Trail 20 – RAF Docking, a satellite that became an airfield in its own right.

March 22, 2015May 14, 2017 / Aviationtrails / 4 Comments

RAF Docking

RAF Docking (also known as RAF Sunderland after the farm it took over) was originally built as a satellite for nearby RAF Bircham Newton. As one of many dummy airfields in this area, it saw an unusually high level of activity.

Looking across and along what would have been runway 3 at Docking.

Docking had 3 grass runways one each of 1,730 yds, 1,400 yds and 1,100 yds (all extendable) it also had 8 blister hangars, 1 x A1 hangar and accommodation for 789 RAF personnel and 92 WAAFs.

Located to the East of Docking village, it was a ‘K’ site during the day and a ‘Q’ site at night. Dummy aircraft and false buildings would be used along with flarepath lighting to guide enemy bombers away from major nearby targets; it was quite successful in this role being bombed on a number of occasions.

The northern side of the peri track. The bomb store is behind and slightly to the south.

Docking became a dispersal site for RAF Bircham Newton, and often took aircraft returning during the hours of darkness. They would remain here and then be transferred home the following day. As it grew, it took more and more aircraft, eventually becoming an airfield in its own right to the point that it had its own satellite which became RAF North Creake.

Many of the airfields in this area, participated in the anti-shipping role under the control of Coastal Command. A small number of larger aircraft based with RAF squadrons, having with their longer range and larger bomb loads, were also based here and used to attack targets in Holland. A wide range of aircraft both visited and were stationed here at Docking, Avro Ansons, Lockheed Hudson and even Gloster’s Gladiators graced the grass field. In fact the range was so vast, (ranging from the iconic biplanes, Swordfish and Albacore to the larger Wellingtons, Whitley and Hampdens to the more modern Spitfire and Mosquito) that there are simply too many to mention with any real accuracy.

Movements in and out of Docking were frequent, but, many units were here at some point officially, these included: 53, 143, 221, 235, 241, 254, 268, 288, 304, 407, 415, 502, 521 and 524 RAF squadrons. With so many movements, it is hard to believe so little exists about its history or photographs of its activity.

One of the crew huts now a storage unit, once housed pilots and latterly, local families.

Undoubtedly, the most significant contribution by Docking was that of meteorological reconnaissance, preparing weather reports for returning bombers and reports for forthcoming mission and the like. Many of these operations involved flying up to altitudes as high as 40,000 ft, taking measurements every 5,000 ft and reporting back. They would fly in set zones around the UK, Docking’s aircraft focussing on an area between Norfolk and Wick in Scotland. These sorties were codenamed ‘RHOMBUS‘, some from the west coast flying out deep into the Atlantic and some as far north as Iceland. Later on, these flights codenamed ‘PAMPA’ would involve flying deep into enemy territory to ascertain weather conditions over the target area in advance of a forthcoming bombing raid. Performed by Spitfires and latterly Mosquitos, these were often very dangerous with many crews failing to return.

Docking had its fair share of accidents. One such unfortunate incident on 10th october 1943, saw a Docking based Handley Page Hampden crash on take off, three of the crew members being killed in the ensuing fireball, whilst two others escaped – Sgt. J. Alloway and Flying Officer J. Maxwell. Alloway was severely burned and became one of ‘McIndoe’s’ army later known as the ‘Guinea Pig Club‘.

F.O. H Featherstone was killed when the HP Hampden he was in crashed.

A number of other crashes, many in extremely poor weather, paid a toll on the crews, these are all talked about in detail in David Jacklin’s book so I won’t dwell here. One that is worth a mention is that of Flying Officer H.E.M. Featherstone (41275), 206 Sqdn., Royal Air Force who died on 1st January 1941, Age 27 when the aircraft he was in crashed killing him and seven other crew members. Featherstone’s grave is found in the nearby war cemetery at Great Bircham.

Another ‘noteworthy’ mention is that of Pilot Officer A.L. Kippen (407 Sqn RCAF) who was killed on 16th May 1942. Kippen, (J/7208), an Air observer, was killed when the badly damaged Lockheed Hudson he was in, crashed on its approach to Docking hitting an anti-aircraft gun pit killing the occupants. He too is buried in the nearby church. What makes Kippen’s death so significant, is that just eight days earlier, his sister had sent him a poem, this poem now stands beside the headstone on a plaque.

P/O A Kippen, Whose Poem from his sister sits at the foot of his headstone.

Meteorological reconnaissance was not the only role played by Docking. Air Sea rescue were responsible for saving a number of downed crews, mine laying, anti-submarine missions and attacks by the Polish 304 Sqn RAF in the ‘1000 Bomber’ raid on Breman all form part of its rich tapestry. Even though it was a grass airfield, it became a refuge for many returning ‘heavies’, Lancasters, Halifaxes and even Stirlings found Docking a safe haven. On one day alone, 17th January 1944, a total of five Lancasters who had run out of fuel managed to land safely on its grass tracks. A number of B-17s also tried to land at Docking, but believing it to be a much longer runway, they ran off the end forcing their undercarriage to collapse in an adjacent ploughed field.

Toward the end of the war, Docking was used less and less operationally and eventually became a ‘demob’ centre for crews. Many faces were to pass through, including Richard Burton and Mick Misell (aka Warren Mitchell/Alf Garnet for those who watched British TV!). Robert Hardy (All Creatures Great and Small) another British TV actor was also here with Burton, as was Danny Blanchflower (Tottenham and Norther Ireland footballer). With little to do, these particular crew members were often in trouble, fights, vandalism and fraternization with the locals led to many a run in with the law.

A gas decontamination building.

After the war had ended, Docking was used as emergency housing for the locals, many stories are told by David in his book and indeed he was one of those souls who had to brave the cold and ‘misery’ of a Nissan hut in winter.

With such a ‘distinguished’ history, RAF Docking is one of those airfields that has managed to fade into the past. Little now remains of its existence. Being grass, there are no runway remains or even an indication of a runway. The perimeters being concrete now form the eastern road that pass along side the site, being single track it is considerably smaller today then it was in the 1940s. At the top of this road, where the track swings west, is the former bomb site. Now a ploughed field, its wartime existence totally masked.

The new Docking memorial.

To the West of the site, the main road (B1154) passes through what was the admin and technical sites. A single crew hut stands in a field marking the location of the airmen barracks. Further along, the road forks, and to the left would be a further domestic site housing crews in more Nissan huts. The triangular coppice that stands in the middle of this fork, still retains, in a very dilapidated state, the gas decontamination centre and the emergency electrical supply, the stand-by set house. Both these are in a very poor state and now house disused agricultural machinery. Careful observations amongst the bracken and undergrowth reveals entrances to underground shelters, four entrances in total. These have been blocked and partially filled by the farmer to prevent access. Further along the right fork, would have been to the left, the WAAF site, to the right, the water tower along with further domestic units. All traces of these are now sadly gone.

The original watch tower watches over crops rather than departing aircraft.

Newly created on this fork, is a memorial to those who flew from Docking, beautifully crafted in black, it over looks the airfield to the east. From here, a small pill-box can be seen amongst the hedgerow, and with permission, it may be accessible and could be one that was damaged when hit by an HP Hampden.

The entrance to the rebuilt Sunderland farm is also along here. This led to the A1 hangar, again now gone, and on through to the centre of the airfield to where the watch office still sits. Used for storage, again with permission it may be accessible. A number of smaller buildings are still evident here too and many can just be seen between the hedgerows, from the public highway.

A Pill Box remains hidden in the hedgerow.

When visiting Docking, it is strongly recommended that you visit the War Cemetery at St. Mary’s Church, Great Bircham, which includes 11 German war graves and a Cross of Sacrifice unveiled by King George VI on the 14th July 1946. These graves highlight the sacrifice of these men who flew in poor weather for the benefit of their more famous counterparts, the bomber crews. The high number of graves here and the stories that can be told, all reveal a rich tapestry of valour, bravery, sadness and loss that for a decoy station certainly earned its place in history.

War Graves Cemetery - St Mary's Great Bircham

War Graves Cemetery – St Mary’s Church, Great Bircham, includes 12 german graves.

Trail 20, takes a tour round North Norfolk, an area of natural beauty, where many of its airfields are remain intact, but are slowly succumbing to the bulldozer.

Please see Trail 20 for further reading and references.

A new parking area for the 384th BG memorial Grafton Underwood

March 7, 2015June 8, 2015 / Aviationtrails / Leave a comment

Following many months of lobbying, letters and phone calls, a friend of mine, whom I met whilst trailing ‘American Ghosts‘, has finally secured and had built, a new parking area adjacent to the Memorial of the 384th BG at the former airfield, RAF Grafton Underwood (Station 106).

Kevin Fleckner, has maintained the site for some considerable time, which is located on the former airfield at the end of the 6000ft long, No.1 runway, part of which can still be seen in front of the memorial today.

Kevin’s next aim is to get both the ‘Stars ‘n’ Stripes’ and the union Flag raised once more, something that has not happened since the end of hostilities, 70 years ago.

The parking area is now tarmac, with top soil, seed and bollards placed to repair damage done by tractors and other road traffic.

It is accessible by wheelchairs and is a superb memorial, paying tribute the many men and women who served at Grafton Underwood during the Second World War.

My congratulations and thanks go to Kevin, for his dedication and for all the hard work he puts in maintaining the memorial on behalf of us all.

Well done buddy!

Grafton memorial

The remains of the No.1 Runway

The memorial is bottom left by the road.

The Church memorial window dedicated to the 384th BG

Diary of a Luftwaffe pilot

February 15, 2015February 14, 2015 / Aviationtrails / 7 Comments

A recent visit to an antiques shop, led to the purchase of two books, one detailing the events of the Battle of Britain, the second included short diary entries of Luftwaffe pilots. Sadly, not many Luftwaffe diaries exist today, all but a few being destroyed in case they fell into enemy hands! As a result, records are sketchy, few and far between.

Some of these Luftwaffe entries refer to the Battle of Britain. I tried to make a comparison, maybe one entry would refer to the other – sadly they were not sufficiently detailed enough to be certain. This aside, I was intrigued to see the Germans portrayed their part in the battle and how they might compare in terms of recounts.

After the fall of France, the Germans built up strong groups of fighters, transports and bombers in readiness for the coming invasion of Great Britain. Five main groups (Luftflotte ‘air fleets’ similar to the RAF groups) operated across the German empire. Covering the eastern borders were Luftflotte 1 and 4, to the north in Norway and Denmark was the newly formed Luftflotte 5 and in Belgium and France , Luftflotte 2 and 3 respectively.Total servicable aircraft facing Britain amounted to 3,157.

Jagdgeschwader 3 (fighter ‘wing’ made up of 3 Gruppen^*1 and 1 Stab) normally stationed on the eastern front, had been brought in to bolster numbers in Luftflotte 2 and were now based at Samer not far from Boulogne. Commanded by Hauptmann Hans von Hahn*² (himself a German Luftwaffe ace and recipient of the Knight’s Cross), Luftflotte 2 were able to field 23 Messerschmitt Bf 109Es at the start of September.

The mid part of September had been dogged by poor weather, on the 12th 13th and 14th, the Luftwaffe launched only small raids and reconnaissance missions with minimal numbers of aircraft. Many fighter pilots were given the luxury of rest periods some even taking in local sites.

One of the biggest days of the Battle of Britain, now celebrated as Battle of Britain day, was Sunday 15th September 1940. It saw a major change in Luftwaffe policies. The weather was misty but promised to improve, and the Germans saw this as an opportunity to bring a severe blow to London and the RAF; this would be the ultimate prelude to invasion.

The Unit war diary for 1 Gruppe, Jagdgeschwader 3, September 15th 1940^*3, reads:

12:00.

Escort (by 12 aircraft) Do 17s against London. Oblt Keller shot down the Spitfire, Leutnant Rohwer a Hurricane. Fw Wollmer dived into the channel; the impact was seen by Lt Springer. This crash appears not to have been caused by enemy action. After a long dive Wollmer’s machine rolled a quarter turn into a vertical dive and he did not succeed in bailing out. A motorboat detached from a German convoy near Cap Gris Nez and went to the scene of the crash.

15:10.

Operation by nine aircraft to escort He 111s against London. At 1,500m there was almost total cloud cover. Over the Thames estuary and to the north of London there were gaps in the cloud. During the flight in there was contact with Spitfires. The bombers flew in loose formation to the north of London. Strong and accurate flak. The Spitfires came from above, fired, and dived away. Hauptmann von Hahn shot down the Spitfire, Lt Rohwer probably destroyed a Hurricane. During an attack by Spitfires Oberleutnant Reumschuessel became separated from his wing-man, Obfw Olejnik, and has not returned (this aircraft crashed near Charing, Kent; the pilot bailed out and was taken prisoner). After he was separated from the formation Obfw Hessel was heard on the radio, but he failed to return (this aircraft crash near Tenterdon; The pilot bailed out was taken prisoner). Obfw Buchholz’s aircraft was hit in the cooling system and forced down in the Channel. Oblt Keller made contact with the rescue aircraft nearby, which picked up Buchholz. He had injuries and was taken to the military hospital a Boulogne. The body of Lt Kloiber has been washed ashore near St. Cecile, and buried. Lt Meckel and two Feldwebeln attended the funeral. During the last few days news has been received from the Red Cross in Geneva that Oblt Tiedmann, Oblt Rau, Oblt Loidolt, Lt Landry (these last two wounded) and Obfw Lamskemper have been captured by the British”.

An interesting read, if only there were more!

Notes:

*1 The singular is ‘Gruppe‘ and each Gruppen operated with three Gruppe. Each Gruppe would operate from one airfield but moved as a Gruppen.

*2 Hauptmann Hans von Hahn more infomration can be found at http://www.luftwaffe.cz/hahn3.html or http://falkeeins.blogspot.co.uk/2013/11/hans-von-hahn-and-his-stab-ijg-3.html

*3 The Luftwaffe Data Book, Dr. Alfred Price (1977) Greenhill Publications pg196-197

Sgt. Archibald Mathies, USAAF, RAF Polebrook (Medal Of Honour)

February 1, 2015January 9, 2018 / Aviationtrails / Leave a comment

Staff Sgt. Archibald Mathies (U.S. Air Force file photo)*¹

Born in the Scottish town of Stonehouse, South Lanarkshire, on the 3rd June 1918, Archibald (Archie) Mathies was to become a Second World War hero. He was awarded the Medal of Honour (MOH) for his actions whilst at RAF Polebrook (USAAF Station 110) in Northamptonshire, England.

It would be on the 20th February 1944, shortly after arriving at Polebrook, that he would earn this honour but his life would be dramatically cut short.

Not long after his birth in Scotland, Mathies moved with his family to the United States, to a small town in Western Pennsylvania called Finleyville, in Washington County.

After leaving school, he began work in a local coal mine. The work was hard, and the pay was low; Mathies was not inspired. Then, following the Japanese attack on Pearl Harbour, as many other brave young American men did, he joined the Army, enlisting in Pittsburgh on the 30th December 1940. Mathies would transition through a number of stations and training centres before finally completing a course in aerial gunnery on the 22nd March 1943. His last U.S. posting was to the 796th Bombardment Squadron at Alexandria, Louisiana for operational training duties flying B-17s. He would leave here on the 8th December 1943 bound for England and the European Theatre of Operations.

Mathies arrived in the U.K. eight days later. His initial assignment was with the Eighth Air Force Replacement Depot, before being attached to the 1st Replacement and Training Squadron. On the 19th January 1944, he received his first and only operational squadron posting; the 510th Bomb Squadron, 351st Bomb Group, based at RAF Polebrook, as an engineer/gunner. Promotion was swift, and on 17th February 1944, probably following his first mission, Mathies was awarded the rank of Staff Sergeant.

A few days later, on 20th February 1944, the allies began the enormous aerial campaign known as ‘Big Week’. During this short period a massive number of aircraft would attack targets deep in the heart of Nazi Germany. One of the first, (Mission 226) would see a total of 417 aircraft fly from airfields across England. From RAF Polebrook, 39 B-17s took off to attack Leipzig. In the lead planes were Maj. Leonard B. Roper (s/n O-734101 ) of the 510th BS forming the high group, and Maj. James T. Stewart (s/n O-659405) of the 508th BS, leading the low group.

Flying in the number three ship of the lower Squadron, in B-17 (42-31763) ‘Ten Horsepower‘ was: Pilot: Clarry Nelson, Co-Pilot: Roland Bartley, Navigator: Walter Truemper, Engineer / Top Turret Gunner: Archie Mathies, Bombardier: Joe Martin, Radio Operator: Joe Rex, Ball Turret Gunner: Carl Moore, Waist Gunner: Tom Sowell, Waist Gunner: Russ Robinson, and Tail Gunner: Magnus Hagbo.

A B-17 believed to be “Ten Horsepower” (TU-A, serial number 42-31763) taken prior to its crash”².

On approaching the target, the formation was hit hard by fighters and flak, who would attack the formation for over an hour, hitting many aircraft in the subsequent melee. Ten Horsepower, was targeted repeatedly receiving many hits from 20mm cannon shells. In these attacks the co-pilot was killed and the pilot knocked unconscious from his wounds. Fearing the bomber was doomed, the bombardier jettisoned the bombs and then bailed out, later being captured by the Germans and becoming a prisoner of war. The remaining crew remained with the B-17 which soon began a deathly spiral toward the ground.

Mathies and the navigator (Walter Truemper) would eventually take over control of the aircraft and nurse it back to England. Once over their base at RAF Polebrook, the crew were instructed to bail out but both Mathies and Truemper refused to leave the injured pilot. After deliberation, they were given permission to try to land, the remaining two crew members prepared themselves for a heavy landing.

The first two attempts had to be aborted, but on the third attempt, as they approached the airfield, the aircraft struck the ground, killing all three crew members onboard.

The crash was a severe blow for the base, both air and ground crews were devastated. On returning from the mission, five other aircraft (42-38028, 42-38005, 42-39760, 42-39853 and 42-6151). were forced to land at nearby Glatton (Conington) only a short distance away.

This was only Mathies’ second mission and sadly, his last.

For his bravery, Mathies was awarded the Medal of Honour; his name now appears on page 280 of the St. Paul’s Cathedral Roll of Honour. Also, as a dedication to him, one of the temporary lodging units at the Joint Base Anacostia-Bolling is named after him, as is the Airman Leadership School at RAF Feltwell, and the Noncommissioned Officer Academy at Keesler AFB, Mississippi. In addition, the bridge on Truemper Drive crossing Military Highway at Lackland Air Force Base, Texas; the USCIS Dallas District Office and the Mathies Coal Company in Pittsburgh, Pennsylvania, are all named in his honour.

Archibald Mathies citation reads:

“For conspicuous gallantry and intrepidity at risk of life above and beyond the call of duty in action against the enemy in connection with a bombing mission over enemy-occupied Europe on 20 February 1944. The aircraft on which Sgt. Mathies was serving as engineer and ball turret gunner was attacked by a squadron of enemy fighters with the result that the copilot was killed outright, the pilot wounded and rendered unconscious, the radio operator wounded and the plane severely damaged. Nevertheless, Sgt. Mathies and other members of the crew managed to right the plane and fly it back to their home station, where they contacted the control tower and reported the situation. Sgt. Mathies and the navigator volunteered to attempt to land the plane. Other members of the crew were ordered to jump, leaving Sgt. Mathies and the navigator aboard. After observing the distressed aircraft from another plane, Sgt. Mathies’ commanding officer decided the damaged plane could not be landed by the inexperienced crew and ordered them to abandon it and parachute to safety. Demonstrating unsurpassed courage and heroism, Sgt. Mathies and the navigator replied that the pilot was still alive but could not be moved and they would not desert him. They were then told to attempt a landing. After two unsuccessful efforts, the plane crashed into an open field in a third attempt to land. Sgt. Mathies, the navigator, and the wounded pilot were killed“.*³

Mathies was truly a brave and dedicated man, who in the face of adversity, refused to leave his wounded pilot and friend. Daring to land a badly damaged aircraft, he sadly lost his life showing both great courage and determination.

The crew of ‘Ten Horsepower‘ were:

Pilot: Clarry Nelson,
Co-Pilot: Roland Bartley,
Navigator: Walter Truemper
Engineer / Top Turret Gunner: Archie Mathies
Bombardier: Joe Martin (POW)
Radio Operator: Joe Rex,
Ball Turret Gunner: Carl Moore,
Waist Gunner: Tom Sowell,
Waist Gunner: Russ Robinson,
Tail Gunner: Magnus Hagbo

Notes:

*¹ Photo from Malmstrom Air Force Base website.

*² Photo IWM Freeman Collection FRE 4725

*³ Citation taken from: US Army Centre for Military History website.

Australian Flt. Sgt. Rawdon H. Middleton VC (RAAF) 149 Sqn RAF

January 11, 2015May 20, 2023 / Aviationtrails / Leave a comment

Pilot Officer Rawdon Middleton (RAAF)*¹

Middleton (s/n: 402745) was born on 22nd July 1916 in Waverley, New South Wales, Australia. Son of Francis and Faith Middleton, he was educated at Dubbo Hugh School. Nicknamed ‘Ron’ by his friends, he was a keen sportsman excelling at many sports particularly cricket and football. After leaving school, he worked as a ‘Jackaroo’ (cattle handler) until joining the Royal Australian Air Force on the 14th October 1940 under the Empire Air Training Scheme. He learnt to fly at Narromine, New South Wales and then was sent to Canada for further training in preparation for his posting to the UK. He finally arrived in Britain in September 1941, as a second pilot, and his first operational squadron was No. 149 Squadron RAF, who were flying Short Stirling bombers out of both Lakenheath and nearby Mildenhall in Suffolk.

Five student pilots from No. 7 Empire Air Training Scheme (EATS) course at No. 5 Elementary Flying Training School (5 EFTS) Narromine. They are left to right: Aircraftman (AC) Gordon Orchard; AC Douglas Scott; Leonard Reid; Pilot Officer (PO) Douglas Wilberforce Spooner (DFM); PO Rawdon Hume Middleton*²

Middleton’s first experience of operations, was in a Short Stirling over the Rhur, the industrial heartland of Nazi Germany. After spending a short time with 149 squadron he moved temporarily to No. 7 Squadron (RAF).

In July 1942, as first pilot, he was given his own aircraft and crew, it was also around this time that he returned to 149 squadron.

Their first mission together would be on July 31st, to bomb the strategic and heavily defended target, Düsseldorf. Middleton and his crew would continue to fly together and took part in other prestigious missions; namely Genoa on the 7th of November and his 28th mission, Turin on the 20th November. His 29th and final mission, would take place on the night of 28/29th November 1942.

In the early evening of the 28th he took off in Stirling BF372 coded ‘OJ-H’ as part of the raid on the Fiat works in Torino, Italy, along with 227 other aircraft which included – 117 Avro Lancasters, 46 Short Stirlings, 45 Handley Page Halifaxes, and 19 Vickers Wellingtons.

Middleton’s crew consisted of: Ft.Sgt. Leslie Anderson Hyder, Ft. Eng: Sgt. James Ernest Jeffrey, Bomb Aimer F.O. G. R. Royde, Wireless Operator: Sgt. John William Mackie; Gunners: P.O. N. E. Skinner, Sgt. D. Cameron and Sgt. H. W. Gough. Three of these had already completed their tour of 30 operations and could have left. However, their dedication to Middleton kept them together.

The mission would take the aircraft over the Alps and the Stirling, laden with bombs and fuel combined with having a notoriously poor ceiling, had to negotiate through the mountains rather than fly over them. A factor that often resulted in a high number of casualties.

Once over the target area, OJ-H was subjected to an extreme flak barrage. With poor visibility, Middleton had to make three passes over the target area to enable his crew to positively identify it. It was on the third pass that a shell burst hit the cockpit. The resulting damage was severe, and fragments had hit Middleton’s head badly injuring him. His right eye was lost and his skull exposed. There were further hits on the aircraft’s fuselage causing considerable damage to the control systems and airframe. Knocked unconscious by the blast, Middleton lost control and the aircraft plummeted through the skies to an altitude of around 800ft. The second pilot, Fl.Sgt. Hyder eventually managed to take the controls, release the bombs over the target and then pull the aircraft into a climb, safely reaching 1,500ft.

With his aircraft severely damaged, Middleton had a choice, get his crew to bail out over occupied France and certain capture, fly to Africa or head back to England; a journey that would last over 4 hours and put the aircraft at risk of attack and the crew in danger. Wanting to give them a fighting chance of getting home, he opted for the latter, and set a course for England.

Middleton was buried with full military honours at St. Johns Church, Beck Row. Suffolk.*³

The aircraft experienced a number of attacks as they crossed occupied France, but Middleton, fighting for survival, kept reassuring the crew that he would get them home. Eventually, and against all the odds, they made the English coast, and once over land Middleton ordered the crew to bail out. Five crewmen left the stricken aircraft whilst the other two remained to help him control it. Turning for the Channel, Middleton ordered the two remaining crew members to bail out, whilst he stayed at the controls, steadying the aircraft.

By now the Stirling was very low on fuel and it finally gave up the fight and crashed at 03:00 on the morning of November 29th 1942. Middleton, too injured and too weak to escape the wreckage, drowned within the aircraft fuselage. His two crew members, Sgt. James Ernest Jeffrey (576050) age 19 and Wireless Operator Sgt. John William Mackie (994362) age 30, despite escaping, also drowned. Both the bodies of Sgt Mackie and Sgt. Jeffrey were washed ashore later that day on the 29th.

Middleton’s body remained in the aircraft, but was eventually freed from the wreckage by the action of the sea, and was washed ashore on Shakespeare Beach, Dover, in February 1943. His remains were taken to RAF Lakenheath and he was buried in St John’s churchyard, Beck Row, within sight of his airfield in Suffolk, with full military honours. Middleton was only 26 and only one mission away from ending his tour and returning home.

For his action, dedication and bravery, Flt. Sgt. Middleton was posthumously awarded the Victoria Cross, the first to any serving member of the R.A.A.F in World War II. He was also posthumously awarded a commission as Pilot Officer, backdated to mid November before his sortie to Turin. Thirty years later, in 1978, Middleton’s V.C. was presented to the Australian War Memorial, in Canberra for safe keeping and preservation.

For their actions, the other crew members received three DFMs and two DFCs. Fl.Sgt. Leslie Hyder (DFM) was injured, P.Officer. N. Skinner (DFC) was also injured, along with Sgt. H. W. Gough (DFM). F.O. G. R. Royde (DFC) and Sgt. D. Cameron (DFM) escaped unhurt.

The London Gazette published a report on 12th January 1943. It said:

“Fl. Sgt. Middleton was captain and first pilot of a Stirling aircraft detailed to attack the Fiat Works in Turin one night in November, 1942. Very difficult flying conditions, necessitating three low altitude flights to identify the target, led to excessive petrol consumption, leaving barely sufficient fuel for the return journey. Before the bombs could be released the aircraft was damaged by anti-aircraft fire and a splinter from a shell which burst in the cockpit wounded both the pilots and the wireless officer. Fl. Sgt. Middleton’s right eye was destroyed and the bone above it exposed. He became unconscious and the aircraft dived to 800 ft. before control was regained by the second pilot, who took the aircraft up to 1,500 ft. releasing the bombs, the aircraft meanwhile being hit many times by light flack. On recovering consciousness Fl. Sgt. Middleton again took the controls and expressed his intention of trying to make the English coast, so that his crew could leave the aircraft by parachute. After four hours the badly damaged aircraft reached the French coast and there was once more engaged and hit by anti-aircraft fire. After crossing the Channel Fl. Sgt. Middleton ordered the crew to abandon the aircraft. Five left safely, but the front gunner and the flight engineer remained to assist the pilot, and perished with him when the aircraft crashed into the sea”.

Funeral service for 402745 Flight Sergeant Rawdon Hume Middleton, the RAAF’s first VC winner. He was buried with full military honours in a country churchyard near his station. Air Vice Marshal H. N. Wrigley represented the High Commissioner for Australia (Mr S. M. Bruce) and the RAAF. The graveside service was conducted by Squadron Leader H. C. Thrush of Prospect, SA, RAAF Chaplain. (Australian War Memorial Public Domain)

Middleton’s citation read:

“Flight Sergeant Middleton was determined to attack the target regardless of the consequences and not to allow his crew to fall into enemy hands. While all the crew displayed heroism of a high order, the urge to do so came from Flight Sergeant Middleton, whose fortitude and strength of will made possible the completion of the mission. His devotion to duty in the face of overwhelming odds is unsurpassed in the annals of the Royal Air Force”.

In honour of Middleton’s bravery, Number 1 RAAF Recruit Training Unit at RAAF Base Wagga has renamed the club in his name, the “Middleton VC Club”, and he also appeared on one of the 1995 Australian 45c stamps. The dining hall located at the nearby (now American) base at RAF Mildenhall in Suffolk, has also been named in his honour.

Middleton was a brave and dedicated young man who gave his life to save those of his crew. Each and every one of them acted with the highest dedication, sadly for some, it cost them dearly.

Sources

*¹ photo courtesy of Australian War Memorial, image 100641, Public domain.

*² photo courtesy of Australian War Memorial, image P01019.003, Public domain.

*³ Photo courtesy of Australian War Memorial, Image SUK10501, Public domain

*⁴ Photo courtesy of Australian War Memorial, Image SUK10500, Public domain

‘In the Mood’ for aviation nostalgia?

December 30, 2014 / Aviationtrails / 4 Comments

Taking advantage of the winter sun and nearby location, I decided to take a short visit to one of the earlier trails and see how things had changed. Being a different time of year too, perhaps the buildings I saw would now be less obscured. I also thought that the initial trails were lacking and needed a little ‘historical substance’.

Whilst not wanting to lose sight of the idea behind the blog, I felt a little extra would not go amiss. Hearing about a memorial that I had missed earlier, I braved the late December air, donned coat, hat and scarf and set off to Kings Cliffe, in the top corner of Northamptonshire – land of Fighter squadrons and the last hangar concert performed by Major Glenn Miller.

RAF Kings Cliffe (Station 367)

(Revisited and updated December 2014)

The Memorial at Kings Cliffe.

Unlike the other airfields in the tour, Kings Cliffe was a fighter airfield. Pass through the village from the south, out the other side, under the odd twin-arched bridge and then right. A few hundred yards along and the airfield is now on your right hand side. The memorial is here, flanked by the two flags. It is a more elaborate memorial than some, being made with the wing of a Spitfire on one side and the wing of a Mustang on the other. Various squadron badges are etched into the stone and as the weather takes it’s toll, these are gradually disappearing.

Protected aircraft pen, with ‘dual skin’ defences on three sides. A number of these litter the site.

Over its life, Kings Cliffe would have a number of fighter units grace it skies. Built in 1943, it would receive its first squadron late that same year when P-39 Airacobras of Duxford’s 347th FS (350th FG) were temporarily based here. A short spell they would soon leave and be replaced with another short-term unit.

The following January, the 347th left and three squadrons: the 61st (code HV), 62nd (code LM) and the 63rd (code UN) of the 56th FG arrived from the U.S. This group fell under the command of the 67th Fighter Wing, Eighth Air Force. Redesignated the 56th FG in the previous May, they were initially given P-47s and continued to train at Kings Cliffe for fighter operations until moving on the 4th/6th April 1943 to Horsham St Faith, Norfolk. A few days later on 13th April 1943, they undertook their first operational sortie. Over the next two years the 56th FG would become famous for the highest number of destroyed aircraft of any fighter unit of the entire Eighth Airforce. A remarkable feat.

Pilots of the 77th FS, at Kings Cliffe 1944-45*1

After the 56th left Kings Cliffe, three more squadrons arrived. In August that year, the 20th FG arrived with their P-38 Lightnings. The 55th (code KI), 77th (code LC) and the 79th (code MC), would fall under the umbrella of the 67th Fighter Wing, Eighth Airforce.

After a spell of renaming, aircraft changes and training, their arrival at Kings Cliffe would see a period of stability for the 20th. Initial operations started in December that year, and their primary role would be to escort bombers over Europe, a role it maintained until the cessation of conflict. Targets of opportunity were often found whilst on these missions, but toward the end of the war, with fighter cover becoming less of an issue, dive bombing and ground attack missions became more common place. Their black and white chequered markings became feared by airfields, barracks and in particular trains as they became known as the “Loco Group” for their high number of locomotive attacks.

Oakington Pillbox, found in pairs, they offer a 360 degree field of fire.

On April 8th 1944, the 20th attacked an airfield in Germany, action for which they received a Distinguished Unit Citation (DUC). They would later take part in the Normandy invasion, Operation Market Garden, and air cover in the Battle of Bulge. In July 1944 they converted to P-51s and continued to escort bombers and search out targets of opportunity until the war closed. In the following October 1945, they returned to the U.S. and Kings Cliffe was returned to RAF ownership. The RAF would use it as a storage depot until selling it off in 1959. Its runways were dug up for hardcore, the buildings demolished and the site finally returned to agriculture.

Drainage covers and pipes adorn the remains of the runway.

Whilst standing at the memorial, it is difficult to imagine any of the activity that occurred here all those years ago. However, behind the memorial you can see a number of brick defence buildings enshrouded in trees and bushes. Move along the road to your right and there is the main gate. Stating that it is an airfield, it doesn’t encourage entrance. However, walk or drive a little further and there is a bridal way that allows access to the site. Walking along around the edge of the airfield, you can see hidden amongst the thorn bushes an Oakington Pill box. Found in pairs and common in this area, they offer a 360 degree view of the site. The second of the pair is short distance away in the middle of the field and more visible to the viewer. Also round here are three protected dispersal pens. Each pen has a double skin, in other words, an outside loop holed wall for firing through and an inner wall to protect air and ground crews in the event of an attack. There are a handful of other ancillary buildings here, all of which can be accessed with careful treading. A considerable number of these exist close to the road and path, so extensive travelling or trespass is not required for the more ‘informal’ investigation.

Inside the Shelter.

Walking further along the path, you pass a large clump of trees heading of in an easterly direction. These mark the line of the east-west runway. Whilst the runway has gone, evidence of its existence can be found. A drainage channel, numerous pieces of drainage material and grates can be found amongst the remains of hardcore.

The path continues in a southerly direction away from the main part of the airfield, and a better option may be to return to the car and drive along to a different part of the site.

If you return through Kings Cliffe, bear left and through the small but gorgeous village of Apethorpe. Continue on and you’ll see a footpath that goes through the woods. Park here and walk through the woods. A couple of miles in and you come across a large open space, to your left is a distinguished memorial to Glenn Miller.

Glenn Miller Memorial RAF Kings Cliffe Dec 2014

Memorial to Glenn Miller’s final hangar concert, 3rd October 1944.

The memorial is located on the site of the original T2 hangar, quite a distance away from the main airfield. It was here that Miller performed his final hangar concert on October 3rd 1944. Standing here in the wintry air listening to ‘In the Mood’, is a surreal experience. To think that, on this spot 70 years ago, this very tune was performed by Miller himself; whilst young couples jitterbugged the evening away – a brief respite from the wartime tragedies that dominated their daily lives.

Leaving here, back to the track, you come across a footpath that takes you north, toward the main airfield before veering off and away to the west.

This path provides what is probably the nearest access point to the tower, as it crosses the track that joins the perimeter near to the towers location. The control tower still stands, but access from the path is over private land and should be undertaken with the land owner’s permission.

A final car trip back to the north side of the airfield reveals evidence of the accommodation blocks. The cinema, Gymnasium and chapel along with some other communal buildings still stand and in use by local timber companies. Well preserved, they are easily accessible and offer a good view to anyone aiming to find evidence of Kings Cliff’s history.

Kings Cliffe December 2014 Chapel with gym

Gymnasium and Chapel now used by a timber company.

Like many sites of it’s age, the majority of Kings Cliffe’s buildings are overgrown, indeed entering them you can see how the roofs have become detached in many cases, and mature trees now the only inhabitants where personnel once stood.

The main part of the airfield is agriculture, and it can be seen from further back, why this site was chosen as the views across the landscape toward Peterborough and the south are stunning. A remarkable place, it offers good evidence, nostalgia and beautiful walks into the bargain.

Overgrown buildings

Kings Cliffe concludes this tour, however, if you return back along the road to the village of Kings Cliffe, turn right away from the village, you will eventually find yourself sitting opposite one of the crash exits of RAF Wittering, the main station to which Kings Cliffe was built as a satellite. Also along here, is a remnant of RAF Collyweston, an airfield absorbed into RAF Wittering at the end of the war when it expanded ready for the V – force bomber aircraft and later the Harriers. Now closed to flying due to government cutbacks, it houses an army detachment and a small RAF detachment for maintenance duties only.

Much of the evidence from the American participation in the Air War of the Second World War has now disappeared, being swallowed up by natures determination to regain what was originally hers. Agriculture and small businesses have clung on to the remainder, leaving little to see. In some ways, and I touched on this earlier, the fact that peace has now taken over what were bustling camps of 3000+ personnel, the roar of four engined bombers laden with high explosives or troop carriers taking scared young men to the killing fields of Europe, is a reflection on their bravery and dedication. These areas are simply peaceful now because of the men that served, lived and died here and whilst they are now gone, maybe their ghosts remain.

Kings Cliffe originally featured in Trail 6 ‘American Ghosts’.

*1 photo by Robert Derenbacker from ‘Little friends’ website http://www.littlefriends.co.uk

What the Luftwaffe failed to do, the local council have finally managed.

December 7, 2014December 7, 2014 / Aviationtrails / Leave a comment

Many of Britain’s airfields have hung on desperately to a small corner of history. Hawkinge is sadly one of those that has been buried deep beneath housing, schools and shops. Sadly, one of England’s most historic airfields, has finally been defeated not by Goring’s Luftwaffe, but by local planners.

Hawkinge was at the forefront of the Battle of Britain, it was repeatedly attacked by the bombers of the Luftwaffe. Because of its location, just minutes from France, crews would often have little warning and would have to take to the sky unprepared. Many returning aircraft would use its runways as a safe haven returning battle damaged and weary; Hawkinge fire crews were some of the busiest Britain was to have. It was used as a transport depot in the First World War, became a mecca for international pilots, saw some of the first ‘drones’ and was used in the filming of the 1969 film ‘The Battle of Britain’.

Today a small museum, utilises what’s left of the original buildings whilst housing creeps like poison ivy, ever further across the airfield.

The nearby cemetery is home to not only RAF pilots but also fallen Luftwaffe crews, ironically remaining in the land they tried to take all those years ago.

As part of a second aviation trail around historic Kent, Hawkinge is a must for any follower of history, aviation or the Battle Of Britain.

See the full story and Kent’s second trail here.

Polish Fighter Ace Turned a V1 on its back.

November 30, 2014November 30, 2014 / Aviationtrails / Leave a comment

The first V1 for 315 sqn was shot down by Flt Sgt Jankowski at 13:10 on July 11th. There were three more the following day and several others would meet similar fates. Shooting down a V1 was dangerous, many aircraft being caught in the subsequent blast. Other, less conventional methods would include tipping the wing of the V1 destabilising the gyroscopic guidance system within, sending it tumbling to the ground. On one occasion, WO Tadeusz Szymanski managed to completely turn a V1 onto its back using such a method.

Brenzett, was an advanced landing ground, built to be temporary, but even so, it produced some remarkable stories.

As part of a second trail around Kent, we visit three more of Britain’s airfields, Hawkinge, Brenzett and Lashenden. Each with its own story to tell. Want to know more? click here to go back to 1940s England and then see what has happened to these historic places.

Brenzett Village Sign Depicts its Aviation History

In Honour of the 55,573 Young Men Who Never Returned

November 10, 2014November 9, 2014 / Aviationtrails / 7 Comments

RAF Bomber Command – Green Park,

London

The Bomber Command memorial was erected in honour of the 55,573 crew members of the RAF Bomber Command who died during the Second World War. It stands as a reminder of the young men, whose average age was only 22, and who never returned to their beloved homes. It was unveiled by the Queen, on June 28th 2012, when a Lancaster bomber of the BBMF flew over dropping thousands of poppies.

RAF Bomber Command Memorial

The monument can be found in London adjacent to Green Park. It stands proudly watching over the grassed picnic area where picnickers, shoppers and tourists sit. The main part of the monument is a bronze sculpture consisting of seven members of a typical bomber command aircrew.

Perhaps not obviously noticed, some of the crew are looking to the sky, some with hands to shield from the morning sun, as if looking for missing friends. Others are looking downward, perhaps in despair or fear for those not yet home. The stance of the statues suggests a crew recently returned from a mission who have just disembarked from their damaged aircraft. Tired, bewildered and overwhelmed by what they have witnessed, they have been created in precise and superb detail.

The Pilot stands central and to the rear of the group; the navigator to the left, followed by the flight engineer, mid-upper gunner, bomb aimer, rear gunner and then the wireless operator to the right. Their faces reflecting the feelings and emotions that these young men felt. The base of the statues were ‘littered’ with photos of loved ones and messages from around the world. A moving tribute.

RAF Bomber Command Crest “Strike Hard, Strike Sure”

Outside and on the walls of the memorial, are two crests; on the left, the RAF crest “Per Ardua ad Astra” meaning “Through adversity to the Stars“. The crest has its origins going back to August 1st 1918 and has been the symbol of the RAF ever since. On the right, is the crest of Bomber Command whose motto is “Strike Hard, Strike Sure“. Both beautifully carved into the undoubtedly beautiful Portland Stone.

A number of quotes, including one from Winston Churchill, “The Fighters are our salvation, but the bombers alone provide the means of victory” surround the memorial giving it strength. A further quote, to the rear of the memorial reflects the losses of all nations, who on the ground, lost lives as a result of bombing campaigns on both sides – a reflection of reconciliation and peaceful times ahead.

The roof above the memorial is open. This allows you to see the figures against a backdrop of sky, whether at day or night, rather than the bustling city behind. A view more representative of the times they lived and flew in.

The remainder of the roof is similar to the kriss cross design of the Vickers Wellington, one of the RAF’s bombers during World War II. The design is both eye-catching and unique, not only to the memorial but the Wellington from which it came.

The building of the memorial, which is truly a mix of emotion, international representation, and a build that reflects the lives of those affected by the war, is considered as closure for many; a symbol of what the young crews had to endure on long missions over occupied Europe. It also serves to act as a lesson to the those who were too young to know what the war meant to those who fought and died in it. It is A beautiful place to sit and give thanks to those 55,573 brave young men who never lived to experience peacetime again.

RAF Bomber Command Memorial – Note the Roof Design.

The official Bomber Command Memorial website is here. An app is also available for a small fee that goes part way to supporting the maintenance of the memorial, it gives greater detail to the construction and design of the memorial, along with an audio script and stories from survivors of Bomber Command.

A history of the RAF Crest and its derivations can be found by clicking here.

By clicking here, you can see and hear some stories of those to whom the monument is honouring.

“The Fighters are our salvation, but the bombers alone provide the means of victory“

Winston Churchill, 1940

To see more memorials from airfields around the country please click here

20:45 – A tragic time for Mosquito KB 364

November 6, 2014October 26, 2014 / Aviationtrails / 4 Comments

On this night 70 years ago (November 6th 1944), twelve RAF Mosquitoes from 608 Squadron, RAF Downham Market (Bexwell), took off on a raid to attack Gelsenkirchen, Germany.

Whilst the raid itself was a success, that night was to be the last for the two crew members of Mosquito KB 364. Pilot Officer James McLean (26) and Sergeant Mervyn Lambert Tansley (21) of the RAF(VR) were to die tragically on approach to Downham Market.

On the return journey, cold air and icy conditions are thought to have caused icing on the controls and wings of KB 364 making it difficult to control and lose height. What happened next was to be tragic, both for the crew members and the village of Bawdeswell.

To see the full story of that night and what happened at 20:45, November 6th 1944, click here