photo

A pivotal station in 8 Group, Graveley deserves much greater recognition.

/ Aviationtrails / 8 Comments

In Trail 29 we turn south and head to the southern end of Cambridgeshire. This area is rich in fighter stations, both RAF and USAAF. Home to Duxford and Bader’s ‘Big Wing’, Mustangs, Spitfires and Hurricanes once, and on many occasions still do, grace the blue skies of this historical part of the country.

We start off though not at a fighter station but one belonging to those other true professionals, the Pathfinders of No 8 Group, RAF and former RAF Graveley,

RAF Graveley

Graveley sits to the south of Huntingdon, a few miles east of St. Neots. It takes its name from the village that lays close by to its eastern side. It would see a range of changes, upgrades and improvements and be home to many different residents during  its wartime life.

Built as a satellite for nearby RAF Tempsford, Graveley opened in March 1942 with 161 (Special Duty) Squadron. Their role was to drop SOE agents in occupied France, a role 161 would undertake throughout its operational life. Equipped with Lysander IIIA, Hudson MkI and Whitley Vs, they were somewhat dwarfed by the enormity of Graveley airfield. Within a month of arriving however, they would leave and move away to their new permanent base at RAF Tempsford, leaving the open expanse of Graveley behind.

Built as a standard ‘A’ class airfield for 8 Group, Graveley would have three concrete runways, the main laying E-W, initially of 1,600 yds long; the second, NW-SE of  1,320 yds and the last laying NE-SW 1,307 yds. Later these would be lengthened to 2,000, 1,420 and 1,407 yards respectively as improvements and upgrades would take place. Accommodation was spread around the north side of the airfield, across the main Offord to Graveley road. These were spread over nine accommodation sites, incorporating a separate communal and sick quarters. Graveley could accommodate up to 2,600 personnel which included 299 WAAFs. As with all sites, the bomb store was well away from the accommodation to the south-west, partially enclosed by the three runways. The 50 foot perimeter track linked the runaways with 36 pan style hardstands (after the extension three of these were replaced by loops). The main technical site lay to the north-west, where two of the three T-2 hangars were located, the other being to the south-east next to a B-1.

scan10_020

RAF Graveley (author unknown)

Graveley lay operationally dormant following the immediate departure of 161 Sqn in April 1942. However, in May’s ‘1000’ bomber raid, aircraft from 26 OTU flew from Graveley as part of the massive operation. Four Wellingtons (all Mk Ic) failed to return; WS704, DV740, DV707 and DV709 were lost during the night of May 30th/31st – a reality check for those at this quiet Cambridgeshire base.

As Bomber Command developed the new Pathfinder Force (PFF) Graveley would find itself a major player. Its first residents, of the new 8 Group, were 35 Sqn (RAF) with Halifax IIs. These would be upgraded to MK IIIs in the following October and Lancaster I and IIIs a year later. Arriving on August 15th 1942, they would have their first mission from here just three days later. On the night of 18th/19th August, a total of 31 PFF aircraft left to mark the target at Flensburg. Poor weather and strong winds prevented accurate marking and two Danish towns were accidentally bombed as a result. A rather disastrous start for 35 Sqn.

Another blow was to fall 35 Sqn later that same year. On the night of 19th September 1942, the experienced Wing Commander J.H. Marks was lost when his Halifax II (W7657) ‘TL-L’  crashed at Blesme near Saarbrucken with the loss of three crew members. (This same identification was given to Halifax HR928 which also crashed with the loss of its crew see photo below).

Aug 2015 004

Graveley village sign depicts its aviation heritage.

A number of other experienced crews were to be lost from Graveley over the next few months. But all news was not bad. The night of 18th/19th November saw a remarkable turn of fortune. Halifax DT488 (TL-S) piloted by Wing Commander B.V. Robinson, caught fire when flares in the bomb bay ignited. He ordered the crew to bail out, but as the last man left the fire extinguished itself. Robinson decided to try to nurse the bomber home. Flying single-handed, he reached the safety of RAF Colerne, Wiltshire, where he survived a crash landing. The six crew members who had bailed out also survived but were captured and taken prisoner by the Germans.  As a result of his actions, Robinson was awarded a Bar to add to his DSO.

Robinson would have a second lucky escape later on, after which, in May 1943, he would become the Station Commander of his home base at Graveley.

35 Sqn would carry out a number of missions marking and attacking strategic targets deep in the heart of Germany. By the end of 1942 the new H2S system was being introduced and a small number of 35 Sqn aircraft were fitted with the units. Missions were on the whole successful even after the Germans developed a device able to track aircraft using it; eventually the whole of the PFF were fitted with HS2.

https://i0.wp.com/media.iwm.org.uk/iwm/mediaLib/9/media-9349/large.jpg

Halifax Mark II Series 1A, HR928 ‘TL-L’, 35 Sqn RAF being flown by Sqn Ldr A P Cranswick, an outstanding Pathfinder pilot who was killed on the night of 4/5 July 1944 on his 107th mission. The Cranswick coat-of-arms decorates the nose just below the cockpit.(IWM)*1

In early 1943, Graveley was to become the first base to use ‘FIDO’ the Fog Dispersion system, which led to a number of successful, poor weather landings. This in turn led to 15 other operational airfields being fitted with the facility, a  major step forward in allowing Bomber Command to fly in poor weather.

A number of major operations were undertaken by 35 Sqn over the coming months, and the loss of Group Captain Robinson on the night of 23rd/24th August 1943 in a Halifax II (HR928) ‘TL-R’, brought a further blow to the base. Following this, Air Chief Marshal Sir Arthur Harris restricted flying operations by base Commanders as the number being lost was becoming unsustainable.

The new year brought new changes to Graveley. Mosquito B.IVs arrived with a newly formed 692 squadron (RAF). Their first mission would be on the night of February 1st/2nd 1944 in which a single aircraft would attack Berlin.

https://i0.wp.com/media.iwm.org.uk/iwm/mediaLib/53/media-53494/large.jpg

Armourers wheel a 4,000-lb HC bomb into a Mosquito. The Mosquitos were fitted with bulged bomb-bays in order to accommodate ‘Cookies’. The tower can be seen behind. (IWM)*2

Some of these 692 Sqn Mosquitos were later modified to carry the enormous 4,000 lb ‘Cookie’ bomb, This was first used by S/Ldr. Watts in Mosquito DZ647 who took off at 20.45 hours to attack Düsseldorf. The attack took place on  the night of 23rd/24th February 1944 from a height of 25,000 feet. The initial bomb was followed by two further bombs from Mosquitos of the same squadron, DZ534 and DZ637.

The first casualties for 692 Sqn were reported only three days earlier, on the night of 19th/20th February, which also proved to be the worst night of Bomber Command casualties in the war so far. Mosquito DZ612 ‘P3-N’ flown by F/L W Thomas (DFC) and F/L J Munby (DFC) took off at 01:05 to attack Berlin. The aircraft was shot down and both crew members killed.

https://i0.wp.com/media.iwm.org.uk/iwm/mediaLib/23/media-23030/large.jpg

Mosquito B Mark XVIs of No. 692 Squadron RAF (PF392 ‘P3-R’ nearest), lined up at Graveley. (IWM)*3

In early April 1944, a small detachment of 571 Sqn Mosquitos (RAF Downham Market – Trail 7) joined 692 passing through on their way to RAF Oakington and then Warboys where they were eventually disbanded. An event not un-typical for Graveley.

692 would have another claim to fame a year later on January 1st 1945. In an attempt to assist in the Ardennes offensive they attacked supply lines through a tunnel, requiring the bomb to be dropped into the mouth of the tunnel where it would explode. These attacks were carried out between 100 and 250 feet using the ‘Cookies’ and were so successful that smoke was seen bellowing from the other end of the tunnel.

The final 692 Sqn mission would be on the night of May 2nd/3rd 1945, and consisted of 23 aircraft in 2 waves of 12 and 11 aircraft against Kiel; all crews would return safely.

692 Squadron RAF, would operate a variety of Mosquito types during its life the B.IV, XIV and XVI and would prove to be highly successful and instrumental in 8 Group’s ‘Light Night Striking Force’.

35 Sqn RAF would go on to have a long and established career, as late as 1982. 692 Sqn on the other hand would move to Gransden Lodge in June 1945 where they were finally disbanded; a sad end to a remarkable career. Many highly regarded crew members were lost in operations from Graveley. including Sqn. Ldr. R. Fitzgerald and Wing Commander A. Cranswick. Graveley would have a high record of prestige loses such was the nature of the PFF.

Aug 2015 009

The remaining buildings utilised by the farm, which no longer resembles the Control Tower it was.

Other units to grace the skies over Graveley would include detachments of 97, 115 and 227  Sqns all with Lancaster I and IIIs, many prior to disbandment toward the war’s end.

692 Squadron carried out 310 operations from Graveley losing 17 Mosquitos in all. A  total of 150 aircraft were registered either missing or crashed following operations from this station: 83 Halifaxes, 32 Lancasters and 35 Mosquitos.

As one of the many pathfinder stations in this part of the country, Graveley is linked by the long ‘Pathfinder Walk’ that leads all the way to RAF Warboys in the north (Trail 17). Using this walk allows you to visit a number of pathfinder bases linking each one by open cross-country footpaths.

Today, Graveley is all but gone. The control tower is now very well disguised as a farm-house, its shape considerably different to the  original design, the concrete huts have been pulled down and the runways mainly dug-up. A couple of buildings do still remain next to the farm-house, storing a range of farm equipment. The perimeter track considerably smaller in width, remains used by the local farm for lorries to transport their goods to the main road.

Aug 2015 013

The perimeter track where bombers once lumbered.

A small memorial has been erected and sad to say, is poorly maintained. It stands at the entrance to the former airfield on the northern side, now the entrance to the farm site.

Graveley is typical of the sad end to many of Britain’s lost airfields. The wide open expanses that once resounded with the roar of piston engines taking brave young men to war, are now quiet and the sounds mere whispers in the wind. Lorries gently roll where the wheels of laden bombers once lumbered. The brave acts of those young men now laid to rest in a small stone overlooking where they once walked. As a pivotal station in 8 Group, Graveley and its crews deserve a much greater recognition for their dedication, bravery and sacrifice.

A beautiful stained glass window can be found in Graveley church and is worthy a visit if time allows.

After the quiet of Graveley we head south-east, but before arriving at our next planned destination, RAF Bourn,  we stop off at the now extinct RAF Caxton Gibbet.

Sources and further reading.

*1 Photo courtesy of Imperial War Museum

*2 Photo courtesy of Imperial War Museum

*3 Photo courtesy of Imperial War Museum

RAF Fersfield – Where history was made – and lost.

/ Aviationtrails / 21 Comments

After leaving the open expanses of Deopham Green and the roar of Snetterton, we head to a very remote and quiet airfield. Quiet and remote for a very special reason. From here crews would experience top-secret flights, we would see a link to one of America’s greatest and most powerful families and the RAF would strike another blow at the heart of the Gestapo. We head to RAF Fersfield.

RAF Fersfield (Station 140/554)

https://upload.wikimedia.org/wikipedia/commons/1/15/RAF_Fersfield_-_29_Aug_1946_Airfield.jpg

29 August 1946. Photograph taken by No. 541 Squadron, sortie number RAF/106G/UK/1707. English Heritage (RAF Photography).*1

Originally built as a satellite for RAF Knettishall, RAF Fersfield, was built-in late 1943. The third Class A airfield on this Trail, its main runway ran along a NE-SW direction, was 2000 yds in length and was constructed of concrete. There was a second and third runway of 1,400 yds running N-S and E-W again of concrete. Fersfield had two T-2 Hangars, one to the north side and one to the south, and 50 loop dispersals for aircraft storage. The bomb dump was located to the north, the technical area to the south and the accommodation blocks to the south and south-west. Fersfield would eventually be able to accommodate up to 2000 mixed personnel.

Initially, the airfield was called Winfarthing and designated station 140, it was then handed over  to the USAAF who would rename it Fersfield Station 554.

Fersfield was specifically chosen for its remote location as, unknown to those who came here, it was going to play a major role in the battle over Europe.

The first residents were a detachment of the 388th Bomb Group (BG) based at Knettishall which consisted of four bomb squadrons: the 560th 561st, 562nd and 563rd. A detachment specifically from the 562nd, were brought here to perform special operations and research into radio controlled bombs using war-weary B-17s and B-24s.

T2

T2 Hangar now a store

Operating as Operation ‘Aphrodite’, the idea was to remove all operational equipment from the aircraft, fill it with around 20,000 lb of ‘Torpex’ and fly it by remote control into a specified target such as ‘V’ weapon sites, submarine pen (Operations Crossbow and Noball) or similar high prestige targets that were otherwise difficult to destroy .

Both the USAAF and USN were carrying out these trials. The Navy, also using Fersfield, called their operations ‘Anvil’ and used the PB4Y (the Navy version of the B-24 ‘Liberator’) as their drone.

The first Aphrodite mission took place on August 4th 1944, and was to set the tone for all future operations. Mission 515, was flown using four B-17 ‘babies’ with four accompanying ‘mothers’ to target ‘V’  weapon sites at : Mimoyecques, Siracourt, Watten, and Wizernes. Escorting them were sixteen P-47s and sixteen P-51s. One of the babies, B-17 (42-39835) ‘Wantta Spa(r)‘ (TU-N), had completed 16 missions between November 18th 1943 and July 6th 1944 with the 351st at Polebrook and was declared to be “war-weary”. It took off and very soon  the crew, Lt J. Fisher and T/Sgt E. Most, realised there was a problem with the altimeter causing it to climb too quickly. Whilst T/Sgt Most bailed out, Lt. Fisher struggled on with the controls until it finally crashed in an almighty fireball in woodlands at Sudbourne, Suffolk creating a crater 100ft wide. The three remaining ‘babies’ carried on but all failed to hit their designated targets. One Mother lost control and the baby hit a Gun Battery at Gravelines, the second overshot and the third B-17F formally (41-24639) “The Careful Virgin”  ‘OR-W’ of the 91st BG (323rd BS), hit short due to controller error.

The Careful Virgin 41-24639

B-17F “The Careful Virgin” before modification and whilst in the hands of the 91st BG. (USAF Photo)

Similar results were to follow in another mission only two days later, and then in further operations throughout both the Aphrodite and Anvil projects.

The most famous tragedy of these missions was that of Lieutenant Joseph P Kennedy Jnr, who was killed when his PB4Y unexpectedly blew up over Suffolk killing both him and his co-pilot on 12th August 1944.*2 In all there were 25 drone missions completed but none successfully hit their designated target with either control or accuracy. The missions were all considered failures and the operations were all cancelled soon after.

Operations Block

Former Operations Block south of the Technical site.

Another secret operation taking place from Fersfield, also involved radio controlled bombs. Designated Operation ‘Batty’ it involved GB-4 television controlled bombs being  slung underneath B-17s and guided onto targets using TV. The 563rd BS provided much of the support whilst the others in the 388th BG the crews. In the later part of 1944 a small number of these operations were flown again with little success and this too was abandoned before it could have any significant effect on the war.

All in all, the operations carried out here, were disastrous, killing as many crews and causing as much damage to the UK as it did the enemy. However, it did mean that the Allies had entered into the drone war and set the scene for future military operations.

The Americans left Fersfield late in 1944, and it was handed back to the RAF. A number of units used it for short periods primarily for aircrew training. However, Fersfield was to have one last remarkable mission and a further claim to fame.

Accomodation Site

Nissan Huts on the former accommodation site.

On March 21st 1945, Mosquito VI units of 21 Sqn (RAF), 464 Sqn (RAAF) and 487 Sqn (RNZAF) all part of 140 Wing, were pulled back from the continent for a special mission to attack the Gestapo Headquarters at Copenhagen. Primarily based at Hunsdon (Trail 25), the mission was Led by Gp. Capt R Bateson and Sqn Ldr E Sismore, who took off in Mosquito RS570 ‘X’ at 08:35 and led a group of Mosquitoes in three waves of 6 aircraft in Operation Carthage.

The Shellhaus building raid gained notoriety for two reasons. Firstly, a large part of the building was bombed and destroyed and important documents set alight thus achieving the overall objective of the mission. A low-level daring raid it was operationally a great success. However, Mosquitoes following the initial wave attacked what they believed to be the building but what was in fact a school masked by fire and smoke. This caused a significant number of casualties including children.

Six aircraft failed to return from the mission, four Mosquitoes (one of which crashed causing the smoke and fire that masked the school) and Two P-51s that were part of a 28 strong fighter escort.

This operation was one of many daring low-level raids that the wing carried out, attacking various buildings including  the Amiens prison.

The wing left Fersfield which signified the end of overseas operations and Fersfield would become a staging post for units prior to disbandment. Between November 1944 and September 1945 a number of units would be located here  which included 98, 107 (one week), 140 (four days), 180 (one week), 226, 605 and 613 Sqns. Operating a number of aircraft types including: Mosquitoes (T.III), Bostons (IIa), Hurricanes (IV), Martinets (TT.III), Mitchells (III) and Anson Is, Fersfield had now had its day. In the following month, December 1945, the site was closed and the land sold off. Fersfield had closed its door for the last time and history had been written.

Post war, Fersfield had a brief spell of motor racing on its tracks and runways, but unlike Snetterton or Podington it wouldn’t last and in 1951 Fersfield became agricultural once more, with many of the buildings being demolished and the remainder left to rot or, some thankfully, used for storage.

Nissen Huts

A few buildings remain on the technical Site.

Today a few buildings still do remain clinging onto life. The T-2 on the south side stores grain, and a number of Nissen huts  that housed the technical aspects of the airfield, are now storage for farm machinery and other associated equipment. All these can be located at the end of a small road from the village and when visiting, I found the workers here only to willing to allow the visitor to wander freely among them. Footpaths cross the southern side of this site and to the north across the field dissecting the airfield. The path is very poorly marked and you are simply wandering across the crops. From here, you can find the last few remains of the accommodation site, further south a short distance away. Latrines and other communal buildings are shrouded in weeds, gradually disappearing beneath the undergrowth. Trees sprout from between the walls where so many walked, before or after a mission. Nissen huts survive further out, now dilapidated and hastily patched, their memories mixed amongst the personal belongings of new owners.

Latrine Block

One of the many Latrines on the communal site.

It is hard to believe that an airfield with such an iconic history as Fersfield never made it to the status of so many others. Surprisingly, it was here at this quiet and remote part of Norfolk that aviation history was made and American politics changed forever.

Mosquito Mk.VIs involved in the Operation Carthage,*3.

No 487 Squadron
RS570 ‘X’ Gp Capt R N Bateson / Sqn Ldr E B Sismore (Raid Leader)
PZ402 ‘A’ Wg Cdr F M Denton / Fg Off A J Coe (damaged, belly landed at base)
PZ462 ‘J’ Flt Lt R J Dempsey / Flt Sgt E J Paige (hit by flak, 1 engine u/s, returned safely)
PZ339 ‘T’ Sqn Ldr W P Kemp / Flt Lt R Peel
SZ985 ‘M’ Fg Off G L Peet / Fg Off L A Graham
NT123 ‘Z’ Flt Lt D V Pattison / Flt Sgt F Pygram (missing)

No 464 Squadron
PZ353 Flt Lt W K Shrimpton RAAF (Pilot) / Fg Off P R Lake RAAF
PZ463 Flt Lt C B Thompson / Sgt H D Carter
PZ309 Flt Lt A J Smith RAAF / Flt Sgt H L Green RAAF
SZ999 Fg Off H G Dawson RAAF / Fg Off P T Murray (missing)
RS609 Fg Off J H Palmer RAAF / 2nd Lt H H Becker RNorAF (missing)
SZ968 Wg Cdr Iredale RAAF / Fg Off Johnson
All aircraft took off at 0840; last back landed 1405.

No 21 Squadron
SZ977 Wg Cdr P A Kleboe / Fg Off K Hall (missing)
PZ306 Sqn Ldr A F Carlisle / Flt Lt N J Ingram
LR388 Sqn Ldr A C Henderson / Flt Lt W A Moore
HR162 Flt Lt M Hetherington / Fg Off J K Bell
No 21 Squadron records list only these four aircraft and crews above as taking part in this operation.
All aircraft took off at 0835; the three which returned did so at 1355.

Sources and further reading.

*1 Photograph in Public Domain, taken from Wikipedia 20/8/15

*2 For a more detailed explanation of the Anvil operation that killed Joseph Kennedy Jnr see  ‘Heroic Tales‘.

*3 Information from The National Archives, 21/8/15

A DUC, 2 Medals of Honour and Napalm.

/ Aviationtrails / 5 Comments

In Trails 27 and 28 we head back to  southern Norfolk, to the eastern side of Thetford Forest. We visit three airfields, each one tells a remarkable story of heroism, bravery and loss.

Our first, just to the north of Attleborough, was home to the mighty B-17s of the 452nd Bomb Group, 45th Combat Wing, 3rd Air Division, Eighth Airforce. We start off at the windy and open expanse that is Deopham Green.

RAF Deopham Green (Station 142).

Deophamgreen-9jul46

Deopham Green taken 9th July 1946*1

Deopham Green (Station 142) was built-in 1943, to Class A standard and consisted of the usual three concrete runways; the main of 2,000 yds running NE-SW and two further runways NW-SE and  W-E both of 1,400 yds. All three were linked by a perimeter track with fifty-one dispersed hardstands (forty-nine loops and two pans), and two T2 hangars, one to the north and the second to the south-west of the airfield. The accommodation sites, 13 in all, lay to the west and south-west and could accommodate around 2,900 personnel. A mix of communal sites, sick quarters and accommodation blocks were spread widely to avoid injury through attack. The bomb site and fuel stores were situated to the south-east well away from the accommodation area.

Deopham Green’s first and only flying resident for the duration of the conflict was that of the 452nd Bomb Group.

The 452nd BG was made up of four bomb squadrons; 728th, 729th, 730th  and the 731st, flying B-17Gs. A black square with a white ‘L’ and parallel yellow bands denoted the group, whilst individual squadrons were issued with the codes 9Z (728th), M3, (729th), 6K (730th) and 7D (731st), although these were not displayed on individual aircraft during the conflict. Instead, squadron codes were a bar and ‘+’ sign or combinations of each allocated beneath the aircraft serial. The B-17s of the 452nd were originally olive and grey factory finish, but in March 1944, they began using the more common natural metal finish.

Aug 2015 025

The main runway looking south-west. The adjacent road uses part of the original track.

They were activated on June 1st 1943 moving to Deopham Green later that year between December and January 1944. Their first combat mission was to be on February 5th 1944. They would attack strategic targets such as: Frankfurt, Regensburg, Kassel, Schweinfurt and the oil installation at Bohlen. They initially operated over northern France attacking airfields, bridges and coastal defences in preparation for the Normandy invasion; supported ground troops in the advance against Brest, St Lo and the Battle of the Bulge. They also struck sites in preparation for the Allied crossing of the Rhine.

The 452nd was one of the first groups to use Petroleum Jelly bombs, later known as ‘Napalm’, a weapon that was to prove deadly to its victims.

It was on November 9th 1944 that Lieutenants Donald Gott and  William Metzger Jr performed courageously earning  the Medal of Honor posthumously after they were killed nursing their crippled B-17 ‘Lady Janet‘ home from Saarbrucken. Their story is described in ‘Heroic Tales‘.

For their courage, the 452nd BG received their first Distinguished Unit Citation (D.U.C) on April 7th 1945 for their action against strong fighter cover and flak over the jet fighter base at Kaltenkirchen.  Mission 931 would see one hundred and forty-three B-17s take on FW-190s and Me 262s – the 452nd would lose four B-17s. This was to be the final D.U.C. of the entire conflict for any bomb group.

The 452nd flew their final operational sortie  later that month on the 21st April 1945, returning to the U.S. in the following August where they were disbanded on the 28th.

Aug 2015 010

The southern end of the main runway.

In total, the 452nd flew 250 missions dropping 16,466 tons of bombs and losing 158 aircraft. They had the unenviable honour of having more Commanding Officers than any other Bomb Group during the Second World War. They achieved a D.U.C and two posthumous Medals of Honour, their awards reflecting their dedication, bravery and sacrifices.

Sadly only one aircraft 42-39970, ‘E-Rat-Icator‘ of the 730th BS, was to survive every mission and return home to the United States. E-Rat-Icator completed an incredible 120 bombing missions, a major triumph for any operational aircraft only to be unceremoniously scrapped in December 1945.

B17

B-17, 42-39970, ‘E-Rat-Icator’ 730th BS, which was one of the first to use Petroleum Jelly bombs. This was to be the only aircraft of the 452nd to survive every mission and return home*2

At the end of hostilities the 452nd left the UK and Station 142 was handed over to the RAF 258 Maintenance Unit for care and maintenance. It was finally closed for good on New Years day 1948, the land was sold off in 1961 and returned to agriculture, a state in which it survives today.

Deopham is a windy and wide open expanse. Development of the site has changed little of its atmospheric feeling. If starting at the southern end of the airfield, the first signs we see are two small structures; a small sentry post and ground crew hut used during maintenance work. Both stand amongst the hedges overgrown and almost hidden, the sentry post very run down and its life is surely near the end. The hut fights on, albeit in a very poor state, and is now the home of farm machinery and stores, and is more likely held together by the weed than any orignal fixings. To your left, at the end of this small track is a loop dispersal, where the B-17s would have been worked on by the crews in the hut.

Aug 2015 013

A hut once used by ground crews, barely stands in the undergrowth.

Leaving here, head north, taking the road from Bush Green follow it round. You pass on your right the entrance to the former fuel dump, then you veer right, this is now the original peri track. Turning left, you pass a gate on your right,  this junction is the entrance to the bomb store . There is no longer any sign of the mass of munitions that once sat here, merely a concrete road and farm supplies. Continue heading north, you are now on the lower section of the NW-SE runway. A short way up, it crosses the main runway, remains of the original can be seen on both sides of the road, its width giving an indication of the size of the aircraft that used it. From here, turn right and then drive along its length toward Deopham Stalland. This road utilises the main runway virtually in its entirety. The length of these concrete runways clearly visible, and in places, so too is the width, some 50 feet. Along here, the old sections that have not been covered in tarmac, run along side, and stopping off at any point allows you to stand and soak up the atmosphere of those lumbering bombers racing down the runway, labouring to get airborne with their mighty loads. At the end, you can see the last section stretch out before you, the weeds now taking over. Turning left will take you round the peri track toward the north-eastern side of the airfield and away from the site.

Aug 2015 034

One of the few remaining buildings fights the vegetation – Accommodation Site 7

Turn back on your self, drive down the ‘runway’ to the crossing point and then right and continue north. This is the secondary NW-SE runway once more. Most of this is now beneath the soil, but small sections can be see. Eventually you arrive at a small triangular grassed area. Three trees enclose a small memorial dedicated in May 1992 to the crews of the 452nd BG. A large concrete expanse to the right, the ‘car park’, are the remains of the original runway; from here it heads off to the north as a small track now frequented by dog walkers rather than heavy bombers. Carry on in a westerly direction toward the farm buildings. To your right a small track leads to where the control tower once stood. Sadly long gone, it was a standard wartime design to 12779/41, and was demolished after the land was sold in the 1960s. Behind here was the admin site, housing several dispersals and a blister hangar. All now gone and the land used for buildings owned by Stallard Farm.

To your left stood one of the two T2 hangars and other technical buildings, again mostly all gone today, those that are left are now part of the farm.

Aug 2015 040

Former Gymnasium and Chancery located on Site No. 5

Continue past this area and you come to a cross roads. Directly opposite to your right is the location of accommodation site 7. Heavily overgrown, it was the home to the 728th BS. The few remaining structures here are also nearing the end of their useful lives. Further on, are accommodation sites 8 and 9, only concrete and a few foundations remain, evidence of the huts that once housed crews here. Turning left at this junction, heading south, you pass Sites 4 (Communal) and 5 (Mess). Also here were sites 12 and the sick quarters 13. Here at site 5, there are a few buildings including  the former Nissen hut library, gymnasium and chapel, and former mess hall. These buildings are now owned by the Council and the Nissen hut still has today artwork paintings of ‘Robin Hood’ on the wall to the rear. A few other buildings survive around here in modern-day use. Others are mere shells and in great danger of falling down.

The former sick quarters (Site 13) still has buildings in use today.

Carrying on along this road and you leave Deopham Green through what was the main entrance. No visible sign of this remains today, the barrier and remaining accommodation sites to your right are all sadly long gone.

Deopham Green was a major airfield used by the Eighth Airforce for bombing missions over Europe. It supported ground operations, targeted transport and communication routes, and saw bravery beyond a scale imaginable today. It also led the way in new and devastating weapons that were to become commonplace in news reels in later years. It is amongst its wind-swept fields, sections of runway and small collection of buildings, that  remain the memories of those who never came back to tell the tale of the devastating war over occupied Europe.

On leaving Deopham Green, we head south again, to our next stop where the roar of radial engines has been replaced by the roar of motor racing. We visit the former American airbase at Snetterton Heath.

Sources and further reading.

*1 Photo in Public Domain, taken from wikimedia.

*2  Photo taken from Roger Freeman collection at http://www.americanairmuseum.com/media/10336

An airfield that holds a tremendous history, yet little exists.

/ Aviationtrails / 6 Comments

In this revised trip, we go back to Woodhall Spa, and visit the former Bomber Command airfield, famed for its crews, missions and aircraft. Woodhall Spa is a remarkable airfield, yet it is hardly known, or recognisable today.

RAF Woodhall Spa was originally built as a satellite to RAF Coningsby a short distance away, and opened on 1st February 1942. It was built with three concrete runways; two of 1,400 yds (1,353 m) and a third and main runway of 2,000yds all 50yds (46 m) wide. The site like other Standard ‘A’ class airfields had two T2 hangars and one B1, thirty-six pan-style hardstands and numerous support buildings scattered around its perimeter. Accommodation was spread over 7 sites, along with a WAAF, sick quarters and 2 communal sites all located to the south-east. The technical and administrative sites were also to the south-east side of the airfield between the accommodation areas and the main airfield.

A bomb store was well to the north and the main entrance to the north-west. A range of accommodation and technical style huts were used, Laing / Nissen / Seco and a Watch Tower to drawing 15956/40.

aerial photo of RAF Woodhall Spa

An aerial photograph of Woodhall Spa taken post war. The B1 and T2 hangers can be seen to the north-west, a further T2 to the south. The accommodation block are below the frame. (Taken from a photo at the Thorpe Camp museum).

One remarkable features of Woodhall Spa was the installation of six arrester gear units on the runways. These were designed to prevent aircraft overshooting the runway and were installed during the building programme. Some 120 units were manufactured in all but only a handful of sites had them. On October 22nd 1942, the Woodhall Spa units were tested using an Avro Manchester from the Royal Aircraft Establishment and all went well. However, as the war progressed, reservations were registered about such a technique and the units were never used ‘operationally’ in any of the allocated sites.

At the same time that Woodhall Spa opened, the newly equipped Lancaster (Mk I & III) squadron, 97 Sqn, moved from RAF Coningsby into RAF Woodhall Spa and within a month were flying operations from their new home. However, their first operation, mine laying, was to be fatal for three aircraft, cashing on the journey home. This was not to be the general theme for 97 Sqn though. For the next year they would prove themselves more than capable, hitting many targets accurately with bravery and courage.

Lancaster Mk I ‘R5495’ OF-N of 97 Sqn Woodhall Spa, bombs up. This aircraft was shot down over Essen 8th/9th June 1942, the crew were all killed.*4

The following March (1943) the main bulk of 97 Sqn moved to Bourn to form part of the new Pathfinder force, with detachments at Graveley, Gransden Lodge, Oakington and a further section remaining at Woodhall.  On April 18th 1943, 619 Sqn was formed from the Woodhall Spa detachment retaining their Lancaster Is and IIIs. However, their stay was very short; they moved out to Coningsby in January 1944 and were replaced overnight by the famous 617 (Dambusters) Sqn*5.

During their year here, 619 Sqn would prove themselves further in raids over the Ruhr, Düsseldorf, Oberhausen and Krefeld. Casualties were light during these early missions, but in the following August (1943) the RAF a mounted a massive raid consisting of 596 aircraft on the V2 rocket site at Peenemunde. Three of the twelve aircraft sent by 619 Sqn would fail to return.

Bomb Shelter now flooded.

The bomb shelter now flooded and inaccessible.

When 619 Sqn moved out, 617 Sqn moved in. Lead by Group Captain Leonard Cheshire, 617 Sqn were the elite of 5 Group, Bomber Command and accordingly were to be assigned some of the most difficult and outright dangerous precision bombing missions.

Throughout 1944, 617 Sqn would have many near misses, and losses, ranging from low-level bird strikes to fighter attacks and flak. Targets varied considerably including those at: Limoge (aircraft engine factory), the Antheor Viaduct, Albert, St. Etienne and Metz (aircraft parts factories); many using the new ‘Tall Boy’ 12,000lb bomb.

On 15th April 1944, 617 Squadron were joined by 627 Sqn and obtained some D.H. Mosquito VIs, using these to good effect in the Pathfinder role while their Lancasters continued with the bombing. In June, they had a small respite from bombing missions and on the day of the Allied Invasion, they were tasked with dropping ‘Window’ over the Pas-de-Calais to fool the Germans into believing the invasion force would strike there.

Nissen Huts

A handful of huts and buildings remain.

Throughout the remainder of 1944, 617 Sqn continued to use ‘conventional’ and Tall Boy  bombs on prestige targets like U-boat pens and the Samur Tunnel. Cheshire found himself handed a P-51, and after having it unpacked and engine tested, he used it to mark a V1 target to which 617 struck a devastating blow.

Further major targets were to befall the wrath of 617 Sqn. Flying 2,100 miles to a forward operating base at Yagodonik with Lancasters from 9 Sqn, they attacked the German main Battleship the ‘Tirpitz’. During the mission, for which they had long-range fuel tanks, of the 38 aircraft that set off, six were to crash on the outward journey, one turn back and one to crash on the return. The Tirpitz however was to remain ‘unsinkable’ for some time. It would take two more return trips by 617 Sqn from Lossiemouth to finally sink the ship, the last being on 12th November 1944, with the loss of 1000 German sailors.

Bombing and pathfinder operations for Woodhall spa crews continued right up to the end of the war. Early that year they would start to use the new ‘Grand Slam’ 22,000lb bomb, with their last operational fatality being on 16th April 1945. That was not the end for Woodhall Spa though. The famous Guy Gibson drove here and ‘borrowed’ a Mosquito of 627 Sqn against a backdrop of changed minds, mishaps and misjudgements, the resulting crash leaving him dead.

DSC_0181

Brick walls outline former structures.

Woodhall closed soon after the war ended, but it was identified as a suitable location for Britain’s air defence missile the ‘Bloodhound’ and on May 1st 1960, Woodhall Spa became the base of 222 Sqn with Bloodhound MkI missiles. These were disbanded in June 1964 and replaced by Bloodhound Mk IIs of 112 Sqn on November 2nd 1964. These stayed until 1st October 1967 when they moved to Episkopi in Cyprus.

After the removal of the Bloodhound squadron, the RAF continued to use a small site near to the main entrance, utilising the 617 Sqn T2 hangar and other ancillary buildings as an engine maintenance and testing facility. This too has since closed and the main use is now as a quarry.

Thorpe Camp (RAF Woodhall Spa)

Map showing the location of the Bloodhound Missile Site (Photo of the display at the museum)

A long and distinguished life, Woodhall Spa’s operational losses totalled 91 aircraft, of which 74 were Lancasters and 17 Mosquitoes. Daring and brave crews, they gave their all for freedom and the love of flying.

Today little exists of this former airfield. Being a quarry and partly MOD, much of the  land it is not accessible to the general public. Most of the buildings have long since gone and the runways mostly dug up. A few minor concrete ‘side roads’ are in situ and with searching some evidence can be found. The tower was demolished just after the war as were many of the other buildings and huts. Steps have now been taken to turn whats left into a nature reserve (see post dated 4th July 2015) and a memorial has been placed at the intersection of the runway remains. The best remnants can be seen a little way to the south-east at the former No 1 communal site at Thorpe Camp (see below).

Former NAAFI

The former NAAFI for 469 airmen and 71 officers.

A small number of buildings remain here utilised now as a museum. These include a war-time NAAFI able to accommodate 469 airmen and 71 officers, the ablutions block, ration store and various Nissen huts. A bomb shelter is also here, now flooded and blocked off along with other part brick structures.

In the adjacent woods, the airmen’s quarters and other buildings can be found, now derelict and in a dangerous condition. Odd buildings are scattered about the various sites but these too are few and far between.

Considering the history of Woodhall Spa, the men who flew from here, the operations they undertook, the testing of revolutionary equipment, the new and deadly bombs, it has suffered possibly greater than most and much of this history, if it were not for the Thorpe Camp museum, would now be lost forever. Now it has become a nature reserve in part, then maybe, just maybe, the footsteps of those who were stationed here may once again be walked by others and their memories brought back to life.

Sources and further Reading.

*1 Author unknown, photo from http://www.aircrewremembered.com/hughes-mervyn.html, August 2015

*2 617 Squadron are most famous for the raid on the Ruhr dams in Operation Chastise ‘Operation Chastise’ carried out on 17 May 1943 under the command of Wing Commander Guy Gibson.

This is an updated trail part of Trail 1 Lower Lincolnshire.

Amongst the Rabbit holes and bracken stand the bomb stores of yesteryear.

/ Aviationtrails / 4 Comments

Trail 13 continued around the western edges of Norfolk, near to Thetford Forest and the heaths of Breckland. Here, not from Thetford, is an airfield left over from the latter parts of the war. Seeing both RAF and USAAF personnel, it was often boggy and wet, but that didn’t deter those brave young men who fought for freedom.

Now an Army training camp, what’s left is being attacked by another enemy. We return to Southern Norfolk to complete an earlier Trail.

RAF East Wretham (Station 133)

Originally built-in the early part of the Second World War and opened in March 1940, East Wretham was designed as a satellite to RAF Honington with an all grass runway running NE/SW, 2 x T2 hangars, various defence pillboxes, support buildings and a number of blister hangars. At Honington, a newly formed 311 (Czech) Sqn was formed (29th July 1940) flying Wellington ICs, and they utilised East Wretham as a dispersal until August that year, when they permanently moved in. 311 Sqn carried out night bombing duties for the duration of the time they were here, but then in 1942, Wretham’s status changed once more. 311 sqn moved out and East Wretham became a satellite for Mildenhall taking in 115 Sqn on the 8th November, with their Wellington IIIs. The following March (1943) these were replaced with the rarer Lancaster MkIIs and these remained here in the night bomber role, until a further change in August 1943 when 115 sqn moved to Little Snoring and the site passed to American hands to become Station 133.

rear-turret-of-Lanc-lost-595x478

Avro Lancaster B Mk II, DS669 ‘KO-L’, of No. 115 Squadron, was hit by bombs from an aircraft flying above. durinhttps://aviationtrails.wordpress.com/wp-admin/post.php?post=1422&action=editg a raid on Cologne on the night of 28/29 June 1943. The tail gun and gunner were both lost. (Author unknown)

Now home to the 359th Fighter Group,  it hosted the big heavy P-47 Thunderbolts of the 368th (code CV), 369th (IV) and 370th (CR latterly CS) Fighter Squadrons and so had to have steel matting runways laid to accommodate their heavy weight on the soft ground. Used primarily for bomber escort, the 359th FG would fly escort to targets in nearby France. However, in April 1944 the P-47s  were replaced with the more agile P-51s which allowed them to penetrate deep into the heart of both Germany and Poland. A task the ‘Mustang’ became famous for. During the Allied invasion of Normandy the 359th attacked bridges, locomotives and supported bombers hitting targets around the invasion area. As the invasion force got a foothold in France, the three squadrons of the 359th returned to long-range bomber escort duties, taking part in raids over Ludwigshafen, Frankfurt, Berlin and Merseburg. During August 1944, the group supported the operations in ‘Market Garden‘ and later that year the Battle of the Bulge in the Ardennes.

Wetmore

Maj. R. Wetmore, of the 370th FS, in front of P-51B (42-106894) ‘CS-P’. on the shoulders of his ground crew*1.

On 11th September 1944, the Green nosed Mustangs of the 359th really made their mark when they shot down 26 enemy fighters; for this, they received the Distinguished Unit Citation (DUC). The determination shown by the 359th resulted in many outstanding pilots. One, Maj. Raymond “X-Ray Eyes” Wetmore became the 359th (370th FS) top ace scoring 21 victories – his last being an Me 163. Flying in P-51 “Daddies Girl” named after his daughter, he received numerous awards and by the end of the conflict had completed 142 missions covering 563 combat hours.

Aug 2015 002

The old part remains cordoned off.

This attitude to the war, gave the 359th a worthy credit of 263 aircraft shot down with over 100 more being destroyed on the ground. In the 346 missions they flew, they lost a total of 106 of their own aircraft.

In November 1945 the USAAF left and no further flying took place at East Wretham . The airfield reverted to 12 Group (RAF) ownership, then in May the following year, it was handed back once more to Bomber Command . Within a month the site was handed over to the Technical Training Command and finally East Wretham became a Polish resettlement camp for those personnel who were unable to return home. When they had all finally be moved on, the majority of the site became what it is today, used by the British Army as part of the massive Stanford Practical Training Area (STANTA ) for manoeuvres and live firing training.

Aug 2015 015

The bombs stores blast walls are still intact – just.

Today most traces of the airfield as it was are gone. A number of buildings notably a T2 hangar and several Nissen huts survive on what is now farmland or in the military camp. The unique Watch Tower was demolished after the war as were many of the other ‘temporary’ buildings. Now used by STANTA, a mix of old and new are intertwined and the majority stands on inaccessible military ground.

Perhaps the best and by far most accessible examples of East Wretham’s past, is the bomb site which forms part of the East Wretham Heath Nature Heritage Trail. Access is to the south of the site just off the main A1075, Thetford Road. A two-mile walk though Heath land, it takes you right through the original bomb store. An area of natural beauty, famed for its wetland and ancient flints, you can easily find the many blast walls and small fusing buildings still there. Also traceable are the tracks that once took bomb loaded trailers to the airfield across the heath. Many now buried under the acidic soil, their existence evident in exposed patches of bare concrete.

Aug 2015 020

The decay is evident throughout the bomb store.

All these stores are being gradually reclaimed by nature, trees and rabbit holes have both played taken their toll, the layout is still discernible and whilst much of the brickwork is intact, the warning signs are there and they are crumbling fast.

A small airfield, East Wretham was never considered the most ‘homely’ of sites. Often wet and boggy, it was one of the less well-known and less famous places to be used. But the courage and determination of those who served here both RAF and USAAF, went a long way to helping defeat the tyranny that stood facing us across the small section of water not so far away.

To see the other sites on this Trail, Old Buckenham and Tibbenham, go to Trail 13.

Sources and further reading:

*1 Photo: 359th Fighter Group Association, accessed at http://www.littlefriends.co.uk/

1940s revisited

/ Aviationtrails / 10 Comments

A little more light-hearted look at the 1940s away form the disused airfields of Britain.

These last two years have been significant years in terms of both the First and Second World Wars. With the 100th anniversary  of the start of WWI last year, the 75th anniversary of the Battle of Britain this year, VE-day and of course to come VJ-day commemorations, there has been an understandable increase in interest in all things Second World War.

One thing I have noticed in particular, is the increase in numbers at 1940s weekends, in both participants and visitors.

DSC_0008

Vehicles of all shapes and sizes came for the weekend.

I myself have been to two recently, and at one I got the chance to sit in a Spitfire cockpit. Not something you do every day!

I know these events are not to everyone’s taste and some will groan at the thought of it, but I do think there is an historical value to them. Many of the participants only use genuine clothing or equipment, much of what you see is rare and in all cases they are only too keen to talk about what they have, its history, how and where it was used and in some cases, allow you to hold the articles in question.

DSC_0010

The rumbling of tanks could be heard once more.

From another perspective, and for those of you who know my day job, there are too, a growing number of children attending these events which I believe is a good thing as it brings history to life – something that is very difficult in a school classroom. A gun in school? I can see the headline now!

Two events I recently attended, both for different reasons, were at Woodhall Spa and Baston, two small villages in ‘Bomber country’, Lincolnshire.

Woodhall Spa was the home to the Dambusters, and for one weekend each year the entire village steps back in time to the 1940s. A second invasion occurs. Walking along the high street is like walking along in 1940, uniforms of every description can be seen, from RAF aircrew to British Army, U.S. infantry, Canadian, and even a variety of Russian, Luftwaffe and German infantry. Even the 1940s housewife, ‘spiv’, Firemen, Policeman and Milkman are represented in full 1940s attire. Many of the vehicles that line the numerous side streets are authentic World War II vehicles, half-tracks, trucks, endless jeeps and even the odd small tank driven here on trailers or under their own steam. Owners have taken a lot of time and money to get them rebuilt and keep them going.

DSC_0018

Re-enactors were everywhere

At the Petwood Hotel, used by 617 Squadron as a mess and officers quarters, there are re-enactments, talks and even ‘briefings’ in a 1940s style. The BBMF perform short displays over the grounds of this small village adding to the feel and as always people stop and watch in awe as once again a Spitfire, Hurricane and Dakota fly low over the streets of this small Lincolnshire village.

Inside the Petwood, you can wander the rooms that 617 Sqn once wandered by Guy Gibson and his crews; drink a tea or refreshing beer in the same room they did. The Squadron bar, displays numerous letters, photographs and other memorabilia connected with 617’s stay here. It is a remarkable place to be, knowing you walk the same ground as those special crew members did some 70 years ago.

July 2015 008

The Squadron bar.

Outside in the manicured gardens among the rhododendrons singers perform the many songs that inspired a nation, bolstered our morale and kept us going through those dark days of the Second World War. The feel is very much 1940s.

DSC_0001

Spitfire that is about 80% original.

Baston was very much the same. A large participation of re-enactors, vehicles and uniforms, many rasing money, good money, for War Veterans – a valuable cause I’d say. But it is the most odd feeling to walk amongst uniforms that once fought to the death and that were feared by those who were governed by them. In the summer and autumn of 1940, Britain came so close to being invaded, today an invasion has taken place.

Whether you like them or not, these events do have a place in our ‘living history’ and thankfully now, at least, it is on friendly terms.

Memorial Garden Opening 

/ Aviationtrails / 8 Comments

Mixing my day job with my hobby is not usual but I felt this was more than worthy of a post.

For some time now I have been toying with the idea of a Memorial Garden at school tied in with the various topic work that we have been doing, which is linked to both the World War I and VE-day commemorations.

The idea really came to fruition in sort early last year when I approached the head of the school and put the idea to her. With enthusiasm the go ahead was given and the children were approached with the idea as an after school club. A small group volunteered to help and we began planning.

On June 18th 2015 the plan finally came together.

The Memorial at the Centre of the Garden.

As people arrived they were greeted with refreshments and displays of work, photos of family members along with artefacts gathered or brought in by friends and parents. My good friend Kevin Fleckner brought four original uniform and bits from a crashed B-17 for us to show.

At 17:15 two RAF Tornado jets from RAF Marham flew overhead. The first low and slow, the second 15 seconds behind, higher and much faster with her wings swept. Over the school, she banked and the crowd waved. The event had opened.

The head then read a short introduction and it was my turn. I have to tell you that public speaking is not my forte and whilst I had been a little nervous I stood at the podium and the nerves vanished. My speech went thus:

June 18th 2015 is a special day. Not just because we’re opening this beautiful space, but for several iconic reasons. 200 years ago today the British and French forces were locked in arms at the Battle of Waterloo. 75 years ago today Winston Churchill made his famous “this was their finest hour” speech. Two dates that will go down in history as both important and momentous.

But these ae not the only significant dates in history.

100 years ago last year in 1914 young men in their thousands signed up with excitement for what they thought would be the war to end all wars. However, the war they thought would be over by Christmas went on for four long years. In the killing fields of Flanders, young men, many barely older than 16 or 17 were slaughtered in their thousands, living in mud and rat infested trenches very few were to survive. If not killed by the constant shelling, sniper fire or the slow march through no man’s land, many would suffer shell shock, a brutal psychological illness that would eat away at the very heart and soul of the young men. Eventually, in 1918 the First World War ended, the guns fell silent and Europe could finally begin rebuilding once more.

Sadly man’s inhumanity to man was to raise its ugly head again. In 1939, Europe was plunged once more into war with the German invasion of Poland. As The mighty Nazi war machine blitzkrieged its way across Europe, the British Armed Forces once more fought bravely in the name of freedom and democracy.

From the beaches of Dunkirk to the defence of Britain in the skies over Kent, the landing grounds of Normandy, to the battles in the Ardennes, Arnhem, over the Rhine and eventually the battle for Berlin itself, the brutality of war would once more be seen again.

The civilian population of Europe was to suffer greatly too. The blitz of our cities and the bombing of European targets that killed thousands upon thousands as bombs rained down from the sky. The concentration camps, death camps and prisoners of war camps saw a brutality on a scale that was and still is, incomprehensible.

From the hot deserts of Africa through the warm seas of the Mediterranean to the freezing conditions of the Arctic convoys, young men would bravely fight without question many paying the ultimate and final sacrifice.

Eventually, on 8th May 1945, the war in Europe finally ended and Peace reigned once more. However, the killing went on in the Far East. On the Pacific Islands of Okinawa, Saipan, Iwo Jima and Guadalcanal, The fighting continued in some of the most brutal conditions known to man. Eventually on August 15th 1945. UK time, following the Americans dropping the world’s most devastating and horrific bombs on Hiroshima and Nagasaki, war was declared finally over. The world has now entered the atomic age and six years of war had left it scars across Europe, the Middle East, The Far East, in the waters of the Atlantic and Pacific Oceans and across both the northern and Southern Hemispheres. Across the world millions lay dead, injured, homeless or orphaned. In the words of our distinguished guests here today “There are no winners in war.”

If there is one thing that history can teach us, it is that man is unable to live at peace with his fellow-man. Whether it be disputes over territory, natural resources or religious ideologies, War has continued to be fought and young men and women have continued to die.

In post-World War 2, the world lived on a knife-edge; the Cuban missile crisis being the ultimate stand-off between the east and west. From Korea and Vietnam to the Falkland Islands, the Middle Eastern countries of Iraq and Afghanistan, Britain and her allies have continued to fight for peace and democracy something we here take very much for granted.

It is in the name of these young men and women that we have built this memorial garden, so that their memories and their sacrifice may live on in the hearts and minds of future generations. It is so that we can pay homage and remember the dedication, bravery and self-sacrifice that they have shown so that we may live today without fear and in freedom.

It is to these people that I say thank you. Thank you for willing to lay down your life so we may freely speak out against injustice. To those who never came home, who paid the ultimate sacrifice, may you forever rest in peace. Thank you

Next one of the children read what the garden meant to him. Un-nerved by the occasion, he told how his father passed on his grandfathers tales of the war, how it means he can enjoy the peace and tranquility and he made a remarkably moving speech from the heart.

We then had a young lady from the group read in full the Robert Lawrence Binyon poem ‘For the fallen’. Short gasps from some of the audience told me they didn’t realise where the Remembrance Day words came from as it appears in the middle of the poem. She too read fluently and without falter, quite an achievement. Both these children were only just 10/11 years old.

A blessing by the vicar led us into the last post and a two minutes silence for those who had paid the ultimate sacrifice. A number of visiting Vets saluted, the Air Training Cadets lowered the colours and all went silent. Not a sound bar the cool wind in the adjacent trees.

My Good Friends Baz and Helen, whom helped enormously, John and Tony the Veterans and Kevin, who brought a number of uniforms and bits for us to display.

After the reveille the colours were raised and the two veterans invited to open the memorial officially. One Tony, a Normandy D-day+1 vet and the other John, who fought from Africa against Rommel’s Tigers, through Italy up into the continent, stood either side. As they lifted the flag, John declared the garden open to applause from the gathered audience. The children then sang unaccompanied Vera Lynn’s “We’ll meet again”; many from the audience joined in. The event closed and photos were taken around the memorial.

I estimated around 150 people, which for a small school of 68 children is remarkable. We had veterans from Cambridge a good hour and half away,  visitors from Northampton another similar distance and a large number of folk from the village turn up.

The seating before people started to arrive. There were many more standing, being a small school. we simply didn’t have enough chairs!

The feedback from visitors was superb and everyone was buzzing.

A real team effort, the long evenings, the hard work and recent battle against moles had all been worth while.

We had texts and emails from those who were there praising the efforts. It all worked out far better than even I had envisaged.

We shall miss it. We had great fun, even the odd beer or two, but it has been a real bonding exercise, we have become a little ‘family’ and are really proud of our achievements.

I passed on the good wishes to the children whom I think are quite overwhelmed themselves. They did a fantastic job and were superb role models for others to follow.

The Garden as it is today. We shall seed the outside, and continue the fight with the moles. An area for relaxation and thought.

We shall continue to nurture and maintain the Garden and watch it grow. The children use it already and do enjoy it. The rose in the crown were the poppies. Made out of clay, they are all handmade by the children mounted on metal rods and bunched in groups of 3 or 4. They do look superb.

There were small stumbling blocks along the way, and these caused delays but none so great we couldn’t deal with them. All in all it went beautifully, far, far better than I ever imagined and the finished product, I hope you’ll agree, is stunning.

An article appeared in the paper on the following day, Saturday here’s a link.

RAF West Malling revisited. 

/ Aviationtrails / 17 Comments

Around two years ago, I visited West Malling airfield in Kent to see what was left of this once historic place. Surprisingly, quite a bit did still survive albeit hidden amongst new buildings and office blocks.

Many of the ‘H’ blocks were left as was the Officer’s quarters and the control tower. The tower was shrouded in scaffolding and well hidden in the depths of a housing estate.

This May, I was in the area once more and decided to pop in and see what had become of the tower. Was it an office block, a museum dedicated to the men and women who were stationed here, or a modern cafe with retro decor? It was actually a bit of all of them.

Let me explain. The ground floor is partly a Costa Coffee shop with its ‘modern’ interior, but the original walls and windows are still used. A 1940s building, they have decorated the walls with photographs taken during West Malling’s operational time. I have to admit it is rather tasteful for a coffee bar, and they have maintained the feel quite well.

The outside provides a quiet seated area.

Next door, is a property development company,  who occupy both the ground and upper floors. The ground floor entrance is a small reception in which hangs a number of large photographs, again taken from West Malling’s operational time. There are no captions to the photographs but as a visitor, you can freely browse them, or at least I did and the lady behind the reception desk didn’t seem to mind.

There still remains a fair amount of scaffolding around the top of the tower, but the overall building refurbishment seems to be complete. Even the garden area to the front, adorned with children’s comments from airshows long gone, are tastefully cared for. Whilst they have made every endeavour to preserve this historic building, it is somewhat enclosed by houses and a large supermarket. There is no reference to what role the building played or even why it is here. The whole area has been rebuilt with upmarket restaurants and boutiques and all looks very pleasant. I do wonder how long it will retain this stylish appearance?

The cafe uses the original windows and walls, displaying photographs from an era long gone.

When I was there in 2013, I distinctly remember seeing a ‘blue plaque’. These are given to specific buildings to identify them as a site of special historical interest. On visiting this time, I could not find it and as a last resort stopped and asked a suited gentleman if he knew where it was. He introduced himself as the Estates Manager and said there is no blue plaque. Maybe I was mistaken. He then proceeded to tell me that the building I was sat outside of, was the original officer’s mess and that he would show me around if I so wished.

The Officer’s Mess. The board dedicating it to Guy Gibson, is to the left of the door.

I of course jumped at the chance, and he took me around to the front of the building and showed me a board naming the building as the ‘Gibson building’ in dedication to Guy Gibson.

He unlocked the doors and we went in. The walls here are adorned with photographs, squadron badges and other personal items from those who served at West Malling during its operational time. We then went through further doors into what was the billiard room. The gentleman explained that all the wooden doors, skirting and ceiling decorations are original. He also said that the fireplace was original too and that the lighting whilst not, was the same design and shape as the original lighting.

The local toilets reflect the tower’s design.

Then we walked through to what is now the council meeting room, he again explained that the doors and ceiling decorations were originals. He went on to explain that the fireplace here too was original and showed me a photograph of the room as it was before closure, it was indeed virtually identical – all apart from the modern furniture.

We then went to what is now the public reception at the back of the building, passing on the way, the dining room. This has been made much smaller with a false wall but again much of the 1940s architecture is still evident.

“These buildings are now grade 2 listed, and as such cannot be altered without permission” he explained, and he went on to describe how on some of the buildings you can still see traces of the original camouflage paint work.

A closer look reveals the original camouflage paint.

He went on to tell me the stories behind a number of the photographs on the wall. How they got them from local people and who they were of. I asked him about other remaining buildings on the site, and he explained how all other minor structures and hangers were long since gone; this building, the ‘H’ blocks, and the control tower being the only surviving buildings.

We talked about properties near to the site such as the local pub “The Startled Saint”, which was built to keep the RAF personnel ‘on base’. He also mentioned the initial officer’s quarters, now a private residence, which has on one of the ceilings, all the names of the crew members written with candle smoke. Apparently this property is open once a year for public viewing!

Before we said our goodbyes, he gave me a booklet written in 1989 to commemorate the life of West Malling airfield and the crews and personnel stationed here before its closure.

I did not get his name, but he is the Estates manager for the property, now owned by Tonbridge and Malling Borough Council, and I am truly grateful for the time he took to explain everything to me and for the booklet which I shall read and keep with pleasure.

I can certainly say that whilst the majority of the airfield has gone, what they have done with these last few buildings is both a surprise and real pleasure to see. They have tried to retain the original identity of the airfield through its architecture and road names. A number of small notice boards detail the events that occurred here from its inception until its final closure in the 1990s.

Whilst flying has long since ceased and all major features are gone, West Malling as an airfield has died. However, the centrepiece of this site, the fabulous memorial of the sculpted airman running for his plane, and the tastefully refurbished buildings, not only hold many secrets and tales, but give a hint of the atmosphere of this once historic and important Kent airfield.

West Malling was originally visited in 2013, in Trail 4. I shall be updating the trail shortly as a result of this latest visit.

RAF Foulsham, North Norfolk, Trail 22

/ Aviationtrails / 24 Comments

The first airfield in this Trail reveals some excellent examples of wartime architecture. A short life, but an important one, it saw a wide range of aircraft undertaking some ground breaking activities.

We visit RAF Foulsham.

RAF Foulsham

ROYAL AIR FORCE BOMBER COMMAND, 1942-1945.

Halifax B Mark III, MZ817 ‘DT-O’, of No. 192 Squadron RAF after crash-landing while taking off from Foulsham, on a radar surveillance sortie. 9th December 1944*1

Foulsham, like many of its counterparts in this region played a major part in the electronic war, monitoring and jamming radar transmissions for larger formations of bombers. Despite this important and ground breaking role, Foulsham had only a short operational existence.

Built in the latter parts of 1941, Foulsham had three runways, 37 dispersals and 9 hangars. It was initially opened with light bombers of 2 Group Bomber Command. These were primarily Mitchell IIs of 98, 180 and 320 Squadrons; 320 being formed entirely of Dutch personnel. A detachment of Glider storage and maintenance personnel from 12 GMS were also at Foulsham between April 1943 and March 1944 preparing and maintaining Horsa Gliders for the forthcoming Normandy invasion. In this same year, on September 1st, 3 Group Bomber Command took over responsibility of Foulsham and the much heavier Lancasters of 1678 HCU (Heavy Conversion Unit) and 514 Squadron arrived for operational duties over Europe. One month later, the American 375th Servicing Squadron (SS) arrived and began modifying de Havilland’s ‘Wooden Wonder’ the Mosquito, for photographic reconnaissance duties, a role the Mosquito excelled at.

RAF Foulsham

One of four T2 hangars.

Once more, Foulsham changed hands and it became part of the now familiar 100 Group, who were dominating this area of the country. 192 Squadron arrived with a variety of aircraft, the HP Halifax, Mosquito, Anson and Wellington for electronic warfare operations.  Other squadrons soon joined them, and Foulsham became a large operational base shrouded in secrecy. Between 1943 and post conflict in 1946, more Wellingtons, Mosquitos, P38 ‘Lightnings’, Stirlings and Halifax IIIs arrived all becoming common place in the skies over Foulsham as they gathered information, trialed radio and electronic jamming operations and evaluated new methods of electronic warfare.

Foulsham was further graced in 1944 with the installation of FIDO, the fog clearing system, a method designed to burn away sufficient amounts of fog to enable a safe landing in difficult conditions; not always successfully. However, despite all this, Foulsham’s operational life was soon to be cut short and in June 1946 it was closed to flying duties, whereupon it became the final resting ground for a large number of Mosquitoes prior to scrapping. Foulsham remained ‘in-service’ until 1955 with the US Army, and then in the hands of the MOD until deemed surplus to requirements, it was finally sold off in the 1980s and its doors closed for the last and final time.

RAF Foulsham

A workshop nestled between two refurbished T2s.

Many of Foulsham’s buildings have surprisingly withstood the test of time. Whilst the runways have all but gone, now farm tracks and tree lines, some of the buildings do still remain and even from the roadside, you can see what must have been a remarkable place during its short, but hectic life. The road passes along the eastern side of the airfield, here, you can still see a number of the original T2 hangars, 3 in total, now utilised by a local potato business. (‘Addison Farm’ as it is aptly named, is in recognition of Air Vice Marshall Edward Barker Addison, the only person to Command 100 Group*2 during the war). Whilst two of these hangars have been re-clad, the third is still in its original metal. Hidden amongst these structures, are some of the original technical buildings, again some refurbished some original. The mass concrete bases signify the manoeuvring areas linking this area to the main section of the airfield to the west.

RAF Foulsham

A fourth T2.

At this point, there was until recently, gates separating the dispersal area to the east (now farm dwellings) to the hangar area on your left. During the War, this road was surprisingly open to the public and aircraft would be manoeuvred across the road, traffic being halted by an RAF Policeman.

Further to the north, beyond this area passing an air raid shelter, is the original entrance and further technical area.

A pill-box, marks where the main entrance was. Turn left here and follow the road west. To your right you pass the original Fire Tender shed, a B1 hangar and other minor buildings in varying states of disrepair. To your left, a further T2, partially refurbished partially original. Further along, the road crosses the original N/S runway, full width remnants to the right and a tree-lined track to the left mark clearly where the enormous concrete structure was laid. The road ahead, is the where the 08/26 runway ran as it disappears over the brow of the hill. The road then turns away north leaving the runway and airfield behind you.

RAF Foulsham

The original Fire Tender shed.

As with all airfields, the accommodation blocks and bomb stores were scattered well away from the main airfield. With some searching, evidence of these may be found amongst the hedges and trees, public roads utilising the concrete sections of RAF road laid down originally.

Whilst the main layout of Foulsham is difficult to see from the road, the last remaining buildings have fared quite well and remain some of the better examples of original wartime architecture. There is a distinct ‘feel’ to the site that transforms you back in time to the days when heavy bombers and lighter twin-engined aircraft would rumble along its runways. Recent and ongoing development work by the farmer seems to be sympathetic and ‘in tune’ with the site, many buildings being reclaimed from nature and now ‘on show’ to the passing public. Whilst all are on private land, they are easily seen and it seems that there may be a winning formula here that other land owners could quite easily follow and preserve what is left of our disappearing heritage.

RAF Foulsham

The remains of the 08/26 runway.

The wartime memories project, has a section focusing on RAF Foulsham and people trying to trace crew members who served there. It is worth a look through perhaps you may know someone from there.

In the nearby village of Foulsham, beneath the village sign, stands a memorial to the crews and personnel of RAF Foulsham.

From Foulsham, we head north-west, to a little airfield with the quaint name ‘Little Snoring’.

 

*1 photo from Royal Air Force Bomber Command, 1942-1945.© IWM (HU 60601)

A memorial for three aircraft that crashed close by.

/ Aviationtrails / 8 Comments

Trail 22 takes us to an area of Norfolk that is filled with narrow lanes, and ‘chocolate box’ villages with duck filled streams and babbling brooks running through the middle. An ideal and welcome break from the horrors of what was witnessed in the skies of occupied Europe all those years ago.

Travelling away from Great Massingham and West Raynham, we carry on east, toward Norwich and then take a left turn and head north. Cutting through the delights of Norfolk, we take in the last few sites that offer good examples of airfield architecture. Before reaching our first site however, turn off the main road at Weasenham St. Peter, for here is a small reminder of the terrible tragedies of war.

Nestled in the village is a small but poignant reminder of the dangers faced by the young men who flew in our skies. Once over friendly territory, crews would often feel safe knowing that ‘home’ was but a few miles away. However, for many the danger was not over yet.

A pyramid memorial in this quiet and almost insignificant village, identifies the crews of not one but three aircraft that crashed close by killing all onboard. From this point you can see the hangars of West Raynham dominating the skyline, an indication of how close to home these young men were.

Blenheim L8800, of 114 sqn RAF, crashed on 5th June 1942. On board were: Sg. F. Cooke, Sgt. J Wallbridge (VR) and Sgt. E. Kitcher (VR) all of whom lost their lives. On 17th October that year, a B25 Mitchell,  FL206 of 98 sqn RAF, crashed killing the crew: Flt. Sgt. D. Tanner, Sgt. E. Boreham, Sgt. L. Horton and LAC F Barnett all of RAF(VR). Finally on May 22nd 1943, close to his spot a Douglas Boston III, AL285 of 342 ‘Lorraine’ Sqn.  crashed killing all her crew, who were part of the Free French Airforce: Lt. M. Le Bivic, Lt. R. Jacquinot, Sgt. L. Cohen and Cpl. J. Desertlaux. All three aircraft were based at nearby West Raynham when the tragedies struck.

various 003

The memorial at Weasenham St. Peter. Behind you, are the not so distant hangars of RAF West Raynham.

A sad and terrible loss of life. When leaving here, return to the main road and head east to our first stop at RAF Foulsham.