RAF Scone – A little airfield with a big History (1)

May 10, 2025February 17, 2025 / Aviationtrails / 10 Comments

In Trail 56, we head north once again, this time across the River Tay into Perthshire, the gateway to the Highlands.

The grand city of Perth boasts a majestic history, once the capital of Scotland, it is a city with galleries, museums and stunning architecture; described by VisitScotland.com as “a picturesque playground for Kings and Queens“, and rightly so.

The village that gave this airfield its name, has its own history, going back as far as the Iron age. Once the seat of Royals, it is mentioned in Shakespeare’s Macbeth, and once housed the famous ‘Stone of Scone‘ or ‘Coronation stone‘ that has for centuries been used for coronations of the Kings and Queens of Scotland and England. It was stolen by King Edward I of England who took it to London, where it remained until 1950 when it was stolen once more by four Scottish students and taken back to Scotland. It was a year later, returned to London where it remained, being used for the coronation of Queen Elizabeth II. In 1996, the Queen and Prime Minister agreed the stone should be returned to Edinburgh on the proviso that it be brought to London for any future coronations, the last one being King Charles III – it must be the most famous 125kg of rock anywhere in the world. *¹

So, on Trail 56 after passing through the beautiful city of Perth and onto this small but famous village, we find one former RAF airfield that has since become Perth Airport. Located in the same region as Scone Castle, we now visit the former RAF Scone.

RAF Scone.

RAF Scone was built in the 1930s, and has been known by a series of names: Perth Airport, Perth Aerodrome, Perth Municipal Airport, RAF Perth, RAF Scone and Scone Aerodrome. The airfield is located about 3.5 miles north-east of the aforementioned city of Perth.

In the days before Scone was built, the Lord Provost of Perth, Thomas Hunter, had an idea to build an aerodrome near to his home town, designated Newlands aerodrome. The idea never came to fruition however, and no real progress was ever made on the site. However, in 1935, with the rumblings of war in Europe, the Government announced the expansion of the Royal Air Force, and so the idea was taken up again, this time by Sir John Ure Primrose.

Sir John, with support from many Perth Councillors, put forward a plan costing some £20,000 for an aerodrome, and with a small committee of members, began to seek advice from a number of sources including the aircraft company A.M. Airwork Ltd., and the architects Norman, Muntz and Dawbarn. After looking at the designs and reviewing Sir John’s plans, a revised model was put forward doubling the cost to some £40,000.

The new scheme was passed however, and 250 acres of woodland and pasture were purchased from two local landowners, Scone Estates and J. Patrick Cuthbert of Barclayhills. In September 1935, work began on clearing the site which employed around 440 labourers and tradesmen all employed by two companies, Maxwell M. Hart & Co. and William Taylor & Son.*²

It was agreed that the running of the airfield would be undertaken by the Airwork company, who were founded in 1928 and based at the then Heston Aerodrome in Middlesex. For much of this time, Airwork’s chief pilot was Captain Valentine Baker MC, DFC, who later joined forces with Sir James Martin to form the now famous Martin-Baker company, famous for it ejector seats found on numerous fast jests world wide.

Numerous buildings survive from Scones wartime past.

Initially Scone (pronounced Scoone) aerodrome, would be a municipal aerodrome used by various civilian operators including North Eastern Airways and Railway Air Services, who made both local and national flights as far as London and Aberdeen. Some of these flights began in the dawning of 1936, before the airfield had officially opened and so the future looked fairly bright.

This burning light was also fuelled by the formation of the Strathtay Aero Club here at Scone, on May 29th 1936. Set up by three ex-RAF personnel, its initial operations were short lived however, being suspended due to the impending war in Europe. Despite this, with the war’s end in 1945, the club was allowed to continue these operations, including holding major events in 1947 leading to further growth over the next few years.

However, with increasing tension on the continent in the 30s, the RAF’s expansion was paramount and it would take preference over civilian operations. Not only would huge numbers of military personnel be required – an additional 2,000 pilots and over 16,000 ground personnel – but new airfields to operate and fly the aeroplanes from to wage such a war.

With some fifty new aerodromes required by the end of 1937, and so many new pilots to train, elementary flying training would have to form a major constituent of the programme, the majority of which would pass to civilian hands allowing the RAF to focus their efforts on advanced flying techniques. To meet this demand, civilian centres were to be increased from four to an initial thirteen *¹, of which Scone would be one.

The entire training programme was overhauled with separate sites providing different instructions – ground or air – and a new RAF Volunteer Reserve class was set up to provide temporary training to cadets designated the rank of Sergeant. It was planned that those part-time trainees located at Scone, would learn to fly in one of twelve aircraft, each aircraft accumulating as many as 3,500 flying hours each year as a result.

The demand was therefore great, and Scone’s civilian operators, who were by now well established, would be joined on 27th January 1936, by No. 11 Elementary & Reserve Flying Training School (E&RFTS) operating under the control of 51 Group RAF, who were then based in Leeds. Even though 11E&RFTS were a military unit, their pilots would be trained by civilian instructors whilst they were stationed at the airfield.

It was clear at this point though, that Scone’s infrastructure was going to be insufficient for both the military and Airwork’s needs, and further land and development was going to be required. To this end, another 120 acres were either purchased, or leased from local landowners, allowing the development, now costing £60,000, to have two runways, 1,000ft and 4,200ft both initially of grass. These new extensions and the extra teaching facilities provided would add both space and accommodation to the original large hangar, administration and support buildings, terminal and its six cottages.

Airwork’s influence stretched far beyond the boundaries of Scone though, their experiences elsewhere allowing them to develop the airfield and provide much of the infrastructure themselves. As an established aviation company they already provided maintenance facilities and operations across Britain, supporting what would become a thriving civil aviation network. In fact, this additional work would provide as much for the aviation industry as the flying training did.

The current Watch Office at Scone (Perth Airport).

The original twelve training aircraft supplied by the RAF were also going to be insufficient, so a further eight were obtained giving of total of twenty, a mix of Tiger Moths (DH.82) along with a handful of Hawker Harts and Hawker Hinds. Over the next few months, various other models would be obtained and used by the unit at Scone, these included: Audax, Fairy Battles and Avro Ansons at some point.

With the number of operators using the site growing, it was going to be busy, and the ground would take considerable punishment. But the cold winter weather prevented the growth of newly laid grass and so, for a period of some two months, 11 E&RFTS moved out until the grass had established itself and the colder weather had passed.

Not long after this, the airfield was officially opened. On June 5th, 1936, a grand ceremony, led by Viscount Swindon, and a number of dignitaries, saw the airfield officially handed over to the Airwork Company under the management of P. Perkins, the general manager of Airworks – Scone had been born.

Even with all the development and extension work that had been going on, Scone would remain a relatively rudimentary station. On site, there would be a watch office, a single Civil 160 x 90 ft hangar; one 120 x 110 ft hangar, six blister hangars but no hardstands and the runways remained grass. A hard perimeter track did circumnavigate the airfield and although it only had two runways, a third strip was also used. A set up that would see Scone enter the war.

In Part 2, Scone develops as the war progresses. Pilot training and maintenance work increases.

The full history of Scone can be read in Trail 56.

The Amiens Prison Raid – February 18th 1945

February 18, 2025April 9, 2024 / Aviationtrails / 2 Comments

There are multiple stories of heroism and daring stemming from the Second World War, each and everyone pushing man and machine beyond their boundaries. Many daring missions were flown in which crews performed and completed their task with extraordinary bravery and at great cost to both themselves, and to those on the ground.

Stories such as the ‘Dambusters’ have become famous and commemorated year on year, and yet another daring raid is barely mentioned or even considered by those outside of aviation history. The details of the raid remained secret for years after the event and even now, factual evidence is scarce or difficult to find; even the name of the operation can cause heated debate. The merits of the operation continue to be debated and many are still divided as to what the true purpose of the operation really was.

Whatever the reason behind it however, the historical fact is that the operation was a daring, low-level raid that helped many prisoners of war escape captivity and probably death, and one that was carried out in very difficult circumstances by a group of extremely brave young men.

It was of course the raid on the Amiens prison on February 18th 1944, by nineteen Mosquitoes of 140 Wing based at RAF Hunsdon.

As a new wing, it was formed at RAF Sculthorpe, and would consist of three multinational squadrons, a ‘British’, Australian and New Zealand unit, and all would be based at Hunsdon as part of the RAF’s Second Tactical Air Force (2TAF) designed to support ground troops in the forthcoming invasion of Europe.

Operation ‘Fuller’ – “The Channel Dash”.

February 12, 2025May 29, 2024 / Aviationtrails / 6 Comments

The Second World War was full of extraordinary operations many of which succeeded in their aim resulting in great jubilation on home shores, whilst others will always be remembered for their catastrophic fail and loss of life. In these operations, and even though the mission may have failed, those who took part went far beyond the ‘call of duty’, showing incredible bravery and self sacrifice for the better good.

One such operation took place on February 12th 1942.

Up until now, German warships had been causing havoc in the waters around Britain, sinking in excess of 100,000 tons of allied shipping since the opening days of the war; their ‘trophies’ including the aircraft carrier HMS Glorious and the battleship HMS Hood. In January 1942, three of those German warships responsible the Gneisenau, Scharnhorst (Gluckstein and Salmon as the ships were known by bomber command crews) and Prinz Eugen, all heavily armed and battle hardened, were laying in the port of Brest. Even by remaining there, they were causing the Royal Navy an immense headache, as they were diverted from other important tasks, including operations in the Middle East against German supply ships supplying Rommel, and the valuable protection of allied shipping crossing the Atlantic. The small fleet were a major thorn in the Royal Navy’s side and had to be dealt with.

Coastal Command had been closely monitoring the vessels over a period of months, but information had led to little more than that. With the aim of sinking these ships, the RAF became involved undertaking a total of 299 attacks against them whilst docked in the port. During these attacks, forty-three aircraft were lost along with 247 brave airmen. Included in these raids, were in December 1941, ten such operations by Bomber Command which resulted in the loss of some twenty aircraft and seventy airmen. On the 8th of that month, forty-seven bombers escorted by ten fighter squadrons also attacked the docks. Whilst the three ships remained intact, three enemy fighters were claimed to have been shot down but with with the loss of four Stirlings.

During this time though, the ships were indeed hit, and in the case of Scharnhorst, damaged badly, but none ever badly enough not to be beyond repair.

The decision was eventually made therefore, to move the ships, Hitler’s fear of a second front being opened in Scandinavia proving to be the deciding factor. On that decision two routes were considered, the northern route around Scotland which would take the small, but powerful fleet in range of British carriers and warships at Scapa Flow, a fight the Germans did not want to engage in. Alternatively, they could attempt a daring dash through the narrow and well defended English Channel. It was a difficult decision to make.

The presence of the ship and their likely move to safer harbours prompted William Helmore (one of those behind the Turbinlite project) to go to the Alan Muntz Company with an idea as to how to sink them. In conjunction with GEC, RAE Farnborough, Dowty and Stones of Deptford to name but a few, the idea of a radio controlled, 5 ton torpedo with a diameter of 39 inches able to fit a Lancaster bomber, was devised.

The idea was that a Mosquito would control the torpedo once it had been dropped from the Lancaster, and a mast would rise to maintain radio contact with the controlling aircraft. The torpedo would have a range of 25 miles with a warhead weighing 1 ton, limited only by the size of the Lancaster. While tests were carried out, many issues raised their heads including an air supply for the engine, (a Meteor Tank engine) which all proved too complicated and the project was eventually shelved*⁴.

However, following a meeting on January 12th, 1942 between many top ranking German officials including Hitler, Raeder (the C In C of the Navy), Vice-Admiral Ciliax and Adolf Galland as commander of the Luftwaffe in the Channel area, a decision was finally made, the shorter English Channel route would be the one to take and so Operation Cerberus, (the breakout) was born.

The decision raised great concerns though. Both Galland and other Luftwaffe officials knew that there were too few available fighters in the region – just some two groups and a few training units – to be able to provide the 24 hour protection the ships needed as they dashed through the straits. Night fighters were especially needed, a decision which was affirmed and granted by Major General Jeschonnek, the Luftwaffe Chief of Staff; but the numbers of aircraft available to Galland would still remain greatly inferior to those on British soil ready to attack.

So, Operation Thunderbolt (Donnerkeil ) was put in place, the air umbrella that would protect the ships as they sailed northward. Operation Cerebus (the breakout) was affirmed with February 11th chosen as ‘X’ day, and a sailing time set at 8:00pm. In the weeks leading up to the ‘dash’, German transmitting stations based at both Calais and Cherbourg, began a cat and mouse game transmitting a series of elaborate but false messages to interfere with British radar stations along the south coast. They provided a cover story, suggesting that the fleet would set sail but head toward the Pacific in support of the Japanese and not north to Scandinavia. In preparation, trial runs were made to test engines, guns and communications. The British, still monitoring their actions, began a series of raids on the port, none of which achieved any great success.

During these attacks, which had been occurring regularly since early January, several aircraft were lost including: three Manchesters from 61 Squadron; two Hampdens from 144 Sqn; three Wellingtons, one each from 12, 142 and 300 Sqns and on the 10th February, another Manchester from 61 Sqn.

To meet the anticipated challenge, Galland had some 252 fighters, including a mix of 109s, 190s and some thirty 110 night fighters at his disposal, but he argued, it was still not enough to provide the cover he wanted.

As ‘X’ day approached, the radars went wild with false readings and interference. But the British, now aware of an impending escape, were on high alert, additional Motor Torpedo Boats (MTBs) were docked at Dover and Swordfish aircraft were drafted in to RAF Manston in Kent. Some 1,100 magnetic mines were laid along the projected route and Dover command was put on standby. At 8:00pm on February 11th, the flotilla began to assemble outside of Brest harbour, just as a routine air raid was launched, and so the port was shut down. Although only one aircraft was lost, a Wellington from 150 Sqn, the raid proved no more than a nuisance, only delaying the fleet’s departure by two hours.

Now temporarily blinded by false radio measures, the British were unable to ‘see’ the mighty armada as it finally slipped out into the open waters of the Channel. Their escape had been a success.

During the night, good progress was made by the fleet and the lost time was made up quickly. Meanwhile, the skies remained quiet, the British not yet realising the ruse. The early morning remained dark, night fighters patrolled along side the fleet at wave top level, thus avoiding detection by British radar. Day fighters joined them in a relay operation that would be held below the cloud ceiling of 1,500 feet.

At 11:00 am on the 12th, the Germans intercepted a British message signalling that the fleet had been spotted. But it remained another hour before further RAF aircraft were seen, the British being wary and unsure of the message’s accuracy. Even though for months the British Command had been monitoring the fleet, those in command failed to act on valuable information, a mistake that led to a vital delay in operations.

Then, in the early hours of the afternoon, as the fleet approached the narrowest point of the Channel, British defences at Dover opened fire. A sea battle then raged between German warships and British MTBs, but for all their valiant efforts they failed to achieve their goal.

At 13:20 A group of sixteen Spitfires took off from Kenley on a Beaufort escort mission that were sent out to search for, and attack the fleet. They initially rendezvoused with twelve more Spitfires from 602 Sqn, but then failed to meet the Beauforts over Manston. The formation then continued on to the target area looking for the convoy and its escort. Soon after arriving over the Channel, 485 (NZ) Sqn’s leader, Group Captain, Francis V. Beamish DSO and Bar, DFC, AFC, spotted six destroyers, two E-Boats and two German Battle cruisers. At his altitude there was no fighter escort, the mix of Bf109s and FW190s remaining firmly below radar level at 600ft.

Seizing his chance, Beamish then attacked one of the destroyers raking it with gunfire along the length of its deck, a Spitfire’s guns were no match for the destroyer though and little damage was done. The remaining aircraft of the two squadrons then took on the enemy who were forming a low level protective umbrella, achieving a greater rate of success with several ‘kills’ being reported back at Kenley.

Now fully aware of the situation, the RAF and Navy were called into action. At RAF Manston, eighteen young men began to prepare for take off, their target, the escaping German fleet of some sixty-six surface vessels including the warships Gneisenau, Scharnhorst and Prinz Eugen, now sailing almost unopposed through the English Channel.

The six Fairy Swordfish of 825 Naval Air Squadron were ageing biplanes, they were no match for Galland’s fast and more dominant fighters, nor the defensive guns of the mighty German fleet they were hoping to attack. To pitch a handful of biplanes with torpedoes against such a heavily armed and well prepared armada, turned out to be no less than suicide.

In front of their Swordfish, Lieut Cdr E Esmonde, RN, (2nd Left) on board HMS Ark Royal, October 1941. This photo was taken after the attack on the Bismark, and includes the various aircrew who received decorations as a result of that daring attack. (Left to right: Lieut P D Gick, RN, awarded DSC; Lieut Cdr E Esmonde, RN, awarded DSO; Sub Lieut V K Norfolk, RN, awarded DSC; A/PO Air L D Sayer. awarded DSM; A/ Ldg Air A L Johnson, awarded DSM). (© IWM A 5828)

The winter of 1942 was very cold, but the Swordfish were kept ready, engines warmed and torpedoes armed, now they could no longer wait, and instead of attacking as planned at night, they would have to attack during the day, and so the order to go was given. The crews started their engines and set off on their daring mission in what was appalling weather.

Shortly after take off, the escort arrived, merely ten Spitfires from No. 72 Squadron RAF, led by Squadron Leader Brian Kingcombe, and not the five Spitfire squadrons promised. The six Swordfish, led by Lt. Cdr. Eugene Esmonde, dived down to 50 feet and began their attack. Hoping to fly below the level of the anti-aircraft guns each of the six Swordfish flew gallantly toward their targets. Eventually, and even though they were hit and badly damaged, they pressed home their attacks, but they were out-gunned, and out performed, and just twenty minutes after the attack began, all six had fallen victim to the German guns. No torpedoes had struck home.

Of the eighteen men who took off that day, only five were to survive.

Leading the attack, Lt. Cdr. Esmonde (an ex-Imperial Airways captain) was warded the V.C. Posthumously, he had previously been awarded the Distinguished Service Order for his part in the attack on the Battleship Bismark; an award that also went to: S/Lt. B Rose, S/Lt. E Lee, S/Lt. C Kingsmill, and S/Lt. R Samples. Flying with them, L/A. D. Bunce was awarded the Conspicuous Gallantry Medal and twelve of the airmen were mentioned in dispatches.

The attack became known as ‘The Channel dash’ officially called Operation Fuller, and in honour of the brave attempt to hit the German fleet that day, a memorial was erected in Ramsgate Harbour, the names of the eighteen Swordfish crew are listed where their story is inscribed for eternity.

Operation Fuller was a disaster not only for the Royal Navy and Coastal Command who had been monitoring the fleet for many months, but also for the Royal Air Force. A force of some 100 aircraft made up from almost every Group of Bomber Command had made its way to the Channel. By the time evening had dawned, it had become clear that some sixteen aircraft from the force had been lost. The loss of life from those sixteen aircraft totalled sixty-four, with a further five being captured and incarcerated as prisoners of war.*¹

Bomber Command were not without their terrible stories either. The sad loss of W/C. R MacFadden DFC and his six crew who remained in their dingy after their Wellington from 214 Sqn ditched in the cold waters of the Channel. Over a period of 72 hours all but Sgt. Murray, slowly died from the cold, he being rescued at the last minute and incarcerated by the Germans. Of all the RAF squadrons that took part that day, their losses amounted to: 49 Sqn (4 x Hampdens); 50 Sqn (1 x Hampden); 103 Sqn (1 x Wellington); 110 Sqn (1 x Blenheim); 114 Sqn (1 x Blenheim); 144 Sqn (2 x Hampdens); 214 Sqn (1 x Wellington); 419 Sqn (2 x Wellingtons); 420 Sqn (2 x Hampdens) and 455 Sqn (1 x Hampden)*²

February 12th had been a disaster, so bad that The Daily Mirror reported on February 16th 1942 under the headline “9 Lost Hours in the Channel“, that a demand had been put forward to Parliament for a complete statement on Naval strategy during the event. It also questioned the “suitability of Admiral Sir Dudley Pound”, in fulfilling his role. The paper goes onto say that a lag of some nine hours had largely been ignored by officials, that being the time between the first notice and when action was finally taken against the fleet. It also says that although the initial sighting was no earlier than 10:42 am, it took another hour before it too was responded to. The public had been mislead it believed.

The entire operation has been badly organised by those in command, with little or no cohesion nor coordination between this various forces involved. As a result, the entire operation was a catastrophe with a major loss of life and no real result. The entire operation was seen by some as akin to a “Gilbert and Sullivan” comedy*³.

However, from that disaster came stories of untold heroism, bravery and self sacrifice by a group of men that have turned this event into one of Britain’s most remarkable and incredible stories of the war.

*¹ To read more about Bomber Commands part in operation Fuller and a German film of the event, see the Pathfinders Website.

*² Chorley, W.R., “Bomber Command Losses of the Second World War – 1942” 1994, Midland Counties publications.

*³ Bennet, D “Pathfinder“, Goodall, 1998

*⁴ McCloskey, K., “Airwork – A History.” The History Press, 2012

A German account of the ‘dash’ is given in “The First and the Last” by Adolf Galland published in 1955 by Meuthuen & Co.. Ltd.

Smith. G., “Heroes of Bomber Command – Cambridgeshire“. Countryside Books (2007)

National Archives AIR 27/1933/20, AIR 27/1933/21

RAF East Kirkby – Part 1 – A new Station emerges.

January 18, 2025December 22, 2024 / Aviationtrails / 5 Comments

In the heart of Lincolnshire lies a former wartime bomber base that holds a particular and unique item dedicated to those who served in Bomber Command. The airfield where it is housed, was only used for a relatively short period of time, and by two main operational squadrons, yet it was one which saw the greatest number lost in the whole command.

In the next part of the trail, we travel away from Woodhall Spa to a former airfield synonymous with the Lancaster – RAF East Kirkby.

RAF East Kirkby

RAF East Kirkby is one of many Bomber Command airfields located in the Eastern county of Lincolnshire, a region that known as ‘Bomber County’. During its life it was home to two main front line squadrons along with a handful of other support units.

The airfield sits some 4 miles south-west of Spilsby and 12 miles north of Boston, in an area strongly associated with the Romans. Indeed, Lincoln – or Lindum Colonia as the Romans called it – became one of the largest and most influential Roman towns in England. Later, this area was where many invading Vikings settled, providing the local towns with examples of their own Nordic names, many of which can still be seen today. As time passed, both the Normans and the armies of Cromwell played their own part in the development of Lincolnshire, meaning the region has been left littered with several hundred monuments and numerous sites of archaeological and historical interest to offer the visitor.

Being in the lower regions of Lincolnshire, parts of it are only 40 feet above sea level meaning it is an area with a rich agricultural history as well; some areas being used to grow crops and of course tulips, bringing a wealth of colour and a wide range of crop to the area. It is all this that gives Lincolnshire both its beauty and its wide ranging historical interest.

Initially, East Kirkby airfield was built as a decoy site for nearby Coningsby and Manby, the site, complete with decoy wooden Whitley bombers, was decommissioned on June 27th 1941 and the area designated for a class A airfield – RAF East Kirkby. Following requisition of the farmland in 1942, construction began by the building company John Laing & Sons Ltd., which included, amongst others, the first flushing toilets in the area. The airfield was finally completed in 1943, opening on August 20th that same year under the control of Bomber Command.

Located to the south-east of the village that gave it its name, the apex of the ‘A’, formed by the three standard runways, pointed westward with the main runway approximately north-south and the two subsidiaries west to north-east and west to south-east, each being the standard 2,000 and 1,400 yards in length and 50 yards wide.

As a bomber airfield the much needed runways would be of a concrete construction, and the airfield would boast six T2 hangars and a single B1 for maintenance and storage; a technical area stood to the north-west, with accommodation and the bomb store, spread around the area away from the main airfield site. Dispersals for aircraft storage and preparation consisted of twenty-seven spectacle hardstands along with five loop hardstands, all located around the extensive perimeter track.

As a decoy site, it had been bombed on several occasions, and having accommodation and high explosives near to the airfield was not a good combination. These accommodation blocks were of a ‘temporary’ construction, very different to the luxury of Scampton, from where the first residents would come. At its height RAF East Kirkby could cater for 1,965 RAF personnel with a further 482 WAAFs all of mixed rank.

Initial ownership went to 5 Group Bomber Command, whose headquarters were at the time at Morton Hall near Swinderby, in the North Kesteven district of Lincolnshire, and would operate as 55 Base, the parent station of sub-stations Spilsby and Strubby.

A somewhat posed photo of Flt. Sgt. J Morgan, the rear gunner of a 630 Sqn. Lancaster at East Kirkby. @IWM (CH 12776)

The first resident unit was that of 57 Squadron who took it on immediately upon its opening, bringing both the Lancaster MK.I and MK.III with them.

After forming in 1916, they were, like many other squadrons at that time, disbanded after the war’s end in 1919, but then, as similar events unfolded on the continent once more, they were reformed (in 1931) to run continuously to the end of the Second World War. With further breaks post-war, they would continue to operate up to the current day, flying a wide range of aircraft from Victor tankers in the Falklands to their current model the Prefect T1 trainer at RAF Cranwell.

57’s history goes far deeper than that though, for it was whilst at Scampton, their previous home before East Kirkby, that ‘C’ Flight was separated from the main squadron to form the basis of 617 Squadron, better known as ‘The Dambusters‘; the Flight Commander, Sqn. Ldr. ‘Dinghy’ Young only being appointed to 57 Sqn a matter of weeks before the transfer took place.

However, it was at East Kirkby that 57 Squadron were now based. On August 27th 1943, just after the split, the advanced party arrived at East Kirkby to start what would be three days of moving and settling in. The first section of the main party arrived on the 28th with the remainder joining them on the 29th. During this time all flying operations were understandably cancelled and the time was allocated to the huge task of moving men and equipment over to their new base.

Operations commenced quickly on the 30th, when fourteen aircraft were detailed for operations to Munchen-Gladbach. All aircraft except one, completed the operation in which ground defences were ‘light’ and bombing was recorded as being ‘good’ with a large explosion seen in the target area. The only casualty of the flight being Lancaster MK.III ‘ED655’ which returned early with an engine failure. Thankfully though, there were no injuries nor any further problems incurred.

On the following night another fourteen aircraft were detailed to attack Berlin, the ‘big city’, an operation which brought August to an end and a total of twelve operations (179 sorties) amounting to over 940 hours flying time for the month.

It wouldn’t be long though before the first causalities would arise at the new station. On the night of September 3rd 1943, Lancaster ‘JA914’ DX-O was part of another fourteen flight raid on Berlin. On board that night was Australian Pilot Flt. Sgt. W. Grindley and his crew, which included one other Australian and a New Zealander.

After departing East Kirkby at 19:30 hrs, the aircraft made its way toward the capital. As it neared the target, search lights managed to cone the bomber, allowing a German night fighter (FW190) flown by pilot Unteroffizier Fritz Brinkmann of the Stab/JG 300, to attack the aircraft, bringing it down at Zehrensdorf with the loss of all seven crewmen on board.

Three of the crew were recovered and remained buried in the Berlin 1939-1945 War Cemetery whilst the remaining four were not. They have been commemorated on the Runnymede Memorial. The remains of the bomber were themselves discovered in a lake, and recovered on September 29th 1997; a large section of wing which is now displayed in the Deutsches Technik Museum, in Berlin.*¹

On the 22nd September, a further crew were lost when an intruder, since known to be Major Wolf Dietrich Meister of the Stab V./KG 2, flying an Me 410 A-1 from Schiphol airfield, followed the bomber home and intercepted it near to the airfield. As it fell from the sky both the Flight Engineer and the Bomb Aimer managed to escape the burning wreck, both parachuting to safety, but the other five failed to get out and were killed in the resultant crash and fire.

In Part 2, we continue with the ups and downs of life in Bomber Command, seeing how the airfield continues to develop and how the war affects those based at the Lincolnshire airfield.

The full page can be read in Trail 1 – Lower Lincolnshire.

RAF Little Walden (Station 165)

October 20, 2024October 19, 2024 / Aviationtrails / Leave a comment

Sometimes, we come across quite unexpectedly, something of great interest. Whilst on my travels recently, passing through the southern regions of Cambridge into Essex, I came upon the former station RAF Little Walden. Being an unplanned visit, I was rather short in prior knowledge and preparation, no maps, aerial photographs, or other documents that I normally seek out before venturing off into the wilderness. So I was quite unprepared when I stumbled across the Watch Office from former station RAF Little Walden, otherwise known as Station 165 of the USAAF.

RAF Little Walden (Hadstock) – (Station 165)

Little Walden lies slightly closer to the village of Hadstock than it does Little Walden, and was originally called Hadstock. When construction began in 1942, it was allocated to the Eighth Air Force as a Class A bomber airfield. However, due to the bad winter of 1942/43 work ceased temporarily, being held up until well into the summer of 1943. At this point, Hadstock became known as Little Walden, a name change that coincided with the formation of the Ninth Air Force in Europe, an organisation whose primary role was the support of ground troops in the European theatre. With its headquarters at Sunninghill Park¹ in Ascot, it would operate both transport and bomber units, taking many of these units (and their airfields) from the already established Eighth Air Force. Little Walden was one such airfield passing from the Eighth to the Ninth to fulfil this new role.

Although a Class A airfield, Little Walden’s main runway was slightly shorter than those of its counterparts, 1,900 yards as opposed to 2,000 yards, but the two auxiliary runways were both the standard 1,400 yards in length. A concrete and wood chip construction gave these runways good strength, it also had hardened perimeter tracks and fifty hardstands of the spectacle type. Grouped mainly in blocks of five, they were located around the perimeter track with a further block of eighteen to the north-west of the site. In the development process a public road the B1052, was closed as it passed directly though the centre of the proposed site.

Little Walden’s Watch Office is now a private residential property.

A large bomb store lay to the west of the airfield, surprisingly close to the majority of the hardstands, any major accidental discharge being likely to cause substantial damage to parked aircraft. There were four areas within the bomb store, each holding 200 tons of bombs and tail units, further stores held pyrotechnics, incendiaries, ‘small’ bombs, grenades and small arms ammunition. Most of these were secured by earth banks with fusing points (both ultra-heavy and heavy-light) being held in temporary brick buildings.

To the eastern side of the airfield lay the technical area, with one of the type T2 hangars (the second being located to the north), a fire tender shelter, and a watch office designed to drawing 12779/41 – the standard airfield design of 1942/43. Behind this, lay the main technical area, with its usual range of dingy stores, MT (Motor Transport) sheds, parachute stores and a wide range of ancillary buildings.

Accommodation for staff was, as usual by now, dispersed over eleven sites, a sick quarters, communal site and WAAF site accounting for three of them. A further sewage works made the twelfth site. All-in-all accommodation was provided for just short of 3,000 men and women of mixed rank.

On March 6th, 1944 the airfield officially opened, the day before its first residents arrived. The 409th BG were a new Group, only constituted on June 1st, the previous year (1943). They trained using Douglas A-20 Havocs (known in British service as the Boston) a twin engines light bomber capable of carrying up to 4,000lb of bombs.

The 409th BG formed at Will Rogers Field (Oklahoma) and transitioned through Woodward and DeRidder bases before arriving in the UK. Between March and September they operated out of Little Walden, bombing V-weapons sites and airfields in France in a strategic role. Initially they performed in the low-level role, but soon moved to higher altitudes, performing their first mission on April 13th 1944.

In the short period of residency at Little Walden, the 409th would lose a number of aircraft, one of the first being that of #43-9899 of the 642nd BS, which was written off in a landing accident on April 22nd 1944. Three days later a second aircraft, #43-9691, would also crash-land at Little Walden being damaged in the process.

May would also prove to be a difficult month for the 409th, with one aircraft ‘lost’ on the 9th, a further crash landing on the 11th, another lost on the 22nd and two further aircraft lost (classified as MIA) on the 27th. It was on this mission that a further Havoc would collide with a low flying Mustang resulting in several tragic deaths.

Havoc #43-10130 of the 643rd BS, piloted by Captain Roger D. Dunbar took off from Little Walden heading south-east, when it collided with P-51B #42-106907 of the 503rd FS, 339th FG, piloted by 2nd Lt. Robert L. Dickens. The Mustang, on a training flight, disintegrated killing the pilot, whilst the Havoc crashed into the farmland below. In the ensuing fire, a local farmer’s widow and trained nurse, Betty Everitt ran to the scene and managed to pull one of the airmen out of the aircraft. When returning to retrieve another crewman, one of the bombs on board the aircraft exploded killing her, her small dog, a helping Staff Sgt. and those left inside the aircraft. As a thank you to Betty, the US airmen, from the base, raised almost £3,000 to provide an education for her four-year old orphaned son, Tony². This was not a one-off either, a fund set up by Stars and Stripes and the British Red Cross, aimed to raise funds for children who had suffered the loss of one or both parents. The amounts raised went a long way to getting these children an education that they would not otherwise have had.

Early June would see another such tragedy, when three more Havocs would collide. Havocs A-20G #43-9703 and #43-9946, both of the 641st BS, would crash whilst the third aircraft managed to land at the airfield. #43-9703 was piloted by Joseph R. Armistead, whilst #43-9946 was piloted by Thomas A. Beckett. A young girl, Marjorie Pask, ran to help, pulling two airmen out of the wreckage then waiting with them until help arrived. Five airmen including the pilots and an air gunner, Staff Sergeant Albert H Holiday, were all killed. It was not until later that Marjorie realised that there were many bombs scattered around the site and how much danger she had been in ³.

Staff Sgt. Albert H Holiday, killed June 11th 1944 in a collision between two Havocs of the 409th BG. (IWM-UPL 21530)

With two further loses and a forced landing in June, it was be a difficult month for the 409th. The late summer months of July and August would be lighter but by no means a clean sheet. In September 1944, on the 18th, the 409th were moved out of Little Walden and posted to a forward Landing Ground A-48 at Bretigny, where they would continue to suffer from landing accidents, Flak and fighters.

Next at Little Walden came the Mustangs of the 361st FG, in a move that saw possession of Little Walden pass back into the hands of the Eighth Air Force. Station 165 was now back with its original owners.

The 361st FG were the last of the P-47 Groups to arrive in the UK. Initially based at Bottisham, they converted to the P-51 in the weeks leading up to D-day. Using the Thunderbolts they earned a reputation as a strong and determined ground attack unit, hitting rail yards and transportation links across France.

A short break whilst transferring from Bottisham to Little Walden gave a somewhat minor break for the 361st. But, following changes to the Eighth’s overall structure, it was soon back to normal and more attacks over occupied France. In October, Lt. Urban Drew shot down two Me 262s who were in the process of taking off from their airfield at Achmer. What was more remarkable about the attack was that Lt. Drew had only arrived in the U.K. a few days earlier, had been grounded for a Victory Roll and then went on to become an Ace shooting down six enemy aircraft and the first pair of 262s! He was awarded the Air Force Cross, being denied the Distinguished Flying Cross until after the war when records from both the Luftwaffe and US Air Force were able to confirm his dramatic claims.

The Christmas and winter of 1944-45 was notoriously bad, very cold temperatures, fog, frost and ice played havoc with operations. The Battle of the Bulge was raging and the allies were finding it all but impossible to provide assistance from the air. Many Bomb Groups suffered terrible tragedies as collisions and accident numbers increased in the poorer weather. The Ninth, who themselves had primary roles in ground support were finding it particularly difficult. To help, a selection of men and machines from the 361st (and 352nd from Bodney) were transported to France and the airfields at St. Dizier (Y-64) and Asch (Y-29) where they were seconded into the Ninth Air Force. The main force back at Little Walden continued to support bomber missions whenever they could, a difficult job in often appalling conditions.

‘Ferocious Frankie’ #44-13704 (374th FS, 361st FG). The original crashed during a wheels up belly landing at RAF Little Walden, on November 9th, 1944. (This aircraft was flying at the Duxford American Airshow May 2016).

‘Ferocious Frankie’ (named after the wife of Lieutenant-Colonel Wallace E. Hopkins) seen at the Eastbourne Air Display August 2015.

By the end of January the seconding to the Ninth came to an end and the entire Group moved across to Belgium and Chievres, a former Belgian airfield captured and used by Luftwaffe bombers during the earlier years of the war. The 361st would remain there until April 1945 whereupon they returned back to Little Walden. During their absence Little Walden was made good use of. Being a ‘bomber airfield’ by design, its runways and hardstands were put to good use by Debach’s 493rd BG and their B-17 ‘Flying Fortresses’ whilst their own airfield was repaired and strengthened.

Spending only a month at Little Walden, the Air Echelons of the 493rd BG would depart in the April as the 361st FG returned. On the 20th, the 361st would fly their last operational mission, a flight that would close the record books culminating in a total of 441 missions. As the war ended and personnel were sent home, crews and aircraft of the 361st were dispersed to depots around the U.K., those that were left were sent home via the Queen Mary from Southampton arriving in New York in early November 1945. Within hours the group was disbanded and the men scattered to the four winds.

Between early September and early October 1945, the 56th FG ‘The Wolfpack’ were brought to Little Walden. The aircraft were also dispatched to depots around the country whilst personnel were brought to Little Walden for onward transportation to the United States. By mid October they too had gone.

Little Walden then began the wind down, transferring back to RAF ownership in early 1946. For the next twelve years or so, it was used to store surplus military equipment before they were sold off. After that, the site was returned to agriculture, the majority of the buildings pulled down and the runways dug up for road building hardcore.

The control tower stood for many years derelict and forlorn, until being purchased by an architect in 1982, eventually being turned into a private residence, the state it exists in today. The closed road has since been restored, utilising part of the NE-SW runway. Other parts that remain being a public footpath, but all a fraction of their former selves and no more than a tractor’s width wide.

What’s left of the technical area is a small industrial unit, remaining buildings being used for storage or small industrial companies. An access road from the B1052 passes the site an on to private residencies.

Little else survives of Little Walden. Memorial plaques are believed to be mounted on the side of the watch office, although I could not see these when I visited, and the village memorial mentions those who were stationed at the airfield.

The serenity of Little Walden does nothing to reflect the goings on here over 70 years ago. The aircraft are gone, the bird song replacing the sound of engines, and the busy runways now a small road. For those who were lost here, the watch office stands as a memorial to their memory and the dedication shown by the many young men and women of the USAAF.

Sources and further reading.

¹ Sunninghill Park was originally part of Windsor Forest and dates back to the 1600s and King Charles 1. Its ownership changed hands several times, and in the early 1800s during the Georgian period, a large house was built upon it. The Ninth Air Force made it their headquarters between November 1943 and September 1944, after which, in 1945, it was sold to the Crown Estate as a future home for Queen Elizabeth and Prince Philip, Duke of Edinburgh. However, before their marriage, the house burned down and the site remained unoccupied until the 1980s when a new property was designed and constructed for the Duke and Duchess of York. However, it was never occupied, the house fell into a very poor state of disrepair and was bought for £15m by an overseas investor. The site continued to decay and by 2014 was ordered for demolition.

²The Troy Record Newspaper Archives, Page 20, June 5th 1944 accessed 10/3/19.

³The full story can be read in ‘Balsham, A Village Story 1617-2017‘.

Little Walden is a new addition to Trail 46

RAF Sawbridgeworth – Part 4 – The end of an Era.

September 21, 2024September 1, 2024 / Aviationtrails / 2 Comments

Continuing on from Part 3

2 (AC) Sqn by now, also had a move away on the cards, and following a meeting on the 28th January the advanced party departed first, followed on the 31st by the ground party. The Mustangs moving to RAF Bottisham, from where they would now operate before being divided and part moving to Fowlmere. After a short stay at the two sites they returned to the Hertfordshire airfield once more. Their departure had lasted a mere four months.

The Standby Generator House now a stores for machinery.

Whilst they were away, the airfield was used on a temporary basis by 652 Sqn flying Austers, On arrival, they immediately took over Blount’s Farm and used it for their own personal use. In the short time they were here, they participated in Exercise “Spartan” again in conjunction with the Army, departing the airfield in late March.

After being spilt between Bottisham and Fowlmere, 2 (AC) Squadron was now reunited and returned to training flights, air to air firing, ground support flights and increased operational activities. A large part of the squadron’s role now included photographic reconnaissance of enemy territory, many of these operations taking place over the Hook of Holland, den Helder, Kijduin, and Ameland. Some of these required the squadron to detach to other stations but the majority of operations flew from Sawbridgeworth, the Mustangs fairing much better than the heavy Typhoons of 182 Squadron earlier on.

In Mid may, disaster struck again for the unit when three aircraft crashed into a hillside after setting off on a photo reconnaissance flight to photograph locomotive movements in northern France in Operation “Asphalt“. On the way out, a bank of sea fog was encountered and the order to climb was given. Unfortunately, flying abreast, three of the ten Mustangs failed to clear the hill they encountered, and Pt. Off. J. McLeod, Fl. Off. D. Hirst and Fl. Off. N. Miller were all killed. The remaining aircraft then flew to Thruxton where they were detached to, and a search commenced for the missing airmen. Their bodies were later recovered and funerals held in their respective homes at the end of the month.

Photo reconnaissance flights and attacks on shipping, increased becoming the main role for the squadron. Sadly during one of these operations, Operation “Lagoon“, Fl. Off. Butt was killed when his Mustang crashed into the ground before he was able to land. The resultant explosion and fire killing him.

July 1943 saw yet another move for the squadron, this time to Gravesend, where they were immediately billeted under canvas and then inspected for fitness to serve overseas. No such move came through though, and after moving around various other local airfields, in November, 2 Sqn returned to the Hertfordshire airfield that had become their semi-permanent home; this time though, they were not unaccompanied, they brought with them the Mustangs of 4 Squadron.

During their absence, Sawbridgeworth had not been deserted, in fact it had been very busy and home to several other squadron detachments. On the 12th November 1943, 63, 168 and 170 Squadrons had all moved in with Mustangs, then on the 30th, both 63 and 168 departed moving back to their parent unit, their short detachment coming to an end; whilst 170 remained here until mid January when they were disbanded.

The return of 2 Sqn and the new Mustang unit that November, saw a continuation of reconnaissance operations over the continent. 4 Sqn had been dogged by mechanical issues resulting in many unserviceable aircraft and even for the move, only five aircraft were able to make the initial flight. It was these ongoing issues that led to them to begin changing their old models for newer examples, a change that would unfortunately take time to complete.

For much of December the weather played the dominant part, the winter of 1943 – 44 being extremely wet and foggy. For much of the month the airfield was yet again, unserviceable and only top priority operational flying could take place and even that was sporadic.

At nearby Hunsdon, both a Mosquito and a Spitfire along with suitable trainers were made available, and it soon became known that 4 squadron was going to re-equip with both and move to Aston Down. At last, the older, problematic Mustangs were being replaced by a much needed and higher performing aircraft.

Conversion of the crews would take place at Hunsdon who would transfer across regularly to take flight instructions whenever the weather allowed. It didn’t come a moment too soon either as serviceability for the Mustangs of both squadrons, remained critically low; at the end of the month, 4 Sqn only had two airworthy aircraft.

In early January 1944, 4 Sqn finally got their departure orders and made the move to Aston Down. The conversion had been successful, and further training flights were carried out once at Aston Down, gradually more and more of the new models arrived bringing the squadron back up to full strength once more. That was not the end of 4 Squadron though, as on March 3rd 1944, they returned to Sawbridgeworth with their new Spitfires and their Mosquitoes, their period of reconnaissance training on the two types now almost complete.

On the 3rd March, two parties left Aston Down, the road party in the morning and then, in the afternoon, the air party, forming the largest ‘Balbo‘ the unit had known for some time. in all, twenty-two aircraft made up of Spitfires, Mosquitoes and Mustangs flew in formation all the way to Sawbridgeworth, their arrival in the late afternoon must have been a magnificent sight for those waiting on the ground.

The squadron was then divided into two flights, ‘A’ Flight flying the Spitfires and ‘B’ Flight the Mosquitoes. During March the ‘A’ Flight Spitfire XIs were used to fly photo reconnaissance sorties over ‘Noball‘ targets – rocket installations in France, the first operational sortie since December 12th. However, and a blow to the squadron, there was 10/10ths cloud over the target area and no photos were taken as a result.

With ‘A’ Flight busy on operational sorties, ‘B’ Flight continued with their Training flights in their Mosquitoes. However, as with the Typhoons earlier, things were not as straight forward and easy and they may have been. It was found that stones and clinker had found its way onto the tracks and these had been thrown up damaging the tail plane of the aircraft rendering all the aircraft used unserviceable.

Poor weather continued to hamper operations as it had done for months, the Mosquitoes now taking part in photographic flights having their flights cancelled and the squadron being stood down on several occasion.

In early April, they were ordered out of Sawbridgeworth and on the 4th, both air and ground parties left for Gatwick, their penultimate stop before moving to the continent where they would stay for many years after the war’s end.

Meanwhile, 2 Sqn had continued operations over enemy territory, carrying out both air-ground attacks and reconnaissance flights over the continent. Yet more detachments away at various airfields including Benson and North Weald, led to them being divided once more. However, being posted to North Weald caused problems for the resident 268 Sqn who were now forced to leave there and come to Sawbridgeworth, North Weald being too small to accommodate both units. When 2 Sqn returned to Sawbridgeworth on March 26th to continue their operational activities, 268 departed, being transferred to RAF Gailes where the entire squadron undertook a Naval Bombardment course.

During their time here, 268 had been operational flying regular sorties over France. With the impending invasion, they photographed beach defences along the French coast, Radar station at Ostend and carried out “Noball” operations searching for and photographing V1 launch sites.

2 Sqn’s last departure from Sawbridgeworth than came, and on 24th March 1944, they along with 4 squadron shortly after, departed the airfield for Gatwick, never to return to Sawbridgeworth again.

2 Sqn would go on to serve well into the future, taking their Tornadoes to Marham in 1991 after serving in Germany post war. With a long and distinguished history that extends as far back as 1912, they would operative some of the worlds most modern aircraft including: Meteors, Hunters and Jaguars all in front line operations.

With 2 Squadron now departed and not going to return, there was room for other squadrons to utilise the airfield. April saw the arrival of both 80 Squadron on the 24th April followed by 126 Sqn on the 30th; both units flying Spitfires VB and IX respectively.

80 Sqn had been overseas for the last few years and as soon as they arrived at Sawbridgeworth, they were granted leave of up to seven days. Many were disgruntled at such a short period of time and some were given extensions. On return, the squadron then moved immediately to Hornchurch to form a new Wing along with 229 and 274 Squadrons.

Only one other squadron used the airfield after that, 126 Sqn, who, like 80 Squadron, had been abroad and were essentially regrouped here. No flying took place and once settled they were assigned to RAF Culmhead.

After D-Day no other units used the airfield and Sawbridgeworth had had its day. Now redundant it was handed over to the Maintenance Command and placed into care. All flying ceased, military units were pulled out and the airfield gradually wound down.

Its demise was swift, the mesh runways were quickly removed using POWs, the tower was demolished a year after the cessation of conflict in 1945, and many other buildings were removed or demolished; the land rapidly turned back to agriculture.

Wandering the site today, there is luckily still quite a bit of evidence about. The perimeter track is complete, not in its full width throughout, but a large proportion of it. A number of pill boxes remain scattered around the perimeter of the site and the Battle Headquarters (design 11008/41) can be found with determined searching amongst the brambles and hedgerows.

To the west of the site is a small industrial complex utilising what was a ten-bed sick quarters, dental annex, a twelve bed Barrack hut that doubled as a hospital ward, mortuary and an ambulance shed. An ablutions block is was also located here and the site is more or less complete. Not far from here, is a modern farm, which houses a number of smaller original buildings including a Parachute store (built to drawing 11137/41), fabric store, sub station, main stores and other technical buildings. These are all located on private land and in use by the farmer. There is also a signals block, located nearby to these sites and easily visible from the road.

Across to the east of the airfield, is whats left of the communal site. Here stood 33 buildings in total, incorporating a wide range of supporting units for recreation and general living. The only remaining buildings being the standby generator house and the grocery store. Both are used by local businesses.

A memorial to those who served at Sawbridgeworth stands outside what was the guard house. A recent addition, it is a nice reminder of the dedication of the crews who were stationed here during two world wars.

Sawbridgeworth took years to develop and continually struggled with nature and her elements. Those stationed here struggled with mud and poor weather, undertaking co-operation flights, photographic reconnaissance operations and attacks on enemy targets on the continent. But it never really reached its true, and full potential, languishing in the background with no real direction or planning to see it thrive. Possible loved by many, but loathed by some, it remains today as a reminder of what those dark days of the 1940s were all about.

It is a small well hidden airfield and takes some finding. Hidden by woodland and crops, it was created through luck rather than good planning. The crews and aircraft of Sawbridgeworth played a big part in the Second World War, and all in its short but yet significant life.

Whilst in the area, a third, very important and still active airfield, can be found not far away at North Weald.

Sources and Further Reading (Sawbridgeworth)

*¹ Herts Memories website accessed 30/6/24

*²National Archives AIR 27/406/1, 39 Squadron Operational Record Book 1916 May 01 – 1930 June 30

*³ ‘A Fleeting Peace’ website. visited 1/9/2024.

*⁴ (a form of gas that is thought to be harmless and used in trials. Mustard Gas would be stored and used in the event of an invasion). National Archives Air/27/19.

*⁵ National archives AIR 27/1135/1 – 182 Squadron Operational Record Book

National Archives: AIR 27/19/9; AIR 27/19/13, AIR 27/19/15; AIR 27/19/19; AIR 27/19/21, AIR-27-2876; AIR 27/19/25; AIR 27/19/30; AIR 27/19/33; AIR 27/19/32; AIR 27/19/36; AIR 27/19/30; AIR 27/1564/5; AIR 27/671/7;

For personal stories and further information see the Wartime Airfields website.

The Hertfordshire Airfields and Memorial Group have further information about the site and the memorial on their website.

The full story can be read in Trail 25.

RAF Sawbridgeworth – Part 3 – P-51s Arrive.

September 14, 2024September 1, 2024 / Aviationtrails / Leave a comment

Continuing on from Part 2

With all Tomahawks now airworthy, if not troublesome, exercises away at other airfields were the main order of the day. Courses held here were well attended meaning the airfield would see a range of personnel, including naval staff, residing at the site for short durations, over the coming months.

Perimeter track

Personnel spirits were raised once more when Flt. Lt. Houseman and Sqn. Ldr. Eyres visited RAF Duxford in February to see the new American built P-51 ‘Mustang’, it was thought this was to be the new replacement for the Tomahawks which had been nothing but problematic throughout their time at Sawbridgeworth.

Convinced of the Mustang’s superiority, arrangements were quickly made for other personnel to also visit the airfield and see for themselves what the new aircraft was capable of. Then, in April 1942, after some initial training at Bottisham, the first three Mustangs arrived at Sawbridgeworth flown in from Speke, Liverpool. With a further six arriving the next day, the total number of Mustangs at the airfield quickly began to increase.

RAF Mustangs of 2 (Army Cooperation) Sqn.

As with the introduction of the Tomahawk, the introduction of a new aircraft takes time and is rarely trouble free. On April 9th, no less than three Mustangs were either written off or substantially damaged in accidents. The first, ‘AG401’, was on a message dropping flight when it inadvertently hit hidden HT cables severing its pitot head and aerial. With no air speed indicator, the aircraft made a fast landing causing the wheel to slip off the tracking and hit a hole in the ground. The wheel lodged itself in the hole causing the aircraft to flip onto its nose. In the second accident, as ‘AG403’ piloted by Pt.Off. G. Gosnell, ran down the runway, it struck a second Mustang, ‘AG488’ piloted by Pt. Off. P. Willmett, who was taxiing prior to taking-off. After the impact, ‘AG403’ rose into the air, flipped onto its back and crashed into the ground fatally wounding Pilot Officer Gosnell. Pt. Off. Willmett in the second Mustang was however, uninjured in the collision.

Only ten days later Pt. Off. Willmett was involved in another accident when the Mustang he was flying, this time ‘AG492’, suffered a stalled engine. Unable to restart it, Willmett made a forced landing in a field near to High Wycombe. Neither he nor the aircraft suffered any injury or damage.

In June, further consideration was given to extending the runway once again and more surveys were made of the ground by Captain Storey of C.R.E. Bottisham. But any positive news from this was marred by the two deaths of personnel from Sawbridgeworth. Firstly , P. O. G. Young was killed in an air firing exercise at Stert Point ranges on Fenning Island. The aircraft failed to pull up after the attack and subsequently hit the sea wall completely destroying the aircraft. The cause of the accident remains unknown. The second person to die was LAC Dodds, who accidentally drowned whilst swimming in a river local to the airfield, both tragic accidents that marred an otherwise positive day.

Exercises in July took detachments to both Snailwell and Wendling. Residing at Shipdham, they carried out forty-six sorties altogether all with excellent results – the Mustang and its crews were performing well. With the official release of the P-51 at the end of the month, the squadron was visited by press officials who were invited to take photos and also meet the crews who would be flying them.

On August 8th, 1942, one of many support training units that were to operate from the airfield, was created here at Sawbridgeworth. The 1495 (Target Towing) Flight, who like 2 (AC) Sqn early on, was equipped with the Lysander and Martinet. It was a short lived unit though, created to support air-to-air gunnery practice using targets towed behind the aircraft; being absorbed into another unit at Hutton Cranswick merely a year later.

The naval link continued in September when a detachment of No. 809 Sqn Fleet Air Arm, arrived bringing with them Fairey Fulmars. The three aircraft staying here, were practising low level attacks through smoke screens in conjunction with 54 Division Battle School. A further twelve officers and six more aircraft then arrived at the end of the month bringing the total number of naval personnel to nine. These were very quickly supplemented over the next few days, and soon the airfield was awash with staff.

This cooperation between units brought many varied aircraft and personnel to Sawbridgeworth. A detachment of 239 Sqn arrived here for a short stay between 22nd October and 18th November, flying their own Mustang Is in conjunction with those of 2 (AC) Sqn, this move would have considerably increased the number of aircraft using the site and the station would have become increasingly active.

Former Sick quarters

October 29th would sadly be another black day for the airfield though, with the loss of three more Mustangs during night manoeuvres. Flying in bad weather and unsure of their location, the flight of three descended to lower altitudes to gain visual references. In doing so, the first aircraft, ‘AG605’ flown by Pt. Off. D. Williams, collided with trees and crashed. The aircraft was destroyed and the pilot was sadly killed. In the second incident, one of the wingmen (AG633), was forced to make a wheels up landing in a field next to the airfield after attempting an overshoot. The pilot, Pt. Off. P. Whittenham luckily escaped without injury. The last of the three, the leader of the flight (AG465), ran out of fuel and baled out leaving the aircraft to crash into hotel grounds at Ludgershall, Buckinghamshire. He landed without further incident.

Further cooperation flights, involved the arrival at the end of November, of sixteen Spitfires from the Norwegian squadron then based at North Weald. The pilots were here to train in Army cooperation, again operating alongside the Mustangs of the now expert 2 (AC) Sqn.

With the principle aircraft now being the Mustang for 2 (AC) Sqn, a few Tomahawks still remained on their books, and it was one of these that would crash on landing causing minor injuries to the pilot Pt. Off. P. Gordon-Crosby in ‘AK144’. The type had by now though, seen its day and was largely phased out of squadron use by this time.

As 1942 drew to a close, Sawbridgeworth had grown and developed. It had links with squadrons across the country and across different forces, it had also seen a variety of nationalities reside at its grounds. Whilst it was at least now making its mark, conditions at the site were far from perfect, a problem that was to be highlighted when news came in to 182 Squadron based at Martlesham Heath that they were to relocate to Sawbridgeworth. In preparation, the station commander, Sqn. Ldr. T. Pugh and adjutant Flt. Lt. R. Melhuish, set off by road to inspect the airfield, paying particular attention to its accommodation facilities, hardstands and runways.

It was clear from the outset that the airfield was “going to give everyone a formidable array of difficulties to face, the accommodation is uncompleted, the dispersals are uncompleted and deep in thick, clayey mud, and the larger hangar is only half erected and has no roof, and everywhere is mud, thick and sticky.” *⁵

These findings were then confirmed by Flt. Lt. Manak, who returned to Martlesham after landing a Hurricane at Sawbridgeworth. The entry recorded in the ORB *⁵ reflected Manak’s feelings in just a few words: “He returns with a very dismal face.”

As a result, Sqn. Ldr. Pugh contacted Headquarters 11 Group to express his deepest concerns at the state of the airfield, but promised to try and see if the squadron could operate from it,despite the difficulties they would face. It was a brave attempt that would not last long. That night, in honour or the squadron, a party and competition were held between 132 and 182 Sqns at Martlesham which, as often happens, became a little ‘boisterous’ resulting in the C.O. and Squadron Engineer Officer both being sent to hospital for injuries sustained in the activities.

Then, on the 6th December, the ground party began their move, followed the next day by the air party lead by Flt. Lt. Manak, in which seventeen Typhoons and one Hurricane took off in groups of four, set for Sawbridgeworth. The problems they were going to face became immediately obvious as they were faced with sticky mud as soon as they landed. Undaunted by the challenges ahead, by the evening they are all bedded down ready for the challenges of their new home.

Conditions at the dispersals made flying virtually impossible for the heavier Typhoons, and considerable work was needed to bring them up to any sort of standard, deep “cleyey‘” mud prevailed making movement difficult, even the runways were a challenge despite the fact there was matting lain down.

By the 13th December, a week into their stay things had improved slightly, and flying began with thirteen officers putting in twelve hours thirty-five minutes of patrols.

Former Signals block

But by the 15th, the rain had returned, and the airfield became difficult to fly from once more. Further rain followed and by the 17th it was completely out of commission, a state it remained in for many days thereafter. With flying scaled right back, it was decided to make good use of the time by providing ground lectures covering a wide-range of topics. By the end of the month, little had changed and six aircraft were ordered to disperse as soon as possible to nearby RAF Hunsdon so that some flying could, at least, take place.

It was not until the 29th December that the airfield was in any state to permit flying to take place. The six aircraft destined for Hunsdon then managed to take off, lead by Sqn. Ldr. Manak. To support them, a ground party also left taking with them supplies and spares to Hunsdon from where they would now operate until further notice.

To combat the continuing mud problem, the north-south runway was eventually relaid, the east-west runway was considered ‘usable’, as long as there was no further rain, and it was therefore left in situ. The slightest amount of rain however, would simply turn the ground into thick mud and slush.

Christmas then passed, and 1943 would see little change in the weather. After a few dry days, adverse weather returned once more, and once again the early days of January saw little flying take place. However, a short break did allow history to be made when, on the 3rd January 1943, the first operational sortie of 182 Squadron was made. Two Typhoons, flown by Flt. Lt. Manak and Sergeant Shields, flew to Martlesham Heath, where they were ‘ bombed up’ with 250lb bombs and then attacked inland port installations at Bruges. Whilst the overall outcome of the operation was not known, it was nevertheless the squadron’s first operation since its inception and there were no losses.

Between then and the 17th, bad weather persisted, it became so bad, that at one point the mud seeped through the mesh and a substantial amount of flying by the squadron, had to be cancelled as a result. However, on the 17th, ten aircraft were able to get airborne and after joining with four of those detached at Hunsdon, they made their way, with two lighter Mustangs from 2 (AC) Sqn, to RAF Snailwell where they would take part in ground support operation with Army Command. Snailwell’s resident 181 Sqn welcomed their sister squadron with open arms, and threw a huge party in their honour. The following day, they all took part in the training exercise “Shatter“, before all aircraft, from both squadrons, returned to Sawbridgeworth and the mud they had left behind. 182 Sqn then made the decision to attempt to operate the all its aircraft from the airfield, but, with mud accumulating along the track, by 23rd the new station commander W. Cdr. Bristow, had had enough and declared the runways unserviceable and the airfield all but closed.

By the 27th, concerns for Sawbridgeworth had reached the higher ranks of the military and the Air Officer Commanding Army Co-operation Command, Air Marshal Sir Arthur Barratt KCB, CMG, MC, who arrived at the airfield to discuss the future of 182 Squadron with W. Cdr. Pugh. The outcome was that the squadron would have to move elsewhere as training had been held up for far too long, and this must now stop; a move away was on the cards and not a moment too soon either.

By the 30th January, all was set and the squadron managed to get airborne returning to their former station at Martlesham Heath. The following day all ground personnel also left and the squadron settled in at their former airfield, leaving a disastrous stay at Sawbridgeworth well and truly behind.

Part 4 continues with the end of the war and the end of Sawbridgeworth. The full story can be read in Trail 25.

RAF Sawbridgeworth – Part 2 – 1941

September 7, 2024September 1, 2024 / Aviationtrails / 2 Comments

Continuing on from Part 1

The New Year 1941, started with good news when Wing Commander Geddes, received an OBE in the New Years Honours list. Celebrations were only slightly marred with two more attacks by German bombers; as before, there was no major damage and there were no casualties as a result.

Winter being what it was in 1941, poor weather very soon made its mark, and as a result, little flying was achieved over the whole of the new month.

It was during 1941, that Wing Commander Geddes and 2 (AC) Sqn would be heavily involved in the secret work of the Special Operations Execute (SOE) who were involved in dropping agents into occupied France. Much of the training of the aircrews for this role took place here at Sawbridgeworth, with practice flights using the famous ‘Black’ Lysanders. Even today, many years later, these operations and the role of the photographic reconnaissance units based here, remain deeply buried in the Archives, hidden from many a prying eye.

Winter lectures and the occasional flights, were interrupted by a three day visit by Colonel L. Kennedy, Air Liaison Officer of the American Armoured Forces. He inspected various aspects of the airfield and met with the airmen on various occasions.

The next few weeks up to spring saw little change, with fog, rain and snow persisting until mid March when warmer weather finally broke. But the persistent heavy rain had rendered the airfield unserviceable for even the Lysander, and so it was out of operation for much of the time. Not only had the rain affected flying, but the huts now being used for personnel had flooded, and as such, were classed as ‘uninhabitable’; a position they remained in for a good while. Eventually, if only temporarily, routine training flights did resume, working in conjunction with the Army once again, they performed more gas attacks and dive bombing flights, but April’s infamous showers would soon return and play havoc, closing the airfield to flying due to the ground being waterlogged.

At the end of May, there was a hint of changes to come, when radio equipment was sent to Henlow to be fitted to Curtis Tomahawks, suggesting a replacement aircraft was now on the cards. This, followed by several visits by the Works and Buildings representatives to discuss runway extensions and improvements, further went to affirming the suggestion of another step forward, both new facilities and a new aircraft – hopefully one that could operate in the damper weather now dogging the crews at Sawbridgeworth.

The weather over May then improved significantly, hot dry days helped dry out the previously sodden ground, and just in time too as 170 men from the Aerodrome maintenance company arrived to be housed under canvas for the duration of their week’s stay. Their role, to lay Army Track, the first hard runway used at the airfield.

With fine warm weather now presiding, pilots in groups of three, were sent to Old Sarum, a former WWI airfield, for conversion training to the new Tomahawks. Their return was greeted by a visit from both Marshal Viscount Trenchard CGB, GCVO, DSO, DSL, LLD and Air Marshal Sir Arthur Barrett KCG, CMG, MC. who were here to inspect the squadron and their current facilities.

Part of the defence network

By the middle of August 1941, virtually all air crew were transitioned onto the Tomahawk, and were ready to fly the new type, the first of which began arriving from the Cunliffe Aircraft Co. Ltd over the next few weeks. The transition would not go smoothly however, with two aircraft, AH945 and AH928, both ground looping on the 9th and 10th September respectively. In addition, a further Tomahawk, ‘AH940’, was forced to land in a field the following week, when the engine cut out for no apparent reason. Whilst the pilot was unharmed, the aircraft sustained considerable damage to its underside and propellers. An investigation began immediately which revealed that faulty generator drive had been responsible, and so all Tomahawks were grounded until the bevel gears had been inspected by engineers from the Air Ministry.

September would prove to be a dark month for the squadron. Not only were the Tomahawks proving to be troublesome, but a water tanker hit and killed a 15 year old girl (Doris Bird) from the nearby village. An investigation was also held into this and no blame was apportioned to the driver. Doris’s funeral took place a short time later and was well attended by members of the station.

The continual presence of officials from various departments were bolstered by the arrival of representatives of the AMWD (Air Ministry Works Department) on both the 26th September and 10th October 1941, who inspected the runways and perimeter tracks. Within days, on 16th October, Flt.Lt. Hampton brought along revised plans for development of these tracks, taking into account the layout and difficulties that had been suffered, it would go on to change the format of the entire airfield once again.

Two days after this, Mr. Pallott, an electrical engineer from 10 Works Area, met with staff at the airfield to discuss the fitting of the Drem lighting. Development plans were now well in hand and Sawbridgeworth was heading ever closer toward expansion and classification as an airfield in its own right.

The sunny summer weather soon passed and by November ‘fair weather’ was the main description recorded in the operations books. Making best use of what dry weather there was, enabled both photographic and navigational exercises to take place. Then finally, on November 28th 1941, Sawbridgeworth’s day had at last arrived when Flt. Lt. K.K. Horn MC, took over control of the newly named Royal Air Force Sawbridgeworth, the name and title were now official, and the airfield had at last achieved its independence.

Little immediately changed however. The plans for development continued to roll on, as no work had as yet, been carried out, and the Lysanders, still being used, continued to take off for photographic sorties and training exercises; lectures and ground based training also continued for all personnel, and many of the Tomahawks which were now airworthy again, also took part in exercises such as “Scorch” and “Swift“.

The weather continued to be a mix of high winds, fair days and rain, the weather again cancelling several night flights. Manoeuvres continued in conjunction with the various troop units and gas spraying training flights carried on as usual. During many of these manoeuvres, flights would disperse to other airfields giving the appearance of vacating Sawbridgeworth. These exercises could take days, and so the airfield became quiet for short periods of time whilst ground parties took spares, vehicles and rations to wherever they were being temporarily stationed.

The remaining personnel made good use of the facilities at Hyde Hall, attending ENSA shows and enjoying a christmas meal served by the Officers and NCOs. With spirits high, it was hoped that the new year 1942, would be a year that would bring further changes to both the airfield and those stationed here.

One thing that didn’t change though, was the seemingly continual arrival of ‘guests’, with both Sir Archibald Sinclair, Secretary of State for Air along with Group Captain Sir Louis Greig, looking round the station before enjoying an evenings ENSA entertainment.

In the middle of January, yet more dignitaries arrived, but these were not social visits but more strategic ones. A group made up of Air Commodores, Wing Commanders, Group Captains and Squadron Leaders along with representatives of the Army and the Air Ministry, all arrived to attend a meeting to discuss the future of RAF Sawbridgeworth. The many aspects of its design were discussed including the accommodation facilities, technical blocks, runways and wider airfield development, aspects that had no yet been reflected upon until now.

The remaining dispersal pen

The meeting had a very positive outcome for Sawbridgeworth, and would see it finally become a fully developed airfield able to operate in its own right. It was unfortunately decided that concrete runways could not be laid down at the current time, and so Sommerfeld tracking would have to be the preferred option. However, it was also decided that a concrete perimeter track could be laid down and that it should be able to marry up with concrete runways in the future when and if, they were to be added. As Army Tracking was already in place, this would need to be replaced, and so it was decided to extend the runways at the same time. With limitations on the length of the runways due to the geographical nature of the site, it was decided to extend them as far as was feasible at that time. With this is mind, it was decided to lengthen the main east / west to 1,750 yards, whilst the north / south runway was to be extended to 1,200 yards, and the the North-east / south-west runway to 1,400 yards, not the full Fighter Command lengths but certainly large enough to take most light aircraft.

The runways here had given considerable problems over the years particularly with the poor weather, and many flights had had to be cancelled, sometimes for days at a time. In order to solve the problem, a number of different materials were trialled, including (as referred to in some resources) ‘coir matting’ an experimental material using coconut fibres formed into a mat (still commonly used today as domestic door mats) and laid down as a runway. However, this was found to be a failure, as it, like grass, soaked up the water causing great difficulty for the aircraft. This type of matting also required a lot of maintenance, and so metal Army track was used. During this latest upgrade the Sommerfeld tracking chosen would see Sawbridgeworth through to the end of the war and no concrete would be laid for runways.

Pieced together using interlocking sections, Sommerfeld Track required a lot less maintenance and was very strong. With the new runways came the Drem lighting system which was developed at RAF Drem in Scotland, and was fast becoming the standard airfield lighting system. Here at Sawbridgeworth, it was placed alongside the track embedded into concrete blocks as opposed into the runway edges itself.

Now designated a Class ‘C’ aerodrome, Sawbridgeworth would also have concrete dispersals; fighters on the north side with Army Command on the south; both commands would also have dispersals located north of Matham’s Wood. In addition, hangars would be built as well as hardstands, the number of each being initially determined by Fighter Command requirements; six double Blenheim pens; two hardstands and four extra-over blister hangars. With further developments and later upgrades,it would eventually have eleven Dorman Long (4630/42) blister hangers along with one type T2 hangar. Buildings were upgraded and developed too. In the technical area there would be a parachute store; designed to drawing 11137/41, they are easily identifiable by their unique roof structure, designed to accommodate the hanging of parachutes as they dried out in the temperature controlled environment within.

As with many airfields a Battle Headquarters would also be added, (drawing 11008/41) these were sunk or partially sunk, and constructed with 13.5 inch thick walls. Inside was a PBX, an office and a space for messengers. In many cases only the roof and viewing slit was visible from the outside.

Around the perimeter thirteen (and not the original six) ‘Blenheim’ style aircraft pens were added with an additional fifteen (as opposed to two) frying pan style hardstands of 40 ft diameter each. In addition, eight dispersed sites of temporary construction were eventually added to the east of the airfield for accommodation, Hyde Hall accommodation would cease and it would be passed over to the Army for Motor vehicles storage and maintenance. A watch tower, fire tender station, hospital, grocery store, Link trainer, gymnasium and the usual accommodation blocks all added to create a much bigger site than had been previously been designed . At its peak Sawbridgeworth would accommodate 1,000 personnel of mixed rank and gender.

The conditions at the airfield were considered so poor at this time though, that immediate changes had to be made in order to keep it operationally active. The ground and accommodation areas being totally unsuitable for an operational airfield. The new upgrade would take time, so basic changes were made, and all in line with the longer term plans. These would enable Sawbridgeworth to operate both fighter and army Co-operation aircraft, even before the upgrade had taken place. The development was going to require a lot of maintenance and constructions workers to be on site, but rather than move the squadron and all its personnel to another airfield, it was decided to keep them all here and operate in conjunction with the development crews.

Part 3 continues with the development of Sawbridgeworth. The full story can be read in Trail 25.

RAF Sawbridgeworth – Humble Beginnings.

September 2, 2024September 2, 2024 / Aviationtrails / 3 Comments

In Hertfordshire (Trail 25) is a small long, gone airfield that was once home to a number of squadrons including both 2 and 4 Squadrons RAF; two squadron that went on to operate, for many years, in Germany post war.

It is an airfield that its origins in the First World War. It struggled with poor weather, exceedingly bad drainage and was one that developed not through careful planning, but more the luck and perseverance of its station commander.

With remnants of its part still remaining, we take a look at the former RAF Sawbridgeworth.

RAF Sawbridgeworth

RAF Sawbridgeworth, also known as Mathams Wood and RFC Sawbridgeworth, was originally constructed as a second-class night landing ground during April 1916. After considering three sites in the area, Sawbridgeworth, a 31 acre site to the west of Shingle Hall was chosen, the reason being it had good approaches, was flat and had a main public road running alongside it.

Facilities at the ground were limited however; there were no hangars and only a small wooden hut with an occasional tent was provided in cases of bad weather. Any aircraft landing due to difficulties or damage, could have minor repairs carried out, but little more than that. As a result, staffing at the site was also minimal, manned by just one RFC officer and a handful of civilians who would carry out repairs and maintenance to any aircraft using the site. Whilst based here, the primary role of the RFC Officer was merely to provide signals to landing aircraft by using flares laid out in the form of an ‘L’ with the longer leg pointing downwind.*¹

Sawbridgeworth was small, only being intended to take aircraft from 39 Sqn, a home defence unit who were currently based at nearby North Weald, and who were activated to combat the Zeppelins flying in from Germany to bomb targets in southern and eastern England.

It was indeed Lt. Leefe Robinson of 39 Sqn who attacked and shot down the first Zeppelin over British Territory on 2nd September 1916. Called the ‘Cuffley Zeppelin’ after the village near to where it crashed, Robinson was immediately awarded the Victoria Cross for his action on that night, an honour not bestowed lightly.

Wreck of the German Zeppelin L 21 at Cuffley, Hertfordshire (IWM Q73672).

The squadron was initially formed with its headquarters at Hounslow, and had two Flights – one based at Hainhault Farm, and the other at Sutton’s Farm – both part of the Home Defence force, and were directed to protect London from Zeppelin attacks from the north-east coming across the Wash and down through East Anglia.

In August, the Headquarters were transferred to Woodford in Essex and a third Flight established at North Weald Bassett. The three Flights were then merged to form 39 Sqn RFC. The squadron would indeed primarily attack Zeppelins, but records show they also attacked a number of German Gothas also used to attack the capital..*²

Little use was made of Sawbridgeworth however, and in November 1918 it was closed as a landing ground, the site quickly reverting to its former agricultural use.

For almost 20 years the site remained in this form, until 1928, when a small gliding club was formed at nearby Shingle Hall Farm. It would turn out to be a short -lived venture however, ceasing to operate within a year or so. But despite this, all was not lost, and in 1933, a ‘Great Air Pagent’ took place in which fifteen aircraft paraded past a growing crowd who had come to experience the thrills and spills of flying. The Pagent itself, was part of a wider programme designed to tour the country raising money for local hospitals, and successfully visited 180 towns and cities across the country, being seen by over one million spectators. *³

Led by Mr. Charles W. A. Scott, AFC, the famous airman who held the world record for his flight from England to Australia, the event was to specifically raise money for a new wing at the Bishops Stortford Hospital, and would showcase a range of daring flying stunts to amaze the gathered crowd. The event was a great success, and a new wing was indeed opened at the hospital as a result. Also taking part was one of the more notable aviators, Pauline Gower, who would later go on set up the Women’s Section of the Air Transport Auxiliary in 1939.

However, there was no further flying activity at the site after the pageant, and no further aviation interest was shown in the area, until after 1934 when a beacon was located on the south side of the field.

Then, with tensions rising on the continent, it was decided to begin training troops in preparation for what may lie ahead, and in order to do this, a new landing ground was needed in the vicinity. However, due to developments in aircraft design, size and power, the site at Shingles Farm was determined too small and not able to accommodate the new types of aircraft coming through. To remedy the problem another area just a short distance away, was then chosen as the new site. *¹

The new site lay between Shingle Hall Farm and a wooded area known as Matham’s Wood, (seen on 1/4 inch map sheet 9, Ref:L 9137) located to the north-west of the farm, and was larger in area then the previous site used. The Ministry obtained it in 1937, and it was passed directly to the control of Army Co-Operation (AC) Squadrons, commanded by the 22nd Army Co-Operation Command. It would immediately become an Advanced Landing Ground (ALG).

Designated Matham’s Wood ALG, Army Co-Operation units, in particular, 2 (AC) Squadron, would operate with Army units, under operational conditions, simulating what it would be like for the troops to perform in times of war. These training operations would later become fundamental in the training of SOE agents who would be transported into occupied Europe to work with numerous groups including the French Resistance. Whilst the site was only used intermittently, it nevertheless set the seeds for the growth of the site into the what would become Sawbridgeworth airfield.

The former Grocery store.

2 (AC) would remain the primary user of Matham’s Wood arriving in June 1940 after their retreat from France earlier in May. Whilst on the continent, they were attacked on many occasions by the advancing Germany forces, receiving as many as 75 bombs in one attack alone. In support of the Allied retreat to Dunkirk, they carried out sorties both over the town itself and over the advancing German front lines; eventually being forced to pull back to England and Bekesbourne in Kent, where they initially made their new home.

On June 15th 1940, Matham’s Wood ALG officially opened with its first ‘resident’ units, and was referred to as Sawbridgeworth Advanced Landing Ground for the first time. Flt Lt. P. Edinger was the Officer in Charge, who would oversee two Flights on rotation in conjunction with a third Flight then based at Hatfield. With them, were the associate section 5 A.I.L and a photographic section with their trailer. In support of operations, a range of appropriate night flying equipment was also transported over to the airfield.

The move would also see the requisition of Blounts Farm on the southern side of the airfield – this would be used as the Flight Office. Crew accommodation however, would once again be rudimentary at best – initially tents being the main form of accommodation for anyone stationed here.

Over the next few months various tactical flights would take place in conjunction with numerous Army Units, many of these involving the Lysanders of 2 (AC) Sqn ‘dive bombing’ the ground troops or performing mock gas spraying attacks. This rather deadly weapon was kept stored at various airfields around the country including Macmerry in Scotland and were a back up to thwart any invasion attempt made by the Germans.

Later, at the end of July, the bulk of 2 (AC) Sqn was divided, one Flight moving from Hatfield to Cambridge, leaving the other two Flights at Sawbridgeworth. This meant that ‘C’ Flight, now at at Cambridge, would operate under HQ 2 Corps, whilst ‘A’ and ‘B’ Flights left at Sawbridgeworth, would operate under XI Corps. This move, whilst minor in itself, was the next step forward in establishing an airfield here at Sawbridgeworth. For the next few years 2 (AC) Sqn would operate out of Sawbridgeworth, spending in some cases days or even weeks at a time at other airfields as part of their operational role. This would be a regular occurrence until mid 1944 when they finally departed and moved onto the continent following D-day.

Following the defeat of the Allied forces in France and their retreat from Dunkirk, the fear of invasion was now high, and tactical reconnaissance sorties were flown daily over the coast and inland water ways looking for intruders. Lysanders of the two units based at Sawbridgeworth carried out many of these flights, photographing areas of coastline stretching from The Wash in Norfolk, to the Thames Estuary in the south.

Fearing that Lysanders were no match for enemy fighters, Wing Commander Geddes of 2 (AC) Sqn, put in a request for fighter aircraft for the Squadron to support any action that may be needed. The Boulton-Paul Defiant was identified as a possible model, and so flight trials began, trials which continued well into September.

The crews at Sawbridgeworth, still residing in temporary accommodation, were given a ray of hope on September 11th, 1940, when the Great Hyde Hall, a 15th Century Manor House, was requisitioned for the billeting of 2 (AC) Sqn personnel; because of its size and location though, it would be destined to become a temporary Station Headquarters and the Officer’s Mess.

With this increasing use, Sawbridgeworth ALG was gradually growing and developing into an airfield in its own right. This was largely through luck more than careful planning, and was mainly due to the efforts of the Commanding Officer of 2 (AC) Squadron, Wing Commander A. W. Geddes.

It was Geddes who made another step forward when he met with the Section Officer, No. 10 Works, on September 20th, 1940 to discuss further improvements to Sawbridgeworth. These talks were very fruitful and the future of the site began to look more promising.

During all this, operations continued with co-operation and reconnaissance flights occurring regularly. The use of gas in these training sessions was a high priority as there was a fear that the Germans would use such a weapon themselves, or that if the invasion came, the Lysanders would be ordered to use it as well. To meet the demand for training, supplies of “S3D” gas were constantly forthcoming, with 650 Gallons of the type arriving at Sawbridgeworth at this time*⁴

October 1940 began with a parade and the awarding of the DFC to Sgt. J. Clark by Air Vice Marshal C.H.B. Blount CB, OBE, MC; after the parade, the AOC went on to inspect the ‘airfield’ including the Great Hyde Hall, to see how it was being used following its requisitioning earlier on. On the same day, Brigadier Withington of XI Corps also visited Sawbridgeworth, examining the few huts now on site to check their suitability for a possible aerodrome guard, a cookhouse and possible accommodation blocks. These visits were all seen as positive steps for the airfield.

Remains of a building located in Mathams Wood.

By now, the airfield had gained the attention of the Luftwaffe, firstly when a Ju 88 crashed nearby at Bishops Stortford church, exploding on impact, and secondly, a few days later on 8th October 1940, when two parachute mines were dropped in the grounds of Hyde Hall causing damage to the windows, but thankfully without causing any casualties.

Another major move then came on October 9th, when the first permanent members of 2 (AC) Sqn moved in, a move that was followed five days later, when nearby Townsend House was taken over by the Equipment Section, and immediately turned it into a stores block.

On the 20th, nine more bombs fell, this time they hit the cricket field of Great Hyde Hall, but with little overall effect except perhaps, to disrupt the challenge of playing matches. In all these attacks, no one was hurt nor any major damage sustained, but each bomb brought the front line that little bit closer to home once more.

December came and Christmas approached adding a little merriment to the routines of airfield life. It was a worrying time for the cooks though, as the cook house located in the Assembly Hall in Sawbridgeworth itself, burnt down. A new cookhouse was quickly set up within the Great Hyde Hall, and was duly opened on December 24th just in time for a much welcomed Christmas dinner the following day.

Part 2 continues with the development of Sawbridgeworth. The full story can be read in Trail 25.

Trail 32 RAF Nuthampstead – The end of an Era – Part 4

August 17, 2024June 30, 2024 / Aviationtrails / Leave a comment

After Part 3 of our journey, we see the US bomber airfield at Nuthampstead finally come to a close. But as the war approaches its conclusion, operations continue to be flown and losses continue to mount.

The US forces would go to Dresden the morning after the RAF had been. 431 B-17s of the entire 1st Bombardment Division, would prepare for take off at 07:00 hrs to be over Dresden at mid-day. With two other Divisions also in the air that day, escort would be from 784 Mustangs, with the 20th FG protecting the leaders the 1st Bombardment Wing, the 398th BG, followed by the 91st and 381st Bomb Groups respectively. In all, in excess of 2,000 American aircraft would fly into the heart of Germany that day.

It was to go disastrously wrong for the Group though, for even as they flew over Holland, they were already off course and now the weather was moving in. With their Gee system being constantly interfered with and throwing up faults, the lead plane of the 389th decided to take the more southerly route to fly around the cloud, taking the formation near to Munster, a city heavily guarded by flak. Although objecting to the move, both the 381st and the 91st followed – a move they would come to regret. The 91st were hit hard; many aircraft were damaged and their crewmen badly injured. Then, another defensive turn took the Wing, some 137 aircraft, a total of fifty miles of course. They were now heading to Schweinfurt, the scene of such devastation in August 1943 where high loses resulted the US temporarily ceasing air operations as a result. Not wanting to relive the experience, the formation then turned south again, taking them, and their escorts, even further off course.

By now, the leader’s Gee system had completely failed, and as the formation approached the target, the deputy’s system also ceased working. Lost and confused, they were gifted with a break in the cloud through which they could see an ancient city with a river running through it. The order was given and bombs were dropped. With little to no flak and no enemy fighters to resist them, the formation unleashed its devastating load onto those below. Unfortunately, it was not Dresden at all, but the Czech capital Prague, they were some eighty miles off course.*⁵

The 398th flew their final operation on April 25th 1945, a flight that took them to the Skoda Armament Works at Pilsen. The 398th were joined that day by the 91st, 92nd, 303rd, 305th, 379th, 384th, and the 381st Bomb Groups. With simultaneous operations happening elsewhere at Munich and the Me 262 airfield in Prague, 198 aircraft were flew to Pilsen to bomb the Skoda works.

In contrast to their first mission, take off was controlled and in good order. The first aircraft was airborne at 05:20 and the last 35 minutes later. Forming up took place over Debden Buncher (RAF Debden) at 5,000 feet and the Buncher was left at 06:40, when the entire formation headed for the coast. at 07:37, they crossed the French shoreline.*¹⁰

The 398th BG were tasked with leading the 1st Combat Bombardment Wing, totalling three Bomb Groups made up of 120 B-17s. In charge was Captain Michael Robinson, Commanding Offcier of the 601st BS. The weather was predicted to be good, so a visual bomb run was planned, however, over the target, this proved not to be the case and 10/10 cloud completely obscured the target. Forced to go round again, the formation made a 360^o turn bringing them back in at the rear of the formation. By now flak had become both intense and accurate.

Two aircraft from the 602nd in the high squadron were hit. The first B-17G #42-97266 (K8-G, “Godfathers Inc.“) piloted by 2nd Lt. Allan Ferguson, quickly left the formation spiralling out of control. Three of those on board managed to escape the aircraft as it fell earthward. Of the crew, six were killed whilst two were captured becoming prisoners of war for the last remaining days of action*⁶*⁷

The second aircraft that day was that of Lt. Paul Coville, B-17G #43-38652 (K8-V, “Stinker Jr“). After the second bomb run, the aircraft was hit behind the #3 engine, leaving a large hole and a damaged engine. After falling out of formation and feathering the engine, Lt. Coville brought the aircraft back, at which point the engine caught fire. A small explosion then ripped the right wing off outboard of the engine, sending the aircraft spiralling towards the ground. The crew inside, frantically tried to get out, assisting each other with parachutes. All crewmen except the ball turret gunner S. Sgt. Charles Walker, manged to escape the aircraft, managing to find allied troops on the ground and safety.

During their search for safety both Coville and the waist gunner S. Sgt. Harry Overbough, took two prisoners each, Overbough’s ending up being revealed as escaped Jewish prisoners who had donned German army uniforms to help them escape. *⁷*⁸

After bombs away, the formation made a right turn and headed as briefed toward home, crossing the English coast at 14:26. The first aircraft touched down at Nuthampstead at 15:02.*¹⁰

With the last mission flown, Nuthampstead’s days were now numbered. A handful of ‘Revival’ flights were made transferring POWs from Barth in Germany to airfield A-10 in France. In addition, flights carrying ground crews over Germany also took place. By May 1945 though, the war was over and the exodus of American forces back to the united States began. Over the period May / June, 1945, the 398th would depart Nuthampstead, the ground force returning to the US from Greenock onboard the Queen Elizabeth, whilst the air personnel flew back between 21st and 27th May. After thirty days of rest and recuperation, the Group assembled at Drew Field, Florida where many officers and enlisted men were discharged from the service. The remaining handful were given duties elsewhere and transferred almost immediately.

A VE day service held at Nuthampstead airbase. (@IWM UPL 35448)

On September 1st 1945, Major Gene Nelson and Major Dean Ashworth, quietly and without ceremony, inactivated the Group – the 398th would be no more.

By the time the war had come to a close, the 398th had completed 6,419 operational sorties (175 missions) dropping some 15,700 tons of bombs. They lost some seventy*¹⁰ aircraft in operations. For their determination and outstanding flying over Derben on April 8th, the Group received a Presidential Unit Citation, this came in addition to 2,124 Air Medals, 531 DFCs, 2 Silver Stars, 18 Bronze Stars and 4 Purple Hearts (with others being awarded elsewhere). Whilst their losses were perhaps hugely significant compared to other Groups, they nonetheless performed gallantly and with dedication deserving of any military group.

Returned to RAF ownership a month later the airfield became a store and maintenance station storing ordnance for disposal, and by 1954 the military had no further interest in it, and it closed some 5 years later.

During the 1960s Nuthampstead was in the limelight once more when it was considered as a site for London’s third airport after Heathrow and Gatwick. Being so close to the capital made it an ideal proposition, but the proposal faced huge opposition from those living and working in the area. The decision would eventually favour Stansted, a site not even shortlisted in the initial phase.

The Roskill Commission Inquiry (1968-70), identified seventy-eight initial sites, reducing it to four possibles: Nuthampstead, Thurleigh (Bedford), Cublington (Bucks) and Foulness on the Essex coast, ignoring Stansted on grounds of air traffic, noise and poor road access.

After great debate, Cublington was finally chosen, however, following in-house arguments and disagreements, this was later overturned in favour of Foulness (Maplin Sands),*⁹ Nuthampstead being rejected on various points including most noise, most agricultural loss and the requirement of a rail link.

With work intending to start in the early 1970s, the plans were eventually shelved due to the 1973 oil crisis and instead a smaller proposal was put forward to build a site at Stansted, itself a former war-time airfield. The build eventually went ahead and today Stansted sees in excess of 15 million passengers, all of which could have been located at Nuthampstead.

With that, Nuthampstead was destined to be become farmland once more. The Forestry Commission planted tress in the former bomb store, itself leading to large quantities of munitions being discovered after the site was abandoned. A small strip was retained for karting and a small crop spraying business utilised part of the airfield. Much of this has now also ceased and whilst parts of the original runway and peri track concrete surfaces still exits, farmland prevails once more over the site.

Built mid war, Nuthampstead had a rather unfortunate start, with many serious problems for the 55th FG and their P-38 Lightnings. The 398th, the Group synonymous with the airfield, were a rookie Group but one that went on to perform 195 operations many over Germany, losing a number of aircraft and crews in the process. They took part in some the the war’s most ferocious battles including Schweinfurt on October 9th, Berlin on several occasions and the US Air Force’s last operation of the war, Pilsen on April 25th 1945.

Transferred back to RAF ownership post war it was a serious contender for London’s third airport, however, this was not to be and the airfield was largely removed, buildings were demolished and the runways were dug up for hardcore. Little remains of it today, a small private airstrip utilises some of the site, and a thriving museum continues to tell the story of those who served here. A stunning memorial stands outside the local pub frequented once by so many personnel who served here, at Nuthampstead, in those days of the 1940s.

The full history of RAF Nuthampstead can be read in Trail 32.

Sources and further information (Nuthampstead)

*¹ Investigation of the US National Defense Program, Part 35. US Government Printing Office Available on Google books

*² Fooy. F., “One of Thousands – A Navigator in the European Air War.” Lulu Publishing, 2015 Via Google Books

*³ Wilson. K. “Blood and Fears – How America’s Bomber Boys and Girls in England Won their War“. Weidenfeld & Nicholson, 2016 page 390

*⁴ American Air Museum Website accessed 11/2/24

*⁵ Taylor, F., “Dresden – Tuesday 13th February 1945“, Bloomsbury, 2004

*⁶ MACR 14224.

*⁷ “Hell from Heaven – Ch 35 – Mission 31 – Pilsen, Czechoslovakia, Our Last Combat Mission – April 25, 1945” published by Leonard Streitfeld, Bombardier, 600th Squadron on the 398th BG Memorial Association Website.

*⁸ MACR 14220

*⁹ Banister, D., “Transport Planning In the UK, USA and Europe” Taylor & Francis, 2003

*¹⁰ United States Army Air Forces, “The History of the 398th Bombardment Group (H)” (1945) World War Regimental Histories Book 124.

Missing Air Crew Reports 12214 and 12215

Ethell. J., & Price. A., “Target Berlin – Mission 250: March 6th 1944“. Janes, 1981

A good many photos, official records and personal stories are available on the 398th BG Memorial website. A great resource for those wanting to read more about the history of the 398th BG,