memorial

RAF Grafton Underwood – a remarkably important and historical place.

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As part of the ‘American Ghosts’ trail around the borders of Northampton and Cambridgeshire, we move away from Kimbolton to an airfield that is synonymous with both the first and last bombing raids of the American Air War in Europe. We travel a few miles north, here we find a truly remarkable memorial and an area rich in history. We go to RAF Grafton Underwood.

RAF Grafton Underwood. (Station 106)

Construction of Grafton Underwood began in 1941, originally part of the RAF’s preparation of the soon to be defunct bomber group to be based in this region. But with the birth of the Eighth Air Force on January 28th 1942, it would become the USAAF’s first bomber base, when the 15th Bomber Squadron arrived after sailing on the SS Cathay from the United States.

Grafton Underwood

A B-17 of the 384th BG features in the Memorial Window at Grafton Underwood.

The original idea for the ‘Mighty Eighth’ was to house a total of  some 3,500 aircraft of mixed design in 60 combat groups. Four squadrons would reside at each airfield with each group occupying two airfields, this would require 75 airfields for the bomber units alone. This figure was certainly low and it would increase gradually as the war progressed and demand for bomber aircraft grew.

The terrible attack by the Japanese on Pearl Harbour diverted both attention and crews away from the European Theatre, but in April / May 1942 the build up began and American forces started to arrive in the UK.

With ground staff sailing across the Atlantic and aircrews ferrying their aircraft on the northern route via Iceland, the first plain olive drab B-17Es and Fs of the 97th BG set down on July 6th 1942, two squadrons at Polebrook and two at Grafton Underwood.

The sight of American airmen brought a huge change to life in this quiet part of the countryside. Locals would gather at the fence and stand watching the crews as if they were something strange. But as the war progressed, the Americans would become accepted and form part of everyday life at Grafton Underwood.

Eventually the airfield would be complete and although it would go through development stages, it would remain a massive site covering around 500 acres of land.

Grafton Underwood

The remains of the main runway looking south.

A total of thirteen separate accommodation and support sites would be built; two communal; seven officers; a WAAF site; a sick quarters and two sewage treatment sites to cope with upward of 3,000 men and women who were to be based here.

The accommodation was based around an octagonal road design, the centre piece being the ‘Foxy’ cinema in Site 3 the main communal site. Roads from here took the crews away to various sites hidden amongst the trees of the wooded area. All theses site were located east of Site 1, the main airfield itself.

Grafton would have three runways; runway 1 (6,000 ft) running north-east / south-west, runway 2 (5,200 ft) running north-west / south-east and runway three (4,200 ft) running north to south, all concrete enabling the airfield to remain active all year round.

42-97948 BK-U,

B-17 ’42-97948′ BK-U, “Hell on Wings” 384th BG, 546th BS. Prior to being lost on 11th October 1944. (IWM UPL 12946)

A large bomb store was located to the north-western side of the airfield, served by two access roads, it had both  ‘ultra heavy’ and ‘light’ fuzing buildings; with a second store to the north just east of the threshold of runway 1. Thirty-seven ‘pan’ style hardstands and three blocks of four ‘spectacle’ hardstands accommodated dispersed aircraft around the perimeter track. Surprisingly only two hangars were built, both T2 (drg 3653/42) one in the technical area to the east and the second to the south-west.

On May 15th 1942, Grafton officially opened with the arrival of its first detachment. The 15th Bombardment Squadron (Light) arrived without aircraft and had to ‘borrow’ RAF Bostons for training and deployment. As yet there was no official directive, and so crews had little to do other than bed in. The 15th BS remained here until June 9th 1942 whereupon they moved to their new base at RAF Molesworth and began operations in their RAF aircraft supported by experienced RAF crews. This move coincided with the arrival of the main body of the Eighth Air Force on UK soil and the vacancy at Grafton was soon filled with B-17s of the 97th BG (Heavy).

Only activated in February that year, the 97th consisted of four Squadrons: at Polebrook were the 340th BS and the 341st BS, whilst at Grafton were the 342nd BS and the 414th BS. Whilst State side they flew submarine patrols along the US coast, but with clear skies and little in the way of realistic action, the ‘rookie’ crews would be ill prepared for what was about to come.

With the parent airfield at RAF Polebrook providing much of the administration for the crews, it was soon realised that gun crews, navigators, pilots and radio operators were poorly trained for combat situations. Quickly thrown together many could not use their equipment – whether a radio or gun – effectively and so a dramatic period of intense training was initiated. The skies around Grafton and Polebrook, quickly filled with the reverberating sound of the multi-engined bombers.

These early days were to be hazardous for the 97th. On August 1st, B-17 “King Condor” would crash on landing at Grafton Underwood. The aircraft’s brakes failed, it overshot the runway, went through a hedge and hit a lorry killing the driver.

B-17 41-9024 ‘King Condor’ Crash landed August 1st, 1942 pilot Lt Claude Lawrence ran off runway, through hedge and hit a truck, killing driver John Jimmison. (IWM UPL 19654)

On August 9th, the atmosphere at Grafton became electric, as orders for the first mission came through. Unfortunately for the keen and now ‘combat ready’ crews, the English weather changed at the last-minute and the mission was scrubbed. This disappointment was to be repeated again only 3 days later, when further orders came through only to find the weather changing again and the mission being scrubbed once more.

In the intervening days the weather was to play another cruel joke on the group claiming the first major victim of the 97th. A 340th BS B-17E ’41-9098′, crashed into the mountainside at Craig Berwyn, Cadair Berwyn, Wales, killing all 11 crew members. A sad start indeed for the youngsters.

Eventually though the weather calmed and on August 17th 1942, at 15:12, twelve aircraft took off from Polebrook and Grafton and headed south-east over the French coast. Not only was it notable for its historical relevance as Mission 1, but on board one of the B-17s was Major Paul Tibbets who later went on to drop the atom bomb on Hiroshima 3 years later. If this wasn’t enough, a further B-17, ’41-9023′, “Yankee Doodle”, also contained the Commanding General of the Eighth, Ira Eaker, – truly a remarkably important and historical flight indeed.

The 97th would go on to attack numerous targets including airfields, marshalling yards, industrial sites and naval installations before transferring to the Twelfth Air Force and moving away from Grafton to the Mediterranean in November 1942.

There then followed a quiet spell, for Grafton. A short spell between September and December 1942 saw the heavy bombers of the 305th BG reside at Grafton before moving off to Chelveston and another short spell for the heavies of the 96th BG in the latter half of April 1943 whilst on their way to Great Saling in Essex. It wouldn’t be until early June 1943 that Grafton would once again see continuous action over occupied Europe.

Activated at the end of 1942, the 384th BG (formed with the 544th, 545th, 546th and 547th BS) would train for combat with B-17Fs and Gs, move to Grafton via Gowen Field, Idaho, and Wendover Field, Utah, and perform as a major strategic bomber force. Focussing their attacks on airfields, industrial sites and heavy industry deep in the heart of Germany, they would receive a Distinguished Unit Citation (D.U.C) for their action on January 11th 1944. Targets included the high prestige works such as: Cologne, Gelsenkirchen, Halberstadt, Magdeburg and Schweinfurt. They would take part in the ‘Big Week’ attacks in February 1944, support the Normandy invasion, the break out at St. Lo, Eindhoven, the Battle of the Bulge and support the allied advance over the Rhine. A further DUC came on 24th April 1944 when the group led the 41st Wing in the attack against Oberpfaffenkofen airfield and factory. Against overwhelming odds, the group suffered heavy losses but took the fight all the way to the Nazis.

A dramatic photo of B-17 Flying Fortress BK-H, (s/n 42-37781) “Silver Dollar” of the 546th BS, 384th BG as it goes down after losing its tail. (IWM FRE1282)

Just as Grafton had played its part in the opening salvo of American bombings, it was to be a part of the last. On April 25th 1945, the last bombing raids took place over south-east Germany and Czechoslovakia. Mission 968 saw 589 bombers and 486 fighters drop the final salvos of bombs of the war on rail, industrial and airfield targets, shooting down a small number of enemy aircraft including an Arado 234 jet. Last ditch efforts by the remnants of the Luftwaffe claimed 6 bombers and 1 fighter, before the fight was over. After this all remaining missions were propaganda leaflets as bombs were replaced by paper.

Two years after their arrival the 384th departed for France, eventually returning to the US in 1949 and disbandment. Their departure left Grafton quiet, it was retained by the RAF under care and maintenance and then finally in 1959 declared surplus to requirements and sold off.

In the short two years of being at Grafton, the 384th had amassed 9,348 operational sorties, in 314 missions. They dropped 22,415 tons of explosives and lost 159 aircraft for the shooting down of 165 enemy aircraft. They received two Distinguished Unit Citations and over 1000 Distinguished Flying Crosses. A remarkable achievement for any bomb group.

Grafton today is very different to how it was in the mid 1940s. But before you go to the airfield, you must visit the local church. Passing through the village you’ll see a signpost for the church, park here and walk up the short path. Approaching the church, roughly from the East, you see a dark window which is difficult to make out. However, enter the church and look back, you will see the most amazing stained glass window ever, – the vibrant colours strike quite hard. This window commemorates the men and women of the 384th Bombardment Group of the Eighth Air Force who were stationed at here at Grafton Underwood.

Next to it, someone has placed a handwritten note with the picture of a very young man 2nd Lt. Thomas K Kohlhaas and details of the crew of B-17 ‘43-37713’ “Sons o’ Fun”. It states that he, along with 3 others of the crew, were murdered by German civilians after their aircraft was downed by flak on 30th November 1944. This is a very moving and personal place to be and a poignant reminder of what these young men were facing all those years ago.

When you leave the church, look on the wall of the porch and you will see two dedications. These list the location and names of trees, dedicated to the personnel of the Mighty Eighth, that have now replaced the runways on the airfield. Unfortunately these are on private land and for some very odd reason, not accessible.

Leave the church, turn left into the village, following the stream and then turn left up the hill. The memorial is on your right. Like most American memorials of the USAAF, it has the two flags aside the memorial which is well-kept. When I visited, ‘the keeper’ (who has since become a good friend of mine) was there and we chatted for ages. The memorial stands on what was the 6000 ft main runway and when you look behind you, you see what is left of it, a small track used for estate business. Other than this and a few inaccessible sections, the remains of the airfield have gone and it is open agriculture once more.

Grafton Underwood

Small tracks remain in the accommodation areas.

Grafton, like Kimbolton, is split by the road. Leaving the memorial drive back to the village, turn left and follow the road. Along on the left is the former technical site, a few small huts still stand here used by the local farmer. Also, a few feet from the roadside would have been the perimeter track and dispersal pans. What is left of the main entrance, now nothing more than a large blue gate, can be seen as you pass. Odd patches of concrete can also be seen through the thick trees but little else. Then a little further along, passed the equine sign, is another blue gate. Park here. This is the entrance to Grafton Park, a public space, and what was the main thoroughfare to the mess, barracks and squadron quarters. Grafton housed some 3000 personnel of which some 1600 never returned. It is immense! Walking along the path, you can just see the Battle Headquarters, poking out of the trees, the site is very overgrown and nature is claiming back what was once hers. The roads remain and are clearly laid out, some having been recovered with tarmac, but careful observations will see the original concrete beneath. Keep on the ‘Broadway’ and you will pass a number of side roads until you come to the hub. This forms a central octagonal star, off from which were the aptly named: ‘Foxy’ cinema, mess clubs and hospitals. Each road taking you from here, site 3, to the various other sites a short distance away. Careful observations and exploring – there are many hidden ditches and pits – will show foundations and the odd brick wall from the various buildings that remain. A nice touch to the hub, is that it is now a grassed area with picnic tables.

Grafton Underwood

The hub of the accommodation site is now a picnic area.

You do lose a sense of this being an airfield; the trees and vegetation have taken over quite virulently and hidden what little evidence remains. Exploring the area, you will find some evidence, but you have to look hard. Walk back along the Broadway, and take the first turn left. Keep an open to the right, and you will see other small buildings, the officers’ quarters and shelters – this was site 4. Again, very careful footing will allow some exploration, but there is little to gain from this.

Considering the size of Grafton Underwood, and then fact that 3000 men and women lived here, there is little to see for the casual eye. A beautiful place to walk, Grafton’s secrets are well hidden; perhaps too well hidden, but maybe the fact that it is so peaceful is as a result and great service to those that fought in that terrible battle above the skies of Europe directly from here.

There is a superb website dedicated to the crews of  Grafton Underwood and it can be found at: http://384thbombgroup.com

Grafton Underwood was originally visited in 2014, this post has been updated since then. It forms part of Trail 6.

Trail 34 a visit to former RAF Oulton

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Laying quietly between the airfields at Matlaske and Swannington is another one of Addison’s 100 group’s small collection. An airfield that not only saw a variety of makes and models, but a range of nationalities as well, each having a remarkable story to tell. In the second part of Trail 34, we travel a few miles south and visit RAF Oulton.

RAF Oulton.

RAF Oulton in 1946, taken  from the north. (IWM)

Although an RAF base, Oulton was also home to the heavy American bombers the B-17 and B-24. However, they were not used in their natural heavy bomber role, but a more secret and sinister one.

Initially built as a satellite for the larger bomber base at Horsham St. Faith, Oulton originally only had grass runways. It would later, in 1942, be upgraded to class ‘A’ standard, which would require the construction of three concrete runways, a new tower and bomb store and upgrading to the technical site. Runway 1 (2000 yds) ran east-west, runway 2 (1,400 yds), north-east to south-west, and runway 3 ran approximately north-south and was also 1,400 yds. All were the standard 50 yards wide and would be connected by thirty-two loop style hardstands and eleven pan style hardstands. Uncommonly, Oulton would also have four T2 hangars (three to the eastern side and one to west, two of which would later hold Horsa gliders) and a further blister hangar.

The majority of the technical area was to the eastern side of the airfield next to the main entrance and along side Oulton Street. The two bomb stores were located to the north and western sides of the airfield well away from personnel and aircraft as was common. The first of the two towers, was built to drawing 15898/40, which combined the tower and crew rooms; the second built later to drawing 12779/41 (adapted to the now common 343/43) brought the airfield in line with other Class ‘A’ airfields.

RAF Oulton

One of the huts used for agricultural purposes today.

Throughout the war personnel accommodation utilised the grand and audacious Blickling Hall. A seventeenth century building that stands in a 4,777 acre estate that once belonged to the family of Anne Boleyn. Owned more recently by Lord Lothian, he famously persuaded Churchill to write to Roosevelt declaring Britain’s position and poor military strength. Lord Lothian was a great entertainer dining with many notable people including Joachim von Ribbentrop, Hitler’s foreign Policy advisor and close friend. A number of other notable events took place at Blickling, including, in early 1945, Margaret Lockwood raising eyebrows when she and James Mason arrived to film ‘The Wicked Lady’ .

In the early 1940s, the hall was requisitioned by the RAF, officers were billeted inside the ‘wings’ whilst other ranks were put up in Nissen huts within the grounds. The lake was used for Dingy training and the upper floors allowed for baths albeit with cold water!  In total some 1,780 personnel could be housed in and around the estate.

For the first two years between 1940 and 1942, Oulton airfield was the home to Blenheims, Hudsons and Beaufighters, each undertaking a light bombing or anti-shipping role as part of 2 Group.

First came 114 sqn on August 10th 1940 with Blenheim IVs. Apart from a small detachment at Hornchurch, they stayed here until the following March whereupon they moved to Thornaby. Their most notable mission was the mid-December attack on Mannheim, an attack that would signify the start of the RAF’s ‘area’ bombing campaign.  A short spell of three months beginning April 1941 by 18 Sqn, preceded their return later in November and then subsequent move to Horsham St Faith.

Like many airfields during this time, units moved around and it was no different for 139 Sqn. With their Blenheims and later Hudsons, they would leapfrog between Horsham St. Faith and Oulton throughout 1941 only to disband and reform returning in 1942 with Mosquito IVs.

RAF Oulton

A few buildings remain on the site, many are fighting a losing battle with nature. The main entrance to the airfield is just to the right of this building.

It was during this time in late 1941 that Hudson conversion flight 1428 would be formed at Oulton with the sole job of training crews on the Hudson III. They would remain here until the following May, at which point they were disbanded.

The re-establishment of 236 Sqn in July 1942 with Beaufighter ICs meant Oulton performed as part of Coastal Command for a short time. The success of 236 in torpedo strikes, led to a new wing being formed at North Coates with 236 leading the way, they departed taking their Beaufighters with them. This left a vacancy, that would soon be filled with a new twin-engined model, the Boston III and 88 Squadron.

88 Sqn were split over 6 different airfields before being pulled together here at Oulton. They retained two of these detachments, one at RAF Ford and the other at RAF Hurn, and their arrival and start of operations at Oulton, would be tarnished with sadness.

On October 31st 1942, a month after they arrived, ground crews were unloading a 250lb bomb from 88 Sqn Boston ‘W8297’ when it suddenly went off. The resultant explosion destroyed the Boston and killed six members*1 of the ground crew. The youngest of these, AC2 K. F. Fowler, was only 19.

After having suffered serious losses in France whilst claiming the first RAF ‘kill’ of the war, they were the first unit to fly the new Boston, and would continue to undertake dangerous daylight intruder operations. Flying daring, low-level missions, they would attack shipping and coastal targets before supporting the allied advance on D-day. Their most famous attack was the renowned bombing of the Philips works in Eindhoven, which resulted in the loss of production for six months following the raid. Ninety-three aircraft took part in the raid, all flying beyond the reach of any fighter escort, a factor that no doubt resulted in the heavy casualties sustained by 2 Group on that mission*2 .

DSC_0178

Two Nissen huts would have been next to this building, and according to the site map, it was part of the rubber store.

In March 1943, the Boston IIIs left and Oulton passed to Addison’s 100 group. As with many other airfields in this part of Norfolk, 100 group were using them to fly missions investigating electronic warfare and radio counter measures. This move to 100 Group would bring a major change for Oulton.

The now satellite of Foulsham would soon be seeing larger and heavier aircraft in the form of the American Fortress I (B-17E), II (F), III (G) and Liberator VI (B-24H). This change required extensive upgrading; the construction of hard runways, updating of the accommodation, new technical buildings and a second, updated tower, along with further storage facilities. The airfield was closed throughout the operation, and with the completion in May 1944 operations could begin almost immediately.

Both USAAF and RAF crews moved in. 1699 Flight were providing conversion for crews to fly the heavy bombers for their parent Squadron 214 Sqn, whilst the American 803rd BS, 36th BG flew radio-countermeasures in their B-17s and later B24s. This move here allowed their own parent station RAF Sculthorpe, to also be extensively redeveloped.

The Americans stayed for three months whilst their work was undertaken, but the RAF units remained until the end of the war. After 1699 Flt. had completed conversions, 214 changed Fortress IIs for IIIs and flew these until disbandment on July 27th 1945.

On August 23rd 1944, 223 Sqn reformed at Oulton. Having previously been flying the twin-engined Baltimore, the new unit would have to get used to much larger aircraft very quickly, a task they commanded with relative ease. They flew the heavier Liberator IVs, and Fortress IIs and IIIs until their final disbandment a year later.

Both 214 and 223 flew the heavy bombers now bristling with electronics. Using a range of electronic gadgetry such as ‘window’ ,’H2S’ and ‘Mandrel’, they had their front turrets painted over or removed and electronic equipment added. ‘Window‘ chutes were installed in the fuselage of the aircraft and a heavy secrecy enveloped the airfield.

The winter of 1944 proved to be one of the worst for many years, crews worked hard in the snowy environment, relaxing where they could at the nearby pubs, one nicely placed next to Blickling Hall and the other directly opposite the entrance to the airfield.

Both units would participate in a number of major, high prestige operations, providing radio jamming and window curtains for the bomber formations. ‘Spoof’ operations were common, diverting enemy fighters away from the real force and playing a daring game of cat and mouse with the German radio operators. As the war drew to a close, so too did the operations from 214 and 223. Eventually in July 1945 both Squadrons were disbanded, 214 being the renumbered 614 squadron, with 223 having to wait until 1959 before being reborn as a THOR missile squadron.

With the withdrawal of the heavies, the end was near for Oulton. After being used for storage of surplus  Mosquitoes for a year it was closed and sold off. The end had finally arrived and Oulton closed its gates for the last time.

Oulton airfield stands as a  reminder of the bravery of the light bomber and ECM crews; today many of the original buildings still remain, used for agricultural purposes and even by the National Trust.

RAF Oulton

One of the few buildings that remain, the former squadron offices.

Whilst the general layout of the airfield has changed with the addition of farm and ‘industrial’ units, its layout can still be recognised. The majority of the runways still exist, now housing poultry sheds, and large sections can easily be seen from the roadside. Luckily, even some of the original huts from the technical area are also in existence and ‘accessible’.

Approaching from the north, the first reference point is the memorial. Standing at the crossroads on the north-eastern corner, it serves as a pointer directly in line with the centreline of the Runway 2. Behind you to your right is the former sick quarters, here would have been an ambulance station, Static water tank and sick quarters, now all gone. Turning right here, keeping the airfield to your left, you pass along the northern boundary, within a short distance of what would have been the perimeter track.

The first sign is a pillbox. This was placed next to the special signals workshop which consisted of three small buildings. Now overgrown, this maybe a Vickers Machine gun Pillbox, different to ‘standard’ pill boxes as it has a concrete ‘table’ beneath the gun port designed to support the heavier gun and tripod.

Further along this road, to your right, is the first and main bomb store. A small track being the only visible reminder, the walls having been removed long ago. The large concrete ‘pan’ being the entrance, on which farm products are now stored.

The second store and USAAF quarters were further along this road, again all trace has gone and it is purely agricultural now. Retracing your steps, go back to the memorial. At the crossroads, ahead of you, was Number 1 accommodation site, now all farm buildings, but formerly the officers, sergeants quarters and airman’s barracks.

Turn right here and as you drive down Oulton Street, there are a number of original buildings back from the road in a small enclave. The National Trust own part of these and use them to restore historic textiles, one of these buildings being the squadron offices. The main entrance to the airfield is further along this road and now an insignificant farm gate, allowed to grow and fill in, the path buried beneath the grass. Beyond this, you can see some remaining buildings across the field, truly overgrown and very dilapidated, these are possibly the crew locker and drying rooms. Continue on along this narrow road and you arrive at the pond. Behind the pond, stands a well-preserved hut and smaller buildings. These were the main workshops, rubber store and general stores, now holding agricultural products and waste material. Certainly they are some of the better preserved buildings on the site. Further along, the road crosses the main runway, here it is full width on both sides of the road. Poultry sheds stand on the main section, whilst farm waste resides on the left.

RAF Oulton

The eastern end of the main runway.

Continuing on and the road crosses the third runway, where we turn left. We can now see the site of one of the four T2s, the road at this point using the original perimeter track before it departs away to the north.

From here, we return north, head back past the airfield and return to the main road. Here we turn right and follow the road for a few miles east through the woodland where we arrive at Blickling Hall. The accommodation sites here, include the No.1 and 2 WAAF sites, NAAFI, No. 4 and 5 accommodation site and various service sites.

The east wing of the Blickling Hall is now a museum, formerly the barracks and still shows the original paintwork. A range of uniforms, photos and personal stories can be seen and read.

There are virtually no remnants of the other sites which were primarily Nissen huts. Footpaths do allow you to walk through these, now natural spaces, walking in the footsteps of former airmen and women.

Next to the Hall, is the church of St. Andrew, in here is a small collection of artefacts and a roll of honour for those who died at Oulton. Also here is the sole grave of Sergeant L. Billington, who died on March 4th 1945 at the young age of 20. He was part of a crew in a Fortress III (B-17) on window duties. As the aircraft was returning from its mission, it was attacked by a JU 88, causing it to crash on the airfield boundary. All but two of the crew were killed*3, their bodies being buried in different locations. A sad end to another young life at Oulton.

St. Andrew's Church

The Roll of Honour at St. Andrew’s Church, next to Blickling Hall.

RAF Oulton housed a range of aircraft types and nationalities. Their role encompassed many important duties and missions that certainly helped defeat the Nazi tyranny. Many of these young men, led the way in today’s electronic counter measures and electronic warfare. The daring missions they led, firmly embedded in our history, and now the remnants of Oulton stand as a reminder to both their sacrifice and dedication.

Notes and Further Reading.

*1 The ground crew were:

E.J. Bone, Aircraftsman Ist Class
H. Bramham, Aircraftsman 2nd Class
A.C. Emery, Aircraftsman 2nd Class
K.F. Fowler, Aircraftsman, 2nd Class
F. Packard, Leading Aircraftsman
A. Torrence, Leading Aircraftsman

Source Aircrew remembered website.

*2 National Archives, RAF Bomber command diary 1940.

*3  The crew were:

P/O H Bennett
Sgt. L Billington
F/S H. Barnfield
W/O LJ Odgers (RAAF)
F/S W Bridden
F/S LA Hadder
F/S F Hares
Sgt. A McDirmid (injured)
W/O RW Church (injured)
Sgt. PJ Healy

Source: Chorley, W.R., RAF Bomber Command Losses 1945, 1998, Midland Counties.

Mosquitoes abound – RAF Swannington

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This airfield forms another in a short trail through this part of north Norfolk. An area littered with the remnants of war and aviation history.  As we continue south through the narrow lanes of the Norfolk countryside, we find the almost forgotten airfield at Swannington.

RAF Swannington

Swannington was one of the last airfields to be opened during the Second World War, hence very few units were permanently based here. This considered, an appreciable amount of it remains visible even today.

Also known as Haveringland, construction was started as early as 1942, but it didn’t actually open until 1944. It utilised much of the forests of nearby Haveringland Hall along with large parts of its estate. The hall itself, a rather large and grand building, was blown up at the end of the war following requisition damage and then being classed as ‘surplus to requirements’ by the MOD!

Once the forest area had been removed, work could begin, and a number of accommodation sites were erected. Haveringland Hall itself became the Officers mess, with various accommodation sites constructed all around it, all located to the east of the airfield. In 1944 there were 154 Officers (of both RAF and WAAF ranks) along with 1239 other ranks stationed here although accommodation was provided for around 2,500.

RAF Swannington

Former Sergeants Mess in use Today

Designated a class ‘A’ airfield, Swannington would have two T2 hangars and one B1, three runways (1 x 2000 yds and 2 x 1,400 yds) and 36 loop style hardstands.

100 Group became the immediate owners of Swannington and instantly placed two squadrons of de Havilland’s Mosquito at the base – No. 85 and 157 Squadrons. 100 Group were formed in November 1943 to investigate and oppose the electronic warfare operations being conducted by the Luftwaffe. To counter this threat, a number of airfields in this area were utilised, Swannington being one of them.

Using a range of new devises and tactics, 100 Group operated a range of different aircraft, predominately the heavier bombers: B-24s, Lancasters, B-17s, Halifaxes, Wellingtons along with the smaller and more agile, Mosquito.

On May 1st 1944, following a successful tour at West Malling*1 , the first Mosquito XVIIs of 85 Squadron arrived at Swannington.

Having a history that extended back to the First World War, 85 Sqn had been in France to support the B.E.F then, re-equipped, they participated in the opening skirmishes of the Battle of Britain. After taking on a new role as a night fighter squadron and moving to Yorkshire, they transferred to 100 group with their move to Swannington. Here they began supporting bombing missions, seeking out enemy night fighters before they attacked the bombers and then loitering over their airfields as they returned.

The Mosquitoes had proven so successful in all operations that 85 Sqn were moved back to West Malling for a short period to combat the increasing threat from the V-1 ‘Doodlebugs’. Their stay in Kent ended in the following August, at which point they returned to Swannington upgrading to the Mosquito XXX before moving off again, to RAF Castle Camps.

157 Squadron joined 85 at Swannington on May 7th 1944 with the Mosquito XIX, later upgrading to the NF.30 with its superchargers and a new radar. 157 had been the first squadron to receive the NF.IIs earlier in March 1942 with the delivery of both W4087 and W4098*2 .

157 Sqn’s arrival would not be the best. Three days after their arrival, Flight Lieutenants Tweedale and Cunningham would take off for an Airborne Interception (AI) training sortie in their Mosquito XVII. On their return, the aircraft would crash, losing its starboard undercarriage, and whilst neither officer was injured, it would be the first ‘casualty’ of 157 Squadron whilst based at Swannington. A very successful fighting unit, they would not be immune from further incidents, some to the embarrassment of their crews.

Whilst on patrol on November 21st 1944, Mosquito MM629 ‘RS-Y’ piloted by Flying Officers A Mackinnon and G Waddell, were shot down in error by another Mosquito of the same squadron, who believed them to be a Ju 88! Both crew members parachuted safely into enemy territory but managed to evade capture returning home within 12 hours.

RAF Swannington

Portions of concrete remain in the Technical Area.

157 Sqn would also transfer with 85 Sqn to West Malling, undertaking ‘anti-diver’ or ‘Doodlebug’ sorties; operations that saw 157 Sqn claim a total of 36.5 flying bombs, whilst 85 claimed some 18.

157 Sqn then returned to Swannington with 85 Sqn at the end of August 1944 and as with 85 Sqn, they upgraded to the MK XXX Mosquito. They, unlike 85 Sqn however, remained at Swannington until disbandment on 16th August 1945. By the end of operations at Swannington, both 85 Sqn and 157 Sqn had completed a touch under 2000 sorties between them, with 108 enemy aircraft destroyed and 19 damaged.

Toward the end of 1944 and early 1945, four other fighter squadrons would visit Swannington. 229 and 451 (Australian) Squadrons came first in the November of 1944; in a move initiated by poor weather, they would come from nearby waterlogged Matlask. 229 brought Spitfire IXs which within a month they would replace with LF XVIEs. This was followed by a swift departure to nearby Coltishall where they were disbanded and renumbered 603 (Auxiliary) Sqn in the following January.

It was a similar story for both 453 (Australian) Sqn with their Spitfire LF XVI, and 602 Sqn with their Spitfire XVI, both swinging like a pendulum between Matlask and Swannington and Swannington and Coltishall. 453 Sqn then transferred to Kent and eventually the continent whilst 602 Sqn followed 229 to Coltishall where they were disbanded on May 15th 1945. These late model Spitfires were now escorting daylight bombing raids such was the strength and superiority of the Allied Air Force over Europe.

RAF Swannington

Portions of the Perimeter track remain, some of it in full width.

These four squadrons, 602, 229, 453 and 451, were to join forces with 124 and 303 to tackle the new V-2 rocket, strafing and bombing the launch and control sites. It was on the 14th February 1945, that 602 Sqn pilot Sgt. T “Cupid” Love fired upon a rising V-2, the first (and only) record of any such incident occurring. An account of the event appears in Raymond Baxter’s log, and he explains how it was fortunate that the shots missed, for had he hit the rocket, it would no doubt have exploded ending the lives of himself and his fellow crews.

As the war came to a close and German forces were thought to be amassing troops at Kiel for a final assault on Norway, Mosquitoes from 157 Sqn were sent along with those from 8 Group to attack airfields in the area. These were to be some of the last attacks carried out by RAF aircraft in the European Theatre.

Their final departures signalled the end of operational duties for Swannington. The site was used for storage of surplus materials, mothballed Mosquitoes and numerous Merlin Engines until the RAF finally pulled out in 1947. Future plans for an upgrade to the airfield were abandoned, and the site was then sold off, it has since become a mix of agriculture and forestry.

DSC_0220

Swannington’s Stand By Set House is used for storage.

The majority of Swannington airfield is best seen from the eastern side. Approaching from the north, you first come across the former technical site that marks the top right corner of the site. Turn right here and you will see the location of one of the T2s, a farm building now stands here and behind it the location of the tower and a small number of ancillary buildings. These are today shrouded in trees and large bushes, which prevents any real sighting of them. Sadly the current condition, which is believed to be quite poor, is difficult to verify from this point on the roadside. Large portions of concrete denote the perimeter track and access routes to the technical area. Across the road from here, other buildings do still remain and are easily seen from the roadside. A small portion of the north-east / south-west runway also remains here, virtually full in its width.

Turning back on yourself, turn right and drive past the technical area to your right. Poultry sheds and farm buildings now stand here, but the shape of the hardstands are easily recognisable. On your left are more concrete structures and piles of rubble from former buildings. After a sort distance you arrive at the perimeter track, this crosses the road and is full width at this junction. A gate to your left allows access to the distant church, and by driving along here you traverse the actual perimeter where many Mosquitoes would  have moved on those night missions in 1944/45. The distant round-towered Church was so close to the perimeter that aircraft were often parked next to  the church yard, a rather eerie and stark reminder to those crews boarding the aircraft at this point. Stopping at the church the enormous size of the track can again be seen,  virtually full in its width, photos exist of a Mosquito also standing here in this very same position.

Outside this church, is a memorial dedicated by the ‘Airfields of Britain Conservation Trust’, the only ‘official’ memorial on the site. The church itself is locked, but two graves within the church yard and a bench dedicated to two members of the same family can be found here. The bench, dedicated to Lt. Cdr. M. Auckland and Flt. Lt. W. Auckland, both Harrier Pilots stands near the gate, whilst the older graves, F.O J. Edwards (Navigator) and Corporal C. Mace, can be found behind the church.

Flying Officer Edwards (s/n) 172240) was killed when his Mosquito TA392 ‘RS-K’ developed trouble whilst returning from an intruder mission. The aircraft crashed close to the airfield and both he and his pilot, Flt. Lt. W. Taylor, lost their lives. *3

Before returning, look across to the north to the small wooded area and you will see the Squash courts, standing in  what was the Haveringland Hall estate. Now return back to the road, and turn left, follow the road south. You will cross, a short distance away, the remains of the east-west runway, followed shortly by the returning perimeter track. Carry on to Clay Lane, and turn right. To your left is a small farm and a track that leads away over private land. This is the entrance to the bomb store, it circles round and rejoins the road further along, both now narrow and restricted to farm traffic only.

RAF Swannington

The Grave of F.O. J Edwards, Killed 22nd December 1944, age 22.

From here it is best to retrace your tracks, go back along Clay Lane, turn left and head north. On your right is a turn into the Haveringland Hall Holiday Park. A number of buildings remain here, the squash court, former sergeants mess and standby set house and most in good condition. The woods around here also contain many derelict remains and foundations of former structures. Some visible others shrouded by growth, many are too dangerous to explore.

Swannington had a short life, and many of the crews that passed though here went on to achieve great things. Swannington though wasn’t without its drama. Because of the nature of the operations carried out from here, losses were incurred, many fatal. The later part of 1944 saw a particularly high number of accidents and crew losses, many of these young men never being found.

The remaining buildings at Swannington stand as a silent reminder of the activities of 100 Group. Along with the brave Mosquito and Spitfire crews are all those who fought a long and hard battle against Hitler and his terror weapons. Whilst the Griffons and Merlins have gone, their memories have not.

Sources and further reading.

*1 85 Squadron was previously commanded by Wing Commander ‘Cats Eyes’ Cunningham, who became famous for downing 20 enemy aircraft during hostilities. He later went on to be a test Pilot for de Havilland, testing the DH Comet – the worlds first jet airliner. He received a number of awards and achieved a number of aviation firsts, He died in 2002.

*2 de Havilland Mosquito, An Illustrated History Vol 2, Ian Thirsk, Crecy Publications.

**3RAF Bomber Command Losses of the Second World War, W.R. Chorley, Midland.

Spitfire Dive-Bombers versus the V-2, Volume 2, Bill Simpson, Pen and Sword Books, has a good account of the V-2 war by the RAF Squadrons.

Britain’s Airfields 1944

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By the end of the Second World War, there were a substantial number of airfields covering the UK, mainly used by the Royal Air Force, the United States Army Air Force, the Royal Navy and all their associated branches; they were handed back to the RAF at the end of the war as the various forces were pulled out. Some were used as POW or repatriation camps, some were used to store surplus aircraft, vehicles or ordinance; many were put into care and maintenance whilst the RAF decided their ultimate fate.

Thankfully a few have lasted as airfields and are even fulfilling that role today, sadly though, many were dug up, their runways used for hardcore, the buildings demolished and the events that occurred there reserved for the history books.

The scale and pace of development was massive. The size of these sites bigger than many of the villages they took their names from, the populations larger than many towns of the time. Architecturally they changed the landscape dramatically.

Today as they dwindle away, many are mere names, locals have little knowledge of their existence, memorials are being forgotten, and life is moving on.

As a little reminder of those times and to put the scale of development into perspective, here are two maps held by the British Library that show the main Royal Air Force and Royal Navy airfields as of 31st December 1944.

The two maps, divide the UK and show not only the airfields but satellites as well. They also show Royal Air Force and Royal Navy Water Airfields, and Royal Air Force Moorings. There are a number of sites not included on the map such as relief landing grounds, and training schools, but they do give an indication of the number of airfields that covered the UK by the end of the war.

These are both low resolution pictures, and copyright is held by the British Library who have given permission for them to be reproduced here.

Security Released Airfields in the United Kingdom (Sheet 1)
Security Released Airfields in the United Kingdom (Sheet 2)

© The British Library, Maps MOD GSGS Misc. 505 (sheet 1 and Sheet 2)

Andrews Field where records were made.

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This airfield forms the second stop on our Essex trail and is an airfield that is probably unique in that it was named after a General. After leaving Matching Green, we travel a short distance away and stop at the former base Andrews Field.

RAF Andrews Field

Andrews Field (officially Great Saling or Station 485) can be found nestled in the Essex countryside, not far from Stansted airport, about 3 miles west of Braintree. It has the unique honour, among many, to have been the first airfield designed and built for the USAAF in England.

Construction began in the summer of 1942 as a bomber station for the then fledging Eighth Air Force. Units from the 96th BG would start to arrive mid 1943 and their first operational duty would come in the middle of that same year. Heavy bombers of the 96th would go on to perform a strategic bombing role for the remainder of the Second World War, although not from Andrews Field.

Great Saling was renamed Andrews Field in honour of Lieut. Gen. Frank M. Andrews, who was killed when his B-24 crash-landed in Iceland on 3rd May 1943. Andrews was the eighth American general to lose his life (or to be reported missing in action) since the war began, and was known as a ‘doer’, once quoted in the New York Times as saying: “I don’t want to be one of those generals who die in bed.”*3

The airfield was built as a Class A airfield, with accommodation situated to the north-eastern side of the airfield. A communal site, two mess sites, six airmen accommodation sites, two WAAF sites, a sick quarters and a sewage works would accommodate upward of 3,000 officers, airmen, WAAFs and ground crews.  The airfield, with the pinnacle of the ‘A’ pointing north, had three hard runways, the main (2,000yds) running east-west and two secondary (1,400 yd) running north-west to south-east and north-east to south-west respectively. A perimeter track with 50 hardstands joined the three runways together. Further storage and maintenance ‘sheds’ were provided by two T2 hangars, one to the south and one to the east. A bomb store, for small bombs, incendiaries and fusing, was also to the south next to Boxted Woods. The main administrative area was to the east, where the main entrance led out of the site to the accommodation areas. The technical aspects of Great Saling were widely spread and in comparison to many other airfields of this nature, quite thinly catered for. With the majority of the work being undertaken on this side of the airfield, the western side was left primarily for aircraft dispersal.

A B-26 Marauder (serial number 43-34132) nicknamed

B-26 Marauder (s/n 43-34132) “Patricia Ann” of the 450th BS undergoing an engine test at Andrews Field. The aircraft collided with another B-26 (42-96279) over Beauville Airfield, it suffered damage but was able to return*1.

The first but not primary residents, were the heavy B-17s of the 96th BG, 4th BW, Eighth Air Force. Activated in July 1942 at Salt Lake City Utah, they trained on B-17s from the start of their inception. Moving to the United Kingdom in the following May, they would stay at Andrews Field for only one month before moving on to nearby Snetterton Heath on 12th June 1943. The 96th would operate four squadrons (337th, 338th, 339th and 413rd BS), attacking targets such as shipyards, harbours, aircraft factories, and major industrial targets across occupied Europe. Later in the war, they would receive a Distinguished Unit Citation before their return to the United States post war.

With their departure, Andrews Field would be passed over to a new unit, the 332nd BG, who were to be the largest and most major operational unit to serve at Andrews Field for the duration of the hostilities.

The USAAF was not generally associated with medium bombers, and the introduction of the Martin B-26 Marauder, would bring a whole host of issues. Rushed into service, it was to gain notoriety for poor handling, regular engine failures, weak undercarriage and high stall speeds that led to a string of accidents and crew deaths. The aircraft soon gained a collection of unsavoury names; ‘Widow Maker‘, ‘Baltimore Whore‘ and ‘Flying Prostitute‘, reasons for which were born out in its early days of flying.

B-26 Marauder (s/n 41-18276) “Pickled Dilly” of the 322nd BG. Later shot down 13km south of Abbeville, by Bf-109G-6 (JG301/1), July 8, 1944. 3 KIA 4 POW*2

The 322nd BG, activated at MacDill, Florida, trained with this particular aircraft and Marauder Squadrons soon found themselves transferring across the Atlantic to bases in both Suffolk and Norfolk as part of Eaker’s Eighth Air Force.

General Eaker however, soon decided that the low flying, medium bombers were adding little to his strategic bombing campaign, and so placed all the Marauder units under the control of the VIII Air Support Command, very much a back seat of the mighty Eighth’s activities. Coinciding with this move, was the decision to move all Marauder units of the 3rd Wing south so as to be within easy reach of the continent and more able to support the impending invasion.  The first units to be affected were the 386th (to Boxted), the 322nd (from Rougham to Andrews Field) and the 323rd (to Earls Colne). The headquarters for these also moved south, taking up new residency at the less luxurious Marks Hall, an Elizabethan mansion!

After a series of disasters at Rougham, the 322nd, arrived at Andrews Field on June 12th 1943. The four squadrons (449th, 450th, 451st and 452nd BS) all returned to action in the July, following a series of intense low-level training duties. Better successes followed, and this led to a growing belief in the Marauder’s capability in proven hands; the future began to look brighter for the aircraft. The 322nd went on to use their new skills, attacking targets that included airfields across the lowlands, power stations, shipyards and the rail networks. Success flourished and the 322nd would eventually earn themselves both notoriety and a DUC for their high performance; if nothing else it was a reputation that stopped the Marauder crews being on the wrong end of B-17 crew jokes.

Former RAF Andrewsfield

The 80,000 gl Braithwaite Water Tower at Andrews Field

On October 6th, 1943, the four units of the  VIII Air Support Command flew their last mission as part of the Eighth. Now there was a new control, the Ninth Air Force had moved to England. A new focus and more low-level strikes against the enemy led the preparation for the invasion. Coastal defences were hit and airfields in the northern area of France were targeted as part of operation STARKEY, the allied plan to fool the Germans into thinking a full-scale attack would take place around the channel ports.

Following the June invasion, for which the 322nd played a major part, they went on to continue supporting Allied ground movements. Battles at Caen and St. Lo helped the Allied forces advance through France: bridges, railway junctions, defensive positions and ordnance depots all came under the focus of the 322nd.

As the Allies moved further in land toward Germany, so too did the Marauders. In September 1944, the 322nd left Andrews Field and moved to Beauvais in France. They continued to support the Allies into the German Heartland performing their last mission on April 24th 1945, before commencing inventory duties in Germany and then returning to the US for disbandment on 15th December 1945.

By the end of their tour, the 322nd had performed remarkably. The Marauder had gone from one of the most despised aircraft to the perhaps one of the most respected. Its ability to perform in good hands, and its sturdy airframe, reflected its remarkably low loss rate, 0.3 %, 13 losses in only 4000 sorties.

After their departure, Andrews Field was passed to RAF control and a considerable number of fighter units would pass through here. First came the Mustang IIIs of 316 Sqn, who arrived in August 1944, staying until September 1945. The October of 1944, saw yet more Mustangs arrive, with 19, 122, 129, 315 and 316 sqns again all with the Mark IIIs. By now Andrews Field was a very busy base, and even more units were to pass through. In December, 309 Sqn arrived staying until August 1945, and it was during this year (1945) that 65 Sqn brought the updated Mustang IV as did 303 Sqn later in the August. A monopoly of American hardware was only broken for two months (June to August 1945) by the Spitfires of 276 Sqn.

Then as the jet age dawned and Meteors began to arrive, two squadrons would operate the aircraft from Andrews Field; both 616 Sqn and 504 Sqn (albeit for a short period only) would fly the MK.III, transforming the sound from piston engines to jet engines. As December 1945 came so did the departure of the 303 Sqn and the last remaining Mustangs, a move that signalled the end of military action at Andrews Field. Following this, the airfield was mothballed and finally put into care and maintenance.

Andrews Field was to produce some remarkable records during its operational time. The first by B-26 ‘Mild and Bitter‘ s/n 41-31819, of the 450th BS, was the first Allied bomber to pass 100 operational missions (in Europe). A second,  ‘Flak Bait‘, s/n 41-31773, became the first to surpass 200 missions – both remarkable feats when at that time few pilots relished the thought of flying just one mission let alone two hundred.

Post war, the airfield was used for a multitude of roles, eventually having much of its infrastructure removed and returning to a primarily agricultural role. However, aviation grew from the ashes and flying thrives once again through light aviation as Andrews Field Aviation. Offering a range of flying lessons, they keep the spirit of Andrews Field alive long after the last military aircraft departed on its final journey. Using a grass runway that follows the line of the original, it is one of the few reminders that an airfield existed here many years ago.

Andrews Field (Station 485)

A memorial board in the airfield clubhouse

Visiting Andrews Field today, there is little of its former life left. The runways, buildings and perimeter tracks have all but been removed. Much of the evidence of its existence lies in the nearby village of Great Saling. The 80,000 gl high level water tower (Braithwaite built to design 16305/41) stands on the former Site 3, now a playing field, and a defensive pill-box hints at the area’s historical use. The main accommodation areas are now either all built upon with small housing estates or ploughed up for agricultural purposes. The original entrance from the main road is today the entrance to a small quarry.

Driving away from the village to the rear of the airfield takes you along the former north-western perimeter track. Down here almost buried under the hedgerow are the steep banks of the firing butt. The road continues round to the southern side of the site, again utilising part of the original perimeter track. Entering the site, takes you alongside the runway to the clubhouse and parking areas. From here one of the remaining two T2s can still be seen, lurking in amongst the tress, as if defiant to development.

A rather unusual addition to the site is a somewhat forlorn Dassault Mystere IVA jet, gradually decaying in the British weather. It certainly has seen better days, and maybe one day it too will rise from the ashes and become a thing of aviation beauty once more.

A memorial to those who built the airfield can be found where the entrance to the sick quarters were, and a further memorial can be seen along the road linking Great Saling and the A120 in memory of the crews of the 322nd BG. Inside the clubhouse is a mural and photos of the airfield whilst under construction.

Andrews Field (Station 485)

The mural painted to commemorate the crews of the 322nd.

Andrews Field is an airfield that has clung onto its heritage, but whilst much of its former life has gone, the sound of small piston engined aircraft provides something of a reminder of the mighty engines that once relentlessly throbbed on this amazingly historical site.

After leaving Andrews Field, we travel a few miles west back again toward Stansted Airport. We stop at Great Dunmow and the neighbouring church at Little Easton.

Sources and further reading

1 Photo Roger Freeman Collection, IWM, FRE4482
*2 Photo Roger Freeman Collection, IWM, FRE1187
*3 New York Times published May 5th 1943 (accessed May 26th 2018)
“The Mighty Eighth“, (1970), Roger Freeman, Arms and Armour,
“RAF Squadrons“, (1998) CG Jefford, Airlife

A number of detailed and remarkable websites exist around the B-26, each is worthy of a visit.

http://www.billsb-26marauder.org/
http://www.markstyling.com/b26s.01.htm (art work)

Is this the missing Stirling LJ850?

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A recent report has identified what is believed to be the wreckage of Stirling LJ850 ‘QS-Y’ of 620 Squadron (RAF), that crashed whilst on a mission to drop paratroopers behind German lines.

Crew of Missing Stirling LJ850

The crew of LJ850 *1

The aircraft was part of a three ship formation and disappeared on the night of 17th / 18th June 1944, with a number of RAF personnel and the 1st SAS Regiment servicemen on board, – there were no survivors*2.

There has been considerable speculation about the fate of this aircraft and a number of theories as to what happened to it.

It was last heard from whilst over the English Channel, and initial thoughts were that it crashed into the sea. Other reports state it crashed into high ground on the run-in to the drop zone in the Morvan Mountains area near Les Valottes. A further report states it crashed 100 miles off course in the Savoy Hills, but there were never any reports by the German authorities at the time and no substantial wreckage has as yet been found.

Fragments form this particular wreckage may have been located a few miles inland of what was Omaha Beach, a possible location if LJ850 did come down shortly after its last transmission.

It is known that there were very few heavy bomber activities that night, and no bomber casualties were reported. Early indications are that the wreckage is of a Stirling bomber, so could this be the wreck of LJ850?

Before any investigations can proceed, a permit is required, but French officials are refusing to grant permission for any detailed search of the site, as the site is a “war grave”. They also quite rightly raise concerns over the conservation of the site, safety issues, and also jurisdictional considerations. So, for now, the story and final closure of LJ850 looks set to continue for some time yet.

620 Squadron was formed on 17th June 1943 at Chedburgh, and were initially involved in night bombing duties. In November 1943, they converted to airborne operations, dropping supplies, Paratroops and performing glider tug operations. Between March 18th 1944 and 18th October 1944, they operated from RAF Fairford, Gloucestershire, before moving to Great Dunmow and subsequently to the Middle East at the end of the war.

The crew of the Stirling were:

Wing Commander R.W. Crane  RAAF (s/n 413535) (Pilot)
Fgt. Sgt. F.N. Johnson  RAFVR (s/n 1395038) (Nav.)
W.O. II J.P. Clasper RCAF (s/n R159971) (B/A)
Sgt. D.W. Evans RAFVR (s/n 1407968) (Flt. Eng)
Flt. Sgt. G.W. Stopford RAFVR (s/n 657479) (W/O – A/G)
Flt. Sgt. B.J. Profit RCAF (s/n R189226)  (A/G)
Sgt. P. Wilding RAFVR (s/n 1345156) (Parachutist Dispatcher)*2.

The crew are represented on the Runnymede memorial.

Included on that flight when it crashed was Sgt. Reginald Wortley, (s/n 4863732) of the 1st Special Air Service Regiment. Wortley was one of the founder members of the SAS.

The names of the paratroops appear on the Bayeux Memorial.

The reported story can be found here.

*1 photo from CBC News website.

*2 In Dennis Williams’ book “Stirlings in Action with the Airborne Forces“, the crew list omits Wilding, the dispatcher, and lists 15 SAS troops killed on the night. Many thanks go to reader Darren Sladden for the further information and book recommendation, which I too recommend to anyone with an interest in this area of aviation. The Book was published by Pen and Sword Books, 2008, ISBN 184415648-6,

February 13th, Birthday of a Young Hero.

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Today, 13th February, marks the birthday of an American airman who like so many, died at the young age of just 21, in the early morning of D-Day, 1944.

He was a gallant and brave young man, whose tragedy perhaps led to the success of his fellow airmen, and whose sacrifice is still remembered today.

As the world’s largest amphibious assault force assembled along the South Coast of England, thousands of aircrew prepared for what was to be the most incredible night of their lives.

Across the Midland Counties, American ground crews prepared their fighters and paratrooper aircraft. Along southern England, the same scene was being played out. RAF crews too prepared their aircraft; fighter groups were briefed and paratroopers readied their gear. The invasion was on!

Flying an operation of this magnitude was going to require guts, daring and precision flying. There was little room for error.

In the lead up to June 6th, the RAF and USAAF had been bombing prime targets across Northern France to soften up the defending Germans. Supply lines were severed and gun emplacements destroyed. Beachhead bunkers had been heavily targeted, and supporting artillery further inland, hit hard.

In the air, fighters had been downing the Luftwaffe in an effort to gain vital air superiority over the drop zones. At home, huge attempts were made to keep the plans and preparations as secret as possible. An intricate operation of deception was being played out; dummy airfields were built, camps and troop movements were hidden under cover and concealed in forests.

At an airfield in Norfolk, the day was to begin very badly for one particular young pilot. He was 1st Lt. Robert C. Frascotti of Milford, Massachusetts.

In the days leading up to D-Day at RAF Bodney (USAAF Station 141), the 352nd FG had been flying intruder missions over France, attacking ground targets and completing air superiority missions. P-51s were rapidly being prepared, and the growth of black and white stripes adorning aircraft, hinted of an imminent invasion.

In the late hours of June 5th, the P-51s were being fueled up and armed, ready for an early morning takeoff.  The weather was not at its best and a low mist shrouded the airfield reducing visibility. The mission ahead was to support the troops landing on the Normandy beaches.

At 02:30, the pilots climbed in, fastened their belts and awaited the signal to launch D-Day. First to leave were the 486th FS. To help with the takeoff, temporary lights were placed along the runway, guiding the aircraft safely out of harm’s way into the night sky. One of these aircraft, unfortunately struck the lights knocking them out and plunging the airfield into darkness once more. Lining up behind them were the second flight of the 486th, including Frascotti’s P-51.

When lining up, the flight were unaware that they were off centre. Frascotti and his wingman, Lt. Carlton “Bud” Fuhrman, accelerated away and raced down the runway. Fuhrman watched Frascotti to his left when suddenly there was a massive fireball. Thinking someone had dropped their external fuel tanks, Fuhrman pulled up sharply and pushed on through the flames hoping his engine would not falter resulting in him crashing into the raging fire below. Momentarily blinded by the now total darkness, Fuhrman, pushed the stick forward and fought against the impending stall. Eventually his sight returned and he was able to read his instruments once more. Looking back, he could see Frascotti’s fully fueled plane engulfed in fire with no hope of an escape. Frascotti died instantly.

The accident report filed after Frascotti’s death stated that an inadequately lit tower along with poor weather and high levels of traffic had caused him to inadvertently strike the unfinished control tower at Bodney resulting in the ignition of his fuel. Tragically, Frascotti died instantly, and the aircraft was a total loss.

Frascotti’s plane, a blue nosed P-51B-5 Mustang, 43-6685 was named ‘Umbriago‘. In Italian, ‘umbriago’ means ‘drunk’. Frascotti could have named his plane for that reason, but it could also be he was referring to the World War II-era song of 1944, “Umbriago”by Jimmy Durante about a fabled friend of the same name. The song lyrics end with, “So when you feel low, better send for my friend, Umbriago.”

At a mere 21 years of age, 1st Lt. Robert C. Frascotti had many tributes written about him. There was one benefit of his tragic accident: the following aircraft now had a ‘guiding light’ by which they could safely takeoff and leave for Normandy.

Frascotti was born on February 13th, 1923 into a very close-knit and patriotic family in Milford, Massachusetts. (His father fought in World War I where he was gassed). Frascotti was awarded his pilot wings in Marianna, Florida on March 25, 1943, then completed advanced fighter training before deploying to England in March 1944. He joined the 486th FS of the 352nd FG, otherwise known as ‘The Blue Nosed Bastards of Bodney”. 1st Lt. Donald “Red” Whinnem of Hartford, Connecticut, was best friends with Frascotti since the early days of flight school. On D-Day at Bodney, “Red” took off without incident and flew for sixteen hours, returning to discover the tragedy that had occurred. “Red” says of his friend;

“Bob was the nicest guy you would ever want to know, and a great athlete as well. He could stir up laughter anywhere he went, and he was great fun to be with. Bob would sing a song or tell a story and cheer everyone up. You couldn’t ask for a better friend, and he was closer than a brother to me.”

During his service, Frascotti was credited with the destruction of two enemy aircraft on the ground whilst strafing enemy airfields. On D-Day, he departed for his 89th mission. This was to be his last mission of the war as he was due to return to the States leaving conflict behind him. Sadly, he never made that journey home to Massachusetts until many years later.

Initially, Frascotti was buried in England. His remains were eventually taken back to Massachusetts in 1948 after his next of kin had his body exhumed, and he now lies in the Sacred Heart Cemetery, in Milford. Lt. Robert C. Frascotti VFW Post 1544 in his hometown, now bears his name, and on December 6th, 2013, as part of the annual “Wreaths Across the Worcester and Norfolk District”, a group of local veterans, families and friends, laid a holiday wreath at Calzone Park in Milford to remember the fallen veterans of the area, including Frascotti. Since the war, every year until his death in 1998, 1st Lt. Donald “Red” Whinnem traveled to Frascotti’s grave in Milford to pay his respects and remember his wartime friend.

Fly pasts and tributes continue to be paid for Frascotti, in both the United States and here at RAF Bodney, Norfolk. 1st Lt. Robert C. Frascotti will long be remembered for his brave sacrifice, and we that are here, are honored to continue to tell his story.

As for RAF Bodney, the airfield is now an Army training camp and part of the Stanford Training Area (STANTA) in Thetford Forest. Little remains of the airfield today but the history held within its decaying walls will long live on.

RAF Bodney can be visited in Trail 8 – Swaffham and her Neighbours (Part 1).

IMG_2210

Robert Frascotti next to his P-51B, 43-6685, named ‘Umbriago’ . At 21 years of age he was killed on his final mission before returning home. (Photo – Marc Hamel)

I came across this video on You Tube, published on May 27th 2013, it shows the control tower at Bodney airfield.

(The Frascotti page was originally posted on June 6th 2014)

B-17 Reveals its Secrets after 73 years.

/ Aviationtrails / 12 Comments

There are many tragic and sad events associated with the Second World War, a recent discovery is no different. The story of a B-17 and her crew as they left on one of the first missions of the American air war has recently come to light with the discovery of the aircraft off the North Norfolk coast.

The story of this particular aircraft, believed to be B-17F-VE ’42-29752′ is especially sad, not only because it was the first operational mission of the unit and the first casualty, but because of the nature of the loss;  just moments after take off, a month after it and its crews had first arrived in the UK.

The B-17, was built and delivered at  Cheyenne on February 12th 1943. Its journey to the UK would take it through a number of stations, via Walker airbase, Salina, and on to Presque Isle, in the north-eastern sector of Maine, where it arrived on April 8th 1943. It was here that it was allocated to the 338th BS, 96th BG and ferried across the northern route with the air echelon of the 338th, arriving at RAF Grafton Underwood in April 1943, before onward shipment and operational duties.

The 338th BS had only been activated themselves one year earlier in July 1942 and as such were relatively new to the war. Their journey took them through a number of training bases from Salt Lake City, through Utah, Idaho and onto their final station at Pyote AAB Texas. From here, the air and ground echelons went their separate ways, the air echelon travelling north and the ground crews to Camp Kilmer, New Jersey and onward via the Queen Elizabeth to Greenock, Scotland and the European Theatre of Operation. The ground echelons arrived at Great Saling (Andrews Field) in early May 1943 moving to Snetterton Heath a month later where they would join up with the air echelons.

It would be whilst temporarily based here at Grafton Underwood, on May 13th 1943 that the B-17 would end its short life and become an almost forgotten part of history.

The 338th would take part in a 72 aircraft mission to bomb the Longuenesse and Ft. Rouge Airfields at St Omer, France. On the day in question, the aircraft were to form up over the North Norfolk coast, before heading off south. Crews had been briefed about the possibility of being attacked by marauding Luftwaffe aircraft and so many crews had their guns charged as they climbed away from the airfield. It was this very precaution that led to the tragic death of one of the crew members and demise of the B-17.

As the aircraft, piloted by Capt. Derrol Rogers, formed up, a waist gun was accidentally discharged sending high calibre bullets into the stabilizer completely severing it and forcing the aircraft into an uncontrollable climb and potential stall. Fighting with the controls, Capt. Rogers fought to keep it from crashing. Both he and his Co-Pilot: Lt. Norville Gorse, managed to get the aircraft back under control long enough to allow the crew to bail out over land. Once out, they took the aircraft back out over The Wash and jettisoned the bombs. Then as they approached land once more, they tied a rope to the yolk and bailed out themselves.

42-29752 after stabilizer accidently shot off

Aircraft, believed to be 42-29752, after the waist gun was accidentally discharged, severing the stabilizer. (American Air Museum)*1

Lt. Gorse was picked up by an RAF rescue launch and returned to his unit, but unfortunately, Capt. Rogers, being in the sea for some time, didn’t survive. He was the only fatality of the incident, the remaining crew all returning to their base and operational duties.

The B-17 now unmanned and destabilized, plunged into the North Sea where it has laid for the last 70 years. A truly tragic start to a very bitter war.

An engine was initially caught up in a fishing boat net in the 1970s, but no real investigation was made of the wreck. More recently, towards the end of 2015, a small team of divers went back down to photograph the aircraft, and it was then that it was identified and its remarkable story revealed.

The Crew of B-17 ’42-29752′

Capt: Derrol W. Rogers,
Co-pilot: Norville Gorse,
Navigator: Joe Hudson,
Bombardier: George Rawlings,
Flight engineer/top turret gunner: Basil Maxwell,
Radio Operator: Bob Bennett,
Ball turret gunner: Alf Miles,
Waist gunner: Bob Dominick,
Waist gunner: Edwin Wolfkuhle,
Tail gunner: Ed Youngers (injured by discharged bullets)

Capt. D.W. Rogers (s/n O-403737) is listed in the St Paul’s Roll of Honour, (Page 360), he is buried in the Cambridge American Cemetery, Madingley, Plot D, Row 7, Grave 69, he was awarded the DFC and Purple Heart.

*1 Photo from the American Air Museum (IWM) UPL 19232

The story first appeared in the Eastern Daily Press on November 30th 2015.

 

A Happy New Year!

/ Aviationtrails / 18 Comments

As 2015 fades away I would like to take this opportunity to thank each and every one of you who has visited, followed, liked, reblogged, commented and generally supported “Aviation Trails” during the last year. Without you, it would not be the site it is today.

It has certainly grown over the last year and taken on a new dimension. Investment in research material has enabled much longer posts and more personal information to be included, something that I know many people like to see. Not only do ‘we’ as enthusiasts, historical ‘writers’, modellers, relations of veterans etc. preserve our common history, but openly promote and educate others through the writing we do.

I believe it is important to remember what went on, the sacrifice and dedication to freedom, and if I can go a small way to helping that then it has all been worthwhile.

I have been inspired to take up old hobbies, learnt about aspects of military and natural history that I had never heard of, found new places in the world and been a part of a group of people who share the desire to learn, educate and inform others. It has been a wonderful year.

The tally of airfields I have visited is now around 75, double what it was this time last year. I have walked in the footsteps of famous people like Guy Gibson, Glenn Miller and Joe Kennedy, stood where important and famous missions have been planned and executed, trodden the very ground where so many young men and women served their country, many thousands giving the ultimate sacrifice.

It has been a most humbling experience.

So to each and every one of you, a heartfelt thank you, and here’s to a happy, peaceful and rewarding 2016.

Heartbreak on Christmas Eve 1944

/ Aviationtrails / 10 Comments

On the morning of December 24th, 1944, Brigadier General  Frederick W. Castle (s/n 0-319375), woke to the greet the day, and like most pilots facing perilous missions, he probably wondered if it would be his last. However, knowing what I know about Castle from my research, he was a calm, confident and highly competent pilot, so most likely, he had every reason to believe in the success of his next mission. Sadly though, that was not to be the case. Castle never made it back that night. On Christmas Eve of 1944, this brave pilot lost his 30th and final battle.

Lieutenant Colonel Elliott Vandevanter of the 385th Bomb Group with Colonel Frederick W Castle (centre) of the 487th Bomb Group and Brigadier General Curtis A LeMay. *1

Frederick W. Castle was born on October 14th, 1908 at Fort McKinley in Manila, the Philippines. He came from an active military family and was the son of Col. Benjamin Frederick Castle. Following the end of World War 1, he was to settle in the United States in Mountain Lakes, New Jersey.

From a young age, Castle was groomed for a life of military service. He attended Boonton High School and Storm King Military Academy before moving on to the US Military Academy from where he graduated in June 1930.

His first service was with the New Jersey National Guard, where he stayed for two years  transferring to the Air Corps, March Field, California, then onto Kelly Field in Texas. Castle gained his wings in October 1931.

Serving as a pilot with the 17th Pursuit Squadron for 3 years, he eventually left the forces returning to civilian life but holding a reserve status. With the entry of the United States into the Second World War, Castle would be called upon by his good Friend Ira Eaker, and he returned in January 1942, being promoted within two months to Major and then onto Lieutenant Colonel in the following September.

With the forming of the Eighth Air Force in England, headed by General Ira Eaker, Castle was one of seven high-ranking officers selected to fly with him on the dangerous route over the Bay of Biscay, eventually arriving at Hendon wearing their civilian clothes. Joining Eaker on February 20th 1943 in the DC-3 from Lisbon were: Lt Colonel Frank Armstrong Jnr, Major Peter Beasley, Captain Beirne Lay Jnr, Lt. Harris Hull and Lt. William Cowart Jnr.

Castle desired a combat role, and this desire would lead to him taking over the command of the ailing 94th Bomb Group. His methods of command were initially considered weak, but in the face of low morale and apprehension, he personally took the 94th to some of the furthest targets yet, his first being Oschersleben in the heart of Germany; a mission that went on to inspire the film “12 o’clock High“.  Castle went on to fly in many combat missions including numerous high prestige targets, a role that took him on to Brigadier General and command of 4th Combat Wing.

On Christmas Eve 1944, following a week of poor weather, orders came though for a maximum effort mission, involving every available B-17 and B-24 in support of the troops in the Ardennes. Airfields, supply lines and troop movements were to be attacked, and good weather was at last predicted.

General Arnold with Colonel Frederick W Castle, Brigadier General Curtis LeMay, General Williams and General Anderson during a visit to Bury St Edmunds (Rougham), home of the 379th Bomb Group. Image stamped on reverse: 'Passed for publication 3 Sep 1943.' [stamp] nand '282085.' [censor no.] A printed caption was previously attached to the reverse however this has been removed. Associated news story: 'American Air Forces G.O.C. Meets The

General Arnold with Colonel Frederick W Castle, Brigadier General Curtis LeMay, General Williams and General Anderson during a visit to Bury St Edmunds (Rougham)*2

A joint effort, this would be the largest single attack to date involving 500 RAF and Ninth Air force bombers, 800 fighters and just short of 2,050 Eighth Air Force bombers. Such was the demand for aircraft, that even ‘war weary’ examples, were hastily armed and prepared, many unfit for more than assembly or training duties. Truly an armada of incredible proportions.

Taking lead position, Frederick Castle, was in B-17G-VE, ’44-8444′ “Treble Four“, an aircraft that had itself seen battle experience. Assigned to the 836BS, 487BG, and at RAF Lavenham, it was previously damaged in a raid over Darmstadt. The aircraft was salvaged in January 1945.

A veteran of 29 missions, Castle was a more than a competent leader. They set off, the weather as predicted, but with a haze that restricted ground level visibility. This haze prevented the fighters from leaving causing an all important delay. This delay was not considered a major problem at the time however, as the escorts would soon catchup and overtake the laden bombers. The Luftwaffe, making an unprecedented move, brought forward fighters into the Liege area to meet the oncoming bombers before any escorts could reach them. In the first few minutes of the battle, four of the 487th BG’s aircraft were downed and a further five forced to land in Belgium.

Castle’s lead plane, suffering problems with one of its engines (possibly due to previous battle damage) was attacked by the first wave of fighters, action was taken to leave the flight and join a formation further back. It was then attacked again, the aircraft catching fire, and the navigator wounded.

Castle took control, and even though still being attacked, refused to jettison the bombs for fear of killing civilians or allied troops below. Further attacks led to both engines on the starboard wing catching fire, which ultimately led to the fuel tank exploding sending the aircraft into an uncontrollable spin.

Through Castle’s actions, seven of the crewmen were able to leave the aircraft, sadly not all survived.

Frederick Castle died in the crash, his body is now buried in Henri-Chapelle American Cemetery, Liege, Belgium, Plot D, Row 13, Grave 53.

His citation reads:

“He was air commander and leader of more than 2,000 heavy bombers in a strike against German airfields on 24 December 1944. En route to the target, the failure of 1 engine forced him to relinquish his place at the head of the formation. In order not to endanger friendly troops on the ground below, he refused to jettison his bombs to gain speed maneuverability. His lagging, unescorted aircraft became the target of numerous enemy fighters which ripped the left wing with cannon shells. set the oxygen system afire, and wounded 2 members of the crew. Repeated attacks started fires in 2 engines, leaving the Flying Fortress in imminent danger of exploding. Realizing the hopelessness of the situation, the bail-out order was given. Without regard for his personal safety he gallantly remained alone at the controls to afford all other crewmembers an opportunity to escape. Still another attack exploded gasoline tanks in the right wing, and the bomber plunged earthward. carrying Gen. Castle to his death. His intrepidity and willing sacrifice of his life to save members of the crew were in keeping with the highest traditions of the military service*3.”

For his action, Frederick W. Castle was awarded the Medal of Honour posthumously. In 1946, the Castle Air Force Base, in the heart of California’s San Joaquin Valley, was dedicated in his name, and on June 20th, 1981, the Castle Air Museum was officially opened on the now closed base, for the purpose of preserving the Air Force and Castle heritage. Museum details can be found here. His  name is also on a plaque in the Memorial Park, in Mountain Lakes, New Jersey.

The awarding of the Medal of Honour, reflected the determination and personality of one of Eakers “Original Seven”, who chose to leave a safe position for a combat role, taking on the demoralised 94th, and leading them into some of the Second World War’s most ferocious air battles.

Sources and further reading.

*1 Photo from Roger Freeman Collection, IWM, FRE9833

*2 Photo from Roger Freeman Collection, IWM, FRE9879

*3 Congregational Medal of Honour Society, Website, accessed 22/12/15

Mountain Lakes Library, Website, accessed 22/12/15

“The B-17 Flying Fortress Story”, Roger A Freeman, Arms and Armour, 1997.

Air Forces Historical Support, Division,  Website, accessed 22/12/15

“The Mighty Eighth”, Roger Freeman, Arms and Armour, 1986.