Plans have been released this week for the development of three former RAF airfields in Norfolk. On the face of it, these represent steps forward in preservation whilst allowing a sympathetic development of these historical sites in at least two of them, and development and part preservation in a third. These proposals will not only revitalise the decaying structures, but will also allow public access to the very infrastructure of the sites that once protected our skies. In part, they offer a model for future development and preservation of Britain’s aviation heritage, whilst highlighting the sacrifice of the crews who flew from them.
The first of these is that of RAF Downham Market.
RAF Downham Market (RAF Bexwell)
Proposals were put to the government on Monday for a new multi-million pound technology park on the former RAF base at Downham Market. It is proposed that the site will create 4,600 jobs and become a centre of excellence for technology comparable to those already at Cambridge.
The £300m project will include a major campus dealing with data and data handling. This will include a research centre for both under and post-graduate students, a hotel, leisure and tourist facilities.
Whilst the proposals have only just been put forward, consultations have already started, and so final planning proposals are hoped to be revealed early in the new year. Local residents are raising objections due to the losing of the ‘green space’, along with increased pressure on the local infrastructure, which according to some, is already stretched.
According to reports, the plans also include restoring some of the few remaining buildings, creating a bronze statue and a museum to commemorate the work of Downham Market crews; something that is long overdue.
Downham Market airfield was the home of: 218 and 623 Sqns both flying Short Stirlings, 571 Sqn and 608 Sqn, both flying Mosquitos in the Pathfinder role and 635 Sqn who flew Lancasters between March 1944 and September 1945. It is where Flt. Sgt. Arthur Aaron and Sqn. Ldr. Ian Bazalgette were both awarded VCs for their bravery and heroic acts whilst on missions over Europe. It is from where the last Mosquito mission took place which was also the last RAF operation of the war.
Whilst the runways and perimeter track are long gone, a few buildings still do remain in current use. There is no official memorial at Downham Market, although there is a memorial to both Aaron and Bazalgette outside the local church.
These plans are very much in the early stages, but a number of parties have shown an interest in the proposition and development is likely in the near future.
This airfield concludes our three-part tour of Southern Cambridge for now; we shall be revisiting this area again shortly to see the remaining historic sites that once protected these green and pleasant lands from our invaders. This last stop however, is a former base just a stones throw from the Imperial War Museum and former Fighter Command base at Duxford – we go to RAF Fowlmere.
RAF Fowlmere (Station 378)
Fowlmere’s life can really be divided into two mains parts. That under the RAF as a Battle of Britain era airfield and that of the USAAF for which Fowlmere would achieve a remarkable number of aviation firsts and combat records.
But whatever its achievements, its wartime life was dogged by bad weather, and in particular rain! Poor drainage and heavy water logging left if unusable for large periods, inhospitable and rather bleak with poor accommodation, it was not a noteworthy ‘curriculum vitae’ for a prestigious fighter airfield. It is one of those airfields that took a long time to reach an honorary status, being home to a large number of RAF units, most for short assignments only, it was rarely in the spotlight. In total, it would be home to some 17 operational RAF squadrons, a small number of training squadrons and one USAAF squadron. A rather high number for any second world war station.
Initially built as a First World War airfield, it opened on October 1st 1916, a small number of buildings were erected including six hangars and the runways were grass. It remained operational until the early 1920s at which point the buildings were demolished and the land reused.
With the next threat of an invasion looming, the defence of Britain was paramount. Fowlmere was then identified as a suitable site for a satellite to nearby Duxford, and Spitfires began to arrive from 19 Squadron. 19 Squadron would ‘yo-yo’ between Duxford and Fowlmere between June 1940 and August 1941, operating the Spitfire I, IB and IIA in the process. These crews would operate as part of the Duxford Wing in the Battle of Britain where 19 Squadron would gain notoriety.
A sight once common over Fowlmere.
Following significant loses over France and southern England, the Boulton Paul Defiant was withdrawn from front line operations and pulled back to perform in ‘secondary’ duties. Part of this meant a short stay at Fowlmere in July 1940 for 264 Squadron who, whilst carrying out night-fighter duties, were in transit to Kirton-in-Lindsey.
Subsequent to their departure, there was a silence at Fowlmere which was only broken by a short five-day stay by the Hurriacne IIBs of 133 Squadron, whilst moving between Collyweston and Eglington. Noted for their twelve .303 machine guns and Merlin XX engines, first used in the Hurricane IIA, it used a mix of 30% glycol and 70% water. By using this mix, the fuel mixture was not only safer but it meant the engine would run much cooler thus giving it a longer life. Further examples of this aircraft would return later in the summer of 1942 with another squadron, 174 Sqn, also whilst transiting, but this time from and back to their main station at RAF Manston.
The winter of 1941 / 42 would remain quiet at Fowlmere, and it wouldn’t be until the following spring on March 12th, that there would be any significant action at the base. The first visitors being a detachment of Spitfire VBs from 154 Sqn whose main force was based away at Coltishall. Eventually, a month later, the entire squadron would transit over, but yet again, they would be another short-stay resident who would depart for RAF Church Stanton in early May that year. Other than the short visits by the Hurricanes, all would be quiet again until the autumn and in September Fowlmere would be blessed with yet another short stay of transiting Spitfires. The VBs of 111 Squadron, would stay for one month whilst on their way the Mediterranean and North Africa. 111 would go on to become famous for their Lightnings and the ‘Black Arrows’ aerobatics team with their Hunters in the post war jet era.
Once again the winter would have a quietening effect on Fowlmere, and there would be little happen for the next few months. The following March though, would see a considerable amount of movement at the airfield. Preceded by a short stay of Austers from 655 Squadron, Spitfire VBs of 411 Squadron and Spitfire VCs of 167 Squadron would arrive in the early days of March. Their departures on the 12th and 13th respectively would be interceded by the arrival of more Spitfire VBs of 421 Squadron, who also left on the 13th of that month. Similar movements would take place only a few days later. On the 19th 2 Sqn RAF arrived and stayed for just over a month. But the arrival and departure of 2 Sqn signalled a big change for Fowlmere and their Mustang Is were to be not only the end of RAF interests in the airfield, but a sign of things yet to come.
Aircraft of the 503rd FS from the waist gunner’s position of a B-17. Aircraft seen are, from rear to foreground: P-51B ‘D7-O’ “Miss Max”; P-51D ‘D7-M’ “Sally II”; P-51D ‘D7-Z’ “Shy Ann”; and P-51D ‘D7-F’ “Dee”. *1
After April, Fowlmere would remain very quiet. With the increasing need for bomber bases for the USAAF, Fowlmere was identified as a possible site. This potential new lease of life was to be short-lived though and the decision was reversed only a matter of weeks later. It was not to be, but thankfully, it was not the end of Fowlmere.
Handed over to the Americans as a fighter airfield, it would be upgraded. Two new runways were built (1,400 and 1,600 yds) using Sommerfield Track and pierced planking, eight new blister hangars were erected, to compliment the ‘T2’ hangar to the north of the site and firm plans were drawn up that would shape Fowlmere for the rest of the war.
To deal with the staff, eight sites would be developed. All to the north-eastern side of the airfield, there would be a communal site, five accommodation blocks in total for officers and enlisted men separately, a sick quarters and a sewage treatment site. The main road to Fowlmere village already severed, would have a runway built across it, aircraft pens, technical buildings and a wide range of supporting structures including: fire sheds, harmonisation walls and around forty hardstands around a perimeter track that encircled the two runways. The main technical area would be to the north, whilst the bomb and fuel stores were to the south along side the remains of the southern section of the main road. Fowlmere would be taking on a new role and it would be permanent.
Fowlmere Tower, 1945*2
Fowlmere would open again on the 4th April 1944 as Station 378, with the arrival of the 339th FG, the penultimate fighter group to be based in the UK. Flying P-51s, the 339th FG at this time consisted of three squadrons, the 503rd (D7), 504th (5Q) and 505th FS (6N). They would use Fowlmere as their only European base and whilst here would be used in both the fighter escort and ground attack role.
Their first mission was on April 30th with a fighter sweep over France, followed by around 5 weeks of escort duties of medium and heavy bombers. They soon made their mark on the air war though. In the first thirty days, they claimed forty aircraft shot down and fifteen destroyed on the ground.
Initially flying P-51Bs they would also use the ‘C’, ‘D’ and ‘K’ models. Missions would include: strafing runs over airfields; attacking communication lines; supporting the allied push out of Normandy; dive bombing locomotives; marshalling yards; anti-aircraft batteries and troops. They also supported allied advances such as the breakout at St Lo and in the Ardennes. The group received a Distinguished Unit Citation for operations on September 10th and 11th whilst attacking heavily defended airfields and defending bombers of the ‘Bloody Hundredth’ whilst attacking cities in Germany. All in all they were to prove themselves a formidable force in the air.
One of the peculiarities of the 339th was the stripped jacket and baseball cap wearing Runway Control officer. It was worn so the pilots could see him and his signal that it was clear to take off. A signal they depended upon greatly. Here he signals to a P-51 at Fowlmere embarking on a bombing mission in August 1944.*3
Each time the 339th went into battle it would seem a new record would be set. On the 29th November 1944, in a ferocious air battle, Lt. Jack Daniell shot down five FW-190s, giving him ‘Ace in a day’ status, the last pilot of the US Eighth Air force to do so. In early 1945, during strafing attacks 105 aircraft were destroyed in one mission, another first for any group. A remarkable feat that was repeated only twelve days later with a high score of 118 and an individual record for its leader Captain Robert Ammon.
The 339th would not only becomes a formidable force, but they would be the first units to test new ‘G’ suits, designed to prevent blacking out in tight turns, an essential piece of clothing in today’s modern air force. They would also take the British designed gyroscopic gun sight and develop it for use in the P-51, an innovative device that calculated deflection increasing hit rates both at greater distances and with more accurately.
By the war’s end the 339th would rack up a total of 264 missions, with 680 aircraft destroyed, two-thirds being on the ground and on heavily defended airfields, whilst losing less than 100 aircraft and crews. They achieved the greatest number of air and ground ‘kills’ in any twelve month period of the war, a DUC and a remarkable reputation.
Fowlmere had finally achieved the status of its more famous neighbours, but it was a little too late for this airfield, the war was finally over. After the Americans pulled out in October 1945, Fowlmere fell silent for the last permanent time. The land was eventually sold off in the 1950s long after all military operations had ceased.
Fowlmere is one of those airfields that is quite difficult to find. Tucked away at the back of the village access is through an industrial site and along a rather grand driveway that is actually a farmers track. The road leads to nowhere other than the farm, a small light airfield and a memorial.
Before driving or walking to the memorial start off at the village centre. Facing south, site 3 would be behind you, and sites 4, 9, 7 and 5 to your front. Take the road south and then turn in toward Manor farm; as you enter, there is an industrial site on your right. This road, was the original main entrance, and there would have been a picket post, Co’s house and Officer’s Mess to your right. On you left was a further Officer’s mess, recreation room for enlisted men, and a block with showers and ablutions for the Sergeants. The road bears right, here you can see, in the field to your right, a Nissen hut once part of the Communal area (Site 2). Now derelict and truly overgrown its days are definitely numbered. The original plan layout differs quite a bit from the current layout, and it is difficult to ascertain the precise nature of its origin. However, it could have been either an ‘A.M.W.D*4‘. or latrines for 310 – 400 enlisted men. Using satellite photos, you can clearly see the foundations for a number of other buildings including the: Officer’s Mess, Dental Centre, Stand-by set house and CO’s quarters. This road, which was originally much shorter than it is today takes you into an industrial estate that has reused some of the period buildings, these may well have come from the original site and have been moved or the site was built differently to the original design. It is at this stage difficult to determine.
One of the few remaining structures at Fowlmere, now overgrown and disappearing, this Nissen hut stands on Site 2.
Leave here and turn right at the end of the road. This grand road takes you up the hill toward the airfield. On your left would have been the sick block Site 8 with a barrack hut, sick quarters with 18 beds, a garage and mortuary. Follow this road along, at the farm follow the road right, and the memorial is about 100 yards further along on your left. A small space has been made available for parking by the adjacent property who kindly ask you to look after the memorial during your visit. It is sad that we have to ask people to do this, it should be an absolute.
The memorial overlooks the remains of the airfield. The original T2 hangar stands reclad in its original position now storing small private aircraft. Other remains, the crew rest rooms and two main workshops, have been reclaimed by the farm and incorporated into the farm infrastructure. A considerable amount of concrete also exists from this technical area, again utilised by the farm. The watch office, originally built to 17/65840 for the RAF, was later replaced by a the more common 343/43 two storey type; this too is long gone and would have been to your front beyond the hangar.
A quiet an unassuming place, Fowlmere remained a satellite for most if its life, seeing a number of temporary stays by some prestige aircraft and squadrons. It wasn’t until the latter parts of the war that it really came into its own, sadly though, this was short-lived; but the P-51s of the 339th would carry Fowlmere’s history into the annuls of time and the small private aircraft that now stand where Spitfires, Hurricanes and Mustangs were once dispersed, grace the skies where their forefathers cut their teeth – in the skies over war-torn Europe.
The Memorial overlooks the airfield, the reclad T2 and its new inhabitants beyond.
A stones throw from Fowlmere, is the Imperial War Museum at Duxford, essential to anyone with an interest in the Second World War. Home of many displays, exhibitions, and restoration projects it has to be on everyone’s list of to-dos. The Duxford website can be accessed here.
Sources and further reading.
*1 Photo from Russell Abbey (www.55th.org) from the ‘Little Friends’ website.
There are many airfields in this country that have sadly just ‘disappeared’. Whether it be to housing, industry or agriculture, the fact remains they are no longer there and are now reduced to fading memories and mere mentions in the history books. For many of these it is too late.
Thankfully though, many of our larger airfields have had their buildings, especially hangars or Nissen huts, reused in some guise or other and so they live on in the day-to-day lives of their new owners. Whilst travelling around southern Cambridgeshire on my recent trails, I came across several examples of these lost or forgotten sites. The first is the rather oddly named Caxton Gibbet.
RAF Caxton Gibbet.
Having a history worthy of reading in itself, Caxton Gibbet has links to not only the Doomsday book, but also the Romans and the Bronze Age with traces of early settlements being unearthed only recently. Its folklore talks of brutal and violent executions and for a small village, it has a remarkable amount to shout about.
Its history therefore includes a lot of death and this wouldn’t change during the Second World War.
The small field that was Caxton Gibbet airfield was partly used as a relief landing ground. It was centred between the numerous airfields around here but it was never designed to be a major player nor hold more than about 80 personnel. It only had grass runways, temporary accommodation and a few small brick structures, including airfield defence positions, to signify its existence . It was used primarily by nearby 22 Elementary Flying Training School ‘F’ Flight, based at Cambridge flying a variety of biplane trainers. It was also used as an emergency landing ground and it was not surprising to see a wounded bomber attempting landing here. Surprisingly though, despite its lack of ‘operational’ importance, Caxton Gibbet suffered a rather large number of attacks from Luftwaffe aircraft. A number of bombs were dropped on it, several personnel were killed and damage was inflicted to a number of aircraft. However, despite all this unwarranted attention, little impact was made on this small and rather ‘insignificant’ airfield during its long history.
A number of training accidents did occur, practising stalls and other dangerous manoeuvres did claim several lives from the young would-be pilots. Locals tell of aircraft falling from the sky and aircrews plummeting to their deaths.
Opened in 1934 it would remain in use until the end of the war in 1945. A small gliding club utilised the site post-war but eventually it was closed and returned to agriculture.
A small village that is battling for its own existence against the spreading conurbations that now surround it, Caxton Gibbet is slowly being absorbed into much larger developments. As for the airfield, it would seem it has now disappeared but its stories, like Caxton’s gruesome history, live on in the history books.
The second part of Trail 31 continues on through the beautiful Cambridgeshire countryside. Low soft hills give for superb views and fine examples of aviation heritage. We move on to the former RAF station at Gransden Lodge.
RAF Gransden Lodge
Sitting high on the hill-top, Gransden lodge rests peacefully nestled next to the villages of Little and Great Gransden to the west and Longstowe to the east; the county borders of Cambridgeshire and Bedfordshire pass right across it. Surrounded by undulating countryside it no longer reverberates to the mass sound of piston engines, but more with the gentle whistle of gliders.
Gransden Lodge was another Cambridgeshire airfield modified to class ‘A’ specifications. It was opened in 1942, initially as a satellite for RAF Tempsford. Going through many modifications, the original design differed greatly from the eventual layout; initially the runways not reaching the perimeter track and there being no allocation of hangar, staff accommodation or hardstand space. As a satellite station, presumably these would not have been required. However, with the expansion of Bomber Command and the need for more airfields, Gransden Lodge would eventually become much larger and much more significant. Following changes to plans and redesigns of the infrastructure, three concrete runways (NE-SW, N-S and E-W) were eventually constructed and with one at 1,600 yards and two at 1,200 yards each, they were not huge. However, these were then extended to the more usual 2,000 yards and 1,400 yards later on, when in April 1941, the government decided that every Bomber Command airfield would have to accommodate the larger four-engined aircraft. Again further development of the site was undertaken and the runways were extended.
Part of the Track in the Technical area.
A total of 36 hardstands were constructed using the pan style design, two of which were replaced when a hangar was built during the later development stage. This would give Gransden Lodge three hangars in total, two (a B1 and T2) to the north and one T2 to the south of the airfield.
The bomb store was located to the eastern side whilst the accommodation sites were spread to the west and north-west. These 10 sites were made up of two communal, two WAAF, and six domestic sites which included sick quarters and associated premises. The technical area would be to the west. In total, Gransden Lodge could accommodate 1,867 men and 252 women ranks.
Building plan of RAF Gransden Lodge*4
Once open, Gransden Lodge would be home to eight operational RAF squadrons: 53, 97, 142, 169, 192, 405, 421 and 692 before it would finally close at the end of the Second World War.
First to arrive were the combined units of 1474 and 1418 flights, who were here between April 1942 and April 1943, conducting radio navigation tests using the new GEE system. Operating the Wellington IC, III, X, IV and Halifax IIs, they were heavily involved in radio navigation and electronic counter-measure operations. These flights would probe German radar defences, gathering information so that counter-measures could be devised allowing bomber formations safe passage to their targets. The Wellingtons used for this would fly over Germany, France, and the Low Countries and even over the Bay of Biscay, gathering information and reporting back.
The British were were getting quite desperate to find out what frequencies the German airborne radar was using, until they knew, jamming and other counter measures would be difficult. On December 2nd 1942, a Wellington filled with specialist equipment and a daring crew set off from Gransden Lodge to find out as much about the enemy system as possible. In order to track and establish the frequencies they were using, they would have to allow themselves to be tracked by an enemy fighter for a lengthy period, a potentially fatal move for any RAF bomber!
Once tracked, the crew would record and transmit every detail they could about the system and then, if they hadn’t been shot down, head for home.
At around 4:30 am contact was made, and the enemy aircraft tracking them was monitored. The chance of attack increased with every long second they waited until eventually the aircraft, A Ju 88, fired upon the Wellington ripping canon shells along the length and breadth of its fuselage. In the melee that followed, the front and rear turrets were both put out of action, the gunners in each were wounded, the wireless operator was wounded, a specialist radio operator monitoring the Ju 88 was also wounded and the aircraft, controlled by one of only two uninjured crewman on board Pilot Sergeant Paulton, had fallen from 14,000ft to around 500ft as Sgt. Paulton had desperately tried to escape the Ju 88’s clutches.
Eventually the Ju 88 ceased its relentless attacks and left the Wellington to its seeming terrible fate. But determined to get back, Sgt. Paulton headed for England, both engines now misfiring and much of the hydraulics system disabled.
Over England he told the most able to bale out, then he would attempt a sea landing. The aircraft came down just of the Walmer coast, whereupon the crew clambered out to discover their dingy had been badly damaged and was useless. Thankfully though, it wasn’t long before a rescue boat found them and all the remaining crewmen were taken aboard and brought safely to dry land.
Eventually, these flights would combine forming a new squadron 192 Squadron (RAF) which officially formed on 4th January 1943 here at Gransden Lodge. 192 would pass over to 100 Group and move away to RAF Feltwell on the April 5th that same year and they would go on to gain the honour of flying more operational sorties, and as a result, suffer more casualties than any other Radio Counter Measures (RCM) squadron in the RAF.
With their departure, Gransden Lodge would then be transferred to No. 8 (PFF) Group like its sister station, RAF Graveley, whereupon its operational role would be changed for good.
The next units to arrive would only stay for 5 days. Passing through with their Mustang Is, 169 Squadron would transit on to RAF Bottisham, whilst 421 Squadron would take their Spitfire VBs to nearby RAF Fowlmere.
An overgrown Nissen Hut.
On April 18th 1943, 97 Squadron (RAF) arrived at neighbouring RAF Bourn – but would be split over several sites. A detachment was based here are Gransden, whilst two other detachments were located at Graveley and Oakington. 97 would go onto to gain notoriety for the disastrous ‘Black Thursday’ (See RAF Bourn) operation that took the lives of many of its crews. 97 Sqn would undertake many bombing operations staying here for a year, departing Gransden Lodge on 18th April 1944, a year to the day of their arrival.
April 1943 would be a busy time for Gransden. On the 19th, a day after 97 Sqn’s arrival, 405 Squadron (RCAF) would arrive, bringing with them Halifax IIs. Formed on April 23rd 1941, 405 would fly with 6 Group, at RAF Leeming, until their arrival here at Gransden. Adopted by the people of Vancouver, it would be the first Canadian unit to serve with Bomber Command.
405 Sqn’s entry into the Pathfinder Group brought more experience and skill. Participating in the both the ‘1000 bomber raid’ on Cologne and conducting temporary operations with Coastal Command, 405 had seen a number of different operational conditions. Initially bringing Halifax IIs, they would take on the Lancaster I and III only four months later. 405 Squadron would be the first unit to fly the Canadian built Lancaster – named ‘The Ruhr Express’, KB700 would be the first production model Mk. X.
The first Canadian-built Lancaster B Mk X, KB700 “The Ruhr Express”, taxiing after landing at Northolt, Middlesex, KB700 was the first of 300 aircraft built by Victory Aircraft of Malton, Ontario. IWM (CH 11041)
405 Sqn would go on to attack many high-profile targets including: Essen, Dortmund, Cologne, Düsseldorf and toward the end of hostilities, Hitler’s retreat at Berchtesgaden. They would be the last unit to attack targets in Italy and they would see action over Peenemunde.
Operating in conjunction with 97 Sqn, 405 would also fall victim to ‘Black Thursday’, when Lancaster JB477 ‘LQ-O’, would strike the ground within a stones throw of Graveley airfield killing six of the seven crew members. Two other Lancasters would also crash with fatalities that night, JB481 ‘LQ-R’ and JB369 ‘LQ-D’, – would both fail to make it home in the thick fog of ‘Black Thursday’ – truly a dark night for the Canadian Squadron.
At the end of 1944, No. 142 Squadron (RAF) would be reformed at Gransden Lodge. With an extensive Middle-Eastern history behind them, they would fly from here between 25th October 1944 and September 28th 1945, the date of their departure a year later. Serving as apart of 8 Group (PFF) they flew Mosquito XXVs and would go on to complete 1,095 operational sorties, achieving 64 DFC’s and 52 DFM’s. They remained at Gransden Lodge carrying out their last raid on the night of May 2nd / 3rd 1945, finally disbanding on September 28th that year.
The Watch Tower today.
It was during this time that Gransden’s second Mosquito squadron would arrive. 692 Squadron (RAF) would fly the MK. XIV until September that year. Moving from neighbouring Graveley, it had a short life of only 20 months. Its last casualties being March just before their arrival at Gransden.
It would be three months before any further units would be based at Gransden Lodge. On December 1st 1945, Liberator VIs of 53 Squadron (RAF) would arrive and stay for two months whilst they carried out trials of a new radar-assisted airborne mapping system. They were eventually disbanded on February 28th 1946. Their demise would mark the end of military flying at Gransden and whilst it remained in MOD hands it would not be home to any further military units.
Post war, Gransden Lodge was home to the first motor racing event using the old runways and northern section of the perimeter track. This was not to be permanent arrangement sadly and Gransden would remain disused. Military life almost returned with the escalation of the Cold War when ‘The Lodge’ was earmarked as a possible site for Cold War forces, however this never came to fruition and all continued to be quiet. Finally, in the 1960s Gransden Lodge closed it doors for good and the site left to decay.
That was not the end of Gransden Lodge though. In the 1990s the Cambridge University Gliding Club, (now the Cambridge Gliding Club) took over the site and flying has returned once again. Small airshows have taken place and whilst gliding is the more prominent, the sound of the piston engine can once more be heard over this historic site.
Whilst little of the original infrastructure survives today, there are some good reminders of this airfield’s history to be found. After driving through Little Gransden go up the hill towards what is now the rear of the airfield, you will arrive at an old Windmill. Sitting below this Windmill is a small and rather sadly insignificant memorial dedicated to the crews and personnel who worked, died and served at RAF Gransden Lodge. Carry on past the memorial along a small track and you finally arrive at the rear of the airfield. In front of you the barrier and beyond the barrier the former watch tower. This road would have been the main entrance to the airfield’s technical site, you can still see a number of small buildings and a picket post to the side. To the right of this a track leads off to one of the few remaining huts now heavily shrouded in weeds and undergrowth. The tower, a mere shell, has had a modern but temporary ‘watchtower’ added to its roof. Whilst in poor condition, the watch office stands overlooking what is left of the airfield towards the small flying club that keeps its aviation history alive. A small number of other buildings can be seen around here all buried beneath the undergrowth and all skeletons of their former selves.
Leave the site return back to the village bear left, and continue to follow the road round. You will eventually come to a gravel entrance on your left with a small sign pointing to the flying club.
Take this road, and traverse the potholes as you climb the hill. On your left you will pass a small selection of foundations and piles of bricks that were once part of the southern side of the airfield. Continue on from here and the road bears right, this is now the original perimeter track, follow it as it winds its way around the outside of the airfield. It’s width is greatly reduced throughout its length and only small patches of concrete tell you of its former life. As you pass the former bomb store on your right and the end of the modern grass runways, bear left where you will finally arrive at the flying club. Here a collection of small aircraft and gliders will greet you. A small modern watchtower and clubhouse watch over the aircraft and the airfield as gliders take to the sky.
On warm summer days, or when the thermals are good, this is a lovely place to sit and watch in awe as the majestic birds of the sky float silently above this once busy wartime airfield. A small club house provides refreshments and a welcome break from the dusty road that leads here.
As you depart the club, and drive back round the perimeter track, you can see in the distance, the control tower standing proud on the horizon, what memories it must hold and stories it could tell.
The Stained Glass window in St. Bartholomew’s Church.
Before departing this site for good, it is worth going to Great-Gransden and the church of Saint Bartholomew. Within its walls is a beautiful stained-glass window that commemorates those who served at Gransden Lodge. Also placed nearby is the roll of honour detailing those individuals who gave their lives whilst serving here. A fitting and well deserved memorial, it forms an excellent record of those long gone.
The villages of Little and Great-Gransden bear virtually no reminders of their local aviation history. Delightful in their settings, nestled in the Cambridgeshire countryside, their secrets are bound tightly within their boundaries, but the airfield and the flying, still live on.
We finally leave here and head west to another ‘hilltop’ site. One that boasts one of the most prestigious memorials in the country. An open site with superb views over the Cambridgeshire countryside, we head to the former American base – RAF Steeple Morden.
Notes:
*4 Photo courtesy of RAF museum
The Cambridge Gliding Club website has details of their activities.
Earlier this year, we highlighted the planning application put forward by Philip Ashton-Jones the current land owner of Jack’s Green on the former RAF King’s Cliffe airfield, in Northampton.
An online petition raised over 300 objections to the application. These came from: supporters of Glenn Miller, aviation enthusiasts, wildlife groups and local people alike, who all highlighted concerns over the proposed development of the site and the impact it may have. At an initial meeting in September this year, the council failed to come to any overall decision as they needed to consider further reports from interested parties. At a second meeting held on Wednesday 14th October, after considering all the issues raised, East Northamptonshire Council approved the plans and so 55 holiday homes will now be built on Jack’s Green.
Whilst concerns were raised over the memorial that currently stands on the actual base of the hangar where Glenn Miller performed his last hangar concert, the land owner Philip Ashton-Jones, stated at the meeting that the memorial would remain “exactly as it is today”.
The Memorial to Glenn Miller taken in December 2014. Jack’s Green is the area behind.
RAF King’s Cliffe is a large site, which is now primarily agriculture. It still contains a few buildings from the Second World War and a large memorial to those who served here during this time. Jack’s Green, is part of the larger woodland used by walkers, horse riders and nature lovers.
East Northampton’s decision is in line with many decisions being made by local authorities. Land is at a premium, and whilst this is not essential housing by any stretch, it is not a surprising decision in today’s climate.
Let’s hope Mr Ashton-Jones keeps to his word and this historical place is protected.
Links
The BBC report can be accessed here. (This may only be available for a limited time.)
In Trail 31 we continue our trip around the historic countryside of Southern Cambridgeshire. Moving on from the open expanses of Graveley and Caxton Gibbet, we visit two more airfields both of which continue for now, to uphold their aviation heritage. Our first stop is the current small airfield on the former RAF Bourn.
RAF Bourn.
Bourn sits between the towns of Cambourne to the west and Hardwick to the east and is confined by the new dual carriageway cutting across its northern side. Both the immediate eastern and western sides are heavily built upon and with further developments under proposal, the future of this historic airfield remains in the balance.
RAF Bourn was built-in 1940 /41 initially as a satellite for nearby RAF Oakington. With growing pressure from Bomber Command it would eventually become a bomber station in its own right and come under the control of Air Commodore Donald Bennett’s 8 Group operating the elite Pathfinder Force (PFF). Accommodation would be suitable for 1,805 males and 276 females making it a relatively large airfield. Its three ‘A’ style concrete runways, would be extended later in 1942 to accommodate the heavier aircraft that were to use Bourn thus raising its profile as a bomber base. By the end of the war, Bourn squadrons would lose 135 aircraft in total accounting for: 60 Lancasters, 32 Short Stirlings, 24 Mosquitos and 19 Wellingtons – a considerable number of lives.
Views along one of Bourn’s enormous runway.
Bourn would serve a number of RAF squadrons during its short wartime life: 15, 97, 101, 105, 162 and 609 would all play a part in its rich wartime tapestry. The first to arrive were the Wellington ICs of 101 Squadron (RAF). They arrived at Bourn very soon after the runways were constructed on February 11th 1942. During this time 101 were going through the process of updating their Wellingtons with the new Mk III. One of the first casualties of Bourne would be one of these models. Wellington ‘X3656’ SR-L, was lost on the night of March 8th/9th 1942, on a mission to Essen. Flight Sgt. S. Brown, P.O. C. Luin and Sergeants L. Calderhead, R. Lawrence and C. Parry were all lost in the attack; the aircraft missing in action and the crew presumed dead. Their names are now inscribed on the wall of remembrance at Runneymede Cemetery.
101 sqn would continue the fight staying at Bourn until the 11th August that same year. They would then move on to Stradishall and Holme-on-Spalding Moor where they took on the Lancaster.
As 101 left, 15 Sqn (RAF) moved in, bringing the much heavier Short Stirling MkI. Having a rather checkered history behind them, 15 Sqn would operate the MkIs until the following January when the MK IIIs came into operation. Built by Short Brothers, the Stirling was a massive aircraft, dwarfing many of its counterparts with a cockpit height of some 22 feet. A forbidding aircraft, it was cumbersome on the ground but was said to be very agile in the air, some would say it could out-turn a Spitfire! Sadly though, it was a slow aircraft and whilst heavily defended, loses were to be high leading to its eventual withdrawal from front line operations .
A few miles away at Cambridge, an industrial unit of some six / seven hangars were built by Short Sebro Ltd who manufactured the Stirling parts. Final assembly and air testing was then carried out at Bourn, the wings being transported by ‘Queen Mary’ trailers and the fuselage on specially made carriers pulled by tractors. To help, three large hangars would be built away to the east of the airfield to accommodate both these and battle damaged bombers for repair.
It was here at Bourn that a record would be set by a 15 Squadron crew. Stirling Mk I, N3669 ‘LS-H’, would go on to complete 67 operations, a record for the type. N3669 would eventually be reduced to an instructional airframe in February 1943.
A short spell of conversion proceeded 15 Sqn moving to their new base at RAF Mildenhall on April 14th 1943, where they would eventually take on the new and more successful Lancaster I. It was here that LL806 “J-Jig”, would become one of the most famous Lancasters in Bomber Command, flying 134 sorties accumulating 765 hours in the air. Two incredible records were now set by 15 squadron aircraft and their crews.
Bourn would then have just another short spell visitor, 609 Sqn. Battled hardened from covering the BEF withdrawal at Dunkirk and defending Britain in the Battle of Britain, 609 Sqn moved in on 26th August 1942, with the potent Typhoon IB. Accustom as they were to moving around, their stay at Bourn would last only 4 days.
It was at this time that Bourn really came into its own as a bomber base. 97 squadron (RAF) arrived on April 18th 1943 with their Lancaster Is and IIIs. With small detachments at nearby Graveley, Gransden Lodge and Oakington, they would stay here until moving on to Coningsby a year to the day later. Whilst at Bourn, they became a ‘marker’ squadron as part of the PFF Group. Notable target’s were both the Zeppelin works at Friedrichshafen in June 1943 and the Italian naval base at Spezia in April 1944; an event that became to be the first RAF “shuttle-bombing” raid. The introduction of Lancasters at Bourn greatly reduced the number of crews being lost. However, 97 Sqn were to suffer one of the worst nights on Bomber Command record, and not through enemy action either. During the night of December 16th /17th 1943, a large number of aircraft left from some 20 squadrons*1 to attack Berlin. Casualties to and from the target were on the whole low but for 97 Squadron it was arriving home that their troubles were to begin. This night would become known as ‘Black Thursday’.*2.
A Nissen huts survives in modern use.
As they approached Cambridgeshire, they were informed that the weather had closed in on Bourn and landing would be very difficult if not impossible. In an effort to get the bombers down safely, all manner of tactics were used to move the fog and illuminate the runways. Some aircraft managed to divert to other bases in Lincolnshire and Norfolk where FIDO was in operation, but many tried to wait it out. The result was a critical loss of fuel and subsequently several aircraft crashed in the dense fog. The loss that night was devastating for 97 Sqn: JB531 ‘OF-Y’; JA963 ‘Q’; JB243 ‘P’; JB482 ‘S’; JB219 ‘R’; JB117 ‘C’; JB119 ‘F’ and JB176 ‘K’ were all lost crashing in the vicinity of the airfield with many of the crews being killed.*3
It was during these last few weeks of 97 Sqn’s stay that Bourn would start to accept new residents. The smaller and much more agile Mosquito IX of 105 Squadron arrived to continue the pathfinder operations. Noted for their unusual black paint work, they would carry out many notable operations from here, especially in the lead up to D-day in June 1944, identifying and marking coastal batteries for the heavier bombers to attack in preparation for the invasion. One of these aircraft, MM237, would sadly fall victim to ‘friendly fire’. On crossing the coast on its way home, on March 6th 1945, it was shot down by a British night fighter. The crew luckily managed to bale out moments before the aircraft struck the ground.
105 would stay at Bourn for the duration of the war, taking on a new model Mosquito XVI in March 1944. They would mark high-profile targets such as: oil refineries, road and rail junctions, marshalling yards and coastal batteries. Many targets were as far afield as the German heartland; 105’s final operational sorties would take 4 Mosquitos to Eggebeck on the night of 2nd/3rd May 1945, a month before they left Bourn for Upwood and final disbandment.
In December 1944, the last residents of Bourn would arrive and join 105 Sqn. Being reformed here on December 16th, 162 Squadron (RAF), would fly the Mosquito XXV until February the following year when they would replace them with the Mosquito Mk XX. As part of the light-bomber unit of the Light Night Striking Force, 162 would quickly establish their effectiveness, striking hard at the heart of Germany, Berlin, in 36 consecutive raids. 162 would eventually leave Bourn on July 10th 1945 to go to RAF Blackbushe and their disbandment. Even though they were only here at Bourn for a short period, they would amass 4,037 flying hours in 913 operational sorties. Their loss rate would reflect the effectiveness of the Mosquito as a fighter, a bomber and a PFF weapon, losing only four aircraft in operational missions.
The departure of 162 Sqn would leave Bourn both desolate and very quiet.
One of the few derelict buildings that still survive.
Post war, Bourn lay idle, the nearby hangars were used by Marshalls of Cambridge for vehicle repairs but eventually these were sold at auction, leaving the site empty. It was completely closed down three years later. The land was sold off in the early 1960s and development has gradually encroached ever since. One small saving grace for Bourn is that a small flying club operated by the Rural Flying Corps is utilising a small part of the field including sections of two of the original runways. It is hoped that this will continue and keep the history of Bourn airfield alive.
Recently affected by the building of extensive housing developments and a new dual carriageway, Bourn has had much of its original infrastructure removed. The runways were cut slightly short and much of the accommodation and technical site redeveloped. However, a small gain from this is that the dual carriage way offers some interesting views along the remains of its enormous stretches of runway.
If approaching from Caxton Gibbet to the west, leave the dual carriageway and pull on to the smaller Saint Neots road that runs parallel. From the bank you can see along the runway taking in its enormous width. Other views of this, can be seen from the bridge that takes you back over the A428 toward the village of Bourn to the south.
It is also along this road that the fire tender station can be found, now utilised by a small industrial company it is one of the few original buildings surviving in good condition today.
The fire tender shed, now a small business unit.
Many tracks can also be seen along here, pathways that would have led to the admin and accommodation areas of Bourn, the road now separating the two areas. There are a couple of Nissen huts here too, again used by small industrial companies, whilst other buildings stand derelict and in grave danger of demolition by weather or developer.
Whilst the runways are intact, large parts are used for storage and a section is used for motorcycle training. A lone windsock flies over the flying club.
Recent archeological investigations have revealed late prehistoric and Roman connections around the site, including a Roman burial site within the grounds of the airfield. Great crested Newts are also known to inhabit the area, perhaps history and nature will prevail. With continued development and further proposed housing, the future of Bourn is very uncertain and should these plans go ahead, Bourn like many other airfields of Britain will most likely cease to exist.
After leaving Bourn, we travel a stones throw south-west to a small airfield now more commonly seen with sedate gliders than fearsome fighters of the Second World War. We stop at Gransden Lodge.
Notes:
*1 loses were recorded from 7, 9, 12, 44, 57, 97, 100, 101, 103, 156, 166, 207, 405, 408, 426, 432, 460, 576, 619, 625 squadrons all Lancasters.
*2 a website dedicated to 97 Squadron gives detailed information into ‘Black Thursday’ including personal accounts, the unit, men and operations.
In this trip we head back northwards into Lincolnshire otherwise known as ‘Bomber Country’ to an airfield that is steeped in history; active since the first world war, it stands high above Lincoln but only a few miles from the Cathedral, a landmark welcomed by many a returning bomber crew. It was here that three Victoria Crosses were earned, Lancasters filled the skies and from here the famous ‘Dambusters’ of 617 Squadron carried out their daring raid on the dams of the Ruhr. It is of course RAF Scampton.
RAF Scampton.
RAF Scampton is to Bomber Command what Biggin Hill is to Fighter Command. It embodies all that is the air war of those dark days of the 1940s; the bravery and dedication of crews, the sacrifice, the loss and the heartache. It has had a long and successful life; even today it is a military airfield but one that sadly operates as a shadow of its former self.
Opened during the First World War under the name of Brattleby Cliff, Scampton was a Home Defence Flight Station, operated by the Royal Flying Corps with 11, 60 and 81 squadrons. A variety of aircraft were based here and it performed in this role until closing shortly after the cessation of the conflict in 1918. For a while Scampton lay dormant, many buildings being removed, but, as a new war loomed over the horizon, it once more sprang into life as RAF Scampton.
Opening in 1936, it was designed as a grass airfield. Its firsts residents were the Heyford IIIs of No 9 squadron (RAF) in 1938, who stayed for just short of two years. They were joined by the Virginia Xs of 214 Squadron (RAF) who arrived in October that same year. A brief spell by 148 Squadron (RAF) in 1937, further added to the variety of aircraft at this base.
The next units to arrive would see Scampton into the Second World War. Both 49 and 83 Squadrons arrived with Hawker Hinds, models they retained until replaced by the more modern twin-engined Hampdens in 1938. Using these aircraft, Scampton would have an auspicious start to the war. With inexperienced crews, flying was very ‘hit and miss’ – delays, missed targets and inaccurate flying all became common place during this period of the ‘phony’ war.
However, as the mighty German war machine charged across Europe, Scampton’s crews were to find themselves in the thick of the fighting. With bombing and mine laying being the main focus for them, they would learn quickly through flying into high risk areas – many heavily defended by flak and determined fighter cover – that they had to be better. It was in this early stage of the war that the first Victoria Cross would be earned by a Scampton pilot.
Flight Lieutenant Roderick Learoyd who by now was a veteran of 23 missions, fought to hold his badly damaged aircraft on track during a raid on the Dortmund-Ems Canal. Then, nursing the crippled aircraft home, he would remain circling the airfield for three hours, so he could land his aircraft safely in the daylight rather than endangering his crew by landing at night.
Scampton’s sorties would become almost continuous. Barely a month would pass before a second V.C. would be won by wireless operator Sergeant John Hannah flying with 83 Squadron, in a raid on ports in the lowland countries. It was believed that the Germans were massing their invasion barges here and vital that they were bombed to prevent the invasion taking place. During the raid, Hannah would extinguish an onboard fire using a small fire extinguisher, then his log book and finally his hands. Badly burned and in great pain, he helped nurse the stricken aircraft home after two of the crew bailed out.
Scampton continued to develop as bomber station. Crew quarters were in short supply and often cramped. In March 1940, Fairy Battles of 98 Squadron would have a very brief spell here whilst on their way to RAF Finningley. In December 1941, 83 Squadron received the new Avro Manchester as a replacement for the now poorly performing Hampden, followed in April 1942 by 49 Squadron. These aircraft were not loved or admired, suffering from gross under power, and major hydraulic issues, they would soon go in favour of the RAF’s new bomber and Scampton’s icon, the Lancaster I and III.
Scampton from Gibson’s window. Nigger’s grave can be seen to the left.
Both 49 and 83 squadrons would leave Scampton soon after this upgrade. Scampton itself would then go through a period of quiet until when in September that year, on the 4th, Lancaster I and IIIs arrived with 57 Squadron. They would stay here operating over Europe for one year before moving off to nearby RAF East Kirkby. 467 Squadron joined 57 for a short period, being formed at Scampton on November 7th 1942 again with the formidable Lancaster I and IIIs. Their stay was much shorter however, within a month of arrival they would have gone to RAF Bottesford.
It was the following year that Scampton really became famous with the formation of 617 Squadron (RAF) in March 1943. Commanded by Wing Commander Guy Gibson, a Scampton ‘veteran’ himself, 617 Sqn was put together for a very special operation using specially modified Lancaster IIIs. ‘Operation Chastise’ is probably the best known military operation of Bomber Command and the story of the Dams raid on the Mohne, Eder and Sorpe dams is well documented in virtually every form of media possible. This raid was to become synonymous with Scampton even though 617 Sqn were only here for a very brief period of time. They would only undertake two raids from Scampton, the Dams raid and a second to Northern Italy, before they moved to Coningsby, and later Woodhall Spa (Trail 1), both a short distance to the south. It was of course that as a result of this raid, Scampton would earn a third VC through the actions of Wing Commander Guy Gibson.
The departure of both 57 and 617 Squadrons from Scampton allowed for development of the runways. Concrete was laid for the first time, in sufficient amounts to accommodate more heavy bombers, and the first to arrive were the Lancaster I and IIIs of 153 Squadron (RAF).
153 Sqn were to see out the war at Scampton, but their stay was not a good one. As the war drew to a close, 153 began the mining operations that Scampton had been so used to at the outbreak of war. Casualties were high with many crews being lost including that of the Gibson’s contemporary, Canadian born Wing Commander Francis Powley. On the night of April 4th/5th, two Lancaster Mk. Is – NX563 ‘P4-R’ and RA544 ‘P4-U’ with Powley on board, were both shot down by Major Werner Husemann of I./NJG3, over Kattegat, whilst on a ‘gardening’ mission. The crews were all lost without trace and are commemorated on the Runnymede memorial.
Two Sisters under refurbishment in one of the four hangars.
On this same night, more Lancasters I and IIIs arrived from RAF Kelstern with 625 Squadron (RAF) and together they formed part of the last major Bomber Command operation of the war. On 25th April 1945, they flew against Hitler’s mountain retreat at Obersalzberg, Berchtesgaden. 153 Sqn was eventually disbanded on September 28th 1945 followed by 625 Sqn on October 7th that same year.
A brief 3 month stay by 100 Squadron saw flying from Scampton cease and it remained without operational flying units for the next two years.
Scampton would next play a part in the Berlin Airlift. American B.29 Superfortresses were stationed here for a year as part of the US Strategic Air Command between 1948 and 1949 flying operations into the besieged Berlin. There then followed another quiet period, something that was common place for Scampton and it wasn’t until 1953 that it would see flying activity once again.
On 15th January 1953, 10 Squadron would reform here, followed not long after by 27 Squadron (15th June), 18 Squadron (1st August), and finally 21 Squadron on 21st September1953; all operating the new Canberra. Many of these units would stay for only a short period of time, moving on to new bases relatively quickly. However, as the ‘cold war’ threat increased, Scampton would come back into the limelight once more.
In 1956 the main runway was extended to 10,000ft causing the main A15 road to be re-routed giving it its notable ‘bend’. After two years, on 1st may 1958, 617 squadron would return to its historical home, being reformed at Scampton with the mighty Vulcan B.1. 617 Sqn would fly a variety of versions: B.1A, B.2 and B.2A, until disbandment on New Years Eve 1981*1. It was during this time that the Blue Steel would form Britain’s Nuclear deterrent, the very reason the Vulcan was designed. History was to repeat itself again on 10th october 1960, as 83 Squadron, who had flown Hampdens at the outbreak of war from here, were also reformed at Scampton, also with the B.2 and B.2A Vulcan. 27 Sqn were also to return, going through a number of reforms and disbandment forming up again at Scampton on 1st April 1961 to join what became known as the ‘Scampton Wing’. 83 Sqn sadly though, were not to last as long as their historical counterparts, being disbanded on 31st August 1969.
Then on 16th January 1975, more Vulcans would arrive, those of 35 Squadron (RAF) who would go on to serve until disbandment on March 1st 1982 again here at Scampton. This being the last ever operational flying unit to grace the skies over this iconic airfield.
A small reprieve for Scampton came in the form of two separate stays by the adored aerobatics team the Red Arrows, who have continued to use Scampton as their base stunning crowds at airshows around the world. Currently stationed here until the end of the decade, Scampton at least has retained some flying for the foreseeable future.
Today RAF Scampton is home to only two small non-flying but operational units; the Air Control Centre (ACC) who merged with the Control and Reporting Centre (CRC) and the and Mobile Met Unit (MMU). These are responsible for monitoring British Airspace 24 hours a day, 365 days a year ready to alert the RAF’s QRA units when intruders are detected. These units provide Scampton with around 200 working personnel, somewhat dwarfed in a base built for 2000.
Scampton is of course synonymous with the Dambusters, and it is predominately this history that keeps Scampton alive today.
The four enormous ‘C’ type hangers stand virtually idle, no longer holding the huge aircraft they were designed to hold. No Vulcans fill their beams, no Lancasters roar into life on moon lit nights. Instead private companies use one for storage, the Red Arrows another and the Heritage Centre a third. The last one is utilised by the Museum of RAF Firefighting to store some 40+ historically important RAF and civilian fire engines all once used to fight the fierce fires of crashed aircraft. Reputedly the largest collections of fire fighting equipment, models, photographs and memorabilia in the world, it is an extensive collection and well worth the visit.
Two of the four ‘C’ types Hangars, each one could take 4 Vulcans. Note the Red Arrow Hawk.
Whilst only a fraction of Scampton is used these days, its crew quarters quiet and locked, it remains under very strict security with patrolling armed guards. Photography is strictly forbidden around the former quarters, but once on the actual airfield security is relaxed – albeit in a small amount. Access is only by prior permission as a visitor to either the National Museum of Fire Fighters or to the Heritage Centre. It is these volunteers that care for and share the very office used by Guy Gibson when 617 sqn prepared for their mission to the Ruhr.
On arrival at Scampton an armed guard watches vigilantly, as guides check your ID, a passport or drivers licence, who then take you through the gate to walk along where Gibson and his crews were briefed on that very night. The buildings that line either side of the road are no different from that day and it is here in this very spot where Guy Gibson (Richard Todd) walked away from Barnes Wallis (Michael Redgrave) at the end of the 1955 film “The Dambusters”. The main gate you walk through to enter the site is the very gate at which the squadron mascot ‘Nigger’ was run over and killed by a car. Not by a hit and run driver as portrayed in the film, but a passer-by who stopped, collected the dog and reported it to the very guard-house that stands there today. Like many films portraying the brave and heroic acts of the Second World War, the factual accuracy of the film is somewhat skewed. However, the film makers could be forgiven for this as much of the operational records were still on the secret list when the film was made.
Once passed the accommodation blocks cameras are permitted and the views over the airfield are stunning. The control tower – moved after the redevelopment of the airfield – watches over its quiet expanses, little moves here expect the Hawks of the Red Arrows.
The names of those who took part in Operation Chastise.
Gibson’s office stands overlooking this part of the field, and perhaps the only reminder of that night, is Nigger’s grave. A ‘headstone’ enclosed in a fence marks the dog’s grave, placed in front of Gibson’s offices slightly offset so Gibson himself could be laid to rest here with him. Sadly his death on September 19th 1944 near Steenburgen in Holland prevented the reuniting of Gibson’s body with his beloved pet and the two remain separated for eternity.
His office, so well reconstructed, stands with period furniture as it would have been during his stay here with 617 sqn. Uniforms, photos and numerous other artefacts from that time are displayed for the visitor.
Below this floor, a large model of a Lancaster and more artefacts reflect the historical importance of 617 squadron from its earliest days of the Second World War to the point when they were to return with the RAF’s modern fighter the Tornado.
Guy Gibson trail then takes you through a mock-up of the crew quarters and on into the hangar. Here several aircraft are stored, a Hunter, Sukhoi SU 22, Gnat and Hawk both in Red Arrows colours. Also a second Hawk used to train RAF Technicians ready for the Red Arrows. Two Lancaster front sections are being carefully restored and a number of artefacts are stored here waiting their fate whatever that may be.
Scampton as an ‘active’ base may well have a reprieve over the next year or so. With the recent announcements from the RAF that Waddington will no longer host an airshow due to ‘increased security risks’, Scampton has been identified as a possible replacement venue after 2017. Whether this will come to fruition or not is yet to be seen, but if it does, it may well breath new life into this historic and truly iconic airfield.
Further reading, links and notes.
There are many additional stories linked with Scampton that would simply fill a book. The live bomb unknowingly used as a gate guard for a number of years, the Lancaster that served here and now stands in the Imperial War Museum, London, and the little known story of Iris Price, possibly the only WAAF to see a bombing mission from an allied aircraft. Passing out due to oxygen loss, she was nearly thrown out of the aircraft so as to dispose of the body, thus avoiding a court-martial for her and the crew.
Guy Gibson’s own book ‘Enemy Coast Ahead’ gives a fabulous insight into his life especially whilst at Scampton and is highly recommended.
The ‘Dambusters’ Pub located near to the airfield was frequented by the crews of Scampton and is now a popular haunt for the Red Arrows. It is filled with memorabilia, photographs and is purely fascinating, a museum with beer, even producing its own tipple – ‘Final Approach’!
*1 617 would go on to be reformed later, with the ‘Tornado’ at RAF Marham forming a front line fighter squadron.
For current operational information on Scampton and how to visit the Heritage Centre click here.
In Trail 29 we turn south and head to the southern end of Cambridgeshire. This area is rich in fighter stations, both RAF and USAAF. Home to Duxford and Bader’s ‘Big Wing’, Mustangs, Spitfires and Hurricanes once, and on many occasions still do, grace the blue skies of this historical part of the country.
We start off though not at a fighter station but one belonging to those other true professionals, the Pathfinders of No 8 Group, RAF and former RAF Graveley,
RAF Graveley
Graveley sits to the south of Huntingdon, a few miles east of St. Neots. It takes its name from the village that lays close by to its eastern side. It would see a range of changes, upgrades and improvements and be home to many different residents during its wartime life.
Built as a satellite for nearby RAF Tempsford, Graveley opened in March 1942 with 161 (Special Duty) Squadron. Their role was to drop SOE agents in occupied France, a role 161 would undertake throughout its operational life. Equipped with Lysander IIIA, Hudson MkI and Whitley Vs, they were somewhat dwarfed by the enormity of Graveley airfield. Within a month of arriving however, they would leave and move away to their new permanent base at RAF Tempsford, leaving the open expanse of Graveley behind.
Built as a standard ‘A’ class airfield for 8 Group, Graveley would have three concrete runways, the main laying E-W, initially of 1,600 yds long; the second, NW-SE of 1,320 yds and the last laying NE-SW 1,307 yds. Later these would be lengthened to 2,000, 1,420 and 1,407 yards respectively as improvements and upgrades would take place. Accommodation was spread around the north side of the airfield, across the main Offord to Graveley road. These were spread over nine accommodation sites, incorporating a separate communal and sick quarters. Graveley could accommodate up to 2,600 personnel which included 299 WAAFs. As with all sites, the bomb store was well away from the accommodation to the south-west, partially enclosed by the three runways. The 50 foot perimeter track linked the runaways with 36 pan style hardstands (after the extension three of these were replaced by loops). The main technical site lay to the north-west, where two of the three T-2 hangars were located, the other being to the south-east next to a B-1.
RAF Graveley (author unknown)
Graveley lay operationally dormant following the immediate departure of 161 Sqn in April 1942. However, in May’s ‘1000’ bomber raid, aircraft from 26 OTU flew from Graveley as part of the massive operation. Four Wellingtons (all Mk Ic) failed to return; WS704, DV740, DV707 and DV709 were lost during the night of May 30th/31st – a reality check for those at this quiet Cambridgeshire base.
As Bomber Command developed the new Pathfinder Force (PFF) Graveley would find itself a major player. Its first residents, of the new 8 Group, were 35 Sqn (RAF) with Halifax IIs. These would be upgraded to MK IIIs in the following October and Lancaster I and IIIs a year later. Arriving on August 15th 1942, they would have their first mission from here just three days later. On the night of 18th/19th August, a total of 31 PFF aircraft left to mark the target at Flensburg. Poor weather and strong winds prevented accurate marking and two Danish towns were accidentally bombed as a result. A rather disastrous start for 35 Sqn.
Another blow was to fall 35 Sqn later that same year. On the night of 19th September 1942, the experienced Wing Commander J.H. Marks was lost when his Halifax II (W7657) ‘TL-L’ crashed at Blesme near Saarbrucken with the loss of three crew members. (This same identification was given to Halifax HR928 which also crashed with the loss of its crew see photo below).
Graveley village sign depicts its aviation heritage.
A number of other experienced crews were to be lost from Graveley over the next few months. But all news was not bad. The night of 18th/19th November saw a remarkable turn of fortune. Halifax DT488 (TL-S) piloted by Wing Commander B.V. Robinson, caught fire when flares in the bomb bay ignited. He ordered the crew to bail out, but as the last man left the fire extinguished itself. Robinson decided to try to nurse the bomber home. Flying single-handed, he reached the safety of RAF Colerne, Wiltshire, where he survived a crash landing. The six crew members who had bailed out also survived but were captured and taken prisoner by the Germans. As a result of his actions, Robinson was awarded a Bar to add to his DSO.
Robinson would have a second lucky escape later on, after which, in May 1943, he would become the Station Commander of his home base at Graveley.
35 Sqn would carry out a number of missions marking and attacking strategic targets deep in the heart of Germany. By the end of 1942 the new H2S system was being introduced and a small number of 35 Sqn aircraft were fitted with the units. Missions were on the whole successful even after the Germans developed a device able to track aircraft using it; eventually the whole of the PFF were fitted with HS2.
Halifax Mark II Series 1A, HR928 ‘TL-L’, 35 Sqn RAF being flown by Sqn Ldr A P Cranswick, an outstanding Pathfinder pilot who was killed on the night of 4/5 July 1944 on his 107th mission. The Cranswick coat-of-arms decorates the nose just below the cockpit.(IWM)*1
In early 1943, Graveley was to become the first base to use ‘FIDO’ the Fog Dispersion system, which led to a number of successful, poor weather landings. This in turn led to 15 other operational airfields being fitted with the facility, a major step forward in allowing Bomber Command to fly in poor weather.
A number of major operations were undertaken by 35 Sqn over the coming months, and the loss of Group Captain Robinson on the night of 23rd/24th August 1943 in a Halifax II (HR928) ‘TL-R’, brought a further blow to the base. Following this, Air Chief Marshal Sir Arthur Harris restricted flying operations by base Commanders as the number being lost was becoming unsustainable.
The new year brought new changes to Graveley. Mosquito B.IVs arrived with a newly formed 692 squadron (RAF). Their first mission would be on the night of February 1st/2nd 1944 in which a single aircraft would attack Berlin.
Armourers wheel a 4,000-lb HC bomb into a Mosquito. The Mosquitos were fitted with bulged bomb-bays in order to accommodate ‘Cookies’. The tower can be seen behind. (IWM)*2
Some of these 692 Sqn Mosquitos were later modified to carry the enormous 4,000 lb ‘Cookie’ bomb, This was first used by S/Ldr. Watts in Mosquito DZ647 who took off at 20.45 hours to attack Düsseldorf. The attack took place on the night of 23rd/24th February 1944 from a height of 25,000 feet. The initial bomb was followed by two further bombs from Mosquitos of the same squadron, DZ534 and DZ637.
The first casualties for 692 Sqn were reported only three days earlier, on the night of 19th/20th February, which also proved to be the worst night of Bomber Command casualties in the war so far. Mosquito DZ612 ‘P3-N’ flown by F/L W Thomas (DFC) and F/L J Munby (DFC) took off at 01:05 to attack Berlin. The aircraft was shot down and both crew members killed.
Mosquito B Mark XVIs of No. 692 Squadron RAF (PF392 ‘P3-R’ nearest), lined up at Graveley. (IWM)*3
In early April 1944, a small detachment of 571 Sqn Mosquitos (RAF Downham Market – Trail 7) joined 692 passing through on their way to RAF Oakington and then Warboys where they were eventually disbanded. An event not un-typical for Graveley.
692 would have another claim to fame a year later on January 1st 1945. In an attempt to assist in the Ardennes offensive they attacked supply lines through a tunnel, requiring the bomb to be dropped into the mouth of the tunnel where it would explode. These attacks were carried out between 100 and 250 feet using the ‘Cookies’ and were so successful that smoke was seen bellowing from the other end of the tunnel.
The final 692 Sqn mission would be on the night of May 2nd/3rd 1945, and consisted of 23 aircraft in 2 waves of 12 and 11 aircraft against Kiel; all crews would return safely.
692 Squadron RAF, would operate a variety of Mosquito types during its life the B.IV, XIV and XVI and would prove to be highly successful and instrumental in 8 Group’s ‘Light Night Striking Force’.
35 Sqn RAF would go on to have a long and established career, as late as 1982. 692 Sqn on the other hand would move to Gransden Lodge in June 1945 where they were finally disbanded; a sad end to a remarkable career. Many highly regarded crew members were lost in operations from Graveley. including Sqn. Ldr. R. Fitzgerald and Wing Commander A. Cranswick. Graveley would have a high record of prestige loses such was the nature of the PFF.
The remaining buildings utilised by the farm, which no longer resembles the Control Tower it was.
Other units to grace the skies over Graveley would include detachments of 97, 115 and 227 Sqns all with Lancaster I and IIIs, many prior to disbandment toward the war’s end.
692 Squadron carried out 310 operations from Graveley losing 17 Mosquitos in all. A total of 150 aircraft were registered either missing or crashed following operations from this station: 83 Halifaxes, 32 Lancasters and 35 Mosquitos.
As one of the many pathfinder stations in this part of the country, Graveley is linked by the long ‘Pathfinder Walk’ that leads all the way to RAF Warboys in the north (Trail 17). Using this walk allows you to visit a number of pathfinder bases linking each one by open cross-country footpaths.
Today, Graveley is all but gone. The control tower is now very well disguised as a farm-house, its shape considerably different to the original design, the concrete huts have been pulled down and the runways mainly dug-up. A couple of buildings do still remain next to the farm-house, storing a range of farm equipment. The perimeter track considerably smaller in width, remains used by the local farm for lorries to transport their goods to the main road.
The perimeter track where bombers once lumbered.
A small memorial has been erected and sad to say, is poorly maintained. It stands at the entrance to the former airfield on the northern side, now the entrance to the farm site.
Graveley is typical of the sad end to many of Britain’s lost airfields. The wide open expanses that once resounded with the roar of piston engines taking brave young men to war, are now quiet and the sounds mere whispers in the wind. Lorries gently roll where the wheels of laden bombers once lumbered. The brave acts of those young men now laid to rest in a small stone overlooking where they once walked. As a pivotal station in 8 Group, Graveley and its crews deserve a much greater recognition for their dedication, bravery and sacrifice.
A beautiful stained glass window can be found in Graveley church and is worthy a visit if time allows.
After the quiet of Graveley we head south-east, but before arriving at our next planned destination, RAF Bourn, we stop off at the now extinct RAF Caxton Gibbet.
After leaving the open expanses of Deopham Green and the roar of Snetterton, we head to a very remote and quiet airfield. Quiet and remote for a very special reason. From here crews would experience top-secret flights, we would see a link to one of America’s greatest and most powerful families and the RAF would strike another blow at the heart of the Gestapo. We head to RAF Fersfield.
RAF Fersfield (Station 140/554)
29 August 1946. Photograph taken by No. 541 Squadron, sortie number RAF/106G/UK/1707. English Heritage (RAF Photography).*1
Originally built as a satellite for RAF Knettishall, RAF Fersfield, was built-in late 1943. The third Class A airfield on this Trail, its main runway ran along a NE-SW direction, was 2000 yds in length and was constructed of concrete. There was a second and third runway of 1,400 yds running N-S and E-W again of concrete. Fersfield had two T-2 Hangars, one to the north side and one to the south, and 50 loop dispersals for aircraft storage. The bomb dump was located to the north, the technical area to the south and the accommodation blocks to the south and south-west. Fersfield would eventually be able to accommodate up to 2000 mixed personnel.
Initially, the airfield was called Winfarthing and designated station 140, it was then handed over to the USAAF who would rename it Fersfield Station 554.
Fersfield was specifically chosen for its remote location as, unknown to those who came here, it was going to play a major role in the battle over Europe.
The first residents were a detachment of the 388th Bomb Group (BG) based at Knettishall which consisted of four bomb squadrons: the 560th 561st, 562nd and 563rd. A detachment specifically from the 562nd, were brought here to perform special operations and research into radio controlled bombs using war-weary B-17s and B-24s.
T2 Hangar now a store
Operating as Operation ‘Aphrodite’, the idea was to remove all operational equipment from the aircraft, fill it with around 20,000 lb of ‘Torpex’ and fly it by remote control into a specified target such as ‘V’ weapon sites, submarine pen (Operations Crossbow and Noball) or similar high prestige targets that were otherwise difficult to destroy .
Both the USAAF and USN were carrying out these trials. The Navy, also using Fersfield, called their operations ‘Anvil’ and used the PB4Y (the Navy version of the B-24 ‘Liberator’) as their drone.
The first Aphrodite mission took place on August 4th 1944, and was to set the tone for all future operations. Mission 515, was flown using four B-17 ‘babies’ with four accompanying ‘mothers’ to target ‘V’ weapon sites at : Mimoyecques, Siracourt, Watten, and Wizernes. Escorting them were sixteen P-47s and sixteen P-51s. One of the babies, B-17 (42-39835) ‘Wantta Spa(r)‘ (TU-N), had completed 16 missions between November 18th 1943 and July 6th 1944 with the 351st at Polebrook and was declared to be “war-weary”. It took off and very soon the crew, Lt J. Fisher and T/Sgt E. Most, realised there was a problem with the altimeter causing it to climb too quickly. Whilst T/Sgt Most bailed out, Lt. Fisher struggled on with the controls until it finally crashed in an almighty fireball in woodlands at Sudbourne, Suffolk creating a crater 100ft wide. The three remaining ‘babies’ carried on but all failed to hit their designated targets. One Mother lost control and the baby hit a Gun Battery at Gravelines, the second overshot and the third B-17F formally (41-24639) “The Careful Virgin” ‘OR-W’ of the 91st BG (323rd BS), hit short due to controller error.
B-17F “The Careful Virgin” before modification and whilst in the hands of the 91st BG. (USAF Photo)
Similar results were to follow in another mission only two days later, and then in further operations throughout both the Aphrodite and Anvil projects.
The most famous tragedy of these missions was that of Lieutenant Joseph P Kennedy Jnr, who was killed when his PB4Y unexpectedly blew up over Suffolk killing both him and his co-pilot on 12th August 1944.*2 In all there were 25 drone missions completed but none successfully hit their designated target with either control or accuracy. The missions were all considered failures and the operations were all cancelled soon after.
Former Operations Block south of the Technical site.
Another secret operation taking place from Fersfield, also involved radio controlled bombs. Designated Operation ‘Batty’ it involved GB-4 television controlled bombs being slung underneath B-17s and guided onto targets using TV. The 563rd BS provided much of the support whilst the others in the 388th BG the crews. In the later part of 1944 a small number of these operations were flown again with little success and this too was abandoned before it could have any significant effect on the war.
All in all, the operations carried out here, were disastrous, killing as many crews and causing as much damage to the UK as it did the enemy. However, it did mean that the Allies had entered into the drone war and set the scene for future military operations.
The Americans left Fersfield late in 1944, and it was handed back to the RAF. A number of units used it for short periods primarily for aircrew training. However, Fersfield was to have one last remarkable mission and a further claim to fame.
Nissan Huts on the former accommodation site.
On March 21st 1945, Mosquito VI units of 21 Sqn (RAF), 464 Sqn (RAAF) and 487 Sqn (RNZAF) all part of 140 Wing, were pulled back from the continent for a special mission to attack the Gestapo Headquarters at Copenhagen. Primarily based at Hunsdon (Trail 25), the mission was Led by Gp. Capt R Bateson and Sqn Ldr E Sismore, who took off in Mosquito RS570 ‘X’ at 08:35 and led a group of Mosquitoes in three waves of 6 aircraft in Operation Carthage.
The Shellhaus building raid gained notoriety for two reasons. Firstly, a large part of the building was bombed and destroyed and important documents set alight thus achieving the overall objective of the mission. A low-level daring raid it was operationally a great success. However, Mosquitoes following the initial wave attacked what they believed to be the building but what was in fact a school masked by fire and smoke. This caused a significant number of casualties including children.
Six aircraft failed to return from the mission, four Mosquitoes (one of which crashed causing the smoke and fire that masked the school) and Two P-51s that were part of a 28 strong fighter escort.
This operation was one of many daring low-level raids that the wing carried out, attacking various buildings including the Amiens prison.
The wing left Fersfield which signified the end of overseas operations and Fersfield would become a staging post for units prior to disbandment. Between November 1944 and September 1945 a number of units would be located here which included 98, 107 (one week), 140 (four days), 180 (one week), 226, 605 and 613 Sqns. Operating a number of aircraft types including: Mosquitoes (T.III), Bostons (IIa), Hurricanes (IV), Martinets (TT.III), Mitchells (III) and Anson Is, Fersfield had now had its day. In the following month, December 1945, the site was closed and the land sold off. Fersfield had closed its door for the last time and history had been written.
Post war, Fersfield had a brief spell of motor racing on its tracks and runways, but unlike Snetterton or Podington it wouldn’t last and in 1951 Fersfield became agricultural once more, with many of the buildings being demolished and the remainder left to rot or, some thankfully, used for storage.
A few buildings remain on the technical Site.
Today a few buildings still do remain clinging onto life. The T-2 on the south side stores grain, and a number of Nissen huts that housed the technical aspects of the airfield, are now storage for farm machinery and other associated equipment. All these can be located at the end of a small road from the village and when visiting, I found the workers here only to willing to allow the visitor to wander freely among them. Footpaths cross the southern side of this site and to the north across the field dissecting the airfield. The path is very poorly marked and you are simply wandering across the crops. From here, you can find the last few remains of the accommodation site, further south a short distance away. Latrines and other communal buildings are shrouded in weeds, gradually disappearing beneath the undergrowth. Trees sprout from between the walls where so many walked, before or after a mission. Nissen huts survive further out, now dilapidated and hastily patched, their memories mixed amongst the personal belongings of new owners.
One of the many Latrines on the communal site.
It is hard to believe that an airfield with such an iconic history as Fersfield never made it to the status of so many others. Surprisingly, it was here at this quiet and remote part of Norfolk that aviation history was made and American politics changed forever.
Mosquito Mk.VIs involved in the Operation Carthage,*3.
No 487 Squadron
RS570 ‘X’
Gp Capt R N Bateson / Sqn Ldr E B Sismore (Raid Leader)
PZ402 ‘A’
Wg Cdr F M Denton / Fg Off A J Coe (damaged, belly landed at base)
PZ462 ‘J’
Flt Lt R J Dempsey / Flt Sgt E J Paige (hit by flak, 1 engine u/s, returned safely)
PZ339 ‘T’
Sqn Ldr W P Kemp / Flt Lt R Peel
SZ985 ‘M’
Fg Off G L Peet / Fg Off L A Graham
NT123 ‘Z’
Flt Lt D V Pattison / Flt Sgt F Pygram (missing)
No 464 Squadron
PZ353
Flt Lt W K Shrimpton RAAF (Pilot) / Fg Off P R Lake RAAF
PZ463
Flt Lt C B Thompson / Sgt H D Carter
PZ309
Flt Lt A J Smith RAAF / Flt Sgt H L Green RAAF
SZ999
Fg Off H G Dawson RAAF / Fg Off P T Murray (missing)
RS609
Fg Off J H Palmer RAAF / 2nd Lt H H Becker RNorAF (missing)
SZ968
Wg Cdr Iredale RAAF / Fg Off Johnson
All aircraft took off at 0840; last back landed 1405.
No 21 Squadron
SZ977
Wg Cdr P A Kleboe / Fg Off K Hall (missing)
PZ306
Sqn Ldr A F Carlisle / Flt Lt N J Ingram
LR388
Sqn Ldr A C Henderson / Flt Lt W A Moore
HR162
Flt Lt M Hetherington / Fg Off J K Bell
No 21 Squadron records list only these four aircraft and crews above as taking part in this operation.
All aircraft took off at 0835; the three which returned did so at 1355.
Sources and further reading.
*1 Photograph in Public Domain, taken from Wikipedia 20/8/15
*2 For a more detailed explanation of the Anvil operation that killed Joseph Kennedy Jnr see ‘Heroic Tales‘.
In Trails 27 and 28 we head back to southern Norfolk, to the eastern side of Thetford Forest. We visit three airfields, each one tells a remarkable story of heroism, bravery and loss.
Our first, just to the north of Attleborough, was home to the mighty B-17s of the 452nd Bomb Group, 45th Combat Wing, 3rd Air Division, Eighth Airforce. We start off at the windy and open expanse that is Deopham Green.
RAF Deopham Green (Station 142).
Deopham Green taken 9th July 1946*1
Deopham Green (Station 142) was built-in 1943, to Class A standard and consisted of the usual three concrete runways; the main of 2,000 yds running NE-SW and two further runways NW-SE and W-E both of 1,400 yds. All three were linked by a perimeter track with fifty-one dispersed hardstands (forty-nine loops and two pans), and two T2 hangars, one to the north and the second to the south-west of the airfield. The accommodation sites, 13 in all, lay to the west and south-west and could accommodate around 2,900 personnel. A mix of communal sites, sick quarters and accommodation blocks were spread widely to avoid injury through attack. The bomb site and fuel stores were situated to the south-east well away from the accommodation area.
Deopham Green’s first and only flying resident for the duration of the conflict was that of the 452nd Bomb Group.
The 452nd BG was made up of four bomb squadrons; 728th, 729th, 730th and the 731st, flying B-17Gs. A black square with a white ‘L’ and parallel yellow bands denoted the group, whilst individual squadrons were issued with the codes 9Z (728th), M3, (729th), 6K (730th) and 7D (731st), although these were not displayed on individual aircraft during the conflict. Instead, squadron codes were a bar and ‘+’ sign or combinations of each allocated beneath the aircraft serial. The B-17s of the 452nd were originally olive and grey factory finish, but in March 1944, they began using the more common natural metal finish.
The main runway looking south-west. The adjacent road uses part of the original track.
They were activated on June 1st 1943 moving to Deopham Green later that year between December and January 1944. Their first combat mission was to be on February 5th 1944. They would attack strategic targets such as: Frankfurt, Regensburg, Kassel, Schweinfurt and the oil installation at Bohlen. They initially operated over northern France attacking airfields, bridges and coastal defences in preparation for the Normandy invasion; supported ground troops in the advance against Brest, St Lo and the Battle of the Bulge. They also struck sites in preparation for the Allied crossing of the Rhine.
The 452nd was one of the first groups to use Petroleum Jelly bombs, later known as ‘Napalm’, a weapon that was to prove deadly to its victims.
It was on November 9th 1944 that Lieutenants Donald Gott and William Metzger Jr performed courageously earning the Medal of Honor posthumously after they were killed nursing their crippled B-17 ‘Lady Janet‘ home from Saarbrucken. Their story is described in ‘Heroic Tales‘.
For their courage, the 452nd BG received their first Distinguished Unit Citation (D.U.C) on April 7th 1945 for their action against strong fighter cover and flak over the jet fighter base at Kaltenkirchen. Mission 931 would see one hundred and forty-three B-17s take on FW-190s and Me 262s – the 452nd would lose four B-17s. This was to be the final D.U.C. of the entire conflict for any bomb group.
The 452nd flew their final operational sortie later that month on the 21st April 1945, returning to the U.S. in the following August where they were disbanded on the 28th.
The southern end of the main runway.
In total, the 452nd flew 250 missions dropping 16,466 tons of bombs and losing 158 aircraft. They had the unenviable honour of having more Commanding Officers than any other Bomb Group during the Second World War. They achieved a D.U.C and two posthumous Medals of Honour, their awards reflecting their dedication, bravery and sacrifices.
Sadly only one aircraft 42-39970, ‘E-Rat-Icator‘ of the 730th BS, was to survive every mission and return home to the United States. E-Rat-Icator completed an incredible 120 bombing missions, a major triumph for any operational aircraft only to be unceremoniously scrapped in December 1945.
B-17, 42-39970, ‘E-Rat-Icator’ 730th BS, which was one of the first to use Petroleum Jelly bombs. This was to be the only aircraft of the 452nd to survive every mission and return home*2
At the end of hostilities the 452nd left the UK and Station 142 was handed over to the RAF 258 Maintenance Unit for care and maintenance. It was finally closed for good on New Years day 1948, the land was sold off in 1961 and returned to agriculture, a state in which it survives today.
Deopham is a windy and wide open expanse. Development of the site has changed little of its atmospheric feeling. If starting at the southern end of the airfield, the first signs we see are two small structures; a small sentry post and ground crew hut used during maintenance work. Both stand amongst the hedges overgrown and almost hidden, the sentry post very run down and its life is surely near the end. The hut fights on, albeit in a very poor state, and is now the home of farm machinery and stores, and is more likely held together by the weed than any orignal fixings. To your left, at the end of this small track is a loop dispersal, where the B-17s would have been worked on by the crews in the hut.
A hut once used by ground crews, barely stands in the undergrowth.
Leaving here, head north, taking the road from Bush Green follow it round. You pass on your right the entrance to the former fuel dump, then you veer right, this is now the original peri track. Turning left, you pass a gate on your right, this junction is the entrance to the bomb store . There is no longer any sign of the mass of munitions that once sat here, merely a concrete road and farm supplies. Continue heading north, you are now on the lower section of the NW-SE runway. A short way up, it crosses the main runway, remains of the original can be seen on both sides of the road, its width giving an indication of the size of the aircraft that used it. From here, turn right and then drive along its length toward Deopham Stalland. This road utilises the main runway virtually in its entirety. The length of these concrete runways clearly visible, and in places, so too is the width, some 50 feet. Along here, the old sections that have not been covered in tarmac, run along side, and stopping off at any point allows you to stand and soak up the atmosphere of those lumbering bombers racing down the runway, labouring to get airborne with their mighty loads. At the end, you can see the last section stretch out before you, the weeds now taking over. Turning left will take you round the peri track toward the north-eastern side of the airfield and away from the site.
One of the few remaining buildings fights the vegetation – Accommodation Site 7
Turn back on your self, drive down the ‘runway’ to the crossing point and then right and continue north. This is the secondary NW-SE runway once more. Most of this is now beneath the soil, but small sections can be see. Eventually you arrive at a small triangular grassed area. Three trees enclose a small memorial dedicated in May 1992 to the crews of the 452nd BG. A large concrete expanse to the right, the ‘car park’, are the remains of the original runway; from here it heads off to the north as a small track now frequented by dog walkers rather than heavy bombers. Carry on in a westerly direction toward the farm buildings. To your right a small track leads to where the control tower once stood. Sadly long gone, it was a standard wartime design to 12779/41, and was demolished after the land was sold in the 1960s. Behind here was the admin site, housing several dispersals and a blister hangar. All now gone and the land used for buildings owned by Stallard Farm.
To your left stood one of the two T2 hangars and other technical buildings, again mostly all gone today, those that are left are now part of the farm.
Former Gymnasium and Chancery located on Site No. 5
Continue past this area and you come to a cross roads. Directly opposite to your right is the location of accommodation site 7. Heavily overgrown, it was the home to the 728th BS. The few remaining structures here are also nearing the end of their useful lives. Further on, are accommodation sites 8 and 9, only concrete and a few foundations remain, evidence of the huts that once housed crews here. Turning left at this junction, heading south, you pass Sites 4 (Communal) and 5 (Mess). Also here were sites 12 and the sick quarters 13. Here at site 5, there are a few buildings including the former Nissen hut library, gymnasium and chapel, and former mess hall. These buildings are now owned by the Council and the Nissen hut still has today artwork paintings of ‘Robin Hood’ on the wall to the rear. A few other buildings survive around here in modern-day use. Others are mere shells and in great danger of falling down.
The former sick quarters (Site 13) still has buildings in use today.
Carrying on along this road and you leave Deopham Green through what was the main entrance. No visible sign of this remains today, the barrier and remaining accommodation sites to your right are all sadly long gone.
Deopham Green was a major airfield used by the Eighth Airforce for bombing missions over Europe. It supported ground operations, targeted transport and communication routes, and saw bravery beyond a scale imaginable today. It also led the way in new and devastating weapons that were to become commonplace in news reels in later years. It is amongst its wind-swept fields, sections of runway and small collection of buildings, that remain the memories of those who never came back to tell the tale of the devastating war over occupied Europe.
On leaving Deopham Green, we head south again, to our next stop where the roar of radial engines has been replaced by the roar of motor racing. We visit the former American airbase at Snetterton Heath.
Aviation Trails 