed after having travelled at 600 mph. I started back-throttling immediately after I had finished my final run, but I had to circuit Manston airfield three times before I got my speed down to 200mph.

The two Meteor aircraft were especially modified for the event. Both originally built as MK.III aircraft – ‘EE454’ (Britannia ) and ‘EE455’ (Yellow Peril) – they had the original engines replaced with Derwent Mk.V turbojets (a scaled-down version of the RB.41 Nene) increasing the thrust to a maximum of 4,000 lbs at sea level – for the runs though, this would be limited to 3,600 lbs each. Other modifications included: reducing and strengthening the canopy; lightening the air frames by removal of all weaponry; smoothing of all flying surfaces; sealing of trim tabs, along with shortening and reshaping of the wings – all of which would go toward making the aircraft as streamlined as possible.

EE455 ‘Yellow Peril’ was painted in an all yellow scheme (with silver outer wings) to make itself more visible for recording cameras.*⁴

An official application for the record was submitted to the International Aeronautical Federation for world recognition. As it was announced, Air-Marshal Sir William Coryton (former commander of 5 Group) said that: “Britain had hoped to go farther, but minor defects had developed in ‘Britannia’. There was no sign of damage to the other machine“, he went on to say.

Wilson, born at Westminster, London, England, 28th May 1908, initially received a short service commission, after which he rose through the ranks of the Royal Air Force eventually being placed on the Reserves Officers list. With the outbreak of war, Flt. Lt. Wilson was recalled and assigned as Commanding Officer to the Aerodynamic Flight, R.A.E. Farnborough. A year after promotion to the rank of Squadron Leader in 1940, he was appointed chief test pilot at the Royal Aircraft Establishment (R.A.E.) who were then testing captured enemy aircraft. He was promoted to Wing Commander, 20th August 1945, retiring on 20th June 1948 as a Group Captain.

Eric Greenwood, Gloster’s Chief Test Pilot, was credited with the first pilot to exceed 600 miles per hour in level flight, and was awarded the O.B.E. on 13th June 1946.

His career started straight from school, learning to fly at No. 5 F.T.S. at Sealand in 1928. He was then posted to 3 Sqn. at Upavon flying Hawker Woodcocks and Bristol Bulldogs before taking an instructors course, a role he continued in until the end of his commission. After leaving the R.A.F., Greenwood joined up with Lord Malcolm Douglas Hamilton (later Group Captain), performing barnstorming flying and private charter flights in Scotland.

Greenwood then flew to the far East to help set up the Malayan Air Force under the guise of the Penang Flying Club. His time here was adventurous, flying some 2,000 hours in adapted Tiger Moths. His eventual return to England saw him flying for the Armstrong Whitworth, Hawker and Gloster companies, before being sent as chief test pilot to the Air Service Training (A.S.T.) at Hamble in 1941. Here he would test modified U.S. built aircraft such as the Airocobra, until the summer of 1944 when he moved back to Gloster’s – again as test pilot.

It was whilst here at Gloster’s that Greenwood would break two world air speed records, both within two weeks of each other. Pushing a Meteor passed both the 500mph and 600mph barriers meant that the R.A.F. had a fighter that could not only match many of its counterparts but one that had taken aviation to new record speeds.

During the trials for the Meteor, Greenwood and Wilson were joined by Captain Eric ‘Winkle’ Brown, who between them tested the slimmed-down and ‘lacquered until it shone’ machine, comparing drag coefficients with standard machines. Every inch of power had to be squeezed from the engine as reheats were still in their infancy and much too dangerous to use in such trials.

To mark this historic event, two plaques were made, but never, it would seem, displayed. Reputed to have been saved from a council skip, they were initially thought to have been placed in a local cafe, after the cliffs – where they were meant to be displayed – collapsed. The plaques were however left in the council’s possession, until saved by an eagle-eyed employee. Today, they are located in the RAF Manston History Museum where they remain on public display.

One of the two plaques now on display at the RAF Manston History Museum.

To mark the place in Herne Bay where this historic event took place, an information board has been added, going some small way to paying tribute to the men and machines who set the world alight with a new World Air Speed record only a few hundred feet from where it stands.

Part of the Herne Bay Tribute to the World Air Speed Record set by Group Captain H.J. Wilson (note the incorrect speed given).

From Herne Bay, we continue on to another trail of aviation history, eastward toward the coastal towns of Margate and Ramsgate, to the now closed Manston airport. Formerly RAF Manston, it is another airfield that is rich in aviation history, and one that closed with huge controversy causing a great deal of ill feeling amongst many people in both the local area and the aviation fraternity.

Sources and Further Reading.

*¹ Guinness World Records website accessed 22/8/17.

*² The Argus News report, Thursday November 8th 1945 (website) (Recorded readings quoted in this issue were incorrect, the correct records were given in the following day’s issue).

*³ The Argus News report, Thursday November 9th 1945 (website)

*⁴ Photo from Special Hobby website.

The RAF Manston History Museum website has details of opening times and location.

The Manston Spitfire and Hurricane Memorial museum website has details of opening times and location.

Mosquito Crew – P.O. James McLean and Sgt. Mervyn Tansley, RAF(VR)

November 6, 2019July 5, 2021 / Aviationtrails / 6 Comments

On 1 August 1944, No.608 Squadron (Code 6T) was reformed at RAF Downham Market (also known as Bexwell), initially flying Canadian built DH Mosquitoes Mk B.XXs as part of No.8 (PFF) Group Light Night Striking Force. Their primary role was to carry out night strikes as part of the Pathfinder Operations in the German heartland. Targets included: Berlin, Frankfurt, Hanover, Essen, Stuttgart, Nuremberg, Hamburg, Emden and Kiel. This was a role it carried out until disbanding on 28th August 1945. Their first operational sortie was on the night of 5th/6th August 1944, when a single Mosquito took off and bombed Wanne-Eickel.

However, it was on the night of 6th November 1944 that 12 aircraft from 608 Squadron took off in a diversionary attack on targets at Gelsenkirchen. The idea was to draw defences away from a much larger force attacking both Gravenhorst and Koblenz. The plan was for 608 to begin their attack five minutes ahead of the other forces, a plan that went like clockwork.

For one particular aircraft, Mosquito KB364, piloted by Pilot Officer James McLean (26 year old), and Sergeant Mervyn Lambert Tansley (21 year old), both of the RAF(VR), this was to be its final, fatal flight.

Flying in at 25,000 ft, 608 dropped both flares and high explosive bombs, but reported only light flak over the target area. The mission was a success and 11 of the 12 aircraft returned to Downham Market.

As it was a November night, the air was cold and it is believed that McLean’s aircraft suffered from icing up of the controls. For whatever reason, at 20.45hrs the aircraft lost height and hit some power cables near to Reepham Road, to the east of the village of Bawdeswell (Norfolk). It then careered into All Saints’ Church setting it alight. The impact was such that parts of the aircraft struck two other homes, including the Chaucer House*, opposite the church, causing extensive damage to both properties. The church was completely destroyed in the crash. Sadly, both Pilot Officer McLean and Sergeant Tansley were killed, but there were no other casualties from the incident. The fire was so ferocious that it took four hours to extinguish, and required both local crews and those from the nearby American airbase at RAF Attlebridge.

The church has since been completely rebuilt, and as a reminder, the original cross stands outside the entrance. This cross miraculously remained untouched by the fire. Inside the church, a remnant of Mosquito KB364, has been made into a memorial plaque in remembrance of the two courageous crew who died whilst carrying out their duties that night.

Pilot Officer James McLean was buried in Tranent New Cemetery, East Lothian, Scotland and Sergeant Mervyn Lambert Tansley was buried in Fulham Old Cemetery, City of London.

The Reeve’s Tale magazine website has eye-witness accounts, and further details of the incident.

* Geoffrey Chaucer’s (Canterbury Tales) uncle was believed to be the rector for Bawdeswell and the old timbered house opposite the church known as ‘Chaucer House’ may have been his rectory.

RAF Scone – Rudimentary but Very Important.

November 3, 2019March 20, 2021 / Aviationtrails / 4 Comments

In Trail 56, we head north once again, this time across the River Tay into Perthshire, the gateway to the Highlands.

The grand city of Perth boasts a majestic history, once the capital of Scotland, it is a city with galleries, museums and stunning architecture; described by VisitScotland.com as “a picturesque playground for Kings and Queens“, and rightly so.

The village that gave this airfield its name, has a history going back as far as the Iron age, once the seat of Royals it is mentioned in Shakespeare’s Macbeth, and once housed the famous ‘Stone of Scone’ or ‘Coronation stone’ that has for centuries been used for coronations of the Kings and Queens of Scotland and England. It was stolen by King Edward I of England who took it to London, and was last used in the Coronation of Elizabeth II in 1953. It now resides in Edinburgh Castle on the proviso that it returned to London for Royal Coronations – it must be the most famous 125kg of rock anywhere in the world.

On Trail 56 we pass though the beautiful city of Perth and onto this small but famous village that leads into the countryside beyond. It is here that we find a former RAF airfield that has since become Perth Airport. In the same region as Scone Castle, we visit the former RAF Scone.

RAF Scone.

RAF Scone is known under a range of names: Perth Airport, Perth Aerodrome, Perth Municipal Airport, RAF Perth, RAF Scone and Scone Aerodrome, and can be found 3 1/2 miles north-east of Perth.

Scone (pronounced Scoone) opened in 1936 under the control of 51 Group based in Leeds and was, throughout it military life, an Elementary Flying Training School operating a number of training flights as well as some operational squadron detachments.

A very rudimentary station, it had no more than a watch office, a single Civil 160 x 90 ft hangar; one 120 x 110 ft hangar, and six blister hangars spread about the site. There were no hardstands and runways were initially grass. A hard perimeter track circumnavigated the airfield and although it only had one officially designated ‘runway’, a grass strip of 1,300 yds in length, other strips were used.

The Watch Office at Scone (Perth Airport).

Being a training airfield accommodation was also rudimentary and limited, designed for only 400 permanent personnel, it would cater for both males and females of mixed rank. Even though Scone was small, it was by no means insignificant, boasting the passage of hundreds of pupils passing though its gates on their way to front line flying units.

The initial user of Scone was 11 Elementary and Reserve Flying Training School (E&RFTS) operating Hawker Harts, Audax, Hinds, Battles, Tiger Moths and Ansons at some point. Formed here on the 27th January 1936 it was operated by A.M. Airwork Ltd.

The Airwork company was founded in 1928 and based at the then Heston Aerodrome in Middlesex. For much of this time, Airwork’s chief pilot was Captain Valentine Baker MC, DFC, who later joined forces with Sir James Martin to form the now famous Martin-Baker company famous for it ejector seats found on numerous fast jests world wide.

Numerous buildings survive from Scones wartime past.

Airwork moved north under contract from the Air Ministry to support training needs for the Royal Air Force, they moved into Scone (and several other airfields such as Renfrew and Abbotsinch) and developed the airfield providing much of the infrastructure themselves. A large company they would also provide maintenance facilities and operations across Britain supporting what would become a thriving civil aviation network.

On September 3rd 1939, with Britain’s declaration of war, the training units operating on behalf of the RAF were reorganised and re-designated, 11 E&RFTS becoming known more simply as 11 Elementary Flying Training School (EFTS). Also at this time Airwork formed and operated a further training unit here at Scone, 7 Civil Air Navigation School (CANS) flying Dragon Rapides. They too were re-designated though, becoming 7 Air Observers Navigation School (AONS) on 1st November 1939. They would then take on the Avro Anson, training crews in navigation techniques. On June 1st 1940, the AONS was also disbanded, training needs being met elsewhere.

Also during early November 1940, 309 Squadron sent a detachment of Lysander IIIs to Scone. only recently formed, they remained here for about six months. The sole purpose of 309 Sqn was as a Polish Cooperation unit to work in conjunction with the C-in-C of the Polish Army. It was unique in that it was ‘double’ ranked, having both British and Polish officers in charge, the idea being that once the Polish personnel were in place the British would be pulled out and the squadron would operate as an independent Polish unit. A series of training flights were carried out by the Polish pilots, but with lectures being carried out through a translator, it was often difficult task to do.

Old buildings are utilised for modern purposes.

In September 1941, ‘E’ Flight of 11 EFTS was used to form a new training unit, 5 Flying Instructors School (Supplementary) then simply Flying Instructors School, finally becoming Flying Instructors School (Elementary) from April 1942. The small number of pilot instructors flew Miles Masters and Tiger Moths training hundreds of pilots between them before the unit was disbanded in November 1942.

The remainder of 11 EFTS continued on to the war’s end gradually being reduced in size. Post war, in 1947, it was renamed as 11 Reserve Flying School (RFS) still operated by Airwork and still flying the biplane the Tiger Moth along with Airspeed Oxfords, Ansons and Hawk trainers. By 1954, the unit had wound down finally being disbanded that same year.

The Battle Headquarters is very much exposed, this would normally be below ground level with only the slits visible.

In 1949, 666 Squadron was reformed at Scone as a Royal Auxiliary Air Force unit comprising: 1966 Air Observation Post Flight (AOP), with 1967 (AOP) Flight at Renfrew and 1968 (AOP) Flight at Abbotsinch. The squadron flew Austers Vs and VIs, in a cooperation role with Army units, and by 1957 all three flights, and thus the squadron, had ceased to exist when a letter, written by the Queen, was handed to more than eighty senior officers of the RAuxAF, officially ending its existence as it was. With that, thirty-two years of history had come to an end, a history that had seen the RAuxAF take part in virtually all of Britain’s major air battles since 1925.

In that same year on March 8th, 1957, another training unit, 1 Civilian Fighter Control Co-operation unit, formed here operating the Avro Anson T21. Little seems to be published about the activities of this unit, but I would assume it was operated by civilians working as part of the Royal Air Force’s training programme. It remained active here at Scone until 31st January 1961 where upon it was disbanded. A year after its disbandment on May 10th, an Anson of the unit ‘VV977’ was sold as scrap at No.27 MU Shawbury.

Later on D.H. Chipmunks of the Glasgow University Air Squadron graced the skies over Scone, the airfield now being known as Perth. A reign that lasted until 1993 when the squadron moved back to Glasgow, and its place of formation in the early days of the Second World War.

Due to high usage, two hard concrete runways were built on the site, whilst the third remained as grass.

With that the RAF’s connections with Perth ceased. The airfield was passed to ACS Aviation, who claim to be the “leading Commercial Flight Training Organisation in Scotland”. Operating a range of services including commercial pilot training and maintenance provisions. Other users of Perth include Scotland’s Charity Air Ambulance (SCAA) flying the EC135-T2 helicopter, a charitable organisation that relies solely on donations to keep it flying.

Today many of the wartime buildings remain, in use, by small industrial units. The Battle Headquarters, can be seen from the road very much exposed, as all but the top slotted observation ‘turret’ would normally be underground. The accommodation and technical areas are located together and many now form part of a small hotel for those visiting the area.

The airfield lies a few miles north of Perth, the main A94 offers access to the airfield and views across some of the site. It sits on a hill and so much of it is hidden from view at ground level. Being an active airfield, access is limited and understandably restricted. However, views of the current residents are available and many of the wartime buildings are accessible operating as retail and industrial units.

Scone for such a small airfield, had a long and fruitful history. Its links to pilot training, especially throughout the war years, no doubt sent many airmen to front line squadrons, many of whom would go onto serve in some of Britain’s fiercest air battles. A small and rudimentary airfield, it played a huge part in Britain’s wartime and post-war aviation history.

Modern day Scone is home to a large number of small aircraft.

Sources and further reading.

National Archives AIR 27/1679/1

Lake, A., “Flying Units of the Royal Air Force“, Airlife, 1999.

RAF Barton Bendish – Norfolk

October 27, 2019November 2, 2019 / Aviationtrails / 13 Comments

In Trail 7 we visited north-west Norfolk, staring at the market town of Downham Market heading on toward Norwich. Here we pass seven airfields and a bomb store. In the second visit of this trail, we leave Downham, travel East to find a few miles along, a field, unmarked and to all intents and purposes, insignificant. It did however, play a vital role and serve several squadrons.

RAF Barton Bendish

At the outbreak of war, orders were issued to all airfields across the UK to implement the ‘Scatter’ directive, a plan to relocate aircraft at various satellite airfields to disperse them away from the main airfield and possible German attack. This meant that many squadrons were spread over several airfields for short periods of time until the immediate threat, or perceived threat, had subsided.

This was first seen at Barton Bendish (a satellite of Marham) when Wellingtons of 115 Sqn located at nearby RAF Marham were placed here. With no cover, the protection Barton Bendish offered seemed small in comparison to the main airfield at Marham.

The openness and cold of Barton Bendish has been noted in several scripts, and this caused problems in the winter months when starting cold engines. ‘Johnnie’ Johnson recalls in Martin Bowman’s book “The Wellington Bomber“*¹ how they had to start the Wellington’s engine by getting it to backfire into the carburettor thus igniting unspent fuel in the air intake. This was then allowed to burn for a few seconds warming the carburettor allowing the engine to start. Careful timing was paramount, the danger being that the aircraft could catch fire if you were not cautious!

In the early part of the war Barton Bendish was also used as a decoy site, a flare path being lit at night to attract enemy bombers away from Marham a few miles down the road. How effective this was, is not known, but it may well have saved one or two lives at the main airfield.

Also during 1941, 26 Squadron (RAF) flying Tomahawk IIs were stationed here for three days from the 27th – 30th September, as was 268 Squadron on several other occasions. Also flying Tomahawk IIs, they passed through here during May 1941, then again between the 21st and 25th June 1941, 28th and 30th September 1941 and then again on the 25th/26th October 1941, 268 Sqn who were then based at RAF Snailwell, used the airfield as ‘the enemy’ in a station defence exercise, whereby they would perform mock attacks on Snailwell using gas, parachute and low flying strafing attacks methods. Being little more than a field, Barton Bendish provided no accommodation for the visitors, and so the aircrews slept in tents overnight, these being removed the next day after the attacks had been made.

By 1942, the Stirling was becoming a predominant feature at Marham, and with Barton Bendish being too small for its required take off distance, Downham Market became the preferred satellite, Barton Bendish being sidelined for other minor uses.

Little exists about its existence or purpose other than a few mentions in the operational record books of these squadrons, or recordings in the writings of RAF Marham personnel. Rumours state a ‘huge military (HQ) bunker’ and hard standings, but these are more likely farmer’s concrete pans, abundant across the area. No physical buildings (other than pill boxes) were ever thought to have been built and the airfield is listed as a satellite or landing ground of the parent airfield RAF Marham. No other signs seem to exist of the airfield. Another case of an airfield completely disappearing!

Continuing on from Barton Bendish, toward Norwich we shortly arrive at RAF Marham, one of the RAF’s few remaining front line fighter stations.

Sources and further reading

National Archives AIR 27/1563/9

*¹ Bowman, M. “The Wellington Bomber“, (2015), Pen and Sword

RAF Snailwell – Where life was far from Slow (Pt2)

October 20, 2019November 2, 2019 / Aviationtrails / 8 Comments

After part 1, we return to Snailwell, to see how the American influence played its part at Snailwell and how the build- up to D-day affected life at this small grassed airfield.

The squadron was assigned to the 350th Fighter Group (FG) who would eventually transfer to the Middle East. It would be the 347th’s sister squadron the 346th who would later convert Hurricane Mk I #LB640 target tug into a two-seat liaison plane.

Hurricane Mk I LB640, which was being operated as a target-tug with the P-39-equipped 346th Fighter Squadron, 350th Fighter Group, 12th AF USAAF in Sardinia in early 1944. It was field converted into a two-seater as a liaison plane by the unit's ground crew.

Hurricane Mk I #LB640 after being converted into a two-seat liaison plane. IWM (UPL 17052)

As they were a new squadron the 347th would initially have no ground echelon, they were still being formed and prepared for transportation over the Atlantic from their base at Harding Field, Louisiana. They would arrive in the UK in the November and after a short period at Snailwell, the entire squadron would move out to RAF Kings Cliffe in Northamptonshire, before moving away to the warmer climate of the Middle East.

The winter of 1942/43 saw further detachments being based here at Snailwell. In conjunction with the US forces were 170 Sqn, who remained here from the end of October through the winter until February 1943. After a short spell away they made a brief one day stop over before being moved to RAF Odiham.

The January of 1943 saw yet more short stays. On the 17th 182 Sqn arrived with Typhoon IBs. Based at RAF Sawbridgeworth in Hertfordshire, 182 Sqn were finding it hard to get in any flying at all, as the heavy winter rains had clogged up the metal PSP runways with thick mud preventing the aircraft from taking off.

Two days earlier 70 ground personnel had been dispatched from Sawbridgeworth to Snailwell in preparation for the forthcoming training operation. Operation “Shatter” as it was designated, would be a mock attack on gun emplacements on the outskirts of Thetford Forest. On the 17th, the ten aircraft were sent from RAF Sawbridgeworth led by Sqn. Ldr Pugh along with a further four from the detachment at RAF Hunsdon. On arrival they found their sister squadron, 181 Sqn also with Typhoons, already here for the Army Cooperation training operation. A large party was given that night in honour of the new 182 Sqn crews. The next day, a preliminary attack was made on the target by eleven 182 Sqn aircraft, who made runs over both the dummy and real guns in a “full frontal attack”. The following day, a complete squadron attack was made with the aircraft having to be airborne in under 4.5 minutes. For the first time since forming, all the canons on the Typhoons are fully loaded with live ammunition and a full squadron scramble was undertaken.

Aerial photograph of Snailwell airfield looking south, 26 July 1942 (IWM RAF_FNO_67_V_6032)

In the afternoon a four ship formation was loaded up with 2 x 250 lb bombs and a further attack was made. This attack ended the training session for 182 Sqn and the next day they return to the muddy runways of Sawbridgeworth.

Two months later on March 8th 1943, 181 Sqn was reunited with her other sister squadron 183 Sqn here at Snailwell. After a number of short training flights covering just four days, 183 Sqn departed the Cambridgeshire airfield leaving 181 Sqn here until the end of the month.

Throughout 1943 much of the same was to happen, short stays for training missions were the order of the day. 309 Sqn flew the Mustang MK.I and Hurricane VIs. The Polish squadron became renowned amongst the Allies when F/Lt Janusz Lewkowicz flew a Mustang I to Norway and back strafing targets at Stavanger just to prove the point that the Mustang had the range!

Another squadron, 613 Sqn also brought their Mustangs along in July, and 184 Sqn arrived with Hurricanes. 247 Sqn brought back the mighty Typhoon, each of these squadrons carrying out training flights, some for as little as two days others for more prolonged periods.

As the end of 1943 drew a line under the busy ebb and flow of visiting squadrons, 1944 would see a rather more settled year. After a single RAF squadron, 527 Sqn, moved in and then out two months later, the build up to D-day would see big changes at Snailwell.

The invasion of Europe was destined to be the largest invasion build up the world had ever seen, and southern England was to be the primary area in which this build up would take place. With the creation of the Ninth Air Force, whose primary purpose was to provide assistance to the forth coming Normandy landings, more and more airfields were going to be required. Whilst front line units would be directly involved in operations over the Normandy coast, there would need to be a major service and maintenance support network, if the invasion were to succeed. This service was to be carried out by a series of six Tactical Air Depots (TAD) all falling under the command of the IX Air Force Service Command, via two Advanced Air Depot Areas (AADA).

One of these depots, the 3rd Tactical Air Depot based at RAF Grove some 55 miles from London, were responsible for the maintenance and repair of Douglas A-20 ‘Havocs’ and P-61 ‘Black Widows’. Because of the increasing demand for maintenance facilities, the 3rd TAD took over the facilities at RAF Snailwell, moving in two Mobile Repair and Maintenance Squadrons, the 33rd and 41st, in preparation for maintenance operations. Their primary role was to make field modifications to the aircraft in preparation for operational roles, as a result of which the A-20s became a regular feature around the airfield. After only a short time though it was realised that the 41st would not be required here, and so they returned to RAF Grove. To replace them, a specialist team were brought in – the 51st Service Squadron. By the time D-day had passed, the pressure at Grove had subsided and so both units were able to return home from Snailwell. With that, the American connection with Snailwell ended.

As the war drew to a close so too did both operational flying and training flights. The RAF (Belgian) Initial Training School used the airfield sharing it with nearby RAF Bottisham. In March 1946, the Belgians pulled out returning to their own country now free from the Nazi tyranny that had dominated it for so long.

Snailwell then closed, standing empty and gradually returning to agricultural use. Many of the buildings were pulled down but some hung on for several years being used for agricultural purposes. The Blister hanger, sheds and training buildings remained for a number of years, certainly until the mid 1990s, but gradually even these were removed with little evidence of their existence being left today. The airfield was then dissected by a major road development in 1975, remaining parts being bought up by the British Horse Racing School who now own a large portion of the former airfield. High hedges and gated access restrict most access to the former site, (the Icknield Way long-distance route does pass along side these tracks and borders the former airfield from which remnants can be seen) leaving the last few sections of concrete hanging on as reminders of the airfields once proud and hectic existence.

With a mix of repair and maintenance units added to the pot, the war years for Snailwell were far from slow. The regular ebb and flow of detached units for training flights, and the occasional permanent flying unit, saw a wide range of aircraft types and nationalities grace the skies of this small area of Eastern Cambridgeshire. With little evidence of its existence left today, Snailwell, and its proud history, would seem to have been lost, replaced by Horse racing and the desire for the high stakes demanded by the equestrian market.

From Snailwell, we head west, deeper in to the area owned by the Horse racing fraternity. Here we see on every street corner evidence of this now popular sport, well groomed bushes that surround neatly cut turfs, on what now remains of Britain’s wartime heritage. Our next stop on Trail 55, is the pinnacle of these activities, the former RAF Newmarket Heath.

Sources and Further Reading.

*¹ Official Directorate of Works drawing (WA7/395/41) IWM UPL 17710

British History Online (Snailwell) website.

National Archives AIR 27/1563/9

National Archives AIR 27/954/6

National Archives AIR 27/1135/1

Niall Corduroy. “Whirlwind: Westland’s Enigmatic Fighter“Fonthill Media, 2017.

RAF Snailwell – Where life was far from Slow (Pt 1).

October 13, 2019November 2, 2019 / Aviationtrails / 10 Comments

In the latest Trail around Britain’s airfields, we visit four airfields so close that as the crow flys, they are a mere 12.5 km from the first to the last. It is an area to the east of Cambridge, a large University City that now dwarfs the River Cam the narrow waterway that gave the city its name. The final airfield we visit lies on the outskirts of the city itself, and is probably more famous for its more recent operations under Marshalls of Cambridge, the Aerospace and Defence Group.

Our first stop though takes us through prime horse racing land, through the home of the Jockey Club and an area divided into studs and stabling, not for live stock, but for horses.

Our first stop in Trail 55 is the former RAF Snailwell, a small airfield where life was far from slow!

RAF Snailwell (USAAF Station 361).

Snailwell lies just outside of the town of Newmarket in the county of Cambridgeshire now infinitely famous for its horse racing. The village of Snailwell from which the airfield takes its name, lies on the northern edge of the former airfield which is now owned, as is much of this area, by the British Racing School who vehemently protect it from prying eyes.

Sitting to the north of the Bury St. Edmunds railway line, the airfield opened in the Spring of 1941, after the levelling of ten Bronze age Barrows (ancient burial grounds) as a satellite for RAF Duxford located to the south-west. The airfield would go through an ever changing number of roles including: Army Co-Operation, training, and as a fighter base performing low-level attacks on shipping and land based targets. It would also see a wide range of aircraft types from the small trainer to the powerful tank-buster the Typhoon. Opened as a technical training airfield, it passed to the control of 28 (Technical Training) Group whose headquarters were located in London. It fell under the command of Air Commodore John Charles ‘Paddy’ Quinnell, an avid lover of sailing who had a distinguished military history that extended back to 1914, first with the Royal Artillery and then with the Royal Flying Corps.

As a small grass airfield, Snailwell was by no means insignificant. It had three grass runways the largest being just short of 1,700 yards long, whilst the second and third were 1,400 yards in length. The main runway crossed the airfield on a south-west to north-east direction protruding out of the main airfield area. Aircraft were dispersed on concrete hardstands, a mix of twelve ‘Fighter’ style Type B hardstands (capable of holding two aircraft side by side but separated by a bank) along with two 50 ft diameter ‘frying pan’ style stands. They also had the use of a Bellman hangar, and ten blister hangars for servicing and maintenance of aircraft*¹.

To the north, hidden amongst the trees was a bomb store, with separate fusing buildings, tail stores, incendiary and component stores, access to the site being via a 12 ft wide concrete road.

In all, there were only a few permanent personnel at the airfield, accommodation was only erected for around 1,100 officers and enlisted men in Nissen huts over just two sites; Dormitory site 1 and 2, which were supplemented with a mess site and sick quarters. It is known that later users were camped in tents around the airfield perimeter – not ideal accommodation by any means. Unusually, the technical area was widely spread with many buildings being away from the airfield hub. The watch office, at the centre of this hub, was designed to 12779/41 and had an adjoining meteorological office attached, an unusual addition for this type. There was also a wide range of buildings, AMT trainer, two Link trainers, flight offices, sleeping shelters, parachute stores, fire tender huts and numerous associated maintenance stores and sheds.

During construction of the airfield a local road was closed, and a lodge, built at the turn of the century, utilised as a guard room for the airfield. This building later passed to the Jockey Club for use by its employees.

The initial users of the airfield were the Army Co-operation Squadron 268 Sqn RAF, who arrived at Snailwell with Lysander IIIs on April 1st 1941. Being a slow aircraft it was ideal as a reconnaissance aircraft, flying patrols along the coast of East Anglia, looking for any sign of an invasion force. After arriving at Snailwell from Bury St. Edmunds, the three Echelons immediately began training, three photographic sorties taking place on the very day they arrived. In the days that followed, combined Army and Air Force exercises were the order of the day, after which the squadron took part in intensive gas training along with routine flying. However, 268 Sqn would not settle here, yo-yoing between Snailwell and numerous other stations no less than eleven times between their first arrival, and their last departure to RAF Odiham on May 31st 1943.

A Lysander at Duxford’s Battle of Britain Airshow 2019.

In the May of 1941, 268 Sqn would swap their ‘Lizzies’ (as they were affectionately known) for the Tomahawk IIA, an aircraft they kept until changing again to the better performing Mustang I a year later. These Tomahawks would perform a range of duties including – whilst based at RAF Barton Bendish in Norfolk – early morning ‘attacks’ on Snailwell as part of a Station Defence Exercise. These involved mock gas and parachute attacks along with low-level strafing runs. Being little more than a field, Barton Bendish provided no accommodation for visitors, and so the aircrews slept in tents overnight.

During the August of 1941 the first of Snailwell’s many short stay squadrons would arrive. 152 Squadron would use Snailwell for a period of just one week whilst transiting to nearby RAF Swanton Morley. Operating the sleek Spitfire IIA, the brain child of R.J. Mitchell, they would perform fighter sweeps, along with convoy and bomber escort duties. Arriving on the 25th, the only major event occurred on the 28th when the squadron escorted seventeen Blenheims to Rotterdam, Sgt. Savage being the only 152 Sqn pilot to be lost during the mission. The next day, ‘A’ flight searched for signs of him, but sadly found no wreckage nor any sign of Sgt. Savage.

Being a small airfield Snailwell was often home to detachments of squadrons, usually whilst on training. One such unit arriving on November 31st when 137 Sqn posted a detachment here whilst the main body of the squadron stayed at RAF Matlaske further north in Norfolk. Operating the heavily armed escort fighter the Westland Whirlwind, they would perform escort duties for Lysanders, searches for downed aircraft and ‘X’ raid interception duties. Many of their patrols covered Great Yarmouth on the East Anglian coast in an area to the east of the airfield.

Designed in 1937, the Whirlwind had many teething problems with the engines proving to be a particular issue. After purchasing only 112 examples of the model, 137 would be one of only two squadrons who would use it in any operational role. After moving to Matlaske, 137 began a series of training operations, posting a detachment of aircraft to Snailwell whilst preparing to commence anti-shipping operations in the North Sea. Once operationally ready, the unit moved north to RAF Drem (August 1942) before returning once more to Matlaske where further training would take place; ‘B’ Flight replaced ‘A’ Flight at Snailwell until both were reunited at Snailwell in late August. Anti shipping operations continued from Matlaske, with their final sortie occurring on August 20th in which an enemy Ju 88 was intercepted – the aircraft evading its pursuers in bad weather. Moving across to reunite the squadron on the 24th, 137 would perform their first operational sortie from Snailwell in early September, a feint attack against Lille. Designed to attract the Luftwaffe fighters into a trap, the twelve Whirlwinds and their fighter escorts failed to sight one enemy plane and all returned to their respective bases not having fired a shot. After this, the Whirlwinds were fitted with bombs and further training followed, but by mid September, they had left Snailwell and were heading for RAF Manston in Kent.

The summer of 1942 would be a busy period for Snailwell, with several squadrons utilising the airfield. At the end of March 56 (Punjab) Squadron would bring the Hawker Typhoon MK.IA, a model they would begin replacing virtually immediately with the MK.IB. The April of that year was mainly taken up with practice formation flying and aircraft interception flights, before the squadron also moved to Manston in Kent. 56 Sqn would return briefly to Snailwell over the June / August period, but this would be short and they would then depart the airfield for good.

On June 15th 1942, a new squadron would be formed here at Snailwell. Under the command of Sqn. Ldr. F.G. Watson-Smyth, it would have two flights ‘A’ and ‘B’, each led by a Flight Lieutenant. 168 Sqn, initially flying the Curtiss Tomahawk II, was formed from the nucleus of 268 Sqn, and would remain here only until their aircraft and equipment had arrived. Being allocated RAF Bottisham as their main station, they would stay at Snailwell for a mere month. During this time aircraft would have their squadron numbers painted on, and Sqn, Ldr. Spear would give dual flying training to all pilots in a Fairy Battle.

Toward the end of June Sqn. Ldrs. Watson-Smyth and Bowen would visit Bottisham to discuss and prepare the accommodation arrangements for the squadron’s forthcoming arrival. Further deliveries of supplies took place and by the 26th there were seven Tomahawks on charge. On the 13th July, at 14:35 hrs, twelve Tomahawks took off from Snailwell and flew in formation to their new base at Bottisham, a mere stones throw from their current location. The move had begun and 168 Sqn would leave Snailwell for good.

In the August, whilst transiting to North Africa, 614 Sqn would place a detachment of their Blenheim Vs here, a further detachment being placed at Weston Zoyland with the main body of the squadron at Odiham. Coinciding with this was also a detachment of 239 Sqn with Mustang Is, making Snailwell a very diverse station indeed.

With the arrival of autumn in the October of 1942, Snailwell took a very different turn, being handed over to the US Ninth Air Force Service Command who brought in the Airacobra, one of the few wartime fighters to use a tricycle undercarriage. Transferring across from Duxford, the parent airfield of Snailwell, the 347th Fighter Squadron (FS) were a brand new squadron, only being activated that very same month.

In part two we see the early American influence, and how this small grass airfield played its part in the build up to D-day.

The full page can be seen on Trail 55 – Around Newmarket.

RAF Methwold -History was made, War was won and Lives were lost.

October 6, 2019October 5, 2019 / Aviationtrails / 10 Comments

Whilst visiting the Swaffham (Norfolk) area, this was perhaps more prominent than in many of the other places I’d been. Like other sections, this area was predominately American in nature, forming the back bone of the USAAF, bomber squadrons of the 8th Air Force. An area rich in aviation history there are numerous tales of heroism and valour to be found. Our first stop along Trail 8 is RAF Methwold.

RAF Methwold

Methwold village sign

Located between Downham Market and Thetford, Methwold is a small rural setting on the edge of Thetford Forest. Its village sign and combined memorial, remind the passer-by of its strong air force links – a Lockheed Ventura taking off over the village church.

Methwold was actually built as a satellite for nearby RAF Feltwell and as such, had few squadrons of its own. Being a satellite its runways were of grass construction with little in the way of luxuries for accommodation.

On the day war broke out in Europe, 214 Squadron, equipped with Wellington MKIs, moved from RAF Feltwell to here at Methwold. Feltwell being larger, offered a prime target for the Luftwaffe and so their loss would be Methwold’s gain. The first production Wellington, the MKI was powered by two 1,000 hp Bristol Pegasus XVIII radial engines, and would soon be updated and replaced by the MKIA; the main difference being a change in gun turret from the Vickers to the Nash & Thomson. As part of Bomber Command, 214 Sqn did not carry out its first operational bombing flight until June 1940 some four months after it had left Methwold; but that is not to say casualties were not suffered.

On Monday November 6th 1939, Wellington L4345, crashed whilst circling on approach to Methwold. The accident resulted in the deaths of both crewmen, Pilot Officer J. Lingwood and Aircraftman 1, – A. Matthews.

Tragic accidents were not uncommon in these early stages of the war, another similar incident occurring at Methwold only a month later. In mid December, Pilot Officers W. Colmer and R. Russell-Forbes, along with Leading Aircraftman J. Warriner, were all killed whilst on approach to the airfield flying in another Wellington, R2699. Both these Officers were only recently commissioned and were still considered relative flying ‘novices’.

In February 1940, 214 Sqn departed Methwold and transferred to RAF Stradishall leaving only a small number of Wellington IIIs of 57 Sqn detached from their parent station at Feltwell. These would, in September 1942, be replaced by the mighty Lancaster, the four engined bomber that formed the backbone of the RAF’s Bomber Command.

Little happened at Methwold for the next two years, then in October 1942, 21 Sqn arrived. After having flown many missions against coastal targets in the Mediterranean, they were disbanded at Luqa only to be reformed and re-equipped at Bodney the same day. After changing their Blenheims for Venturas in May 1942, they transferred to RAF Methwold where they stayed for six months.

Operating both the Ventura MKI and II, they were the first Bomber Command squadron to re-equip with the type, and were one of the small number of squadrons who took part in the famous Eindhoven raid, attacking the Philips radio factory in December 1942. The daring Operation Oyster, would see the loss of sixteen aircraft – three of which belonged to 21 Sqn. Two of these aircraft crashed in enemy territory, whilst the third ditched in the North Sea after having been hit by enemy gunfire. Using a mix of Venturas, Bostons and Mosquitoes, this mission perhaps revealed the true vulnerability of such aircraft over enemy territory, a warning that would violently repeat itself in the months to come.

The spring of 1943 would again see changes at Methwold; as 21 Sqn departed, the ‘Flying Dutchmen’ of 320 (Dutch) Sqn would move in. 320 Sqn, were formed after the German forces invaded the Netherlands and consisted of mainly Dutch nationals. They carried out both anti-shipping and rescue duties before transferring, from Leuchars, to Methwold via Bircham Newton. Upon arriving here, 320 Sqn was absorbed into No. 2 Group and would shortly swap their Hudson VIs for Mitchell IIs. After a very short transfer period, they then departed Methwold, moving to the much larger base at Attlebridge.

Two further squadrons of Venturas arrived at Methwold in the early spring of 1943. Both 464 (RAAF) and 487 (RNZAF) Sqns were formed, transferred and disbanded in unison, and both consisted of commonwealth crews. Having entered the war in a baptism of fire, they also flew alongside 21 Sqn on the Eindhoven raid; 464 Sqn contributing fourteen aircraft whilst 487 contributed sixteen – each squadron losing three aircraft and all but four of the twenty-four crewmen.

One of the original hangars at Methwold.

The Venturas earned themselves the unsavoury title the ‘flying pig‘ partly due to their appearance and partly due to poor performance. Based on the Lockheed Model 18 Lodestar, it was primarily a passenger aircraft and even though it had powerful engines, it performance was low and so operational losses were often high.

On May 3rd 1943, whilst on a ‘Ramrod‘ mission, eleven out of twelve (one returning due to engine trouble) 487 Sqn aircraft were lost to enemy action, and all but twelve of the forty-four crewmen were killed. Of these twelve, Squadron Leader Leonard H. Trent, was captured and taken to Stalag Luft III where he participated in the ‘Great Escape‘. On his eventual return to England at the end of the war, he was awarded the Victoria Cross for his leadership in ensuring the bomb run was completed despite heavy enemy resistance and very high losses.

In the summer of 1943, both 464 and 487 Squadrons became part of the newly formed Second Tactical Air Force; a move that led to their departure from Methwold, along with a new role and new aircraft.

Following their departure, Methwold was passed over to 3 Group and was designated to receive the heavy four-engined bombers of Bomber Command. To accommodate them, the site was upgraded to Class ‘A’ standard. Three runways were built, five hangars (four ‘T2s’ and one ‘B1’) were erected, and a wide range of ancillary buildings added. Aircraft dispersal consisted of 36 hard standings mainly of the spectacle type.

The incoming ground and aircrews would be accommodated in areas to the east of the airfield, buildings were sufficient for a small bomber site of some 1,800 men and just over 300 women, by no means large.

In this interim period on March 13th, a lone American P-47 #42-74727, suffered engine failure whilst on a routine training flight in the area. In an attempt to land at Methwold, the P-47 Thunderbolt crashed, slightly injuring the pilot but writing off the aircraft.

The first of the heavy bombers to arrive at the newly constructed Methwold were the mighty Stirling IIIs of 218 Sqn. A small detachment from RAF Woolfox Lodge, they would operate from here along side 149 Squadron who moved here from RAF Lakenheath in May 1944. 149’s record so far had been highly distinguished. Participating in the RAF’s second bombing mission of the war on September 4th, they had gone on to take part in the first 1,000 bomber raid, attacked prestige targets such as the Rhur, and had taken part in the Battle of Hamburg. They had also been in action in the skies over the Rocket development site at Peenemunde. They had gone on to drop essential supplies to the French Resistance, and one of its pilots, Flight Sergeant Rawdon Middleton, had won the VC for his valour and determination in action. 149 Sqn would go on with the offensive right up until the war’s end, replacing the ill-fated Stirlings with Lancaster MKIs and later the MKIIIs in August 1944.

During the D-Day landings, 149 Squadron were tasked with dropping dummy parachutists away from the Normandy beaches. As part of Operation Titanic, they were to deceive the German ground forces, aiming to draw them away from the Normandy beaches, thus reducing the defensive force. A task that proved relatively successful in certain areas of the invasion zone, it caused confusion in the German ranks and pulled vital men away from drop zones. During this dramatic operation, two 149 Sqn Stirlings were lost; LJ621 ‘OJ-M’ and LX385 ‘OJ-C’ – with all but three of the eighteen crew being killed.

In August 1944, 218 Sqn moved the remaining crews over to Methwold completing the unit’s strength once more. This move also led to them taking on the Lancaster MKIs and IIIs. 218 Sqn was another squadron with a remarkable record of achievements, its most notable being the VC posthumously awarded to Flight Sergeant Arthur Aaron for his ‘most conspicuous bravery’ whilst at RAF Downham Market.

As the allied advance moved across Europe, 149 Sqn supported them. In December 1944, 218 Sqn departed Methwold taking their Lancasters to RAF Chedburgh and disbandment the following year. 218’s losses were not over though, just days before the war’s end on April 24th 1945, Lancaster NF955 ‘HA-H’ crashed on take off, the last fatality of the squadron’s operational record. For 149 Sqn food packages replaced bombs as the relief operation – Operation Manna – took hold. After the fall of Germany in 1945, 149 Sqn ferried POWs back to Methwold in Operation Exodus, and for many, it was their first taste of freedom for many years.

The final squadron to be stationed at Methwold was 207 Squadron, between October 1945 and the end of April 1946 also flying the Lancaster I and III. As with many other bomber command squadrons, its history was also long and distinguished; flying its final mission of the war on 25th April 1945, against the SS Barracks at Berchtesgaden. During its wartime service 207 Sqn had completed some 540 operations, lost 154 crews and earned themselves a total of 7 DSOs, 115 DFCs and 92 DFMs.

In 1946, the Lancasters of 149 Squadron departed Methwold and all fell quiet. The site was officially closed in 1958 and the land returned to the former owners. In the early 1960s, much of the concrete was removed for hardcore, buildings were demolished and the land returned to agriculture, a state it primarily survives in today.

Stores huts used for light industry

Methwold airfield is located south of the village of Methwold, accessible by the B1112. As you drive along this road, the technical area is to your left and the main airfield to your right. The entire site is primarily agricultural, with some of the remaining buildings being used for farming purposes or light industry. Many of these are accessible or at least can be seen from the main public highway.

Large parts of the runways do still exist, although much of them are covered in newly developed industrial units, or are hidden away on private land. These most notable developments are at the northern end of the runway closest to Methwold village. However, best views of what’s left, are from the southern end, along a farm track that was once the perimeter track. Also here, is a single large and original ‘T2’ hangar, now used for storing agricultural equipment and other farm related products. This main north-westerly runway, built later in the war, is also used for farm related storage. Divided by a large fence, it is now part track and part storage. The remaining sections of perimeter track, a fraction of its original size, allows access to the runway past the hangar to an area of development further south to where the turret trainers once stood. Also visible here, is the Gymnasium built to drawing 16428/40 later adapted by the addition of a projection room (889/42) for recreational films.

Back alongside the B1112 hidden amongst the woods, is the technical area. Here in between the trees are the former technical huts and workshops now used by small industrial units, many of which survive in varying conditions, some of these are accessible to the general public.

One of the former runways looking north-west.

Methwold was never intended to be major player in the war. home to a small number of squadrons, it housed a variety of aircraft and a number of nationals who all combined, tell incredible stories of heroism, bravery and dedication. The squadrons who passed though here, carried out some of the RAF’s most daring raids, whether it be as part of a thousand bomber raid, a small force to attack the heart of Reich, or a diversionary raid to foil air and ground forces.

Methwold is now quiet, agriculture has taken over. The sound of heavy piston engines are now replaced by the sound of tractors, the buildings that once housed brave young men and their incredible machines now home to the machinery of food and farming. The small remnants of Methwold hold stories of their own, for it is here that history was made, war was won and lives were lost – and all in a very unassuming manner.

Notes and further reading

Local information and further detail is available from the local Methwold history group.

Methwold was originally visited in April 2013.

Aviation Trails

A trail around Britain's historical airfields many lost to developers or mother nature herself. Come along on a voyage of discovery and nostalgia.

History

Sqn. Ldr. Leonard Trent VC – RAF Methwold

RAF Newmarket Heath (Rowley Mile) Part 2.

RAF Newmarket Heath (Rowley Mile) Part 1.

RAF Newmarket Heath (Rowley Mile).

November 7th 1945 – World Air Speed Record Herne Bay.

Mosquito Crew – P.O. James McLean and Sgt. Mervyn Tansley, RAF(VR)

RAF Scone – Rudimentary but Very Important.

RAF Scone.

RAF Barton Bendish – Norfolk

RAF Barton Bendish

RAF Snailwell – Where life was far from Slow (Pt2)

RAF Snailwell – Where life was far from Slow (Pt 1).

RAF Snailwell (USAAF Station 361).

RAF Methwold -History was made, War was won and Lives were lost.

RAF Methwold

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RAF Newmarket Heath (Rowley Mile).

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RAF Scone.

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RAF Barton Bendish

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RAF Snailwell (USAAF Station 361).

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RAF Methwold

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