March 5th 2016 marks an incredible 80 years since the first flight of the Supermarine Spitfire. The first prototype, K5054, designed by Reginald J. Mitchell, took off from Eastleigh Aerodrome on March 5th 1936 and while it may have looked a little rough around the edges it was unmistakably a Spit’ with its beautiful wing shape and […]
https://defenceoftherealm.wordpress.com/2016/03/05/80-years-of-a-true-legend-of-the-skies/
A recent report has identified what is believed to be the wreckage of Stirling LJ850 ‘QS-Y’ of 620 Squadron (RAF), that crashed whilst on a mission to drop paratroopers behind German lines.
The crew of LJ850 *1
The aircraft was part of a three ship formation and disappeared on the night of 17th / 18th June 1944, with a number of RAF personnel and the 1st SAS Regiment servicemen on board, – there were no survivors*2.
There has been considerable speculation about the fate of this aircraft and a number of theories as to what happened to it.
It was last heard from whilst over the English Channel, and initial thoughts were that it crashed into the sea. Other reports state it crashed into high ground on the run-in to the drop zone in the Morvan Mountains area near Les Valottes. A further report states it crashed 100 miles off course in the Savoy Hills, but there were never any reports by the German authorities at the time and no substantial wreckage has as yet been found.
Fragments form this particular wreckage may have been located a few miles inland of what was Omaha Beach, a possible location if LJ850 did come down shortly after its last transmission.
It is known that there were very few heavy bomber activities that night, and no bomber casualties were reported. Early indications are that the wreckage is of a Stirling bomber, so could this be the wreck of LJ850?
Before any investigations can proceed, a permit is required, but French officials are refusing to grant permission for any detailed search of the site, as the site is a “war grave”. They also quite rightly raise concerns over the conservation of the site, safety issues, and also jurisdictional considerations. So, for now, the story and final closure of LJ850 looks set to continue for some time yet.
620 Squadron was formed on 17th June 1943 at Chedburgh, and were initially involved in night bombing duties. In November 1943, they converted to airborne operations, dropping supplies, Paratroops and performing glider tug operations. Between March 18th 1944 and 18th October 1944, they operated from RAF Fairford, Gloucestershire, before moving to Great Dunmow and subsequently to the Middle East at the end of the war.
The crew of the Stirling were:
Wing Commander R.W. Crane RAAF (s/n 413535) (Pilot)
Fgt. Sgt. F.N. Johnson RAFVR (s/n 1395038) (Nav.)
W.O. II J.P. Clasper RCAF (s/n R159971) (B/A)
Sgt. D.W. Evans RAFVR (s/n 1407968) (Flt. Eng)
Flt. Sgt. G.W. Stopford RAFVR (s/n 657479) (W/O – A/G)
Flt. Sgt. B.J. Profit RCAF (s/n R189226) (A/G)
Sgt. P. Wilding RAFVR (s/n 1345156) (Parachutist Dispatcher)*2.
The crew are represented on the Runnymede memorial.
Included on that flight when it crashed was Sgt. Reginald Wortley, (s/n 4863732) of the 1st Special Air Service Regiment. Wortley was one of the founder members of the SAS.
The names of the paratroops appear on the Bayeux Memorial.
The reported story can be found here.
*1 photo from CBC News website.
*2 In Dennis Williams’ book “Stirlings in Action with the Airborne Forces“, the crew list omits Wilding, the dispatcher, and lists 15 SAS troops killed on the night. Many thanks go to reader Darren Sladden for the further information and book recommendation, which I too recommend to anyone with an interest in this area of aviation. The Book was published by Pen and Sword Books, 2008, ISBN 184415648-6,
There has been a recent ‘spate’ of developments with planning applications that affect Britain’s wartime heritage, and in particular the airfields that were used during the Second World War.
With land at a premium, a housing crisis that is growing, these sites are becoming more and more handsome as development opportunities. Many have a ready-made infrastructure, many are open fields and as such, prime agricultural or development land. So what does the future hold for Britain’s heritage?
We have seen applications submitted or at least interest shown, for the former: RAF Kings Cliffe, RAF Downham Market, RAF West Raynham, RAF Denethorpe and RAF Coltishall, further applications have now been seen affecting former RAF Dunsfold, RAF Bourn and RAF Wellesbourne Mountford.
We also know that the USAF have given notice of withdrawal from their major UK base at RAF Mildenhall, the smaller site at RAF Molesworth and the remaining site at RAF Alconbury. The Government has already announced it will be selling these sites for housing after the military withdrawal in 2020-23. These three sites form part of an estimated £500m sell-off that would also include: RAF Barnham (Suffolk), Kneller Hall (Twickenham), Claro and Deverell Barracks (Ripon), Lodge Hill (Kent), Craigiehall (Edinburgh), HMS Nelson Wardroom (Portsmouth), Hullavington Airfield (Wiltshire) and MOD Felton (London). Changes at RAF Lakenheath will also see job losses through streamlining of operations.
It is estimated that the 12 sites could accommodate an estimated 15,000 homes with Alconbury having 5,000 alone.
The former airfield and barracks at RAF Waterbeach is also subject to planning proposals, and the Bassingbourn barracks near Cambridge is also under the development spotlight. The recent closure of Manston (a vital Second World War airfield) has led to speculation of its future both as an airfield (possibly London’s third) and as a development opportunity. These are perhaps just a few of the prime areas of land that are now becoming the focus of planners and developers alike.
There are many variables in this heated and long-lasting debate, in fact far too many to raise and discuss here. Strong feelings exist both toward and against the idea of development and it is certainly not a new one. Employment, jobs, environment, heritage, housing etc, they all create discussion and a strong case for both arguments, but the debate here is not “should we build or not” this is quite frankly, inevitable and in many cases much-needed, no, it’s more how can we meet the needs of an ever-growing population with the needs to preserve historically important sites that form the very thread of today’s society.
We have a dynamic population, and as health care improves, social mobility increases and a growing desire to own our own home increases, the need for more housing, affordable homes and homes for rent also increases. We are an ageing population, care homes, schools for our children and hospitals for the sick are all in much greater need. Where do we build them?
Whilst housing demands have always been with us and the need for more housing an all important one, the recent developments suggest that these old airfields could become prime land to meet these future housing needs.
Many of the current Second World War airfields are now either industrial conurbations or agricultural areas. Most have little or no remnants of their former lives visible, and certainly not widely accessible. Many argue that these sites are scrub, derelict and in need of development, and some indeed are. A proportion of the more recently used sites, are ‘mothballed’ or in part operating aviation related activities. They cover huge areas and have a ready-made infrastructure such were the designs of war and post war airfields. These sites also contain extensive dereliction, primarily due to being left and allowed to decay by their owners. Vandalism and pilfering has left them rotting like carcasses of forgotten wild animals. Where industry has been operating, contaminates have seeped into the soils, damaging flora and fauna growth; some so severe that they are rendered too difficult to reclaim as ‘Green Space’. Certainly on paper, they offer good sources for today’s desperate housing stock.
However, balance this against the historical and cultural importance of these places and the argument becomes a little blurred at the seams. Had it not been for the people who came to this country from all over the world to fight the Nazi tyranny in the war years 1939-45, then Britain and Europe would probably not be the Europe we know today. Many thousands of people gave their lives during those dark days, and for many of them, these airfields were their last homes, cold, often draughty huts on the outskirts of some bleak airfield. Their dedication helped form the very society we live in today, the democracy and freedom of speech we so enjoy and relish, the open spaces where we can walk our dog without fear and in freedom. The fact that we can have this very debate, is in itself, testament to those who came here never to return. The very nature and fabric of our local communities has been built around the ‘friendly invasion’ the acceptance of others into our quaint life and idyllic life-styles. Influences from other nations and cultures grew and developed as a result of those who came here from far and wide to give up their lives.
These sites have become monuments to them, their lives and deaths, many still have no known grave; many simply ‘disappeared’ such was the ferocity of the explosion that killed them. The design of Britain’s airfields are architecturally significant to our heritage, buildings were designed to fulfil a purpose and just like our castles and stately homes, they are monuments to a significant period of not only British, but world history. Our education system, includes this very period as a subject for discussion, debate and analysis. To build over such sites without due regard to them would be a travesty, and one that we would regret in the future. To paraphrase that well-known quote; If we are to learn from our mistakes then we need to remember the past. The Second World War is still, for the moment, in living memory, the veterans and civilians who survived it are dwindling in numbers and very soon their memories will be lost for ever. Each day brings news of a lost veteran or a newly discovered story. If we don’t acknowledge the value of these places, if we don’t plan for their ‘preservation’ then both we and our future generations, will be the ones to regret it.
So where do we go from here? The plans published for RAF West Raynham and RAF Coltishall take into account the nature of these sites, they are sympathetic to their historical value and acknowledge the sacrifices made. West Raynham utilises the very buildings that were created, thus keeping the atmosphere for those who wish to visit. Small museums create a record, first hand experiences and artefacts, all valuable records for the education of future generations. But both of these are unique. Both closed in more recent history, they have retained their structures whereas many older sites have had theirs long since demolished.
It is a delicate balance, and as sad as it would be to see them go, there has to be legislation to create compromise. Sympathetic developments have to be the way forward, acknowledgement of the sacrifice has to be high on the agenda. Many of the airfields I have been too have no museum, no memorial barely even a signpost. Surely this is wrong.
If we are to preserve our fragile heritage, we need to consider the implications of the planning process, to look at the value of these sites as both suitable housing and significant historical areas, the sacrifice of the many needs to be acknowledged and it needs to be done soon.
Sources and Further Reading.
“Laying the Foundations: A Housing Strategy for England ” HM Gov, November 2011
“Stimulating housing supply – Government initiatives (England)” House of Commons Library, 9 December 2014
The “Get Surrey” news report issued on January 5th 2016 relating to Dunsfold can be found here.
Then latest news from “Cambridge News” December 16th 2015 can be found here.
The “Stratford-Upon-Avon Herald” January 6th 2016 front page story about Wellesbourne can be found here. (This may be a limited time link).
The latest news on RAF Mildenhall and Lakenheath published by the BBC, 18th January 2016 can be found here.
There are many tragic and sad events associated with the Second World War, a recent discovery is no different. The story of a B-17 and her crew as they left on one of the first missions of the American air war has recently come to light with the discovery of the aircraft off the North Norfolk coast.
The story of this particular aircraft, believed to be B-17F-VE ’42-29752′ is especially sad, not only because it was the first operational mission of the unit and the first casualty, but because of the nature of the loss; just moments after take off, a month after it and its crews had first arrived in the UK.
The B-17, was built and delivered at Cheyenne on February 12th 1943. Its journey to the UK would take it through a number of stations, via Walker airbase, Salina, and on to Presque Isle, in the north-eastern sector of Maine, where it arrived on April 8th 1943. It was here that it was allocated to the 338th BS, 96th BG and ferried across the northern route with the air echelon of the 338th, arriving at RAF Grafton Underwood in April 1943, before onward shipment and operational duties.
The 338th BS had only been activated themselves one year earlier in July 1942 and as such were relatively new to the war. Their journey took them through a number of training bases from Salt Lake City, through Utah, Idaho and onto their final station at Pyote AAB Texas. From here, the air and ground echelons went their separate ways, the air echelon travelling north and the ground crews to Camp Kilmer, New Jersey and onward via the Queen Elizabeth to Greenock, Scotland and the European Theatre of Operation. The ground echelons arrived at Great Saling (Andrews Field) in early May 1943 moving to Snetterton Heath a month later where they would join up with the air echelons.
It would be whilst temporarily based here at Grafton Underwood, on May 13th 1943 that the B-17 would end its short life and become an almost forgotten part of history.
The 338th would take part in a 72 aircraft mission to bomb the Longuenesse and Ft. Rouge Airfields at St Omer, France. On the day in question, the aircraft were to form up over the North Norfolk coast, before heading off south. Crews had been briefed about the possibility of being attacked by marauding Luftwaffe aircraft and so many crews had their guns charged as they climbed away from the airfield. It was this very precaution that led to the tragic death of one of the crew members and demise of the B-17.
As the aircraft, piloted by Capt. Derrol Rogers, formed up, a waist gun was accidentally discharged sending high calibre bullets into the stabilizer completely severing it and forcing the aircraft into an uncontrollable climb and potential stall. Fighting with the controls, Capt. Rogers fought to keep it from crashing. Both he and his Co-Pilot: Lt. Norville Gorse, managed to get the aircraft back under control long enough to allow the crew to bail out over land. Once out, they took the aircraft back out over The Wash and jettisoned the bombs. Then as they approached land once more, they tied a rope to the yolk and bailed out themselves.
Aircraft, believed to be 42-29752, after the waist gun was accidentally discharged, severing the stabilizer. (American Air Museum)*1
Lt. Gorse was picked up by an RAF rescue launch and returned to his unit, but unfortunately, Capt. Rogers, being in the sea for some time, didn’t survive. He was the only fatality of the incident, the remaining crew all returning to their base and operational duties.
The B-17 now unmanned and destabilized, plunged into the North Sea where it has laid for the last 70 years. A truly tragic start to a very bitter war.
An engine was initially caught up in a fishing boat net in the 1970s, but no real investigation was made of the wreck. More recently, towards the end of 2015, a small team of divers went back down to photograph the aircraft, and it was then that it was identified and its remarkable story revealed.
The Crew of B-17 ’42-29752′
Capt: Derrol W. Rogers,
Co-pilot: Norville Gorse,
Navigator: Joe Hudson,
Bombardier: George Rawlings,
Flight engineer/top turret gunner: Basil Maxwell,
Radio Operator: Bob Bennett,
Ball turret gunner: Alf Miles,
Waist gunner: Bob Dominick,
Waist gunner: Edwin Wolfkuhle,
Tail gunner: Ed Youngers (injured by discharged bullets)
Capt. D.W. Rogers (s/n O-403737) is listed in the St Paul’s Roll of Honour, (Page 360), he is buried in the Cambridge American Cemetery, Madingley, Plot D, Row 7, Grave 69, he was awarded the DFC and Purple Heart.
*1 Photo from the American Air Museum (IWM) UPL 19232
The story first appeared in the Eastern Daily Press on November 30th 2015.
Deenethorpe saw action by 4 squadrons from the 401st Bombardment group, reputedly the “The best damned outfit in the USAAF”. They flew 254 combat missions and received two Distinguished unit Citations. They had the best bombing accuracy of the mighty Eighth and one of the lowest loss ratios of any USAAF unit. However, a local disaster and inauspicious start, did not mean it was all plain sailing.
Deenethorpe October 1942, taken by No. 8 OTU (RAF/FNO/166). English Heritage (RAF Photography). The memorial is to the bottom right*1
For maintenance of the heavy bombers, two ‘T2’ hangars were sited on the airfield, one to the south-eastern corner and the second to the west, next to the apex of the ‘A’. Fuel stores were in the southern and northern sections, away form the technical site located to the south-east. Accommodation sites for 421 Officers and 2,473 enlisted men were also to the south-east beyond the road. Initially used by the RAF as a training base, it was quickly adopted by the USAAF and personnel soon moved in.
The main inhabitants of Deenethorpe were the four squadrons of the 401st BG, 94th Combat Wing, 1st Air Division. This Division, operated from nine airfields, in this Peterborough-Cambridge-Northampton triangle with three further fields to the south-east of Cambridge. A small cluster of sites located close together but away from the main 2nd and 3rd Air Divisions of Norfolk and Suffolk.
The 401st were a short-term unit operating until the end of the war; although they did go on to serve post war in the 1950s following reactivation. Originally constituted on March 20th 1943, they moved through various training airfields eventually arriving in England in October/November 1943.
B-17 Flying Fortress SC-O (42-97487) “Hangover Haven” of the 612th BS/401st BG after crash landing at Deenethorpe, 3rd October 1944*2
The primary role of the 401st would be to attack strategic targets, such as submarine pens, ship building sites, heavy industrial units, marshalling yards and other vital transport routes. Many of these were heavily defended either by flak or by fighter cover, much of which was very accurate and determined.
On the 26th November 1943 they would fly their first mission – Bremen, headed by their commanding officer Colonel Harold W. Bowman. It was not to be an auspicious start though. With 24 crews briefed, engines started at 08:00, twenty-four B-17s rolled along the perimeter track to their take off positions at the head of the northern end of the main runway.
It was then that B-17 “Penny’s Thunderhead” 42-31098, of the 614th BS, slipped of the perimeter track trapping the following aircraft, commanded by the Station Commander Major Seawell, behind it. Then a further incident occurred where aircraft 42-39873, “Stormy Weather” suffered brake failure and collided into the tail of 42-31091 “Maggie“, severely damaging the tail. Four crews were out of action before the first mission had even starte. Bad luck was not to stop there. Once over the target, cloud obscured vision and whilst on the bomb run “Fancy Nancy“, 42-37838, collided with another B17 from the 388thBG. “Fancy Nancy” was luckily able to return to England, but severely damaged it could only make RAF Detling in Kent where it crash landed. So severe was the damage, that it could only be salvaged for parts and scrap. The mission report for the day shows that the ball turret gunner lost his life in the incident, the turret being cut free from the fuselage. A further gunner was wounded by flak and a third suffered frost injuries to his face.
On their second mission, the 401st were able to claim their first kill. A FW-190 was hit over the target at Solingen and the aircraft destroyed, but their luck was not necessarily about to change.
Within a matter of weeks the 401st were to have yet another set back and it was only due to the quick thinking of the crew that casualties were kept to a minimum. On December 5th 1943, mission 3 for the 401st, target Paris; B-17 42-39825, “Zenobia” crashed on take off coming to rest in nearby Deenethorpe village. The uninjured crew vacated the burning aircraft and warned the villagers of an impending explosion. Fire crews and colleagues rushed to the scene, and the two remaining injured crewmen were safely pulled out. Twenty minutes after the initial crash, the aircraft, full of fuel and bombs, finally exploded destroying a number of properties along with the fire tender. The explosion was so enormous, it was heard nine miles away.
The crew of the B17 which crashed on the village of Deenthorpe. L-R. T/Sgt William D Woodward, (t/t), Sergeant Waldon D Cohen, (b/t), Sergeant Harold J Kelsen, (w/g), Sergeant Robert V Kerr, (t/g), S/Sgt Benjamin C Misser, (r/o), and Lieutenant Walter B Keith, talking to Captain RJ White, who rescued the navigator Lieutenant King. The navigator and bomb-aimer are still in hospital, recovering from injuries. *3
Like many of their counterparts, they would go on to support the Normandy invasion, the break out at St Lo. the Siege of Brest and the airborne assault in Holland. They attacked communication lines in the Battle of the Bulge and went on to support the Allied crossing into Hitler’s homeland over the Rhine.
The 401st performed many operations, 254 in total. Their last being on April 20th 1945 to the Marshalling yards at Brandenburg. During the mission, B17 “Der Grossarschvogel” (The Big Ass Bird) was shot down. Five crew members were killed in the crash and several others, who had managed to escape, were beaten by civilians almost killing two of them. Ironically, they were ‘saved’ by Luftwaffe personnel, and in one case, even freed although the orders had been to shoot him.
These were not to be the last 401st fatalities though. On May 5th 1945, VE day of all days, Sgt G. Kinney was hit by the spinning propeller of a taxying B17 killing him; a devastating end to operational activities at Deenethorpe.
On June 20th, the 401st vacated Deenethorpe, returning via the same route that they came and were then disbanded in the US. Deenethorpe was returned to RAF ownership and retained until the 1960s when it was sold off. The standard design 12779/41 tower was demolished in 1996 and the remainder of site returned to agriculture. All major buildings have been removed as have two of the three runways. The main one still exists today for light aircraft and microlights, as does most of the perimeter track – but as a mere fraction of its former self.
Whilst there is little to see of this once enormous airfield, best views can be obtained from the main road the A427 Weldon to Upper Benefield road. A few miles along from Weldon on your left is the airfield. Stop at the memorial. The original control tower, now gone, stood proud, visible from here beyond the memorial. The technical site would be to your right, and you would be looking almost straight down the secondary runway to your left. The communal and accommodation sites were directly behind you and traces of these can be seen but only as building footings. In the distance you can see the modern-day hangars used to store the microlights,
Access to this area is restricted, prior permission being needed before entering the site, records show that there have been a number of ‘incidents’ with landowners and users of the airfield. So what little remains is best viewed from here.
The memorial is flanked by two flags, is neat and well cared for. The runway layout is depicted on the memorial stone and it proudly states the achievements of the 401st. I am led to believe the ‘Wheatsheaf’ pub further along was the haunt of many an American airman and has a ‘401 bar’ with photos and memorabilia. I was not able to visit this unfortunately and cannot therefore verify this. Definitely one for another day!
Modern activity at Deenethorpe
A BBC news report covered the planting of a time capsule in June 2011, when the widow of Tom Parker (the last of the 401st Bombardment Squadron crew, that flew the B-17 plane “Lady Luck” out of Deenethorpe), kept their promise that whoever was last would bring a collection of tankards back to Deenethorpe with their own personal stories. The tankards were a gift from the pilot of Lady Luck, Lt Bob Kamper who presented them to the crew at a reunion in 1972. Mr Parker, the last member of the crew, sadly died in March 2011.
May their stories live on forever more.
The BBC news report can be found here.
Deenethorpe falls under Northampton County Council, and like Kings Cliffe in the same area, has been the subject of planning applications. It is proposed that the airfield be removed and all flying activity stopped. A Garden Village will be built on the site, and the area landscaped accordingly. The proposal can be found here.
Deenethorpe was originally visited in Trail 6, ‘American Ghosts‘, from here we go onto an airfield that saw action involving a large numbers of paratroopers, we go to Spanhoe Lodge.
Sources and further reading.
*1 Photo from IWM American Air Museum In Britain.
*2 Photo Roger Freeman Collection, from IWM American Air Museum In Britain. FRE 8079
*3 Photo Roger Freeman Collection, from IWM American Air Museum In Britain. FRE 2218
The 401st BG website contain a vast amount of information about crews, aircraft and missions of the 401st. It can be accessed here.
I highly recommend the book, “The B-17 Flying Fortress Story“, by Roger Freeman, published by Arms and Armour, 1998. Some aspects may have been updated, but the detail is incredible and a worthwhile investment for anyone interested in this area.
As 2015 fades away I would like to take this opportunity to thank each and every one of you who has visited, followed, liked, reblogged, commented and generally supported “Aviation Trails” during the last year. Without you, it would not be the site it is today.
It has certainly grown over the last year and taken on a new dimension. Investment in research material has enabled much longer posts and more personal information to be included, something that I know many people like to see. Not only do ‘we’ as enthusiasts, historical ‘writers’, modellers, relations of veterans etc. preserve our common history, but openly promote and educate others through the writing we do.
I believe it is important to remember what went on, the sacrifice and dedication to freedom, and if I can go a small way to helping that then it has all been worthwhile.
I have been inspired to take up old hobbies, learnt about aspects of military and natural history that I had never heard of, found new places in the world and been a part of a group of people who share the desire to learn, educate and inform others. It has been a wonderful year.
The tally of airfields I have visited is now around 75, double what it was this time last year. I have walked in the footsteps of famous people like Guy Gibson, Glenn Miller and Joe Kennedy, stood where important and famous missions have been planned and executed, trodden the very ground where so many young men and women served their country, many thousands giving the ultimate sacrifice.
It has been a most humbling experience.
So to each and every one of you, a heartfelt thank you, and here’s to a happy, peaceful and rewarding 2016.
On the morning of December 24th, 1944, Brigadier General Frederick W. Castle (s/n 0-319375), woke to the greet the day, and like most pilots facing perilous missions, he probably wondered if it would be his last. However, knowing what I know about Castle from my research, he was a calm, confident and highly competent pilot, so most likely, he had every reason to believe in the success of his next mission. Sadly though, that was not to be the case. Castle never made it back that night. On Christmas Eve of 1944, this brave pilot lost his 30th and final battle.
Lieutenant Colonel Elliott Vandevanter of the 385th Bomb Group with Colonel Frederick W Castle (centre) of the 487th Bomb Group and Brigadier General Curtis A LeMay. *1
Frederick W. Castle was born on October 14th, 1908 at Fort McKinley in Manila, the Philippines. He came from an active military family and was the son of Col. Benjamin Frederick Castle. Following the end of World War 1, he was to settle in the United States in Mountain Lakes, New Jersey.
From a young age, Castle was groomed for a life of military service. He attended Boonton High School and Storm King Military Academy before moving on to the US Military Academy from where he graduated in June 1930.
His first service was with the New Jersey National Guard, where he stayed for two years transferring to the Air Corps, March Field, California, then onto Kelly Field in Texas. Castle gained his wings in October 1931.
Serving as a pilot with the 17th Pursuit Squadron for 3 years, he eventually left the forces returning to civilian life but holding a reserve status. With the entry of the United States into the Second World War, Castle would be called upon by his good Friend Ira Eaker, and he returned in January 1942, being promoted within two months to Major and then onto Lieutenant Colonel in the following September.
With the forming of the Eighth Air Force in England, headed by General Ira Eaker, Castle was one of seven high-ranking officers selected to fly with him on the dangerous route over the Bay of Biscay, eventually arriving at Hendon wearing their civilian clothes. Joining Eaker on February 20th 1943 in the DC-3 from Lisbon were: Lt Colonel Frank Armstrong Jnr, Major Peter Beasley, Captain Beirne Lay Jnr, Lt. Harris Hull and Lt. William Cowart Jnr.
Castle desired a combat role, and this desire would lead to him taking over the command of the ailing 94th Bomb Group. His methods of command were initially considered weak, but in the face of low morale and apprehension, he personally took the 94th to some of the furthest targets yet, his first being Oschersleben in the heart of Germany; a mission that went on to inspire the film “12 o’clock High“. Castle went on to fly in many combat missions including numerous high prestige targets, a role that took him on to Brigadier General and command of 4th Combat Wing.
On Christmas Eve 1944, following a week of poor weather, orders came though for a maximum effort mission, involving every available B-17 and B-24 in support of the troops in the Ardennes. Airfields, supply lines and troop movements were to be attacked, and good weather was at last predicted.
![General Arnold with Colonel Frederick W Castle, Brigadier General Curtis LeMay, General Williams and General Anderson during a visit to Bury St Edmunds (Rougham), home of the 379th Bomb Group. Image stamped on reverse: 'Passed for publication 3 Sep 1943.' [stamp] nand '282085.' [censor no.] A printed caption was previously attached to the reverse however this has been removed. Associated news story: 'American Air Forces G.O.C. Meets The](https://i0.wp.com/www.americanairmuseum.com/sites/default/files/styles/large/public/freeman/media-456751.jpg)
General Arnold with Colonel Frederick W Castle, Brigadier General Curtis LeMay, General Williams and General Anderson during a visit to Bury St Edmunds (Rougham)*2
Taking lead position, Frederick Castle, was in B-17G-VE, ’44-8444′ “Treble Four“, an aircraft that had itself seen battle experience. Assigned to the 836BS, 487BG, and at RAF Lavenham, it was previously damaged in a raid over Darmstadt. The aircraft was salvaged in January 1945.
A veteran of 29 missions, Castle was a more than a competent leader. They set off, the weather as predicted, but with a haze that restricted ground level visibility. This haze prevented the fighters from leaving causing an all important delay. This delay was not considered a major problem at the time however, as the escorts would soon catchup and overtake the laden bombers. The Luftwaffe, making an unprecedented move, brought forward fighters into the Liege area to meet the oncoming bombers before any escorts could reach them. In the first few minutes of the battle, four of the 487th BG’s aircraft were downed and a further five forced to land in Belgium.
Castle’s lead plane, suffering problems with one of its engines (possibly due to previous battle damage) was attacked by the first wave of fighters, action was taken to leave the flight and join a formation further back. It was then attacked again, the aircraft catching fire, and the navigator wounded.
Castle took control, and even though still being attacked, refused to jettison the bombs for fear of killing civilians or allied troops below. Further attacks led to both engines on the starboard wing catching fire, which ultimately led to the fuel tank exploding sending the aircraft into an uncontrollable spin.
Through Castle’s actions, seven of the crewmen were able to leave the aircraft, sadly not all survived.
Frederick Castle died in the crash, his body is now buried in Henri-Chapelle American Cemetery, Liege, Belgium, Plot D, Row 13, Grave 53.
His citation reads:
“He was air commander and leader of more than 2,000 heavy bombers in a strike against German airfields on 24 December 1944. En route to the target, the failure of 1 engine forced him to relinquish his place at the head of the formation. In order not to endanger friendly troops on the ground below, he refused to jettison his bombs to gain speed maneuverability. His lagging, unescorted aircraft became the target of numerous enemy fighters which ripped the left wing with cannon shells. set the oxygen system afire, and wounded 2 members of the crew. Repeated attacks started fires in 2 engines, leaving the Flying Fortress in imminent danger of exploding. Realizing the hopelessness of the situation, the bail-out order was given. Without regard for his personal safety he gallantly remained alone at the controls to afford all other crewmembers an opportunity to escape. Still another attack exploded gasoline tanks in the right wing, and the bomber plunged earthward. carrying Gen. Castle to his death. His intrepidity and willing sacrifice of his life to save members of the crew were in keeping with the highest traditions of the military service*3.”
For his action, Frederick W. Castle was awarded the Medal of Honour posthumously. In 1946, the Castle Air Force Base, in the heart of California’s San Joaquin Valley, was dedicated in his name, and on June 20th, 1981, the Castle Air Museum was officially opened on the now closed base, for the purpose of preserving the Air Force and Castle heritage. Museum details can be found here. His name is also on a plaque in the Memorial Park, in Mountain Lakes, New Jersey.
The awarding of the Medal of Honour, reflected the determination and personality of one of Eakers “Original Seven”, who chose to leave a safe position for a combat role, taking on the demoralised 94th, and leading them into some of the Second World War’s most ferocious air battles.
Sources and further reading.
*1 Photo from Roger Freeman Collection, IWM, FRE9833
*2 Photo from Roger Freeman Collection, IWM, FRE9879
*3 Congregational Medal of Honour Society, Website, accessed 22/12/15
Mountain Lakes Library, Website, accessed 22/12/15
“The B-17 Flying Fortress Story”, Roger A Freeman, Arms and Armour, 1997.
Air Forces Historical Support, Division, Website, accessed 22/12/15
“The Mighty Eighth”, Roger Freeman, Arms and Armour, 1986.
Kimbolton was home to the American USAAF, it also housed one of the RAF’s rarest Wellington Bombers of the Second World War. The 379th BG were the main residents achieving a number of records whilst bombing heavily defended targets in occupied Europe. We go back to see what is left today.
Looking across Kimbolton today.
We arrive not far from the busy A14 to the south-west of Graffham Water. Perched on top of the hill, as many of these sites are, is Station 117 – Kimbolton. Having a short life, it was home to the 379th Bombardment Group of the Eighth Air Force, flying some 330 missions in B-17s. The site is split in two by the main road which uses part of the original perimeter track for it’s base. To one side is where the runways and dispersal pens would have been, to the other side the main hangers, admin blocks, fuel storage and squadron quarters. The former is now open fields used for agriculture and the later a well-kept and busy industrial site. What was the main runway is crossed by this road where there is now a kart track.
Kimbolton Airfield in 1945, taken by 541 Sqn RAF. (English Heritage RAF Photography – RAF_106G_UK_635_RP_3217)
Kimbolton was designed with three concrete runways, the main running north-west / south-east, (2154 yds); the second and third running slightly off north-south (1545 yds) and east-west (1407 yds), it also had two T2 hangars with a proposed third, along with 20 ‘loop’ style hardstands and 31 ‘frying pan’ hardstands around its perimeter.
The local railway line formed the northern boundary, the bomb store was to the south-west, the technical and administrative site to the south-east and beyond that the accommodation sites. To house the huge numbers staff to be located at Kimbolton, there were two communal sites; a WAAF site; sick quarters; two sewage sites; two officers quarters, an airmen’s quarters; a sergeants site and two further sites with ablutions and latrines. These were all spread to the south-eastern corner of the airfield,
Originally built in 1941 as a satellite for RAF Molesworth, it was initially used by the RAF’s Wellington IVs, a rare breed where only 220 airframes were built. 460 Sqn were formed out of ‘C’ flight 458 Sqn at Molesworth and used the Wellingtons until August 1942 when they replaced them with the Halifax II. Staying only until January 1942, their departure saw the handing over of both Molesworth and Kimbolton to the USAAF Eighth Air Force and the heavier B-17s. During this time, the airfield was still under construction, and although the majority of the infrastructure was already in place, the perimeter was yet to be completed.
First to arrive was the 91stBG, who only stayed for a month, before moving on to Bassingbourn. A short stay by ground forces preceded extensions to the runways, accommodation and improved facilities. Now Kimbolton was truly ready for a Heavy Bomb Group.
Soon to arrive, was the 379th BG, 41st CW, flying B-17Fs. Activated in November 1942 they arrived at Kimbolton via Scotland, ground forces sailing from New York whilst the crews flew their aircraft from Maine to Prestwick via the northern supply route.
Arriving in April / May, their first mission would be that same month. The 379th would attack prestige targets such as industrial sites, oil refineries, submarine pens and other targets stretching from France and the lowlands to Norway and onto Poland. Targets famed for heavy defences and bitter fighting, they would often see themselves over, Ludwigshafen, Brunswick, Schweinfurt, Leipzig, Meresberg and Gelsenkirchen. They would receive two DUCs for action over Europe including, raids without fighter escort over central Germany on January 11th 1944. They assisted with the allied invasion, the breakout at St. Lo and attacked communication lines at the Battle of the Bulge. They would operate from Kimbolton until after the war’s end, when on 12th June 1945, they began their departure to Casablanca.
Life at Kimbolton was not to be easy and initiation into the war would be harsh. On the first operation, four aircraft were lost, three over the target and one further crashing on return. Three of the crews were to die; a stark warning as to what would come. Their second mission would fair little better. An attack on Wilhelmshaven, saw a further six aircraft lost and heavy casualties amongst the survivors. Things were not going well for the 379th and with further losses, this was to be one of the bloodiest entries into the war for any Eight Air Force Group.
B-17 Flying Fortress (‘FR-C’, 42-38183) “The Lost Angel” of the 379th BG sliding on grass after crash landing, flown by Lieutenant Edmund H Lutz at Kimbolton. (Roger Freeman Collection)
As the air battle progressed, further losses would be the pay off for accurate and determined bombing by the 379th. Flying in close formation as they did, accidents often occurred. On January 30th 1944, 42-3325 “Paddy Gremlin” was hit by bombs from above. Then again, on September 16th 1943, two further aircraft were downed by falling bombs, close formation flying certainly had its dangers.
Some 1 in 6 losses of the USAAF were due to accidents of one form or another. Collisions were another inevitable part of the close formation flying. A number of memorials around the country remember crews who lost their lives whilst flying in close formation. Kimbolton and the 379th were to be no different. On June 19th 1944, two B-17Gs 44-6133 (unnamed) and 42-97942 “Heavenly Body II” crashed over Canvey Island killing all but one of 44-6133 and three of Heavenly Body II. The official verdict stated that the second pilot failed to maintain the correct position whilst in poor visibility, a remarkable feat in any condition let alone poor visibility whilst possibly on instruments alone. (See full details of the terrible accident).
However, not all was bad for the 379th though. Luck was on the side of B-17F, 42-3167, “Ye Olde Pub“, when on December 20th 1943, anti-aircraft fire badly damaged the aircraft whilst over Bremen. The aircraft limping for home, was discovered by Lt. Franz Stigler of JG 27/6. On seeing the aircraft, Stigler escorted the B-17 over the North Sea, whereupon he saluted and departed allowing the B-17 safe passage home where it landed and was scrapped.
A number of prestige visitors were seen at Kimbolton. These included King George VI, Queen Elizabeth, Princess Elizabeth and General Doolittle. One particular and rather rare visitor arrived at Kimbolton on January 8th 1944. A rebuilt Messerschmitt BF-109 stayed here whilst on a familiarisation tour for crews. Shot down over Kent it was rebuilt to flying condition and flown around the country.
Seen in front of a B-17, Messerschmitt BF-109 runs up her engine at Kimbolton, January 8th 1944. (Roger Freeman Collection FRE 4775)
All in all the 379th had a turbulent time. By the time they had left Kimbolton, they had lost a great many crews, but their record was second to none. They flew more sorties than any other Bomb Group of the Eighth Air Force – in excess of 10,000 in 330 missions; dropped around 24,000 tons of ordnance, equating to 2.3 tons per aircraft; pioneered the 12 ship formation that became standard practice in 1944 and had the lowest abortive rate of any group from 1943. Kimbolton was visited by Lieutenant General James Doolittle, and two B-17s held the record of that time “Ol Gappy” and “Birmingham Jewel“, for the most missions at the end of their service. They also had overall, one of the lowest loss rates of all Eighth AF Groups largely due to the high mission rates.
With their departure to Casablanca, the 379th would be the last operational unit to reside at Kimbolton. Post war it was retained by the RAF until sold off in the 1960s, it was returned to agriculture, the many buildings torn down, the runways dug up and crops planted where B-17s once flew.
The old perimeter track exists for farm machinery and forms part of the main road.
Kimbolton today is little more than a small industrial estate and farmland. At the main entrance to the industrial site, is a well-kept memorial. Two flags representing our two nations, stand aside a plaque showing the layout of the field as was, with airfield detail added. Behind this, and almost un-noticeable, is a neat wooden box with a visitors book and a file documenting all those who left from here never to return. There are a considerable number of pages full of names and personal detail – a moving document. One of the B-17 pilots, Lt. Kermit D. Wooldridge, of the 525th Bomb Squadron, 379th Bomb Group, 8th Air Force kept a diary of his 25 raids, and many of the crew members mentioned in the memorial book appear in his diaries. These are currently being published by his daughter, and can be seen at https://sites.google.com/site/ww2pilotsdiary/ They tell of the raids, the crews and detailed events that took place over the skies of occupied Europe from June 29th 1943. I highly recommend reading it.
Memorial book listing those that never came home.
This is a lovely place to sit (benches are there) and contemplate what must have been a magnificent sight all those years ago. It made me think of the part in the film ‘Memphis Belle’, where the crew were sitting listening to the poetry just prior to departure, how many young men also stood here ‘listening to poetry’. The control tower would have stood almost opposite where you are now, with views across an enormous expanse. Here they would have stood ‘counting them back’. Like everything else, it has gone and the site is now ‘peaceful’.
Kimbolton saw great deal of action in its short life. But if determination and grit were words to associate with any flying unit of the war, the 379th would be high on that list.
From Kimbolton we head off to another American Ghost, one that holds its own record and a beautiful stained glass window. We go to the American base at RAF Grafton Underwood.
Kimbolton was originally visited a couple of years ago, this is an update of that trail and it appears in Trail 6 – ‘American Ghosts’.
A recent assessment of the remaining buildings on the former RAF King’s Cliffe airfield, Northamptonshire, has not proven to be as positive as one had hoped for. The result could open the door to future development of the site and ultimately the permanent loss of these buildings as a result.
One of the rarer Oakington Pillboxes deemed not to be of Historical interest.
King’s Cliffe (originally visited in Trail 6) was the station for a number of RAF and USAAF units flying P-38s and P-51s amongst them . They operated as fighter escort for the heavy bombers of the Eighth, seeking out targets of opportunity, particularly enemy locomotives, as enemy fighters reduced in numbers. It was also the site of Glenn Miller’s final hangar concert, for which a memorial has been erected on the base of the hanger structure.
Closed post war, it was returned to agriculture, and the runways removed for hardcore. A few buildings still remain including: aircraft pens, pillboxes, the Battle headquarters and a rather dilapidated watch office. Away from the airfield site, the chapel and other small accommodation buildings survive in modern use. King’s Cliffe has certainly taken its share of post war degradation.
This survey was initiated following the successful planing application made for Jacks Green; the area to the southern side of the airfield around the Glenn Miller Memorial. This application has been granted (see here and the media reports here), and development is due to proceed. This combined with the findings of the survey by Historic England, won’t help the long-term future of King’s Cliffe’s buildings, and it may have further implications for the preservation of the site as a whole.
Historic England, submitted their report to the Secretary of State who has deemed that the remaining buildings, including those mentioned, are not suitable for classification as “historically significant” and therefore will not be added to the list of Buildings of Historical interest and so ‘listed’.
The full report can be accessed via the Historical England Website, but the key points they highlight are thus:
1. The Watch Office:
The report highlights the fact that of the 18 different models constructed, there are 220 examples still surviving today, with many of them surviving in a better condition.
At King’s Cliffe the watch office (type Watch Office for Night Fighter Stations FCW4514) is a windowless shell, with some of its internal walls demolished and its balcony rails missing. There are no internal features. It is a poignant and dramatic ruin, but its condition precludes designation.
2. The Battle Headquarters:
At the time of the survey, the building was flooded and so access was inhibited, but it is thought that it is unlikely to contain anything of historical or architectural significance. Again Historic England state that there are better preserved examples on other sites around the UK.
The report states:
At King’s Cliffe, much of the essential wartime context has been lost with the removal of its runways and hangers. Moreover, the interior of the structure, which is flooded currently and effectively inaccessible, is unlikely to retain fixtures and fittings of interest. Together, these considerations mean that King’s Cliffe’s Battle HQ cannot be recommended as an addition to the List.
3. Fighter Pens:
Built to protect fighters and crews from attack, with soil mounds, brick walls and protectives rifle slits, there are a variety of these structures surviving today around the UK. More significant examples can be found at Battle of Britain airfields for example, and whilst those at King’s Cliffe were important, they are in mixed condition and according to the report, not of significant value.
The report states:
Elsewhere, however, the pens are very degraded or part demolished. The fact that only a proportion of the fighter pens survival relatively well as an ensemble, and that much of the essential wartime context has been lost with the removal of the runways and hangers, means that King’s Cliffe’s fighter pens cannot be recommended as additions to the List.
4. Pillboxes:
There are a small quantity of pillboxes around the airfield site and these represent a minute number of the 28,000 constructed in defence of the UK. Rarer examples are more likely to be selected for listing than the more common examples. Those found at King’s Cliffe are the Oakington style, a rarer model of which only 61 have been recorded by the English Heritage Monuments Protection Programme. Some of these have since been demolished and so an even smaller number exist today. However, “a high degree of selectivity” was used as a basis for the decision.
While the three examples at King’s Cliffe are also of undoubted interest, and generally survive in relatively good condition, a high degree of selectivity must be deployed when assessing structures of this late date. The loss of so many key components of the wartime airfield compromises their historic context and argues against recommending them for designation.
The conclusion of this report, states that the decision not to recommend listing these buildings is down to three primary points:
1. The fact there the buildings are in poor condition,
2. The fact that they are not ‘rare’ and,
3. The fact that because the other major features, (runways and hangars) have been removed, they are not significant in ‘Group Value’.
This decision is not surprising, but the wording suggests that any airfield with no runway or hangars, is not likely to have its buildings listed for preservation unless they are either very rare or in very good condition. After 75 years, that is extremely unlikely.
This outcome means that any decision to demolish the buildings lays with the landowner, and whilst they have been in situ for the last 70 years or so, there is now no need to retain them in any form should they so wish.
Ultimately, these buildings could be removed for land development, or agriculture use, meaning they would then be lost forever. That would leave the two small memorials as the only significant reminders of the King’s Cliffe site.
The full report can be accessed via the link below, which gives a detailed explanation for the decision. The annex of the report will be published on the Heritage Gateway website.
www.historicengland.org.uk case number 1426070
Anyone who wishes to challenge this decision can do so within 28 days with a request that the decision be reviewed in light of further evidence or because of irregularities in the process, full details are available through the link below. A form is available through this link, with appropriate guidance for completion. Both downloadable from the ‘Reviews of Listing Decisions’ page.
https://www.gov.uk/how-to-challenge-our-decision-to-list-or-not-list-a-building
If you are unable to access the website please contact:
The Listing Review Officer
Heritage Protection Branch
Culture Team
Department for Culture Media and Sport
4th Floor
100 Parliament Street
London
SW1A 2BQ
My thanks to Sandra Beale for forwarding this information.
The second airfield that has recently seen proposals for new development is the large and complete site on Norfolk’s western side. It is RAF West Raynham. If these proceed, then West Raynham could be a unique development.
RAF West Raynham is a large airfield that operated well beyond the Second World War. It was home to some 20 squadrons and saw a range of aircraft including: Blenheims, Bostons, Tomahawks, Beaufighters, B-25 Mitchells, Mosquitos, B-17 Flying Fortresses, Canberras, Javelins and Bloodhound Missiles to name but a few.
It currently stands complete although a large part of it has been the focus of development since the RAF’s departure. Much of the former RAF housing has already been refurbished and sold off to private families; a solar park has also been built along the runway line and the accommodation sites developed sympathetically with the airfields history in mind.
The Grade II Listed Control Tower at West Raynham.
A recent report identified this site as being of “heritage value” and that whilst some of the buildings are “at risk” there is a strong desire to reuse buildings wherever possible. The only ‘listed’ building is the Control Tower (which is Grade II listed) which, along with the majority of the main buildings: Guard House, Station Headquarters, Chapel, Water Tower, District Heating Control Centre, four Hangers and the Training Dome, is in relatively good condition. A large majority of the remaining buildings were temporary or will require renovations to make them usable once again. The report states that:
“It is important that the character areas described keep their identity. The approach taken for existing buildings will vary according to the character area and the qualities of the specific buildings”.
The report also highlights the benefits of the MOD property, and that it provides suitable low-cost housing that would meet the Council’s housing target. It also states that the former technical area provides suitable accommodation for small industrial units or “start-up” businesses.
In essence, the survey illustrates the need to develop the site to fulfil the council’s need for housing whilst identifying the site as an important heritage site, and that the development should reflect this:
“The vision is to re-use and reinvigorate the site in a way that respects and celebrates the historic and architectural heritage of the site.”
The infrastructure of former RAF bases lend themselves to new villages; the layout, transport networks and available buildings, are perfectly suitable for the Garden Village idea. Open spaces intertwined with affordable accommodation and recreational facilities are all there. If this development goes ahead, then RAF West Raynham could become a well-preserved yet appropriately developed site that in the large part, reflects it historical importance and valued contribution to Britain’s defence network.
The full development brief can be found here from where the quotes were sourced.
West Raynham appeared in Trail 21.
Inside the Former officers Mess.
Downham Market Heritage Society
An archive of 20th century air traffic control photographs and other media sponsored by the Guild of Air Traffic Control Officers http://gatco.org/
The Pathfinders & The World They Knew
Pathfinder Aircrew, their Friends, their Families, and the World they Knew
Master Bomber
Exploring around Blackpool, the Fylde Coast and surrounding area
The Dams Raid (Operation Chastise) and after
Louise Mabey
Exploring the history of the men buried in the RAF Section at Brookwood Military Cemetery
THE WWII JOURNEY OF GEORGE EDWIN FARRAR, B-17 GUNNER AND STALAG LUFT 4 POW
Scale Models, Real People, Extraordinary Stories
The best in WWII aviation history
USAAF Station 582
A dialogue focused on the fascinating past of England through the exploration of local military history.
Aviation Trails 