Mosquito

RAF Sculthorpe – The War ends and the Americans arrive (2)

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In Part 1, we saw how Sculthorpe was developed and how it became an airfield in its own right. 2 Group had taken charge and brought in it light bombers, but all would no go to plan.

Meanwhile 464 and 487 Sqn had both been flying operationally, October 9th being the blackest day yet for the New Zealanders, when twelve Mosquitoes were dispatched for the first operations over occupied territory. An attack on Metz was planned but owing to bad weather only one or two aircraft managed to find the target. After dropping their bombs it wasn’t clear whether the target was hit or not, but worse news was yet to come. The formation, which had been dispersed due to poor weather, was being led by Wing Commander Alan G. Wilson DFC along with his navigator F.O. Donald C. F. Bridgman of 487 Sqn. During the attack the formation encountered severe anti-aircraft fire, and Wilson’s aircraft (HX965) was repeatedly hit. The navigator sustained mortal wounds and the aircraft was set on fire. In a desperate attempt to clear the fire, Wing Commander Wilson had to douse the flames with his hands resulting in extensive burns and injury. After fighting the fire, Wilson managed to eject the now smouldering material from the aircraft, but considerable damage had been done. Now flying on his own with his mortally wounded companion beside him, Wilson showed extreme courage and determination, flying the stricken aircraft back to England where he made a successful crash landing at RAF Manston in Kent.

Accomodation blck adjacent to the guard room

Blocks adjacent to the Guard Room.

A second aircraft (HX912), flown by Flt. Lt. Phillip C. C. Kerr and F.O. Bernard J. E. Hannan (464 Sqn) – was less lucky, both pilot and navigator being killed when the aircraft dropped its bombs at low level. It is believed the subsequent explosion also blew up the Mosquito they were flying.

On a separate operation to attack the aircraft engine factory at Woippy in France, Mosquito  HX938 piloted by Sqn. Ldr. Walter F. Wallington DFC and navigator P.O.  James H. Fawdrraf, dropped its bombs by accident and crashed. This time, both airmen managed to bail out, but some thirty people on the ground were killed. Sqn. Ldr. Wallington managed to evade capture but P.O. Fawdrraf was not so lucky and was soon picked up by German ground forces.

The same fate did not befall two more 487 Sqn airmen that day. Flt. Lt. Edgar W. P. Court and Flt. Lt. Jack B. Sands were both killed when their Mosquito (HX937) blew up whilst flying on one engine near to Antwerp. It had been a very sad day for the Wing, and the loss of several ‘good’ men would be deeply felt by both squadrons.

More rain and strong winds eventually turned Sculthorpe into something that resembled a “seaplane base”, by the end of the month, the entire site was waterlogged. The winds were so severe they were reported to have lifted hut roofs off their mountings causing even more problems for those inside.

On the 22nd – 23rd October, the foul weather momentarily broke and allowed for some bombing practice to take place. On return  from the range, one of the 464 Sqn Mosquitoes (HX948) overshot due to an electrical failure with its instruments and crashed onto a hedge at the end of the runway blocking a road as it did so. On the 23rd, in more foul weather, one of 487’s Mosquitoes ‘T’ for Tommy (HX831), did exactly the same thing, coming to rest only feet from the wreck that was previously a Mosquito. As if that was not remarkable enough, a few minutes later one of 21 Sqn’s aircraft (HX956) also overshot, colliding with the 3-ton crane that had been brought in to recover the first aircraft, landing directly on top of the wrecked Mosquito! Miraculously no one was hurt in any of these incidents, but according to 21 Sqn’s ORB “considerable loss of public property sustained“, presumably referring to the pile of wood chippings now sitting at the end of the runway.*4 The fact that no one was hurt was a miracle in itself, and all the cockpits remaining intact was a sight that gave the personnel at Sculthorpe a great belief in the strength of the Wooden Wonder! But the catastrophe would begin a series of events that would eventually lead to 140 Wing leaving Sculthorpe for good.

By October’s end, the crews of all squadrons were now fully conversant with the new Mosquito, and the supporting Conversion Flight was disbanded; specific training units taking on the role elsewhere.

The harsh winter of 1943-44 would see a special visitor come to Sculthorpe. Wing Commander Leonard Cheshire arrived to discuss, with Pickard, the plausibility of dropping food and clothing to his brother in Sagan (Salag Luft III) using the Mosquito. Cheshire knowing Pickard’s vast experience, thought he was the ideal person to speak to. Whether this was a personal effort to provide comfort to his brother or whether Cheshire was considering the Mosquito for low level precision attacks is not known, but the latter befell the Wing not long after Cheshire’s visit.

The December of 1943 would then bring major changes here at Sculthorpe. On New Year’s Eve, two months after the initial three Mosquito accident, the Wing, along with Pickard and all three Mosquito squadrons, would leave the Norfolk site, taking their Mosquito VIs to RAF Hunsdon. A much smaller airfield, where the overcrowding experienced at Sculthorpe must have been considerably worse.

It was from Hunsdon that Pickard would famously make his last flight. A story goes that Pickard had left his dog ‘Ming’ at Sculthorpe to be looked after whilst he was away. On the day he was shot down, 18th February 1944, on the Amien raid, the dog fell gravely ill. Pickard’s wife, Dorothy, went to get him and sensed that Pickard had been killed after seeing the state of the animal. It took months for Ming to recover, and some years later whilst living in Rhodesia, Ming went outside, looked up to the sky as he always did when Pickard was flying, heard a whistle, collapsed and died.*2

The departure of the Wing effectively left Sculthorpe with no operational units, until on January 6th 1944, when a new and very different squadron began to move in.

Crews from 214 (Federated Malay States) Squadron based under 3 Group at Downham Market, arrived in two waves, the initial group coming across in early January 1944, whilst the main body continued  operations flying their Stirling bombers. Those that arrived here quickly settled in, but a lack of decent paths meant that initial training was mixed with the unenviable task of digging and laying of new paths. Whilst attending lectures and link training were the primary tasks for the pilots and Flight Engineers, the gunners and other aircrew were given the more ‘practical’ task of constructing the new paths ready for the remainder of the squadron’s arrival.

Bomb store

Sculthorpe’s bomb store was relocated in the late 1950s and was nuclear capable.

Then on the 25th, the remaining crews and staff of the squadron departed Downham Market, thus ending their link with 3 Group. Once here, flying circuits and more lectures became the order of the day. Additional training on ‘Monica‘ equipment, fighter affiliation tasks and local cross countries then took the squadron to late spring at which point operations began to take place.

The arrival of 214 Sqn heralded more than just a new bomber squadron though, for they would not be flying the Stirling as they had been; instead, they were set up as part of 100 Group, becoming an official member in mid January 1944. Their arrival here would not only see them change Groups but would also see them convert to the American built B-17 ‘Flying Fortress’. Now designated 214 (BS) Sqn,  their arrival would bring another major change to Sculthorpe, a change that would continue for the next five months, but would have repercussions for many years to come.

Operating in the Electronic Warfare role within 100 Group, they would carry out radio jamming operations, an early form of Electronic Counter Measures (ECM). The urgency of the conversion, led to the unit taking on fourteen UK based B17-Fs , their ordered ‘G’ models being used as a trade off*3.

The British B-17 (designated Fortress I, II and III) crews were joined by personnel from various U.S. units. Their role was to train and support the air and ground crews in both flying and maintaining the new aircraft, a role they performed well, right into the early summer of 1944. The set up was so successful that American personnel were soon posted in to fly alongside the RAF crews, thus expanding the influence of the Group.

Flying along side other bomber formations, 214 Squadron would use systems including ‘Monica‘ to track or jam enemy radar, they performed ‘spoof’ missions to entice enemy fighters up to them rather than the main force that was attacking targets elsewhere; a rouse that worked well initially.

Fortress B Mark III, HB796, at Prestwick, after being fitted with radio counter-measures equipment by Scottish Aviation Ltd. It served with No. 214 Squadron from November 1944. Equipment fitted included American AN/APS15 radar in the large radome under the nose, ‘Airborne Cigar’ (ABC) radio-jamming equipment (shown by the large aerial on top of the fuselage), and an ‘Airborne Grocer’ aircraft radar jamming installation, the aerials of which can be seen on either side of the tail turret. HB796 failed to return from a bomber support mission on 9 February 1945. (© IWM ATP 13090E)

Other operations flown by the Group, included: jamming or swamping German radio communications, jamming navigation aids and searching for new signals that may suggest new or improved German radar.*3 The successes of 100 Group, prompted the setting up of the U.S. 803rd (Prov) BS (H) in March that year, a US Group who would learn from, and perform in the same role as 214 Sqn. Initially taking six veteran crews, all having reached 25 missions, from 96th BG at Snetterton Heath combined with those already at Sculthorpe, they would soon build up to a strength of twelve aircraft all based here at the Norfolk airfield. Of these initial six all but one were fitted with Carpet and Mandrel jamming equipment, whilst the sixth (B-17G) had jammers and search equipment in the form of SCR-587 and Hallicrafters S-27 VHF signals intelligence receivers (SIGINT) to track Luftwaffe radar and radio transmissions.*5

However, the initial set up of the unit was seen as ‘messy’ and disorganised with no real focus, a problem that led to delays in preparation, organisation and training. As D-day appeared over the horizon, the U.S. group was distinctly lacking in preparation and action was needed fast. To assist in the training and operations of the Fortress, a further new separate unit was also set up here at Sculthorpe.

From April 24th 1944, 1699 (Fortress Training) Flight who operated each of the Fortress I, II and III, carried out the conversion and training role for these crews, and to speed the process up, they also used the B-24 Liberator along with some smaller examples such as the Avro Anson and Air Speed Oxford. By this time, personnel at Sculthorpe amounted to some 104 RAF Officers, 233 Senior NCOs, 705 airmen, 190 WAAFs of various ranks and 1,073 US Officers, NCOs and airmen*7.

Then, five months after their arrival, both 214 Sqn and the 803rd were both posted out to RAF Oulton, (May 1944), where they continued with their ECM roles. The 803rd, now commanded by Lieutenant Colonel Clayton Scott, began to work on the support of Operation Overlord, and even as late as June 5th, equipment was still being fitted to the aircraft. The Fortress Training Flight moved with the two ECM units and in October it was disbanded and immediately reformed as 1699 (Bomber Support) Conversion Unit, a designation it used for a year before being renamed once more.

The departure of the three squadrons (along with the resident non-flying units) was not a coincidence, for Sculthorpe had been earmarked for redevelopment into a Very Heavy Bomber base (VHB). As soon as the personnel had moved out, it was placed into ‘care and maintenance’ and the workmen from Taylor Woodrow moved in; taking up residence in the now empty nissen huts on Site 3.

Accomodation Block

‘Z’ type Barrack Block (named so due to their shape – many of these are now in serious dilapidation)

The end of the war in 1945, didn’t unfortunately bring an eased peace. Tensions with Russia and a possible threat from the east meant that discussions had already started between the US and UK authorities over staging American heavy bombers on UK soil. This was not a decision taken easily; firstly, it would put Britain firmly on the front line in a war with Russia, and secondly, these bombers would need a significant infrastructure to support them. Runways would need to be extended to a minimum of 8,000 feet long and 200 feet wide with an additional 1,000 feet for any unintended overrun. Specialist buildings would be needed, larger dispersal pans required and hangars able to house the aircraft would also have to be erected.

With all that in mind, a number of sites in Lincolnshire,  Kent and East Anglia were identified as possibles, one such airfield in the eastern region being Sculthorpe. It, like Lakenheath, already had a strong string to its bow, already having sufficient buildings to house the 10,000lb atomic bomb should the need arise. It was also, already a substantial size with good room for extension and further development. These factors essentially saved the life of Sculthorpe and for several decades after the end of the Second World War would see it really come to the fore and become a major player in not only British, but world aviation as a whole.

And so, US development specialist moved in, after which followed a period of sustained redevelopment of the site. This included the removal and reinstatement of longer runways along with the construction of twelve very heavy bomber hardstands. Surrounding public roads were also diverted and further properties were demolished to make way for the airfield’s expansion. New accommodation blocks, ‘Z’ blocks, were built, and new married quarters were created. The whole process took around three to four years to complete during which time the station was basically closed with only an occasional use keeping it alive; one such operator being the 1510 Beam Approach Beacon System Flight (BABS) based at nearby Bircham Newton.

A further deterioration in east-west relations then led to the Berlin crisis and what has famously become known as the Berlin airlift. The political situation in Europe essentially forced the hand of both Governments to make a final decision, one which resulted in the deployment of sixty (2 Bomb Groups) Very Heavy Bombers at various UK airfields. Whilst these deployments were on a temporary basis only, the decision would however, be the first step on the ladder to the US establishing itself officially, on UK soil for many years to come.

The lack of use over the last few years had meant however, that much of the accommodation at Sculthorpe had deteriorated to an unacceptable level. Damp and rot had set in and more work was now needed to bring it back up to standard before further deployments could take place. Even as this was being carried out though, bombs and other supplies along with, in February 1949, an advanced party of US personnel from the 92nd Bomb Group, began to arrive. As they passed through the main gate so began a new page in Sculthorpe’s history,  and soon it would be ready to be an active base once more.

By December 1948,  Sculthorpe, operating as a satellite to RAF Marham, began to prepare for its official opening. A somewhat premature move as reconstruction work was still going on and there was much to do before the airfield would be truly ready for its new residents.

In Part 3, Sculthorpe develops further, it receives its new residents and a new page is turned. As relations with the East becoming difficult, a new age dawns and nuclear weapons become the way forward.

The full story can be read in Trail 21.

RAF Sculthorpe – The Beginnings of a New Airfield (1)

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Not long before Christmas, I had the opportunity to return to RAF Sculthorpe to revisit the small collection they had in the Heritage Centre not only before it closed for the season, but before it moved to its new location in the former Chapel on the base. The Chapel itself, was hugely overgrown and in a very poor state after being left vacant for many years, but has been painstakingly refurbished, by the volunteers at the centre, with an aim to opening early this year (2024).

This gave me an opportunity to also revisit the airfield and see how it had fared.

RAF Sculthorpe

Sculthorpe airfield is located a few miles to the north-west of the town of Fakenham in Norfolk, in a parish that has links as far back as the Romans and even pre-historic eras. The airfield itself however, has its origins more recently in the latter part of the Second World War, but it has a much larger claim to fame , and one that it still retains to this day.

A once busy shop

A former American school and more recently a shop now derelict and forgotten.

Designed initially as a heavy bomber site, and satellite to RAF West Raynham, Sculthorpe would initially be built with three runways, ten accommodation sites, a bomb store and a large technical area. Over time, these runways were extended to one of 12,000ft and two of 6,000ft, and all made of concrete. By the end of its life, its accommodation area would have grown enormously, as would its technical and administration sites, housing at its height, 10,000 personnel and their families. Such enormous facilities along with the fact that it was capable of holding around 100 aircraft, gave Sculthorpe the ability to boast being one of the biggest airfields in Western Europe, an honour it retains to this day.

Built by a collection of major companies including: Bovis Ltd, John Laing & Sons, and Constable Hart & Co. Ltd; it would boast as many as five major hangars – one B1 and four T2s, along with nine blister hangars all located around the site. Around the perimeter there would be 36 hardstands, many of which would be absorbed during extension work leaving 29 by 1958.

Although built in the Second World War, Sculthorpe had a limited War life, its heyday coming much later in the Cold War, during which time it became a major nuclear capable airfield housing American bombers on 90 day rotations.

Initially though, following a reshuffle of Bomber Command, it fell under the control of 2 Group Bomber Command but the first users of the airfield were not the bomber crews but the personnel of the 11 Heavy Glider Maintenance Section along with 2 Heavy Glider Maintenance Unit, who both moved in during early 1943, before the site was officially opened. As non-flying units they prepared, repaired and maintained thirty-two Horsa gliders, many of which would have been used the following year in the Normandy invasion. These units remained in situ at Sculthorpe for almost a year, departing mid March 1944.

2 Group were formed primarily of light bombers, and on May 15th 1943, the first of the main residents arrived in the form of Boston IIIAs belonging to 342 (Lorraine) Squadron.

342 Sqn had originally been set up as a Free French squadron in September 1941, operating in the Middle East with French crews. Their time there had not been good though, with many losses as a result of flying what were now considered ‘out of date’ aircraft – the Blenheim. It was then decided, after talks between the RAF and General Valin, the Commander of the Free French Air Force, to bring these men back and retrain them on more modern aircraft, and so in September 1942, orders from the UK directed many of these airmen back to the UK. Sadly however, during their return voyage, two of the four ships that were used to transport them, were sunk by German U-boats, and many of the  personnel were lost at sea.

Once in the UK, refresher courses were undertaken with 342 Sqn being officially re-formed on April 1st 1943, using these French personnel at nearby RAF West Raynham . Once formed, training continued, followed not long after by the first loss, when one of the aircraft attempted an emergency landing after running out of fuel. That aside, the Boston IIIa, or A20, they were now using, was considered a much improved model compared to the Blenheim, with both greater power and better armament, and was far more suited to the role it was about to perform.

Following further training, the squadron finally transferred over to Sculthorpe on May 15th 1943, where crews attended lectures on “evasive action and fighter control”. Two further crashes would cost the squadron several more airmen, some of whom were highly experienced and valued members of the unit.

As the saying goes, any port in a storm, and Sculthorpe provided that port. On May 19th, an American B-17 was forced to make an emergency landing at the airfield. On board the aircraft were three injured crewmen, the ball turret gunner, and the two waist gunners. The Ball Turret Gunner was given urgent medical assistance, but unfortunately he later died from those injuries, whilst the two waist gunners, both with frost bite to their hands and ears, thankfully survived. A second B-17 landed some time after the landing and collected the crewmen, transferring them back to their own base where they received further medical assistance.

There then came yet another change at Sculthorpe, as the Free French unit was combined with two other squadrons, 88 and 107 to form the new 137 Wing; a Wing made up of both French and British units.  On June 12th 1943, under the new Wing, 342 Sqn’s first operational flight took place, a ‘circus’ raid undertaken in conjunction with 107 Sqn. These types of operations would become the norm for the next month, and whilst there were some losses, they were thankfully light. In mid July, orders came through for the unit to depart Sculthorpe and move to nearby RAF Great Massingham, a move that was well organised and one that went smoothly. By the evening of July 19th all but two aircraft had departed Sculthorpe, and crews were settling in well to their new home.

There was no let up at Sculthorpe though, as over the next two days two more squadrons would move in to the now vacant premises. Orders for the transfer of both 464 (RAAF) and 487 (RNZAF) Squadrons were received with mixed emotions though. To make things worse, the transfer of both men and machinery did not go totally to plan and only happened following a change in operations and planning. Both Squadrons had been flying from  RAF Methwold, an airfield not far from Sculthorpe, as light bomber units with Lockheed’s Venturas. They regularly attacked targets in western Europe, often without fighter escort, which resulted in some heavy losses for the units.

RAF Sculthorpe

The Commissary and BX next door are still on site today

It was whilst at Methwold that Sqn. Ldr. Leonard Trent would perform so bravely receiving the Victoria Cross for his actions on May 3rd, 1943, with 487 (RNZAF) Sqn. The whole process began in mid June with an initial order requiring 464 (RAAF) Sqn, to move to Dunsfold, however, that move never materialised, the order being cancelled on July 4th. This meant that preparations would stop, and the squadron would remain at Methwold. They then entered a period of training, the weather having curtailed many operational flights for both this unit and others across the UK.

Then on July 10th, the weather broke just enough for an operational flight to be carried out by 464 Sqn, attacking targets at St. Omer. These were hit with great success; the 487 squadron commander commenting “a wizard piece of bombing”,  but still the squadron awaited, with anticipation, news of its next posting. Then two days later, whilst a contingent of the Australian press where visiting, news came through that the two units were to change its aircraft for Mosquitoes, and that the pilots would be fully trained within 6 weeks. The swap although not what was expected, was generally accepted well by the squadrons, but it brought disappointment for both the wireless operators and air gunners of each unit, who would have no place on board the two-seat ‘Mossie’,  and would have to be transferred out.

Following a period of further training, the long awaited news finally arrived. For 487 Sqn it arrived on July 16th, noted as ‘Panic day’, and on July 17th for 464 Sqn. Both squadrons would now transfer over to Sculthorpe. In preparation, 464 Sqn’s station adjutant visited the new airfield on the 19th to assess its condition, but he was not impressed! He reported that “there was very little of it to work in comfort and everything is drastically dispersed.”*1 His aggrieved feelings about the site were further exasperated by a lack of office space, the only silver lining to the whole move, being that more accommodation was apparently ‘in the pipeline’.

487 were the first to transfer. On the 19th, the advance party left Methwold followed in the early afternoon of the 20th by the main road party. The aircraft and crews then transferred over an hour or so after them.  On the 21st the aircraft of 464 Sqn also departed Methwold, the departure tinged with sadness as many were sorry to be leaving what had been a good home. The weather typical as it is, once again closed in, and several aircraft had to try two or three times before finally getting down safely at Sculthorpe. Fortunately there were no mishaps and all crews and aircraft arrived safely.

By the evening all personnel were unpacked and settling down for the night. The lack of buildings became quickly evident though, a fact made worse by the lack of bicycles, Sculthorpe being so widespread meant it was difficult to get around without transport. As a result, more bikes were needed and an order was placed with an urgent request. Coinciding with this, was a memo informing staff, of the impending move to form a new headquarters here, a move which would see both new recruits along with an increase in staffing levels. This was a further worry as there was still insufficient accommodation for those already here.

The month ended on a better note however, with good weather, night sorties and training on new equipment gave a hint of things to come. A new station Commander also arrived at this time, in the form of Group Captain P.C. Pickard DSO, DFC, once again hopes for the two squadrons were rising. Pickard’s arrival was by no means a coincidence – a new Wing was being formed and he had been chosen to lead it. Pickard’s record as a leader was outstanding, and he had been hand picked, for the role, by none other than Air Vice Marshall Basil Embry.

Pickard’s role here at Sculthorpe was to set up and command 140 Wing, a new unit consisting of three Mosquito squadrons, under the control of 2 Group of the Second Tactical Air Force headed by Embry himself. Even while the new Wing was being formed, training continued for those already here at Sculthorpe. On August 18th, whilst on one such flight, one of the Venturas (AE668) of 464 Sqn crashed into a Welsh hillside at Llandwrog, with the loss of all four crewmen. What was unusual, and concerning, was why the aircraft was so far off course at the time; the Welsh mountains not being where the aircraft should have been. It was not known why the aircraft crashed nor indeed whether the deviation of course was a factor in the accident, but it was a heart felt tragedy and the squadron’s first accident whilst at Sculthorpe.

Three days after this, on August 21st, the first of the new replacement aircraft arrived, two D.H. Mosquitoes, a milestone that coincided the following day with the setting up of a Mosquito Conversion Flight. The purpose of the Flight was to convert Ventura aircrew from both 464 and 487 Sqns over to the Mosquito.

Flying was slow to start with, as appalling weather prevented any chance of taking off even in the day-time, a situation that would prevail for some time. By now, the new postings for the surplus gunners of both units had begun to filter through, and gradually, one by one, they trickled out of Sculthorpe to their new respective squadrons elsewhere. It wasn’t  just the aircrew that were being posted out either, a number of tradesmen were also posted out, but oddly enough, they were not being replaced. The distinct lack of skilled technical personnel soon raised alarm bells amongst the units, for as a Mosquito squadron, 487 had no carpenters, and other skilled workers were becoming distinctly lacking.

Mosquito FB Mk VIs (HX965 ‘EG-C’ leading) of No. 487 Squadron, lined up at Sculthorpe, prior to taking off on the first Mosquito raid mounted by No. 140 Wing. 24 aircraft from 464 and 487 Squadron RNZAF successfully attacked two power stations in France without loss. (©IWM HU 81325)

By early September Mosquito numbers had reached well into double figures, the lack of manpower was now the issue which was being made worse by the lack of spares, a situation that led to many aircraft being classed as unserviceable. A common problem seemed to be the undercarriage, repairs taking longer than usual keeping aircraft annoyingly grounded.

The 15th September 1943 saw another significant turn in the status of Sculthorpe, as it gained its own independence and became an operational airfield in its own right. With this, Sculthorpe had finally grown up. On the 28th, the numbers of aircraft on the books had reached over 70 when another squadron (21) arrived to join both 464 and 487 thus completing the formation of the Wing. The ORB for 464 Sqn stating that the airfield was not built for three squadrons (and a conversion flight) and that overcrowding was now a major issue for those based here at a cold and wet Sculthorpe.

21 Sqn was another Ventura unit, themselves having a history as far back as 1915, and very soon after their arrival, they too, would begin to receive the Mosquito. As with 464 and 487 Sqns, pilots were quickly placed on the conversion course flying with the Conversion Flight at Sculthorpe, the transition from Ventura to Mosquito being expedited with all speed.

By the 4th October, virtually all pilots had converted and completed cross country solo flights at low level. Only the incident on the 1st, when Flt. Lt. Henderson suffered engine trouble and subsequent fire, marred the otherwise rapid and clean transfer across. In the incident, Flt. Lt. Henderson managed to bring the aircraft down safely at RAF Attlebridge. Other good news for the unit was that those in the administration offices were now able to move from their cold and unsuitable temporary accommodation block to a new permanent building, this new block being the ‘best they had experienced since leaving RAF Oulton‘. Improvements were indeed coming but they were somewhat slow.

In Part 2 the two squadrons fly operationally, but it would not be the great start they had wished for. There would be further changes and more new arrivals at the airfield and larger four-engined bombers would also arrive.The full story can be read in Trail 21.

Squadron Leader Robert Palmer V.C., D.F.C and Bar.

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There are many stories of great bravery as a result of action over occupied Europe during the Second World War; all are a test of human endurance pushing the human body to its limits and beyond. In some such cases, the recipient received the highest honour that could be bestowed on any member of the armed forces – the Victoria Cross.

One such award went to a Pathfinder, one of only three to go to the entire Group. Donald Bennett, the commander of 8 Group, himself even said he would not award such an accolade to any living person, it was not therefore given lightly, nor easily obtained.

In this instance the recipient was a pilot based at RAF Little Staughton on the Cambridgeshire – Bedfordshire border. It was a short lived airfield and only had two operational squadrons use it, both squadrons were part of the RAF’s Pathfinders.

This is his story.

Robert Anthony Maurice Palmer, the older brother of Douglas, was born on July 7th, 1920 in Gillingham, Kent, son of Arthur Palmer and Lilian Skuse. His father, Arthur Palmer, had served in the Essex and West Kent Regiments during the First World War before joining the fledgling Royal Air Force in May 1918. He would remain in the Air Force as an instructor at RAF Duxford until being demobbed the following year.

Sqn Ldr. Robert Palmer (IWM HU 1996)

Arthur and his stories of flying, reinforced by the exploits of the 1920’s aviation pioneers, would inspire Robert, and fuel his desire to enter the world of flight himself. It was a desire that would enable him to fulfil his dreams but ultimately lead to his death.

After attending his first school, Cecil Road in Gravesend, Robert would join The County School for Boys, in Darnley Road, Gravesend, run then by the Reverend Samuel Lister.

Once his school life was over, Robert obtained his first job, joining the Borough’s Surveyor’s Office where he showed good potential before volunteering as a pilot for the Royal Air Force Volunteer Reserves on 22nd August 1939. Given the initial service number of 758016 (later 115772), Robert was awarded the initial rank of Aircraftsman II/ under training pilot.  The following day he was promoted to the rank of sergeant, before being transferred from Hastings to Rochester, his first training post. Between then and June 1941, Robert worked through a number of training units starting with No.12 Flying Training School followed by No. 15 Officer Training School. During his short time here, he would gain good grades and show his true potential as a future pilot within the Royal Air Force.

Once qualified, Robert Palmer would be posted to his first operational squadron, 75 (New Zealand) Squadron flying Wellington ICs at RAF Feltwell in Norfolk, the date November 16th 1940.

The move was designed to give Robert the experience of life in an operational unit. Being shepherded by the experienced P. Off. Morton, he would gain a good understanding  of the huge responsibilities a pilot in an operational unit would have. Whilst at Feltwell, Robert would continue to grow and show further good potential as a pilot now in Bomber Command.

Robert’s stay at Feltwell would last for just ten days, transferring to his own aircraft with 149 Squadron at RAF Mildenhall on the 26th of November. Here Robert would have to gather and mould a new crew, creating a camaraderie that would hopefully keep them both alive and together, through some of the worst battles that the RAF were likely to experience. The operational schedule was so intense that it would take just three months for them to complete their first tour of thirty operations.

Now as a seasoned pilot, he and his crew who had jelled together so well, were to be split, each one being posted to a different training unit where they could share their experiences and knowledge to other crewmen. Robert was sent to No. 200 Training Unit arriving in February 1941 where he remained for a year. Five months into the posting, he would be promoted to Temporary Flight Sergeant*1, a grade he remained at until January 28th 1942, at which point he was discharged on appointment to a Temporary Commission as Pilot Officer within the RAFVR, a promotion that came with another transfer to No. 20 Operational Training Unit (OTU) at Lossiemouth in Scotland, again as an instructor. This appointment was confirmed and he officially became a Flying Officer in October 1942.

Some ten days after his appointment, he was sent to No. 1501 Beam Approach Training Flight learning to land on instruments, a course that lasted a mere week, Robert then returned to 20 OTU where he remained as instructor for a further year. He, like many instructors, was keen to get back into operational flying, and pressed his superiors for a transfer back to a front line squadron.

It would be whilst at the OTU that Palmer would come into contact with Squadron Leader Ian Bazalgette DFC. another pilot who would go onto the be awarded the VC posthumously. Bazalgette recognised the potential of Palmer and put in a recommendation for his transfer to a front line unit.

Robert’s wish then came true. After a short spell training on Mosquitoes at the RAF Warboys based 1685 Mosquito Training Unit and the Pathfinders in early November 1943, he transferred out, being posted to 109 Squadron at RAF Marham, Norfolk, a front line squadron within the Pathfinders’ Group. Thirteen days after his arrival, he would be promoted again, this time to Flight Lieutenant.

The Pathfinders were commanded by Donald Bennett and were an ‘elite’ group of pilots and aircrew, who had proven themselves to be excellent flyers. Arthur Harris, the Commander in Chief of Bomber Command had been completely opposed to the idea of an elite unit,  citing a drop in morale as the cream of his bomber squadrons would be taken away to form a new unit. But 8 Group came into being and Flt. Lt. Robert Palmer was soon one of them.

109 Squadron were about to receive the Mosquito XVI to supplement the Mk, IX they already had, and with both variants, the unit transferred from Marham to RAF Little Staughton on the Cambridgeshire / Bedfordshire border some 60 miles south-west. The move in April 1944 would be Robert’s final transfer.

As a Mosquito pilot, Robert would undertake many operations whilst here at Little Staughton, and in recognition of both his gallantry and his devotion to duty, he was awarded the Distinguished Flying Cross (DFC) on June 30th, 1944. *2

It was then, a combination of this devotion to duty and the fact that he quickly reached the milestone of 100 operations, that led him to receive a second DFC in the form of a bar on his first; an accolade that acknowledged his determination to succeed and his skill as a pilot. *3

With two DFCs under his belt, Robert Palmer would soon receive his final promotion, being granted the rank of acting Squadron Leader on 10th December 1944.

December would prove to be the end of the line for Sqn. Ldr. Palmer though. After flying his last Mosquito operation on December 6th in ‘MM171’ to Osnabruck, he would soon change to Avro’s baby the Lancaster. On the 23rd, two days before Christmas, he was assigned to fly in a daylight raid to Gremberg, a daring raid that would use Oboe to pinpoint the target. As a Pathfinder, his role was to identify the target and drop markers/bombs for the following bombers to bomb on. It was a dangerous and daring mission and one which Sqn. Ldr. Palmer and his navigator Flight Lieutenant George Russell, would lead as Master Bomber in a 582 Sqn aircraft with Flight Lieutenant Owen Milne and his crew.

The morning was cold, wet and foggy, simply described as “miserable” by Bill Lanning*6. After dragging themselves out of bed and performing their morning ablutions, they headed off to the mess hall for a hearty breakfast of egg, bacon and beans, the standard morning feast for those flying on ops that day.

At briefing, the two crews met, Russell remaining quietly reserved whilst Palmer was introduced to Milne’s crew. The target was revealed and the various experts gave their reports: escort, weather, flak, bomb run etc.

By 09:30 briefing was over and the various crews made their way to the locker room and parachute stores to collect their belongings for the flight. The temperature was expected to be at -20oC, it would be very cold.

Palmer’s take off time was recorded as 10:27, but the mission was already doomed. Over England two Lancasters at the rear of the last flight, misjudged the distance between them and collided with the loss of both crews. Meanwhile, Palmer leading the operation, had become separated from the main formation, his two flights were alone and undefended as their escort raced to catch-up. Flying on Oboe meant they would have to fly both straight and level for fifteen minutes before they could drop their bombs, in daylight and clear skies this would be suicidal. The 6/10 cloud they had been promised didn’t materialise, and it was indeed clear and cloudless.

Flak came first. Very quickly the German gunners found their mark and aircraft were peppered with shrapnel. A reserve Pathfinder Mosquito flying alongside, went first and soon Palmer’s Lancaster was also hit. Two engines were quickly put out of action,  flying controls were damaged and even though the aircraft was difficult to fly, Palmer maintained a straight and level approach. Four minutes from the target the Luftwaffe pounced. Determined not to let Palmer and his two flights through, they hounded the formation some of whom had by now, begin to scatter. Communications had all but broken down but still Palmer continued on. Although “burning fiercely” he successfully bombed from 17,500 ft, laying his eleven 1,000 lb general purpose bombs spot on the target.

Within seconds of dropping their explosive bomb load, Palmer’s aircraft took further devastating hits and it began to fall from the sky. All but one of the crew would die that day. A very short statement details their loss: “aircraft are missing”.*5

Palmer stayed at his station commanding the aircraft until the end, an act of selfless heroism and bravery trying to save his fellow crewmen before himself. For his actions he was awarded the Victoria Cross posthumously.

The 24 year-old’s citation appeared in the Fourth Supplement to The London gazette of March 20th 1945*4

“This officer has completed 110 bombing missions. Most of them involved deep penetration of heavily defended territory; many were low-level “marking” operations against vital targets; all were executed with tenacity, high courage and great accuracy. He first went on operations in January, 1941. He took part in the first 1,000 bomber raid against Cologne in 1942. He was one of the first pilots to drop a 4,000 lb. bomb on the Reich. It was known that he could be relied on to press home his attack whatever the opposition and he bombed with great accuracy. He was always selected, therefore, to take part in special operations against vital targets.

The finest example of his courage and determination was on the 23rd December, 1944, when he led a formation of Lancasters to attack the marshalling yards at Cologne in daylight. He had the task of marking the target and his formation had been ordered to bomb as soon as the bombs had gone from his, the leading aircraft.

The leader’s duties during the final bombing run were exacting and demanded coolness and resolution. To achieve accuracy, he would have to fly at an exact height and air speed on a set course regardless of opposition.

Some minutes before the target was reached, his aircraft came under heavy anti-aircraft fire, shells burst all around, two engines were set on fire and there were flames and smoke in the nose and in the bomb bay.

Enemy fighters now attacked in force. Squadron Leader Palmer disdained the possibility of taking avoiding action. He knew that if he diverged the least bit from his course, he would be unable to utilise the special equipment to the best advantage. He was determined to complete the run and provide an accurate and easily seen aiming-point for the other bombers. He ignored the double risk of fire and explosion in his aircraft and kept on. With its engines developing unequal power, an immense effort was needed to keep the damaged aircraft on a straight course. Nevertheless, he made a perfect approach and his bombs hit the target.

His aircraft was last seen spiralling to earth in flames. Such was the strength of the opposition that more than half of his formation failed to return.

At 24 years old, Squadron Leader Palmer was an outstanding pilot. He displayed conspicuous bravery. His record of prolonged and heroic endeavour is beyond praise”.

Sqn. Ldr. Robert Anthony Maurice Palmer (s/n: 115772) was buried in the Commonwealth War Cemetery at Rheinberg, Plot: 14. Row: C. Grave: 13-14 along with the other’s in the crew.

In honour of Sqn. Ldr. Palmer, the Grammar School he attended continues to pay homage to his brave and selfless act by hanging both his portrait and his V.C. citation in the school hall. A nearby church, St Peter and St Paul Church located at East Milton Road, Milton, Gravesham has his name inscribed above the Lych Gate at the church entrance. He is also remembered at the Rheinberg War Cemetery, Germany. At his former home in Denton, a plaque was unveiled  in 2006 by then mayor, Raymond Parker.

RAF Little Staughton appears in Trail 29.

Those on board that day were:

Pilot – Sqn Ldr. Robert Palmer VC, DFC and Bar; (RAFVR), age 24, s/n:115772
Pilot – Flt. Lt. Owen Strachan Milne, (RAFVR), s/n: 132625
Navigator – Sqn Ldr. Albert Leslie Carter, DFC, (RAF), age 29, s/n:44553
Navigator – Flt. Lt. George Russell DFC,  (RAFVR), age 21, s/n:129583
Wireless Op. – Flt. Sgt. Bert Nundy, (RAFVR) age 21, s/n: 1671822
Gunner – Fl. Off. William Dalgarno,  (RAFVR), s/n:161283
Gunner – Flt. Sgt. R K Yeulett (RCAF), (survived taken as POW)

Sources and further reading.

*1 The London Gazette, Issue 35531, page 1754, dated April 21st 1942.

*2 The London Gazette, Fourth Supplement of Tuesday June 27th 1944, dated Friday 30th June 1944. Issue 36589, Page 3089

*3 The London Gazette, Issue 36831, Page 5634, dated 8th December 1944

*4 The London Gazette, Fourth Supplement of Tuesday 20th March 1945, dated Friday 23rd March 1945, Supplement:36997, Page:1593

*5 National Archives Operational Record Books 109 Squadron December 1944 AIR 27/855/9

*6 Lanning, Bill. A personal account recorded for The International Bomber Command Centre, which also includes other eyewitness and personal accounts of that day.

National Archives: AIR 27/855/10

Feast, S., “Heroic Endeavour“, Grub Street Publications, 2006

RAF Pathfinders Archive Website.

Commonwealth War Graves Commission website.

Kent online newspaper website 17th December 2019

Gravesend Grammar School Commemorative Archive website

IBCC website 

RAF Little Staughton – Winner of Two VCs. Part 2

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In Part 1, we saw how Little Staughton had developed initialled used by the USAAF as a depot for repairs and refurbishments, and how soon after it was handed back to the RAF and the Bennett’s Pathfinders.

The end of 1944 would be pivotal though, but not the happy celebratory time it should have been, but a solemn and heart rendering time for those stationed here.

On December 23rd 1944, twenty-seven Lancasters along with their three Mosquito reserves, would take off from Little Staughton and their sister airfields at Bourn and Gravely, to be joined by their escorts – three squadrons of Mustangs from 150 Wing, over France. Once out of the English fog and cloud that had harassed the bombers for several days before hand, the aircraft began to jostle for their correct position in the formation. The three formations, each made up of two Flights, A and B, would gradually settle down now able to see each other in the clearer skies above the heavy English cloud.In such a clear sky, it might be ill-considered to think that anything could go drastically wrong – but go wrong it did.

Little Staughton The watch office at Little Staughton is now a listed building.

Assemblies could always be a danger and would be unsettling for any crew. At the back of the six flight formation and unseen to the Little Staughton crews at the front, Graveley’s 35 Sqn’s Flying Officer G.S. Lawson in Lancaster ‘H-How’ (PB683) began closing in on his friend Pilot Officer R. Clarke in ‘F-Freddie’ (PB678). Misjudging the narrow distance between them, Lawson’s aircraft inadvertently made contact with the wing of Clarke’s, sending both aircraft, fully laden with fuel and bombs, spiralling to the icy waters of the English Channel below. As the two Lancasters fell uncontrollably towards Earth, others in the formation could do nothing except watch in horror and prey that chutes would somehow emerge from the two Lancasters. Miraculously, six airmen did manage to escape the stricken bombers before they either broke apart due to the extreme forces exerted upon them, or they hit the water.

A rescue search was mounted immediately. Little Staughton’s reserve pathfinder Mosquito from 105 Sqn, who was sat at the rear of the formation and witnessed everything, remained on station continually radioing the airmen’s positions back to control.  He remained there, watching out, until the launch arrived to begin the arduous task of searching for signs of life. But the icy winter waters of the channel were too much for the badly protected airmen, and although six managed to escape the stricken bombers, all the crew of the launch could do was pull dead bodies from the cold water. Only one crewman was unaccounted for, the body of  Flt.Lt. John Faulkner was some weeks later washed up on the beach at Dieppe. He remains buried there to this day.

Meanwhile, the front two formations consisting of Lancasters from Little Staughton flew on oblivious to the carnage that had occurred behind them. Being an Oboe operation meant that the aircraft had to fly for fifteen minutes straight and level without any deviation from the beam they were following. Hopefully, the predicted cloud over the target would give them some protection from flak and fighters, hence the reason for using Oboe. When they got there however, there was none, just clear bright skies and it was daylight. Ramrod 1415 was about to feel the brunt of the Luftwaffe’s determined pilots.

The first formation had somehow become detached from the second and third, meaning their escort was way behind and having to race to catch-up. With eight minutes to target they were alone, in clear skies and vulnerable.

It was then that the flak began. 88mm and 105mm shells began exploding all around the aircraft, peppering the fuselages like hailstones on a tin can.

Within minutes the gunners had found their mark, and the first aircraft was hit. Mosquito ML998 ‘HS-B’ with 25 year old Flt. Lt. Eric Carpenter, a Canadian, and Fl. Off. William Lambert as navigator, was on fire with both engines out. Moments later, the Mosquito exploded in a massive fireball. Neither airmen would survive and Little Staughton was now one crew down.

With three minutes to go, not only had the flak intensified but fighters had appeared on the scene too. The master bomber, Sqn. Ldr. Robert Palmer in Lancaster PB 371 ‘V’, received hits causing two engines to cut. His Lancaster was now more than ever difficult to fly but on he went fighting the reluctant aircraft every inch of the way. Then further hits badly damaged the Lancaster’s tail forcing the aircraft to turn over and tumble out of the bright German sky.

As the aircraft tumbled over and over, the rear gunner Flt.Sgt. R Yeulatt, another Canadian, manged to escape his turret, more by luck than skill. After his turret was separated from the spiralling Lancaster his body was forced out between the doors by the wind. This incredible escape would be his saviour – he would be the only survivor of the seven man crew.

With all Lancasters receiving intense fire it was going to be carnage – and it was.

Little Staughton One of the original hangars still in use today.

The second Lancaster to fall from the sky was that of American (RCAF) Flt.Lt. Arndt Reif in PB120 ‘P’. Reid’s aircraft was hit by both flak and enemy fighters. Reif himself was badly injured, and so he gave the order to bale out. Only two crewmen, Flt. Sgts MacLennan and Pearce, both Canadians, escaped with their lives, being picked up on the ground and incarcerated by the Germans.

Flt. Lt. R. Hockley in Lancaster PB141 ’60-F’ went down next. With no controls and one wing on fire, he gave the order to jump, and all seven crewmen managed to escape the burning wreck. Six were picked up by the Germans below, the seventh, 24 year old Pilot Officer Ken Hewitt was attacked by murderous civilians and shot several times. Efforts to save him by a local policeman failed and the murder was the subject to a post war criminal investigation, which concluded that the fatal shot came from Hubert Wester, who was later killed on the Eastern front. No other charges were brought against any of those present.

With one Mosquito and three Lancasters now gone, the deaths were stacking up. Fl. Off. R. Terpenning, an Australian, in Lancaster PB558 ‘A’ had by now taken several hits and was flying ‘on the deck’ to try and make his escape. Pounced on by further fighters, time was definitely of the essence.

The Lancaster’s gunners fought bravely to ward off continued determined Luftwaffe attacks. Fuel now streamed from the wing; two engines were out; the top turret had been severely damaged and many controls were out of action, it was a miracle the aircraft was still in the air. Once over Belgium and the relative safety of the allied lines, Terpenning gave the order to bale out, himself being the last to leave. All seven airmen made it safely out of the Lancaster and were back at Little Staughton just four days later.

By now chaos reigned. Communications were bad at best. Only some aircraft received the order to scatter and had done so, others meanwhile received orders to bomb visually and not by Oboe. Some of the formation dispersed, each aircraft beginning its own unscheduled bomb run.

The last of the formation aircraft to come down was that piloted by 22 year old  Flt. Lt. Peter Thomas, in Lancaster PB523 ‘J’. It, like the others, had received substantial hits and was doomed to crash. After battling against persistent fighters and damaged controls, Thomas finally gave the order to bale out. With himself and a wounded Canadian P. Off. Frederick (Tex) Campbell upfront, the remaining crew escaped and the aircraft crashed. In the wreckage still at the controls, was the body of the pilot Flt. Lt. Thomas.

Of those who escaped four became prisoners of war, the fifth, twenty year old Flt. Sgt. Vivian Hobbs was killed after his chute collapsed on the descent.

Of the seventeen Little Staughton 582 Sqn Lancasters that went to Cologne that day, five failed to return along with a Mosquito of 109 Sqn. With a further two Lancasters from Gravely a total of eight aircraft were lost that day, along with all but one of their crews. The operation had been a disaster from the start, and the crews had paid the price.

After the operation Sqn. Ldr. Palmer, who was on his third operational tour and 111th sortie,  was posthumously awarded the Victoria Cross for his determination in continuing on to the target, even though his aircraft was severely damaged. He insisted on flying straight and level to allow Oboe to pinpoint the target. As a result the crew placed their markers precisely on the target allowing those left following to bomb accurately.*3

The full story and VC citation for Sqn Ldr. Palmer, can be read in ‘Heroic Tales‘.

Little Staughton A Robins Aircraft Hangar still in use today.

The return trip to Cologne on New Year’s eve must have filled the crews with dread, however it proved to be uneventful in that all aircraft returned safely and without incident. Although losses were comparatively light for the two units, seventeen aircraft lost from 109 Sqn and around thirty from 582; equating to some 250 airmen in total; it was still a blow to the squadrons and to Little Staughton as a whole.

With a successful and uneventful last operation, the dawn of 1945 must have brought renewed hope for fewer losses and that of a forthcoming allied victory.

The poor weather of the Christmas period however, did little to deter operations over Germany. On 1st January 1945, 582 Sqn were once again in action flying to both Dortmund and Witten. For almost fifteen days crews would be flying operations, training flights or both. It was a gruelling time but losses were low. It wasn’t until the 16th-17th that the first aircraft would go down. Baling out over allied territory all crew apart from the rear gunner, Sgt. McNamara, survived. With 109 Sqn losing only one Mosquito on the 31st – again both airmen returning safely – January had proven light despite the increase in operations.

It was then in February that another Little Staughton airman would earn himself the Victoria Cross, the second for bravery and dedication to duty.

On the night of 23rd-24th  February,  only ten days after the historical attack on Dresden that resulted in a firestorm, 367 Lancasters and 13 Mosquitoes from 1, 6 and 8 Groups were detailed to attack the city of Pforzheim to the north-west of Stuttgart. This would be the only attack on the city and it would prove almost as devastating as Dresden and Hamburg.

The Master Bomber that night was a 582 Squadron Lancaster piloted by the only South African pilot in the Pathfinders, Captain Edwin Swales DFC. In his Lancaster III PB538 ‘N’, were seven other crewmen, including two navigators.

On the run in to the target, the Lancaster was badly hit by night fighters putting one engine and the rear turret guns out of action. Undeterred, Swales continued to perform his role, guiding the following bombers onto the target with the greatest of precision.

Only when he was satisfied that the attack had been carried out did he leave the target area. Now easy prey to more attacks, soon a second engine was put out of action, controls were damaged with some being inoperable. With a reduced speed and difficult flying conditions he headed for the allied lines, and once safely over them, he gave the order to bale out. All those on board made the jump to safety, leaving Swales at the control trying to maintain steady flight. Just as the last man left, the Lancaster gave up the struggle and was reported to hit high tension cables causing it to crash. Captain Swales was still at the controls when it was found later on.

The attack on Pforzheim  was considered to be very accurate, with over 1,800 bombs having been dropped in little over twenty minutes. Over 17,000 people were known to have died that night in the raging fire that followed, and a post-war photograph, revealed that 83% of the built up area had been destroyed by the raid*4.

Swales’ VC was awarded posthumously, being the second such award to go to airman of Little Staughton, and the third of only three to the Pathfinders. His citation appeared in the Fifth Supplement to The London Gazette, of Friday, the 20th of April, 1945, and concluded: “Intrepid in the attack, courageous in the face of danger, he did his duty to the last, giving his life that his comrades might live.” His story also appears in ‘Heroic Tales’

The war was by now drawing to its inevitable conclusion, and the end of the Nazi’s reign of terror was near. For Little Staughton crews however, the job was far from over. By now the allies were so close to Germany that Oboe stations and forward operating airfields allowed accurate Oboe bombing of Berlin. On the 8th March 109 Squadron’s history was made with their first Oboe marking of Berlin and Munich; the longest range they ever attempted. Eighteen aircraft were ordered out to four targets, the other two being Dessau and Hamburg, The night was not the most successful though, with technical problems causing issues with a number of Pathfinder aircraft. On the Hamburg raid, four of the six aircraft marked well, one aircraft lost an engine and had to return early, whilst over Berlin, two of the four markers had to return without marking also due to technical issues. The Dessau raid suffered similar technical issues.

By now the war was in its last stages, and the night of 20th-21st April saw yet another pivotal moment in the history of the war, with the RAF’s last attack on the German capital. 109 Sqn were again in action, and it was Mosquito XVI ML929, piloted by F.O. A.C. Austin and F.O. P. Moorhead, who claimed the honour of dropping the last RAF bomb on the city. It was yet another feather in the cap for Little Staughton crews.

Little Staughton One of the original hardstands now has farmers sheds on it.

Other German cities then took the brunt of the Allied attacks. To the south, allied troops were approaching Hitler’s lair at Berchtesgaden,  but the night’s attack in April would not be one to remember, as all Little Staughton’s aircraft suffered technical issues preventing them from marking the target. It is thought that the surrounding mountains had interrupted the Oboe signal leading to poor reception by the Pathfinders. Due to fog and snow, identifying the target was then made more difficult for the following bombers, but with relatively accurate strikes, the raid was considered a success. However, it was not to be the Pathfinder’s final night of glory.

Attention then turned to Manna operations, and 109 began to mark targets in Holland for food parcels. A remarkable effort allowing foodstuffs and urgent supplies to be dropped to starving civilians in Holland.

Whilst bomber command was concentrating on humanitarian flights, 109 Squadron took part in the final raid on Kiel on May 2nd-3rd, with four aircraft taking part. One suffered problems and was unable to mark leaving the remaining three to identify and mark the target.  It was solely a Mosquito attack using aircraft from both 8 and 100 Group, after which large fires were seen rising from several parts of the town. After the last remnants of the German army left, it was declared ‘undefended’ and open, and allied troops entered unopposed just 36 hours later.

With the war’s end, the Pathfinders returned to dropping markers for food supplies, and ‘cooks’ tours began, aircrew taking ground crews on ‘sight-seeing’ trips over Germany to show the extent of the devastation caused by the war and the allied pounding of Germany’s towns and cities. An event that really brought home the effects of the war on Germany.

In September 1945 after much speculation and many staff movements, both squadrons were ordered to disband. 582 was first on the 10th with 109 Squadron soon after on the 30th. A glimmer of hope then came for 109 Sqn, when it was reborn through the renumbering of 627 Sqn at Woodhall Spa. To all intents and purposes though it was a different squadron to the one that had worked so hard and with such dedication here at Little Staughton. The operational record books for 582 Squadron simply states: “No further entry, Squadron disbanded as of 10th September 1945“. On roll were 147 airmen and 92 Officers, six of which were New Zealanders. The records also show that the squadron had dropped over 8,000 tons of bombs cumulatively, while 109 Sqn recorded: “This is the finish, all our aircraft were flown to Upwood today.”

Some 522 raids had been flown by 109 Squadron, covering over a staggering 5,400 sorties, while at either Little Staughton, Wyton or Marham, all with a loss of just 18 aircraft. 582 on the other hand had flown over 2,100 sorties in 165 raids with a loss of 28 Lancasters all whilst based at this little airfield in the Cambridgeshire countryside*4.

Throughout the war, thoughts had never been far away from post war aviation and in particular the development of new, larger and faster aircraft, both military and civil. With it would come the demand for bigger airfields and longer runways, which led to a search for possible extensions to existing airfields.  Farnborough and the RAE (Royal Aircraft Establishment), was the preferred choice, but the site was penned in and unable to have its runway extended to the five miles thought necessary to accommodate new types of aircraft. Alternatives were sought with the final decision being the amalgamation of three airfields: Twinwood Farm, Thurleigh and Little Staughton; a five mile runway linking Thurleigh with Little Staughton which would then be linked by a taxi way with Twinwood Farm. The idea behind the huge development was to replicate the Californian Muroc test facility (now Edwards Air Force Base) to enable testing of new developments in aviation. The idea never materialised though, and would have no doubt faced serious opposition had it ever got to the consultation phase*1.

So, with no real need for Little Staughton it was soon surplus to military requirements, and with their dramatic reduction of assets, its days were sadly numbered.

Following the departure of the two squadrons, the airfield became used as a transport base, before finally closing in December 1945, and being placed into care and maintenance. In the 1950s the runway was given consideration again and work began to extend it for use in emergencies by US military aircraft, but this was also a short lived exercise, and by the end of the decade this too had ceased, and the site was closed to all military activity. For a short while it was used by the civilian Brooklands Aviation company as a repair depot, but was soon returned to farmland although the runway, and some of the perimeter tracks remain, used by a small aviation company along with several of the hangars which are used by light industry.

The Watch Office continues to stand and is now a Grade II listed building, being listed in December 2005 for its ‘special architectural and historic interest’. Historic England describe it as “One of a very small number of control towers of the Second World War period that have survived in a substantially complete state of preservation…This is an exceptionally well-preserved example of a 1941 control tower design for bomber satellite stations, of which 24 out of 45 built survive.”*2

With that, Little Staughton quietly slipped in to the history books. The buildings left standing echoing the hectic activities of two Pathfinder Squadrons, from which over 250 airmen lost their lives.

582 Sqn had been purposefully created for a role, a role it performed to the highest standard and with the greatest pride of any squadron in the RAF. 109 Sqn had performed with the same dedication and determination, meaning that Little Staughton crews were awarded two of the three VCs the Pathfinders earned, the highest honour to be bestowed on any military personnel. In addition to these, numerous other gallantry medals were also awarded to the many crews of both squadrons, a number of whom had flown in excess of 100 sorties whilst based here at Little Staughton.

Little Staughton Remnants of the airfield still exist as farm tracks.

Little Staughton was only operational for a short period of time. But in that time it achieved some of the highest accolades possible in military terms. It brought a great sense of pride to the local area, and a huge influx of men and machinery. Today it stands quiet, just outside of the village which marks its history with a small stone laid close to the end of the main runway. The local church, All Saints, also has a roll of honour commemorating all those personnel who lost their lives here, and a memorial stone close by pays homage to those who served and died in this remarkable place.

The entire story can be read in Trail 29.

Sources and further reading (Little Staughton)
*1 Smith, D., “Britain’s Military Airfields 1939 – 45” Patrick Stephens Limited, 1989
*2 Historic England Website accessed 17/9/23

*3 Much of the report from this comes from a combination of Operational record books and secondary resources including Feast., S., “Heroic Endeavour“, Grub Street Publications, 2006.

*4 Middlebrook, M., Everitt. C., “The Bomber Command War Diaries“, Midland Publishing Ltd, 1996

National Archives Operational Records:

AIR 27/2052/2; AIR 27/2052/1; AIR 27/854/8; AIR 27/854/7; AIR 27/2052/7; AIR 27/2052/8; AIR 27/2052/10; AIR 27/2052/9; AIR 27/855/2; AIR 27/2052/14; AIR 27/2052/13; AIR 27/856/7; AIR 27/856/9; AIR 27/2449/1; AIR 27/2052/27

RAF Little Staughton – Winner of Two VCs. Part 1.

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Trail 29 saw a trip to two airfields both of which have now gone. A new addition to this trail, takes us back to the west of Cambridgeshire to the Bedford border and a small airfield that continues to operate as a flying entity. But, and perhaps more importantly, it is one where two VCs were won, and where RAF Pathfinders reigned supreme. Having only a short life itself, and only two front line squadrons, its rather unassuming presence hides a remarkable tale of heroism, bravery and dedication that transports it high into the ranks of wartime history.

In the latest addition to this trail we visit the small village with two airfields, starting with RAF Little Staughton.

RAF Little Staughton

The village of Little Staughton sits on Oxford Clay, a Jurassic marine sediment, and is located about 4.5 miles from Kimbolton and 8 miles from Bedford. The village itself resides in the upper most regions of Bedfordshire, but this is not the original village, that being abandoned following the bubonic plague, and so the village we see today being created as a result.

Little Staughton is unusual in that it has been home to two wartime airfields, RFC Little Staughton which was open between October 1916 and June 1917, and its World War II counterpart, RAF Little Staughton. Both add further complexities to the name by each being located over the county border in Cambridgeshire.

RAF Little Staughton, like many of its contemporaries, was cold and draughty. The staff huts dispersed around the various sites provided little comfort to those inside seeking warmth and shelter from the elements outside.

Built by a mix of construction companies including the AMWD  (Air Ministry Works Directorate), it had three concrete and tarmac runways measuring 1,920 x 50 yards; 1,340 x 50 yards and 1,000 x 50 yards with the main runway running in an approximate east-west direction.

Little Staughton (east upward) whilst under construction, 26th June 1942. Note the accommodation and technical areas have not yet been started and the spectacle hardstands are missing. Photo taken by No. 8 OTU. English Heritage (RAF Photography RAF/FNO/24).

Aircraft maintenance and storage consisted of eight Robin and three ‘T2’ hangars with an additional Butler hangar. Butler hangars were built in limited quantity for use on American airfields, and were supplied in kit form from the Butler Manufacturing Company, Kansas. They were made of box-section girders and then clad with canvas to keep out the elements and provide some protection for those inside. Butler stores buildings of which there were two at Little Staughton, were similar, but with rigid frames and beams forming a forty foot span. The presence of these buildings give a little insight into the origins of the airfield, as neither were found elsewhere on RAF airfields.

Around the perimeter track, there were thirty-seven pan style hardstands along with an additional sixteen spectacle hardstands. Personnel accommodation blocks for approximately 2,500 staff of mixed rank and gender, were spread to the east, behind the technical area, and incorporated eleven sites including a waste water treatment plant, three communal sites and a sick quarters. A further site housed the airfield’s transmitter.

Staff accommodation was made by a mix of suppliers and materials. These included Laing, Nissen and Ministry of Works, using both asbestos and corrugated iron. It is also known that ‘Jane Huts’ existed at Little Staughton, timber frames with plasterboard, or later, corrugated iron covering reinforced with chicken wire – hardly a home from home!

The technical area itself housed the usual collection of maintenance and training buildings including: three link trainers, a free gunnery trainer, a parachute store, workshops, an A.M. bombing teacher and various stores built from numerous materials. Located not far from the technical area is the watch office, built in 1942 using the Air Ministry’s Directorate of Works and Building’s design, Drawing No. 13726/41, it was rendered brick with an asphalt roof, with the watch office to the front on the ground floor and a meteorological office, switch room and lavatories to the rear. The first floor has the control room to the front of the building with 2 large windows, and to the rear was the controller’s rest room and signals office. Access to the second floor is via external steel stairs and a balcony  provides extensive outside views of the airfield as was common with wartime watch offices.

Opened in December 1942, Little Staughton was handed over to the USAAF to be used as No.2 Advanced Air Depot (AAD) and renamed in accordance with the US naming system as Station AAF127. This provides an explanation as to why Butler structures appear at the site.

The main role for the 2nd AAD (previously known as SAD – Strategic Air Depot) was to expedite repairs, modifications and in-depth maintenance to the B-17s of the 1st Bomb Wing. A role that could prove grizzly as many would have been badly shot up with the inevitable casualties languishing inside. A number of similar bases were established and then further developed by the Americans, these included: Warton, Burtonwood and Langford Lodge. Being the only one at the time in East Anglia though, Little Staughton was given priority and quickly established itself as a high level maintenance base.

A year after it opened however, the US authorities decided to move the depot from Little Staughton to a new base at Abbots Ripton adjacent to the huge American base at Alconbury. Little Staughton, then surplus to their needs, was subsequently handed back to the Royal Air Force and Bomber Command, who, on March 1st, took over control and began moving new personnel and aircraft on to the site.

Little Staughton

One of Little Staughton’s technical huts now used for light industry.

8 (PFF) Group, under the command of Donald Bennett, and to whom the airfield was allocated, was undergoing a reduction in squadron flights from three to two at this point, and so a month later to the day, the first aircraft, Lancasters of ‘C’ Flight, 7 Squadron at Oakington along with Lancasters of ‘C’ Flight 156 Squadron from Upwood, arrived to form a new squadron, 582 Sqn, as part of the Pathfinder force and based here at Little Staughton. The squadron would use both the Mark I and Mark III Lancaster, and would be the last of the heavy bomber units to be formed under the Pathfinders.

On April 1st 1944, fifty officers arrived at Little Staughton, and were immediately assigned to the command of Squadron Leader (Acting Wing Commander) C.M. Dunnicliffe DFC from 97 Sqn at Bourn. Sqn. Ldr. Welbourn and Sqn. Ldr. McMillan were placed in temporary charge of ‘A’ and ‘B’ Fights respectively. The squadron headquarters, flight offices, crew rooms and specialist offices were all quickly put to good use and various alterations made to the buildings to suit the new squadron. The crew rooms were perhaps deemed better than some, being described as “commodious” by the new admin staff.

582 Sqn were not alone for long though, being joined within twenty-four hours by the twin-engined Mosquitoes of 109 Sqn from RAF Marham, the various aircraft being ferried in over a two day period.

There would be no respite for the two squadrons though. 582’s Lancaster crews began training immediately, flying cross country flights, “Y” training flights, fighter affiliation flights and so on. 109 Sqn on the other hand began operations to the continent almost immediately. On the 4th, four Mosquitoes were detailed to Essen, two to Rhinehausen, two more to Aachen, Kreffield, Cologne and two more to an unnamed target. Only one aircraft had problems that night, Mosquito IV ‘DZ256’ suffered engine problems and so the pilot instructed the navigator to bale out over the coast. The Mosquito then managed to land at Bradwell Bay, a difficult task in a Mosquito especially as the propeller on the faulty engine could not be feathered.

Bradwell Bay was soon to see more of the 109 Sqn Mosquitoes. On the 8th, a second one crash landed there after being hit by flak over Essen. Thankfully, both pilot and navigator were unhurt in the landing.

The rest of the month was operationally similar. With numerous flights to the continent marking and bombing targets, some requiring markers whilst some didn’t, and in these cases the target indicators (TIs) were brought home. Several aircraft over the month had failed to bomb due to ‘technical problems’, mainly failing oxygen systems, faulty aircraft undercarriage or engine trouble.

Hendon RAF Museum

A thousand lb Target indicator Bomb at Hendon.

582 Sqn on the other hand, continued throughout the month with training flights inter-dispersed with a small number of operations over the continent. On April 23rd they received a blow, when Lancaster III JA933 ‘S’ flown by New Zealander Flt. Sgt. Wallis B. Forfar failed to return from a seven ship formation to Laon. Sadly all seven crew on board were killed that day, and their bodies remained buried together in Roye New British Cemetery in the Somme. Their known ages ranged from just 19 years of age to 22.

Operations and training flights were interrupted on April 29th, when Air Vice Marshall Don Bennett visited the airfield, and in particular 109 Sqn’s Messes. He presented watches ‘on behalf of a foreign admirer of the Royal Air Force‘ to Pilot Officer Sexton and Flight Sergeant Marchant who had both completed  seventeen sorties to Berlin.

By the end of the month both squadrons had been on operations almost daily, the routine of training now taking a back seat. These continual operations meant that the two squadrons amassed in excess of 300 sorties between them. Little Staughton and it’s crews had certainly made their mark.

Over the next few months, operations took both squadrons to strategic targets, V-1 sites were especially targeted, accurately marked by the Mosquitoes of 109 Sqn. Railway yards and road junctions were also hit in an attempt to slowdown advancing German reinforcements into Normandy. The Pathfinder squadrons were making good use of their skills.

July 11th 1944, would prove to be a first for both Bomber Command and for 8 Group in particular. The modification of a 582 Sqn. Lancaster, ND817 ‘S’ meant it was the first to carry the new ‘Oboe’ equipment. It was then piloted by Wing Commander G.F. Grant of 109 squadron, who directed the first ‘heavy Oboe’ operation of the war. Grant, himself a seasoned Mosquito pilot, was able to direct the bombers accurately onto the target, initiating bombing when he bombed, and so aiming to obtain a higher level of success than had previously been achieved.

The attack by seven Lancasters on the flying bomb’s site at Gapennes, proved uneventful in terms of losses or incidents, but was no doubt a notable point in the bombing war. Now they could hit small, precision targets with heavy bombers using Oboe.

A second such operation on July 20th to the flying-bomb site at Foret-du-Croc was not so fortunate though, 582 squadron suffering the loss of the leading aircraft, Lancaster ED908 ‘Z’ flown by Sqn. Ldr. J. Foulsham DFC, AFC.

Using the new Oboe equipment required considerable training, and so four of the crew, including Sqn. Ldr. Foulsham, had been reassigned to the aircraft from 109 Sqn. With two navigators on board the aircraft, the eight man crew were all lost when the aircraft was shot down, crashing with great force on the run-in to the target. Sqn. Ldr. Foulsham may have been a late change on that operation as the ORB doesn’t list him as flying that day. All eight crewmen are buried in the Canadian War Cemetery in Dieppe.

With two more Lancasters lost on July 23rd-24th and another on the night of 28th-29th, 582’s losses were slowly mounting. In one of the Lancasters lost on 23rd, was the South African airman Lt. Swales, who went on to later be awarded the VC in 1945. Whilst the aircraft was lost in an emergency landing, the crew were all safe and they continued flying almost immediately. Additionally, in the last Lancaster to go down that July, was one of Bomber Command’s oldest airmen Flt. Sgt. C. Lewis at age 39. Seven of the eight airmen were lost including Flt. Sgt. Lewis.

August would prove to be one of the heaviest months for operations, especially for 109 Sqn, who would mount in excess of 500 sorties flying against Flying Bomb sites, oil plants, rail junctions, fuel depots and other strategic targets.

In late 1944, Arthur Harris was partially released of the tight constraints applied to him by the Supreme Allied Commanders, and so he was now able to turn his forces to his favoured targets – the cities of Germany. Although directed to focus on oil, many of these cities had close connections to oil, and so Harris was able to circumnavigate the directive with few complaints from those above him.

As aircrew casualties began to fall and the number of available heavy bombers began to rise, the RAF were now able to increase their operations, dropping almost half of all their wartime tonnage in the remaining few months of the war*4

August 1944 would prove to be another pivotal month in Bomber Command, as the first major daylight raid since 1941 was launched against German targets. 582 Sqn sent ten Lancasters to Minoyecques, whilst 109 Sqn sent eight Mosquitoes to Homburg in Saarland and six Mosquitoes to Minoyecques in support of the Lancasters. All aircraft returned safely to Little Staughton, some bringing indicators back with them as they were not needed due to accurate and extensive marking. The end of the month ended on a more sour note for the two squadrons however, with the loss of one Lancaster along with all of its crew, and two Mosquitoes. It is believed that all four crewmen from the Mosquitoes managed to evade capture, although their fate is not yet known.

Perhaps the most successful operations for 582 Sqn came on October 3rd, when 252 Lancasters and 7 Mosquitoes attacked the sea walls at Walcheren, targets that dominated the approach to Antwerp. By breaching the sea wall it was hoped that the sea would flood the defences behind, and drastically hinder any defence against an allied assault on the town. Once Antwerp was taken, an estimated 40,000 tons of supplies could then be poured through to the front line of the allied advance, who were now getting very low on supplies and losing momentum as a result.

The operation led by Master Bomber Grp. Cptn. P. Cribb in Lancaster ND750 ‘E’, of 582 Sqn was a great success, with the walls being breached across a 100 foot span,  through which millions of gallons of water could pass. The attack was carried out by eight waves of Lancasters with Pathfinder Mosquitoes and Lancasters leading the way. At the back of the formation were 617 Sqn Lancasters carrying Tallboy bombs, but because the bombing was so successful and accurate, these were not needed and 617 Sqn took them back home with them.

By the winter of 1944/45, and although a long way from beaten, the Luftwaffe were now on the back foot and the allies were becoming masters of the skies. By the end of the year RAF daylight operations were commonplace, but they were not without their problems.

In Part 2 we see how Little Staughton crews took the brunt of the Luftwaffe’s determination to take back control of the skies. In one mission alone, they would sacrifice eight aircraft and most of their crews. It would however, bring the first of two VCs to the little airfield.

The entire story can be read in Trail 29.

Former RAF Upwood mural

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The former airfield at Upwood in Cambridgeshire had a long and distinguished history. Having its origins go back as far as the First World War, it really gained its fame during the Second World War and post war history; closing as late as 2012 when the military finally pulled out.

During the Second World War it was home to Pathfinder squadrons, who attacked prestige targets. The airfield was home to a range of aircraft;  it was also the location for the 1952 film with Dirk Bogarde  ‘Appointment in London‘. Post war, it was designed to be a post apocalyptic hospital, able to treat those injured in the event of a nuclear war.

Today the site is gradually being demolished as housing gradually takes over. Many of the original buildings are boarded up and behind screens and threfore inaccessible. The hangars however, are still in use by local industry and so access to part of the site is still available.

In 2020, a mural was painted on one of the buildings to commemorate those who flew from Upwood and the wider RAF in general. It features a Lancaster and three aircrew who each achieved incredible flying feats.

I don’t know what the future holds for the mural, but it’s a fabulous piece of street art and a very worthy one, perhaps it should be preserved.

RAF Upwood

The mural was painted by Street Arts Hire, and depicts Lancaster GT-Q (ND875) of 156 Squadron, which carried out 108 operations, one of only 35 to ever make it over 100 missions. The three airmen also depicted are:

Left: Flt.Sgt A. Wilson 76 operations
Middle: Flt.Sgt. J. Watson 77 operations and
Right: Flt. Sgt. W. Appleby 80 Operations

A video made by the group is available on Facebook at: https://www.facebook.com/watch/?v=760437928152790

Downham Market VC Memorial Updated.

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The memorial, located outside of Bexwell church, opposite what was the entrance to RAF Downham Market (Bexwell) was updated and officially rededicated on Sunday 8th July 2023.

It commemorates two pilots who were posthumously awarded the VC  both whilst serving at the airfield during the Second World War.

Both Flt. Sgt. Arthur Louis Aaron, (218 Squadron) and Sqn. Ldr. Ian Willoughby Bazalgette (635 Squadron) lost their lives in heroic attempts to save not only their injured crew but also the aircraft in which they were flying. The awards were given posthumously following their deaths, a year apart, on 12th August 1943 and August 4th, 1944 respectively.

Up until now, a small memorial has been on the site commemorating the heroic action of both men, but on Sunday, a new memorial was unveiled which is far more befitting not only of the two men, but all those who served at the airfield during those dark days of World War II.

The memorial, in steel, stands at around six feet in height and shows not only the two VCs but the types of aircraft flown (Stirling, Lancaster and Mosquito) by the six squadrons who operated from RAF Downham Market along with their relative squadron codes.

Each symbol is cut out of the steel which (intentionally or not) allows the sun to shine through casting an image on the ground. The creator, Jonathan Horton, also made a series of steel silhouettes of the different aircraft, these were placed in the ground to appear as if flying toward the memorial.

Downham Market updated memorial

Designer Johnathon Horton with the memorial.

The service opened at 02:30hrs, and was well attended by various military dignitaries from nearby RAF Marham, and the RAAF, also with representatives from the Royal Air Force Association, a local village spokeswomen and members of the community who helped organise the memorial as well as a former Mosquito pilot Flt. Lt. Colin Bell DFC, AE now 102 years old.

Downham Market updated memorial

The new memorial with Station Commander Grp. Cpn. Frederick Wigglesworth (right) and Colin Bell DFC AE (left)

Words of prayer were said by Reverend (Wg CDR) Eddie Wynn, the blessing by Reverend Nigel Moat, words from Grp. Cpn. Frederick Wigglesworth (station Commander RAF Marham) and a bible reading from Air Commodore Steve Thornber CBE RAFR. Sadly a fly past by the BBMF Spitfire didn’t happen.

Two hymns were sung: O God, our help in ages past and The Airman’s hymn,  with the National Anthem closing the ceremony.

The new memorial uses the original memorial rearranged in a new setting and attached to the new memorial rather than on a pedestal as before. The Pathfinder Moto ‘Strike Hard Strike Sure’ is also cut down the flanks of the sheet, further reflecting the work carried at Downham Market.

Downham Market updated memorial

The updated board from the original memorial.

The memorial can be found outside of Bexwell Church opposite what is the former technical area of RAF Downham Market. Grid Reference TF 63142 03460, Post Code PE38 9LZ

Another blow for RAF Downham Market.

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In April 2023 a group of archaeological surveyors arrived at the former RAF Downham Market and began digging trenches on the western perimeter along where the track led to the threshold of the main east-west runway. They were looking for historical artefacts of any significance, either wartime or Anglo-Saxon. Apart from odd items, nothing of any real significance was found and the trenches were filled in.

RAF Downham Market (Bexwell)

The remains of the perimeter track after diggers removed it.

In mid May, the diggers moved in again, but these were the developer’s diggers, and they began to remove a strip of the western perimeter track along half its length, taking away what would have been the site of two hangars, and several hardstands along with it.

Evident from the thick concrete slabs that have been lifted, are substantial sections of piping for drainage,  along with wiring most likely for the perimeter track lighting. Each section of concrete has thick reinforcement cable thread through it to give added strength.

RAF Downham Market (Bexwell)

Pipework going through the track bed.

The planning for this site has been ongoing for about 15 years, stalling over various aspects since the current landowners took over. Now, finally, an agreement has been reached and some 240 houses have been earmarked for this site on the former airfield. Other plans have been considered for the remains of the technical area but these didn’t seem to come to fruition. All the runways have been removed and only small sections of peri track now remain, one as a private road and the other along this section to the north of this site.

RAF Downham Market, otherwise known as RAF Bexwell, was opened in July 1942 and closed in 1946. It was home to the Pathfinders of Don Bennett and to Stirlings, Lancaster’s and Mosquitos. It features in Trail 7.

RAF Downham Market (Bexwell)

There is extensive pipework along the length of the removed track.

Loss of Mosquito FBVI ‘NS828’ RAF Swanton Morley.

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Memorial to Fl. Lt. J Paterson and Fl. Lt J. Mellar

On April 25/26th 1944, 487 Sqn (RNZAF) moved from RAF Gravesend to RAF Swanton Morley in Norfolk, taking with them D.H. Mosquitoes. They had only been at Gravesend a few days when news of the new move came through.

487 Sqn had previously been involved in ground attacks on German airfields across the occupied countries, and in several high profile missions. In particular, during the previous February, they had been involved in Operation ‘Jericho‘, the attack on the Amiens Jail, in France. It was also a Methwold based Ventura piloted by Squadron Leader Leonard H. Trent, who, on 3rd May 1943, had led the Squadron in a disastrous daylight attack on the power station at Amsterdam. As a result of his actions that day, Sqn. Ldr. Trent received the V.C., the highest honour bestowed on personnel of the armed forces.

On their arrival at Swanton Morley, 487 Sqn would immediately begin training for new air operations, their part in the forthcoming D-day invasion at Normandy, with the first flights taking off the following day.

On April 27th three ‘targets’ were chosen, the Grimston Range not far away from Swanton Morley, the Bradenham Range in the Chilterns, and lastly the Army Gunnery School site at Stiffkey, on the North Norfolk coast. Each of these were to be ‘attacked’ in cross country sorties by the Mosquitoes.

In one of those Mosquitoes ‘EG-A’ was Pilot Flight Lieutenant John Charles Paterson (NZ/2150), and his Navigator Flight Lieutenant John James Spencer Mellar (s/n: 49175) both of the R.N.Z.A.F.

The day’s sortie went well, until the return flight home was made. It was on this leg of the flight that the port engine of the Mosquito, a Hatfield built FBVI ‘NS828’ under contract 555/C.23(a), began to overheat.

Immediately Flt. Lt. Paterson feathered the engine – now flying on just one. The Mosquito was lined up on approach to Swanton Morley for a single-engined landing, but all did not go well. Unfortunately,  instead of putting the aircraft down on the runway, the aircraft overshot the airfield crashing into a field beyond, the resultant accident killing both pilot and navigator instantly.

The Operational Record Book (AIR 27/1935/31) for April 27th states:

“Formation dive bombing on Grimstone [sic] range. Low level bombing on Bradenham Range. Formation cross country with air to sea firing practice off the coast at Wells. In the evening six aircraft carried out formation attacks on gun positions at an army Gunnery School at Stiffkey. Returning from this ‘A’, F/Lt. Paterson developed engine trouble and feathered the airscrew.  In attempting to land, he overshot and crashed. F.Lt. Paterson and his navigator F. Lt. Mellar, were both killed.”

Since then, a memorial has been erected in memory of the two men, located on the side of the B1110 Dereham Road just outside the village of North Elmham in Norfolk, it stands not far from the site of the crash site, west of Swanton Morley airfield. After the crash, Flt. Lt. Paterson’s body was buried at Shepperton Church Cemetery, whilst Flt. Lt. Mellar was buried at Brookwood Military Cemetery plot 24. D. 20.

Flight Lieutenant Mellar was 29 on the date of his passing, he was the son of William Edward and Eleanor Mellar; and husband of Dorothy Freda Mellar. Flight Lieutenant Paterson was 24 years of age, he was the son of John Alexander and Alice Louise Paterson, of Papakura, Auckland, New Zealand, and husband of Doris Josephine Paterson, of Shepperton.

Little Snoring hardly the quietest of airfields! (Part 4)

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In Part 3 Little Snoring had seen some short stay visitors, it had been attacked by enemy bombers and a famous face had been posted here. The bad weather had played havoc with flying duties but the parties had more than made up for it. In the final part, the war draws to a close, the airfield declines eventually closing to military activity. But its not quite the end for this little airfield with a big, big history.

The dawn of 1945 brought more of the same with both squadrons remaining here until after the end of hostilities.

The Sunderland Cup, an annual award presented to the most efficient WAAF section within Bomber Command, finally came to Little Snoring in 1945. A prestigious award, it brought many dignitaries to the airfield including: Air Commodore R.G. Spencer, Group Captain B.R. O’B. Hoare, DSO., DFC., and Air Vice Marshal E.B. Addison, CB., CBE., Air Officer Commanding 100 Group.

The cup was presented by Group Officer C. Woodhead, Deputy Director WAAF. to Flight Officer C.L. Gallavan, officer in charge of the WAAF. Section at the airfield. It was a very proud moment for the ladies of the airfield.

A group of WAAF. officers photographed with the Sunderland Cup. L-R – Front: Flight Officer Kitson of RAD Chipping Warden, Squadron Officer Ford of 100 Group, Group Officer E.C. Bather of H.Q. Bomber Command; Group Officer C. Woodhead, Deputy Director W.A.A.F. Flight Officer C.L. Gallavan of Little Snoring. (© IWM. CH15776)

515 were finally disbanded on June 10th that year whilst 23 Squadron remained in situ until 25th September 1945. With the addition of 141 Squadron in July 1945, the last few months were much quieter operationally even though there were three squadrons on the base, During this time, a great change began in the structure of the Air Force, with crews being posted out to other squadrons and units, and surplus aircraft being put into storage. Operational records show a continuous list of ‘Operational Flying Hours – Nil’.

The new Mosquito NF XXXs began replacing the ‘old stock’ of Mosquitoes that had been so successful in the previous months and years. But these updated models, with their more sophisticated radars, were not to see any operational flights with these units.

Eventually in September 1945, flying officially ceased  and the airfield was soon reduced to care and maintenance. Given over to 274 Maintenance Unit it became a storage site designated as No 112 Storage Sub-Site.

Like other airfields in this area, it became the home for surplus Mosquitoes on their way to a sad ending under the choppers blade. Luckily for some though, their fate would not be so awful and they were fired up and flight tested ready for delivery to the Fleet Air Arm or alternative Air Forces overseas. Many sadly though, ended up as fire wood.

The Nissen huts, like many airfield huts, were used to accommodate civilians until such times as suitable housing became available locally. In July 1951, No. 2 Civilian Anti-Aircraft Cooperation Unit (CAACU) was formed here, and flying a collection of warbirds including a: Beaufighter TT 10 (RD781); Spitfire XVI (TD344); Mosquito TT.35 (TA633); Vampires FB.5  (WA117); FB.9 (WL573); T11 (WZ584); Oxfords and an Anson. These would take to the skies, operating over the Wash off the Lincolnshire / Norfolk coast. In 1953 they too pulled out though, the airfield becoming too run down to be operational.

At this point, the site was largely passed to civilian hands, what was left was used by the Americans to store their own surplus equipment and not for any flying activities. A short lived move that eventually led to the final closure and demise of the airfield.

Following sale of the site, a large number of buildings were demolished or taken away for use elsewhere. The officers’ mess – which housed four ornately and beautifully written honours and awards boards, painted by Douglas Higgins – was also demolished, but luckily, these were saved by a local woman and now reside in the base’s ‘official’ church, St. Andrew’s, on the west wall. Written in paint, they detail the awards and ‘kills’ of the various crew members stationed at Little Snoring. Just a short walk from the church is the village sign which depicts a Mosquito, often seen over the skies of Little Snoring all those years ago.

In 1957, the McAully Flying Club was established here as the Fakenham Flying Club headed by its founder Elwyn ‘Mac’ McAully who sadly lost his life three years later in a flying accident at the airfield.

Since its closure, the runways have virtually all been removed, with only a few remnants of concrete left existing; the northern threshold of the main runway being used to store gravel and other road material. The largest and best preserved examples are two of the original T2 hangars, both used to store farm produce. A blister hangar is also on site but thought not an original of Little Snoring. Private flying now occurs on the sole remaining part of the runway located to the west. Part of the perimeter track forms the public road on the boundary of the eastern side of the airfield, and a small number of buildings, mainly huts, exist in private gardens used as storage sheds. The local caravan site has what is believed to be the base hospital and / or mortuary now a washing block.

Little Snoring’s gem is its watch office, standing proud in the centre of the site, a lone wind sock fluttering from its walls. Run down and dilapidated, it is crying out for love and restoration, but I suspect this isn’t  going to happen and perhaps its days are very sadly numbered.

During its short operational life, twelve Lancasters and forty-three Mosquitoes were lost during missions over enemy territory and up until 2018, there existed no ‘official’ memorial in memory of these tragic losses. In July,  the Airfields of Britain Conservation Trust placed an airfield marker on the western end of the site, just beyond the runway’s threshold, that omission has at least been corrected.

The base commander, ‘glass eyed’ Group Captain ‘Bertie’ Rex O’Bryan Hoare (Sammy) was a known character and has been mentioned in a number of books discussing night intruder missions. He was a very successful Mosquito pilot  and looked up to by his fellow pilots. A superbly detailed account of him appears in ‘The Snoring Villages‘ and is certainly worth a read. He sadly died in an air accident in 1947 in Singapore.

Little Snoring was by far a sleepy airfield. Those who were stationed here made the best use of what they had, and when the cold winter weather put paid to operational activities, recreational ‘sorties’ took over and the airfield came to life in other ways. Operationally, Little Snoring played a huge part in intruder operations, strafing airfields and interfering with German Night Fighter operations. Even Adolf Galland in his book ‘The First and the Last‘ acknowledges the extent to which 100 Group went to “set really difficult problems for the German Night Fighter Command”. A true accolade to any wartime airfield and the men and women who worked there.

Sources and further reading 

*1 National Archives AIR 27/890/15; AIR 27/890/16; AIR 27/1094/17; AIR 27/288/11; AIR 27/1981/31

*2 Ward C., & Smith S. “3 Group Bomber Command An Operational Record” Pen and Sword, 2008

*3 This is taken from the official Squadron Operational records, other sources including Chorley’s Bomber Command Losses state the crash was near to Broughton near Huntingdon.

*4 Bowman, M., “Battle of Berlin: Bomber Command over the Third Reich, 1943–1945” 2020, page 297 Pen and Sword (accessed via google books) 

Galland, A., “The First and and the Last“. Methuen & Co., London, 1955
The four award and honours boards in St. Andrew’s Church can be seen on the Flickr page.
A personal recollection of life at Little Snoring can be heard via the International Bomber Command Website.
The full story can be seen in Trail 22.