Part 1 of this trail, saw how Scone began its life, and how through private enterprise, it developed into a pilot training centre for RAF pilots. As the need for pilots and navigators increases so does the work at Scone.
On September 3rd 1939, with Britain’s declaration of war, the training units operating on behalf of the RAF were immediately reorganised and re-designated, 11 E&RFTS becoming known more simply as 11 Elementary Flying Training School (EFTS).
This reorganisation of training schools also led to new aircraft, the Tiger Moths currently under civilian registration, were given military designations (BB672 – BB692) and the Hart trainers were replaced by Miles Magisters. Whilst ground crews remained as civilians, the instructors were drafted into the RAF and the school became RAF controlled.
Also at this time, Airwork formed and operated a further training unit here at Scone, 7 Civil Air Navigation School (CANS) flying Avro Ansons. Like 11 E&RFTS, they were, in October, disbanded and re-designated 7 Air Observers Navigation School (AONS), this new designation beginning on 1st November 1939. To fulfil their role, they would then take on eight Dragon Rapides, specifically to train new crews in cross country navigation techniques. After further expansion of both aircraft numbers and type, on June 1st 1940, the AONS was disbanded, further streamlining of training units meaning these needs were met elsewhere.
It was in these early war years that Scone almost became the hub for vital research into radar, when in late 1939, the Telecommunications Research Establishment (TRE) relocated here from Bawdsey Manor in Suffolk; mainly to be away from prying eyes but also away from the possibility of attack by German bombers. The pioneer of radar Robert Watson-Watt, grew up in this region and later went to University here, so it was a natural place to move the research to. However, once at RAF Scone, it was realised that the facilities were far to rudimentary and completely insufficient to accommodate the amount of work needed to carry out this vital research. So, in early 1940, the establishment moved again this time near to Swanage on the Dorset coast. Scone’s fifteen minutes of fame had sadly and quickly passed them by.
Then in early November 1940, 309 Squadron sent a detachment of Lysander IIIs to Scone. Only recently formed, they remained here for about six months, being primarily based at Renfrew where the Polish pilots found the number of woods and railway lines confusing. The sole purpose of 309 Sqn was as a Polish Co-operation unit to work in conjunction with the C-in-C of the Polish Army. It was unique in that it was ‘double’ ranked, having both British and Polish officers in charge, the idea being that once the Polish personnel were in place the British would be pulled out and the squadron would operate as an independent Polish unit. A series of training flights were carried out by the Polish pilots, but with lectures being carried out through a translator, it was often a difficult task to do.
In September 1941, ‘E’ Flight of 11 EFTS was used to form a new training unit, 5 Flying Instructors School (Supplementary) then again simply to the Flying Instructors School, finally becoming the Flying Instructors School (Elementary) from April 1942. The small number of resident pilot instructors flew Miles Masters and Tiger Moths training hundreds of pilots between them before the unit was eventually disbanded in November 1942.
Scone airport looking south in 1947. (@Britain from above)
The remainder of 11 EFTS continued on to the war’s end however, gradually being reduced in size as demand for new pilots decreased. Post war, in 1947, it was renamed as 11 Reserve Flying School (RFS) still operated by Airwork and still flying the biplane the Tiger Moth along with Airspeed Oxfords, Ansons and Hawk trainers. By 1954, the unit had wound down finally being disbanded that same year on the 20th June.
The immediate post war years also saw a huge closure of now ‘unwanted’ airfields, all surplus to requirements. Many were put into care and maintenance or reserved for future use should east-west relations diminish. RAF Errol, located to the east of Scone between Perth and Dundee, was closed and proposals put forward to turn it into a municipal airport for Perth and Dundee. This proposal allowed Airwork to put forward their own offer to Perth Town Council for the site at Scone, the offer (£54,000) was quickly accepted and the deal was finalised and ownership handed over on 31st July 1946, just four months after the initial offer was made.
The war’s end allowed many of the former civilian clubs to reinstate their operations, some though, were unable to due to high costs or lack of suitable facilities. The Strathtay Aero Club, who were one of the lucky ones, were once again able to continue their operations with Airwork at Scone.
Throughout the 1940s, a resurgence of public events saw many air pageants and displays take place across the country. At Perth, the Strathtay Aero Club in conjunction with Airwork, organised its first post war air display attracting around 10,000 spectators, highlighting the renewed interest in aviation at that time.
Amongst those present at the display on 16th August 1947, were the Lord Provost Ure Primrose and Air Marshal Sir Richard Peirse. Aircraft taking part ranged from Bleriot’s 1909 monoplane to a squadron of clipped wing Spitfires. A short film of the event is available to view through the British Pathe Newswebsite.
Thus renewed interest in civilian flying, allowed Scone (Airwork) to become the saviour of yet another civilian aeroclub, and another that had been forcible suspended by the war. The Scottish Flying Club (SFC), who were initially based at Renfrew and whose buildings 309 Sqn moved into, were closed following the declaration of war and evicted from their premises. After being ejected from their airfield, they found themselves in the awkward position of having nowhere to operate from and unable to afford the high fees being charged by many civilian operators in the immediate post war years.
Airwork allowed the SFC to use Scone’s facilities in such a way that Airwork made no profit out of the agreement. This was clearly a saving grace for the club who eventually joined forces with the Strathtay Aero Club later in 1956, to form a new organisation, The Scottish Aero Club, who would continue to operate from here at Scone.
But the RAF had not finished with Scone yet. In 1949, 666 Squadron was reformed at Scone as an Royal Auxiliary Air Force unit (RAuxAF) comprising of the 1966 Air Observation Post Flight (AOP), the 1967 (AOP) Flight at Renfrew and the 1968 (AOP) Flight at Abbotsinch. The squadron flew Austers Vs and VIs, in a cooperation role with Army units, but by 1957 all three flights, and thus the squadron, had ceased to exist when a letter, signed by the Queen, was handed to more than eighty senior officers of the RAuxAF, officially ending its existence as a military unit. With that, thirty-two years of history had come to an end, a history that had seen the RAuxAF take part in virtually all of Britain’s major air battles since 1925.
With the war over, the RAF’s need for pilots reduces dramatically and so does the need for supporting civilian operations. However, at Scone, operations go from strength to strength.
The full history of Scone can be read in Trail 56.
RAF Methwold was a small airfield that was never intended to be a major player in the Second World War, yet it would see some remarkable achievements performed by the people who were stationed there.
Once such notable person was Squadron Leader Leonard Trent V.C., who, on 3rd May 1943, took a squadron of Lockheed Venturas on a ‘Ramrod’ Mission to attack an electricity power station on the northern side of Amsterdam.
As part of a larger attack, it would not be a mission central to Bomber Command’s overall bombing strategy, but more a mission of support and encouragement to the resistance fighters bravely fighting in occupied Holland.
Trent (N.Z.248i) was born in Nelson, New Zealand on 14th April 1915 the son of dentist Leonard Noel Trent and his wife, Irene Violet Everett.
The family moved to Takaka when Trent was four years old where, a short while later, he would be introduced to flight, and a ride in a Gipsy Moth.
As an older child he attended Nelson College, a boarding school, where he took up golf, and rather that focus on his work, he focussed on his new found hobby which would eventually take him to victory in the Nelson Golf Club Senior Championship.
After finishing his studies, Trent worked in various jobs, saving steadily to reach his goal of earning a pilot’s licence. Once qualified, he returned to flying at Taieri near Dunedin, where a brief training course prepared him to join the RNZAF.
Following his Air Force training, he earned his wings in Christchurch in May 1938 – just one month before departing for England to begin service with the Royal Air Force.
At the outbreak of war he was sent with No. 15 Squadron flying the out-gunned and out-performed Fairy Battles, to France to carry out photo-reconnaissance sorties over occupied territory. As part of the Advanced Air Striking Force, he flew only one mission before the squadron would return to England (RAF Wyton) and change their Fairy Battles for Bristol Blenheim IVs.
After carrying out a number of low-level attacks, he was awarded a DFC for his part in the air war over Belgium, a career that preceded him becoming a flying instructor for RAF crews.
Wing Commander G J “Chopper” Grindell (centre), Commanding Officer of No. 487 Squadron RNZAF, with his two flight commanders in front of a Lockheed Ventura at Methwold, Norfolk. On his left is the ‘A’ Flight commander, Squadron Leader T Turnbull, and on his right is the commander of ‘B’ Flight, Squadron Leader L H Trent. (IWM)*1
In 1942 he returned to operational duties as a newly promoted Squadron Leader taking command of B Flight, 487 (NZ) Squadron at RAF Feltwell. At the time 487 were part of No. 2 Group and were in the process of replacing their Blenheims with Venturas. The squadron moved from Feltwell to Methwold in early April 1943. Little did they know that only a month later, the Squadron’s Operations Record Book would read: “This is a very black day in the Squadron history…a better set of boys could not be met in 30 years. Everybody is still feeling dazed by the news.”
As an experienced pilot Trent would fly several low-level missions over the low countries, using an aircraft that was originally designed around a small passenger aircraft back in the United States. Whilst having powerful engines, Venturas suffered from poor manoeuvrability and a heavy air frame, these two failings combined with its rather ‘fat’ appearance, earned it the name “flying pig“.
Loses in Ventura operations would be high, and this was reflected nowhere else than on the very mission that Trent would fly on May 3rd 1943.
On that day fourteen Venturas of 487 Sqn were detailed to attack a target in Amsterdam, however only twelve aircraft actually took off, all at 16:43 from RAF Methwold. These aircraft were all part of a much wider operation, one that would involve an escort of nine RAF fighter squadrons. Timing was therefore crucial, as was low-level flying and maintaining the element of surprise. Within five minutes of their departure though, ‘EG-Q’ piloted by Sgt. A. Baker, would return after losing the crew escape hatch. This left eleven aircraft to carry on to the target.
A diversionary attack carried out by aircraft of 12 Group flying ahead of the main formation flew in too high, too soon, thus losing the surprise and alerting the defenders of the impending attack. Caught out by low fuel, many of the escorting fighters then had to leave, thus reducing the overall effectiveness of the defensive escorting force. The Luftwaffe, now ready and waiting, had scrambled numerous fighters, a deadly cocktail of FW-190s and Bf-109s. The squadron record book reports an estimated “80+ ” enemy aircraft in the locality of the attacking Venturas.
From this point on things went very badly for 487 Sqn.
As they crossed the Dutch coast Ventura ‘AJ478’ (EG-A) was attacked and shot down by Luftwaffe fighters. Ditching in the sea the crew took to a life raft where Sgt. T Warner, injured in the attack, died of his injuries. Committing his body to the sea the remaining three would be captured and become prisoners of war. Warner’s body would wash up two days later on a Dutch beach and be buried in the small town of Bergen op Zoom – all four were from New Zealand.
A second aircraft, ‘AE916’ (EG-C) was also very badly shot up by the pouncing fighters. However, it managed to return to England landing at their former base RAF Feltwell. The pilot and navigator were both unhurt, but the wireless operator and air gunner were both badly wounded, and were immediately taken directly the RAF hospital at Ely, Cambridgeshire. The aircraft was so badly damaged in the attack that it was written off. For their actions the pilot (F/Lt. Duffill) and navigator (F.O. Starkie) were both awarded the DFC, whilst the wireless operator (Sgt. Turnbull) and gunner (Sgt. Neill) the DFM. Dufill later went on to become the managing director of Humbrol paints, a company renowned for its paint and modelling supplies.
Pressing on to the target, the casualties got worse and the loss rate increased.
Firstly, Ventura ‘AE684’ (EG-B) was shot down at 17:45 near Bennebroek with the loss of two; at the same time ‘AE731’ (EG-O) was shot down just north of Vijfhuizen, three crewmen were captured but the fourth, Sgt. Tatam, died. Five minutes later at 17:50, ‘AE780’ (EG-S) was lost, with only one crew member surviving – the aircraft crashing into the suburbs of Amsterdam. Within three more minutes, a fourth aircraft of this group would go down; ‘AE713’ (EG-T) was hit, also causing it to crash in the northern suburbs of Amsterdam, this time killing all on board. By 18:00 there were only two of the eleven aircraft left, ‘AJ209’ (EG-V) flown by Squadron Leader Leonard Trent, and ‘AE716’ (EG-U) flown by F.O. T. Baynton.
Baynton’s aircraft, ‘EG-U’, would then be shot down by fighters causing it to crash in the outskirts of Amsterdam, also killing all four on board. Squadron Leader Trent, seeing all around him fall from the sky, pressed on. Flying toward the target he dropped his bombs and then turned away. Trent bravely and coolly defended his aircraft, shooting down a Bf-109 with his forward facing guns. Shortly after, he too was hit, the aircraft badly damaged, spiralled earthward uncontrollably, breaking up as it did so, throwing both Trent and his navigator F.L. V. Philips, out of the falling wreckage.
Both Trent and Philips were later captured and taken prisoner, the other two crew members; F.O. R. Thomas and Sgt. G. Trenery, both lost their lives in the crash.
One further aircraft, ‘AJ200’ (EG-G) piloted by New Zealander Sgt. J Sharp was thought to crash 3 km west of Schiphol, with only Sharp surviving; whilst the remaining two unaccounted aircraft, ‘AE956’ (EG-H) and ‘AE 798’ (EG-D), were lost over the sea on the way to the target. All eight crewmen were presumed killed, two of them being washed up several days later on the Dutch coast. The remainder were never heard from again.
In the space of only a few minutes, eleven aircraft had been attacked and ten shot down with the loss of 28 young RAF lives.
The Operations Record Book for May 3rd 1943, shows the depth of feeling felt by the crews at Methwold following the disastrous mission. (Crown Copyright*2)
Trent spent the remainder of the war in Stalag Luft III where he participated in the ‘Great Escape‘, being the 79th man out of the famous tunnel, just as the sentry discovered the escape route. Trent was almost stood on by the guard. Being captured at this point possibly saved his life after Hitler gave orders to shoot many of the escapees. Only on his eventual return to England did the full and disastrous story of what had happened come out. He was awarded the Victoria Cross for his leadership in ensuring the bomb run was completed despite heavy enemy resistance and very high losses. The London Gazette published his citation on Friday 1st March 1946, in the Third Supplement which said:
“Before taking off, Squadron Leader Trent told the deputy leader that he was going over the target, whatever ‘happened…”
It later went on to say…
“On this, his 24th sortie, Squadron Leader Trent showed outstanding leadership. Such was the trust placed in this gallant officer that the other pilots followed him unwaveringly. His cool, unflinching courage and devotion to duty in the face of overwhelming odds, rank with the finest examples of these virtues.” *3
A determined attack, it was flawed from the moment the preceding force were spotted. The Venturas, woefully inadequate and unprotected, were literary cut down from the sky. Fighters escorting the Venturas confirmed seeing seven parachutes from the aircraft, but the scale of the loss was a blow so devastating, it left only six operational crews in the entire squadron.
For many days after, the Operational Record Books indicated “no news of the boys“, and as new crews and aircraft arrived, prayers for their return faded, but hopes for a return to operational status rose. Following a number of training flights, the next operational mission would finally take place on May 23rd, a mission that was a total success, and one that must have boosted the morale of the squadron immensely.
This mission was a disaster for the Royal Air Force and for Methwold in particular. The loss of life dealt a huge blow to the community both on, and around the base. In memory of these gallant young men, many of whom were never found, their names are inscribed on the Runnymede memorial, whilst those whose bodies were recovered, remain scattered in various graves across the Dutch countryside.
Trent himself, was transferred back to the UK in 1947 on a permanent commission, and from 1948 to 1959, he was attached to Training HQ No. 3 Group based at Mildenhall. During this time, he would be posted to RAF Oakington and as Commander of 214 Sqn at RAF Marham, from where he flew Vickers Valiants during the Suez crises of 1956. On the night of 1st – 2nd September 1956, he flew a Valiant non-stop from Loring Air Base in Maine to RAF Marham, a time of 6 hours and 25 minutes – the first non-stop ‘V’ bomber flight across the Atlantic*4.
After that, and for the next three years, he would command RAF Wittering before being posted to the British Defence staff in Washington as an assistant air attaché, where he remained up until his retirement in 1965. During this time, he would also take up the role of Senior Air Staff Officer, Chief Intelligence Officer (RAF) and as an aide-de-camp to Her Majesty the Queen, Queen Elizabeth II.
After retirement, Trent would return to his homeland, where he would build a home for himself and his family.
In 1983, Leonard Trent managed an emotional return visit to his former station, RAF Methwold, from where he and so many of his friends took off from on that fateful day. Just three years later he would pass away at the age of Seventy-one.
As an accomplished golfer, painter and expert flyer, Leonard Trent was proud of his nationality and of his homeland. His distinguished service record and numerous honours position him among the nation’s foremost military pilots, securing his legacy as a revered figure.
On April 26th 1944, the RAF sent 206 Lancasters and 11 Mosquitoes from No. 5 Group, along with 9 Lancasters from No. 1 Group, to attack the notorious ball bearing factories at Schweinfurt in Bavaria.
Schweinfurt, had since August 1943, struck fear into the the hearts of allied airmen, ever since the USAAF’s attack on the city resulted in a disaster in which 230 unescorted B-17s were cut to pieces by German defences. Subsequent raids, whilst not as disastrous, had also proven costly, and it was a target that Bomber Command’s Commander in Chief, Sir Arthur Harris, so vividly wanted to avoid.
The attention Schweinfurt was getting from the Allies, gave the German authorities sufficient concern to force them into spreading their ball-bearing production far and wide across Germany. This aligned with the fact that the Swiss and Swedes were supplying large quantities of ball-bearings to the Germans, led Harris to believe it was a target for the American forces to deal with, and not Bomber Command.
Norman Cyril Jackson 106 Sqn RAF Metheringham (photo via Wikipedia)
Much against his wishes, an order under the ‘Point-blank’ directive was given, and Harris sent his men to attack the factories. With smoke screens surrounding the area, it proved difficult to hit, as the attack in February proved.
In April, they were to go again, this time using a new low-level target marking technique devised by the then Wing Co. Leonard Cheshire. It would be in this mission that the remarkable actions by the crew of Lancaster ME669, and in particular Flight Engineer Sergeant Norman C. Jackson (later Warrant Officer), would become well known.
At RAF Metheringham in Lincolnshire, sixteen Lancasters completed their ground checks, started their engines and began the taxi along to the runway’s threshold. For around fifteen minutes between 21:30 and 21:45, the heavily laden aircraft took off and headed along the first long unbroken leg 130 miles into enemy held territory.
In Lancaster ‘ZN-O’ #ME669 were: F/O. F Miffin DFC (Pilot); Sgt. N Jackson (Flt. Eng.); Flt. Sgt. F. Higgins (Nav.); Flt. Sgt. M. Toft (Bomb Aim.); Flt. Sgt. E. Sandelands (W/Op); Sgt. W. Smith (M.Up. Gunner) and Flt. Sgt. N. Johnson (Rear Gun.) on the penultimate operation of their tour of duty. The plan was for two groups to attack the city from different directions, bombing on a series of markers dropped by the pathfinders.
On approach to the target the formation encountered strong headwinds and no cloud. With a new moon, they were going to be easy targets for the Nachtjägers. These winds blew markers off track, and repeated efforts by the master bomber to relay instructions to the crews failed, primarily due to faulty radio equipment.
Throughout the run-in over the city, attacks were fierce and consistent. Confused by poor messages and inaccurately placed markers, bombs fell well away from their intended targets. By now fourteen aircraft had already been lost to the fighters, many of them the ghostly Schräge Musik, upward firing fighters.
After bombing from 21,500 feet, Lancaster ‘ZN-O’ was hit several times by a night fighter, starting a fire started in the inner starboard wing section next to the upper fuel tank. Sgt. Jackson, who had been wounded in the leg and shoulder, donned his parachute and grabbed a fire extinguisher before climbing out on to the wing through an escape hatch in the fuselage roof. In doing so, his parachute was deployed into the cockpit area, where his colleagues gathered it up and gradually fed the lines through the hole allowing Jackson to gain access to the fire in the wing. Undertaking such an act on a burning aircraft at speed and altitude, was no easy task, and getting back, had he been successful, virtually impossible. The wind knocked the extinguisher out of his grip which prevented Jackson from succeeding in achieving his aim. The fire now spreading, began to burn his parachute, hands and face and fearing for his safety, his colleagues let go releasing him from the stricken bomber. Sgt. Jackson fell to Earth, his parachute partially burned, opened and allowed him to reach the ground alive, but suffering several injuries in the process.
Sgt. Jackson’s Grave. He died almost 50 years to the day after his brave attempt to save teh aircraft and crew. (Photo Paul Cannon)
The 21 year old Canadian Captain, F/O. Frederick M. Miffin D.F.C., then ordered the crew to abandon the aircraft; himself and 20 year old F/Sgt, Norman H. Johnson, both failing to survive.
Sgt. Jackson’s brave attempt to save his colleagues and their aircraft earned him the Victoria Cross, his actions being published in the Fourth Supplement to the London Gazette on Tuesday 23rd October 1945.
25 year old Sgt. Jackson from London, had been with the crew since training at Wigsley, and had completed his tour of duty. He volunteered for the Schweinfurt mission so he could be with his own crew as they completed their own tour of duty, before all going to join the Pathfinders. Earlier that same day, Sgt. Jackson had received news that he was now a father too.
Sgt. Jackson spent ten months in hospital before eventually being repatriated. He received his VC at the same time as the then, Wing Commander Leonard Cheshire, would receive his. Cheshire asking for Jackson to receive his first, citing his selfless act of bravery as going far beyond anything he had achieved himself.
Sgt. Jackson’s citation reads:
This airman’s attempt to extinguish [sic] the fire and save the aircraft and crew from falling into enemy hands was an act of outstanding gallantry. To venture outside, when travelling at 200 miles an hour, at a great height and in intense cold, was an almost incredible feat. Had he succeeded in subduing the flames, there was little or no prospect of his regaining the cockpit. The spilling of his, parachute and the risk of grave damage to its canopy reduced his chances of survival to a minimum. By his ready willingness to face these dangers he set an example of self-sacrifice which will ever be remembered.
There have been many stories about bravery and acts of courage in all the Armed Forces involved in war. Jumping out of a burning aircraft at 18,000 ft without a parachute must come as one of those that will live on in history.
There have been a number of recorded incidents where this has occurred, and the crew member involved has lived to tell the tale. On the night of March 23rd/24th 1944, such a thing happened, and to the astonishment of both the Germans and the crew member, he survived to tell the tale.
Flt Sgt Nicholas Stephen (Nico Stephan) Alkemade was born the 10 December 1922 (believed to be North Walsham, Norfolk, England), and was just 21 years old on that eventful night. He was stationed at RAF Witchford in Cambridgeshire, England and operated as a rear gunner in a Lancaster bomber.
On the night of the 23rd March 1944, the squadron was called to report to briefing to find that their mission for that night would be Berlin, the heart of Germany. They would form part of an 811 strong force made up of Lancasters, Halifaxes and Mosquitoes. This was to be the final run over Berlin.
Later that night, Alkemade climbed into the rear turret of 115 Squadron RAF, 3 Group, Lancaster DS664 named ‘Werewolf’ and prepared himself for the coming raid which was to be his 13th mission.
Once over Oberkochen, nr, Frankfurt, Germany, the aircraft was attacked by a Luftwaffe Ju 88 night-fighters, it caught fire and began to spiral out of control.
Now fearing for his life, the aircraft burning furiously, he looked round for his parachute. Turrets being notoriously small, he was not wearing it and would have to find it from inside the fuselage and put it on before exiting the aircraft.
He found himself surrounded by fire, the heat melting his mask and his skin burning. The fuselage was by now a massive fire. It was at this point, that he noticed his parachute no longer on the rack but burning on the floor of the aircraft. In his recount later in life, he describes how he felt:
“For a brief moment I stared while it dissolved before my eyes. It was not so much a feeling of fear, or dismay, or horror, as a sensation, a sort of twisting in the stomach”.
The fire reached his turret, his clothes scorched, now began to burn. With two options, die in an inferno or jump, he rotated the turret, elbowed open the hatch and fell back, he was 18,000 feet (5,500 m) up. As he fell, he could see the stricken Lancaster explode, then the stars beneath his feet. As he gained momentum, breathing became difficult, again his account reads:
‘Funny, I thought, but if this is dying, it’s not so bad . Then the rushing air, the stars, the ground, the sky, all merged and were forgotten as unconsciousness crept over me…’
Three hours later, Alkemade opened his eyes and looked at his watch, it read 3:25. He had jumped just after midnight. cautiously, he moved each part of his body to find everything was alright, if not a little stiff.
It was at this moment he realised what he had done and that he was lying beneath pine tress in snow. It was these trees and snow that had saved his life. Cold and unable to move, he needed help. Taking out his whistle, he blew hard, and continued with alternate blows and smokes of his remaining cigarettes, until found, unfortunately for him, by a German patrol.
The Gestapo interrogated Alkemade, at first in disbelief of his story, but after examining the wreckage of his aircraft, they found the remains of his parachute and were so amazed by his escape, they (reputedly) gave him a certificate in acknowledgement of his testimony.
He was taken to Stalag Luft 3, North Compound, in Poland, and was given Prisoner number: 4175. On the night he jumped, 76 men escaped from the very same prison, an event that became known as ‘The Great Escape’.
Alkemade’s stay was initially very unpleasant, spending days in solitary confinement for being a spy. He was eventually billeted amongst other airmen in the very same hut that one of the tunnels was dug from. He, like other prisoners, was given a diary which was his only and most prized possession. In it he wrote about the boredom and monotony of prison life. He became friends with the artist Ley Kenyon, who added illustrations to his diary.
Sporadic letters from home kept his spirits up, and eventually the Allies reached the camp and he was set free.
Alkemade found out later that the Lancaster had crashed, killing the pilot Jack Newman and three other members of the crew. Both the wireless operator and Navigator survived being thrown clear on impact. The deceased are all believed to be buried in the CWGC’s Hanover War Cemetery. Alkemade was repatriated in May 1945. Post war he returned to Leicestershire, where he married Pearl with whom he had been sending letters and was employed initially in a chemical works (where he survived 3 chemical accidents) and then as a furniture salesman until his death on June 29th 1987, in Cornwall.
Nicholas Alkemade’s story, along with his whistle, is recorded in the RAF Witchford Display along with artefacts and other personal memorabilia from the crews and staff of the airfield. His diary and letters remain with his son in their Leicestershire home. Pictures from his diary were published in the ‘Leicester Mercury’ Newspaper, November 2013.
For more information about RAF Witchford see Trial 11.
The location of Both RAF Witchford and the Witchford display can be found on the Interactive map, Airfields, Museums and Memorials page.
Staff Sgt. Archibald Mathies (U.S. Air Force file photo)*1
Born in the Scottish town of Stonehouse, South Lanarkshire, on the 3rd June 1918, Archibald (Archie) Mathies was to become a Second World War hero. He was awarded the Medal of Honour (MOH) for his actions whilst at RAF Polebrook (USAAF Station 110) in Northamptonshire, England.
It would be on the 20th February 1944, shortly after arriving at Polebrook, that he would earn this honour but his life would be dramatically cut short.
Not long after his birth in Scotland, Mathies moved with his family to the United States, to a small town in Western Pennsylvania called Finleyville, in Washington County.
After leaving school, he began work in a local coal mine. The work was hard, and the pay was low; Mathies was not inspired. Then, following the Japanese attack on Pearl Harbour, as many other brave young American men did, he joined the Army, enlisting in Pittsburgh on the 30th December 1940. Mathies would transition through a number of stations and training centres before finally completing a course in aerial gunnery on the 22nd March 1943. His last U.S. posting was to the 796th Bombardment Squadron at Alexandria, Louisiana for operational training duties flying B-17s. He would leave here on the 8th December 1943 bound for England and the European Theatre of Operations.
Mathies arrived in the U.K. eight days later. His initial assignment was with the Eighth Air Force Replacement Depot, before being attached to the 1st Replacement and Training Squadron. On the 19th January 1944, he received his first and only operational squadron posting; the 510th Bomb Squadron, 351st Bomb Group, based at RAF Polebrook, as an engineer/gunner. Promotion was swift, and on 17th February 1944, probably following his first mission, Mathies was awarded the rank of Staff Sergeant.
A few days later, on 20th February 1944, the allies began the enormous aerial campaign known as ‘Big Week’. During this short period a massive number of aircraft would attack targets deep in the heart of Nazi Germany. One of the first, (Mission 226) would see a total of 417 aircraft fly from airfields across England. From RAF Polebrook, 39 B-17s took off to attack Leipzig. In the lead planes were Maj. Leonard B. Roper (s/n O-734101 ) of the 510th BS forming the high group, and Maj. James T. Stewart (s/n O-659405) of the 508th BS, leading the low group.
Flying in the number three ship of the lower Squadron, in B-17 (42-31763) ‘Ten Horsepower‘ was: Pilot: Clarry Nelson, Co-Pilot: Roland Bartley, Navigator: Walter Truemper, Engineer / Top Turret Gunner: Archie Mathies, Bombardier: Joe Martin, Radio Operator: Joe Rex, Ball Turret Gunner: Carl Moore, Waist Gunner: Tom Sowell, Waist Gunner: Russ Robinson, and Tail Gunner: Magnus Hagbo.
B-17 “Ten Horsepower” – cropped from the photo below- (TU-A, serial number 42-31763) taken prior to its crash”2.
On approaching the target, the formation was hit hard by fighters and flak, who would attack the formation for over an hour, hitting many aircraft in the subsequent melee. Ten Horsepower, was targeted repeatedly receiving many hits from 20mm cannon shells. In these attacks the co-pilot was killed and the pilot knocked unconscious from his wounds. Fearing the bomber was doomed, the bombardier jettisoned the bombs and then bailed out, later being captured by the Germans and becoming a prisoner of war. The remaining crew remained with the B-17 which soon began a deathly spiral toward the ground.
Mathies and the navigator (Walter Truemper) would eventually take over control of the aircraft and nurse it back to England. Once over their base at RAF Polebrook, the crew were instructed to bail out but both Mathies and Truemper refused to leave the injured pilot. After deliberation, they were given permission to try to land, the remaining two crew members prepared themselves for a heavy landing.
Guided in by a fellow aviator it was going to be very difficult. The first two attempts had to be aborted, but on the third attempt, as they approached the airfield, the aircraft struck the ground, killing all three crew members onboard.
The last moments of B-17G “Ten Horsepower” (TU-A, #42-21763) piloted by Second Lieutenant Walter E Truemper and Sergeant Archibald Mathies, as it is guided by a fellow aircraft after the pilot was severely injured. Truemper and Mathies unsuccessfully attempted to land the aircraft at Polebrook and were posthumously awarded the Medal of Honour for their bravery, 20th February 1944. (IWM FRE 4724)
The crash was a severe blow for the base, both air and ground crews were devastated. On returning from the mission, five other aircraft (42-38028, 42-38005, 42-39760, 42-39853 and 42-6151). were forced to land at nearby Glatton (Conington) only a short distance away.
This was only Mathies’ second mission and sadly, his last.
For his bravery, Mathies was awarded the Medal of Honour; his name now appears on page 280 of the St. Paul’s Cathedral Roll of Honour. Also, as a dedication to him, one of the temporary lodging units at the Joint Base Anacostia-Bolling is named after him, as is the Airman Leadership School at RAF Feltwell, and the Non commissioned Officer Academy at Keesler AFB, Mississippi. In addition, the bridge on Truemper Drive crossing Military Highway at Lackland Air Force Base, Texas; the USCIS Dallas District Office and the Mathies Coal Company in Pittsburgh, Pennsylvania, are all named in his honour.
Archibald Mathies citation reads:
“For conspicuous gallantry and intrepidity at risk of life above and beyond the call of duty in action against the enemy in connection with a bombing mission over enemy-occupied Europe on 20 February 1944. The aircraft on which Sgt. Mathies was serving as engineer and ball turret gunner was attacked by a squadron of enemy fighters with the result that the copilot was killed outright, the pilot wounded and rendered unconscious, the radio operator wounded and the plane severely damaged. Nevertheless, Sgt. Mathies and other members of the crew managed to right the plane and fly it back to their home station, where they contacted the control tower and reported the situation. Sgt. Mathies and the navigator volunteered to attempt to land the plane. Other members of the crew were ordered to jump, leaving Sgt. Mathies and the navigator aboard. After observing the distressed aircraft from another plane, Sgt. Mathies’ commanding officer decided the damaged plane could not be landed by the inexperienced crew and ordered them to abandon it and parachute to safety. Demonstrating unsurpassed courage and heroism, Sgt. Mathies and the navigator replied that the pilot was still alive but could not be moved and they would not desert him. They were then told to attempt a landing. After two unsuccessful efforts, the plane crashed into an open field in a third attempt to land. Sgt. Mathies, the navigator, and the wounded pilot were killed“.*3
Mathies was truly a brave and dedicated man, who in the face of adversity, refused to leave his wounded pilot and friend. Daring to land a badly damaged aircraft, he sadly lost his life showing both great courage and determination.
The crew of ‘Ten Horsepower‘ were:
Pilot: Clarry Nelson,
Co-Pilot: Roland Bartley,
Navigator: Walter Truemper
Engineer / Top Turret Gunner: Archie Mathies
Bombardier: Joe Martin (POW)
Radio Operator: Joe Rex,
Ball Turret Gunner: Carl Moore,
Waist Gunner: Tom Sowell,
Waist Gunner: Russ Robinson,
Tail Gunner: Magnus Hagbo
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.
Group Captain P C “Pick” Pickard (centre), Commander No. 140 Wing, flanked by Wing Commander I G E “Daddy” Dale, Commanding Officer of No. 21 Squadron RAF (to Pickard’s right), and Wing Commander A G “Willie” Wilson, Commanding Officer of No. 487 Squadron RNZAF, visit No. 464 Squadron RAAF at Hunsdon, prior to a daylight raid against flying-bomb sites in the Pas-de-Calais. 464’s Mosquitoes (FB Mk VIs) have been loaded with 250-lb MC bombs for the operation: HX913 ‘SB-N’ can be seen in the background (@IWM HU 81335).
The raid on Amiens was not the only low level raid carried out by the Wing however. Between 1944 and 1945, they would attack numerous ‘V’ weapons sites, along with the Gestapo headquarters at Aarhus University and the Shellhaus building in Copenhagen. Operation Carthage, another of their more famous raids, occurred whilst the wing was based at RAF Fersfield in 1945, but their most controversial raid, Ramrod 564 or ‘Operation Jericho’ as it has since become known, took place the year prior to that, whilst they were based at Hunsdon in early 1944.
There is a lot of speculation around Ramrod 564, many of the official records are missing, inaccurate or even vague. The operational record books for the squadrons involved are recorded as ‘secret‘ and contain no details other than aircraft, times and dates.
The Operation, was designed to assist in the escape of 120 French patriots, who were reportedly condemned to death for assisting the Allies in the fight against the Nazis. These prisoners included key resistance fighters who had considerable knowledge of resistance operations in France, and so it was imperative that they escape.
The plan was for Mosquitoes of 140 Wing to attack from different directions, breaching the walls of the prison and blowing up several key buildings inside the prison holding German guards and soldiers. It would require each aircraft to carry 11 second, time-delay fuses in 500lb bombs dropped at very low level.
The Operation, formulated by Air Vice Marshal Basil Embry, would be critical, even the amount of explosive itself had fine limits, and time was also of the essence. The prisoner’s executions were imminent, so the attack had to be carried out quickly thus allowing only a small window of opportunity for the operation to take place.
The exact time of day that the attack could take place was also critical, there needed to be as many of the guards as possible in the key buildings at the time of attack, and the prisoners needed to be safely gathered together out of harms way. So, a time of 12:00 pm precisely on a date between 10th and 19th February was chosen, as both the guards and prisoners would be having lunch at this time, and it would be prior to the executions being carried out.
The route would take the aircraft from Hunsdon to Littlehampton, then via appropriate lattice to Tocqueville / Senarpont / Bourdon – one mile south, Doullens / Bouzincourt – two miles west-south-west, Albert / target – turn right – St. Saveur / Senarpont / Tocqueville / Hastings and return to Hunsdon.
In the attack, 3 waves of Mosquito would be used, 6 from 487 (RNZAF) Squadron, 6 from 464 (RAAF) Squadron and 6 from 21 Squadron. In addition, to record the attack, one aircraft (a Mosquito) of the Photographic Reconnaissance Unit (PRU) was detailed to monitor and film the entire operation. Along with them were three squadrons of Typhoons (198, 174 and 245) each protecting one of the three waves. These escorts were ordered to rendezvous with the waves one mile east of Littlehampton at Zero minus 45, 42 and 32 minutes respectively.
The first wave of Mosquitoes was directed to breach the wall in at least two places, the leading three aircraft attacking the eastern wall using the main road as a lead in. The second section of three aircraft would, when ten miles out from target, break away to the right at sufficient height as to allow them to observe the leading three aircraft, and if successful, attack the northern wall on a north-south run, immediately following the explosion of the bombs of the leading section. The time of this attack Zero Hour.
The second wave was ordered to bomb the main prison buildings, the leading three aircraft attacking the south-eastern end of main building and second section of three aircraft, attacking the north-western end of the key building. Both attacks were to be carried out in a similar fashion to the first. This would follow three minutes behind the first wave at Zero +3.
The final wave was a reserve wave intended to bomb if any of the first two waves failed to hit their targets. They would follow the same patterns as the first two, one section from east and one from north, but they would only bomb if it was seen that one of the previous attacks had failed. The details of the attacks would be determined by the leader and would happen thirteen minutes (zero +13) after the initial planned attack. If they were not required, the order to return would be given by the Group Leader or substitute.
Embry elected himself to lead the attack, but this was blocked by those higher up, As a result, and much against his wishes, Embry therefore had to choose a successor. Group Captain Percy C. Pickard (D.S.O. and two bars, D.F.C.) was chosen, but even though he was known as an expert pilot and leader, Embry was not convinced of Pickard’s ability to complete the job at such low level. Despite his reservations though, Embry duly informed Pickard of the decision and preparations for the operation began in earnest.
On February 18th that year, a day after the initial planned attack and in extremely poor weather, the Nineteen Mosquitoes took off to attack, breech and destroy the walls and a key building of the Amiens prison.
During the flight out, two Mosquitoes and three Typhoons of 198 Sqn became lost in swirling snow and were forced to turn back as they had now lost contact with their main formations. The remaining crews flew on, but whilst over France a third Mosquito, flown by Flt. B. Hanafin, suffered engine problems and was also forced to turn back. On his return journey he was attacked by Flak from which he was seriously injured. Helped by his navigator the two were able to land back at RAF Ford where he was given medical treatment for his injuries.
Just three minutes behind schedule, the first wave split and the first three aircraft followed the main road toward the prison’s eastern wall at tree top height. The second set of three waited and observed. Wing. Cdr. I. Smith, 487 Sqn, went in first, dropping his bombs with 11 second fuses against the wall. The second three then followed as instructed.
“Three Mosquitoes of No 487 Squadron attacked the eastern wall at 12:03 hours, just clearing the wall on a heading of 250 degrees with 12 bombs. The leader’s bombs were seen to hit the wall five feet from the ground, while other bursts were seen adjacent to the west wall with overshoots in fields to the north. Two aircraft of no 487 Squadron attacked the northern wall at 12:03 hours just clearing the wall on a heading of 150 degrees with 12 bombs. These attacks were directed at places later reported breached by reconnaissance aircraft. One bomb seen to hit the large building, and northern side of the eastern building was also reported hit.”
The second wave then attacked the south-eastern main building and north-western end respectively. Following the explosions chaos ensued inside the prison, guards were taken by surprise and over running bombs had caused some damage inside, prisoners began to run toward the gaps but some had been injured or struggled to escape.
“Overhead view of the prison, showing the breaches made in the outer walls. Two Mosquitoes of No 464 Squadron bombed the eastern wall at 12:06 hours from 50 feet heading 150 degrees and 250 degrees with 8 x 500lb bombs. The wall appeared unbreached before the attack. Results were unobserved.
Two Mosquitoes of No 464 Squadron bombed the main building at 12:06 hours from 100 feet heading 150 and 250 degrees with 8 x 500lb bombs. The north wall appeared to be already damaged. One of these aircraft was seen to bomb and has not returned.
The breach in the Eastern wall. One Mosquito of the PRU circled the target three times between 12:03 and 12:10 hours from 400 to 500 feet using a cine film camera but carrying no bombs. He reported a large breach in the eastern centre of the north wall and considerable damage to the extension building west of main building as well as damage to the western end of main building. A number of men were seen in the courtyard near the separate building which appeared to be workshops and three men running into fields from large breach in northern wall.
The four aircraft of No 21 Squadron received VHF messages from ‘F’ of No 464 Squadron (Gp. Capt. Pickard) and PRU aircraft when between 2 and 4 miles from the target, instructing them not to bomb. Target was seen covered with smoke and they brought their bombs back.
The target was obscured by smoke, so later aircraft were instructed not to bomb. Two aircraft were missing from this operation; one was last seen circling the target and heard giving VHF messages not to bomb (Pickard) and the other after attacking the target, was seen at Freneuville at 12:10 hours at 50 feet leading his formation. It attacked a gun position and shortly afterwards dropped to starboard and was not seen again. One aircraft of No 467 Squadron was hit by light flak near Albert; starboard nacelle holed and starboard wheel collapsed on landing. One aircraft of No 21 Squadron landed at Ford – aircraft damaged. One aircraft of No 487 Squadron abandoned task south of Oisemont – pilot slightly wounded and aircraft damaged. Two aircraft of No 21 Squadron abandoned before leaving English Coast owing to technical failure.”
It is thought by some that Pickard had been shot down before giving the return order, but these reports state that it was both Pickard and the PRU Mosquito flown by Flt. Lt. Wickham, that gave 21 Sqn the “Red, Red, Red” order, sending the last wave home as their bombs were no longer needed.
After the attack, FW.190s began to swarm and various dogfights took place between them and the Typhoons, but not before they had attacked some of the fleeing Mosquitoes who also returned fire.
It was one of these FW190s flown by the ace Feldwebel Wilhelm Mayer, who severed Pickard’s tail sending the aircraft into the ground near to Saint Gratien killing both occupants.
A story goes that Pickard had left his dog ‘Ming’ at RAF Sculthorpe, their previous airfield, to be looked after whilst he was away. On the day he was shot down, 18th February 1944, the dog fell gravely ill. Pickard’s wife, Dorothy, went to get him and sensed that after seeing the state of the animal that Pickard had been killed . It took months for Ming to recover, and some years later whilst living in Rhodesia, Ming went outside looked up to the sky as he always did when Pickard was flying, heard a whistle, collapsed and died.*1
A famously brave act, the attack resulted in the death of three crew members; Gp. Capt. Percy C. Pickard, and Flt. Lt. John A. Broadley, (RNZAF), both in Mosquito HX922, ‘EG-F’, and Flt. Lt. Richard W. Samson, (RNZAF) in Mosquito MM404 ‘SB-T’. Samson’s pilot, Sqn. Ldr. A. I. McRitchie survived his crash and was taken prisoner. Two Typhoons from 198 Sqn escorting the Mosquitoes are also thought to have failed to return (the ORBs don’t confirm this). Considered a success at the time, ‘evidence’ has since come to light to suggest that the operation was ‘unnecessary’, and may have failed to achieve anything more than a successful PR role (see end note). *2
Of the 700 prisoners detained within the walls of Amiens prison that day, a total of 258 escaped. In the confusion, 102 were killed and a further 74 wounded, but the success remained secret from the public for another eight months. With so much speculation around the attack, it will no doubt remain one of the mysteries of the war, but it was without doubt, an incredibly brave and daring mission that cost the lives of many superb young men.
A podcast using eyewitness accounts from the Imperial war museum can be heard through their website.
(A better quality version is available on the Pathe News website.)
All controversy aside, the raid took place at very low level and in very poor weather, with bombs dropped against a wall with delayed fuses. There was little resistance on the flight in and Typhoons provided higher cover when it was needed, but dogfights still ensued and lives were lost.
A daring attack, the Amiens raid was not the only one where lives were lost. Airfields along with the Hazmeyer electrical equipment factory at Hengels in Belgium, were also attacked at low level. On this particular operation Mosquito MM482 was hit by intense flak setting the starboard engine on fire. As a result, the aircraft flown by Canadian Sqn. Ldr. A. W. Sugden with navigator Fl. Off. A. Bridger, was lost and both men were listed as missing. Having been with the squadron since 1942 they were considered ‘old timers’ by the others and were sorely missed.
The three squadrons of 140 Wing would later depart Hunsdon, leaving the joy of success and the turmoil of a thousand questions behind them. 464 went first on March 25th whilst 21 and 487 Sqns would both leave mid April, both moving to RAF Gravesend in Kent.
The Amiens raid has no doubt caused great controversy, and as the years pass it will probably seep into the depths of history where it’ll become ‘just another raid’. But whist the background to it remains a mystery, it was done with great valour and courage by a group of young men who believed strongly that it was a worthy and much needed attack.
Aircraft involved in the attack (all Mosquito Mk.VI):
Crews attacking the target:
No 487 Squadron
‘R’ Wg Cdr Smith, DFC (Pilot) / Flt Lt Barnes, DFM (Navigator)
‘C’ Plt Off Powell / Plt Off Stevenson
‘H’ Flt Sgt Jennings / WO Nichols
‘J’ Plt Off Fowler / WO Wilkins
‘T’ Plt Off Sparkes / Plt Off Dunlop
No 464 Squadron
‘F’ Wg Cdr Iredale, DFC / Flt Lt McCaul, DFC
‘O’ Fg Off Monghan, DFM / Fg Off Dean, DFM
‘A’ Sqn Ldr Sugden / Fg Off Bridger
‘V’ Flt Lt McPhee, DFM / Flt Lt Atkins
Missing (Killed/POW)
No 464 Squadron
‘F’ Gp Capt P C Pickard, DSO, DFC / Flt Lt J A Broadley, DSO, DFC, DFM
‘T’ Sqn Ldr A I McRitchie / Flt Lt R W Samson
Crews instructed not to attack the target:
No 21 Squadron:
‘U’ Wg Cdr Dale / Fg Off Gabites
‘O’ Flt Lt Wheeler, DFC / Fg Off Redington
‘J’ Flt Lt Benn, DFC / Fg Off Roe
‘D’ Flt Lt Taylor, DFC / Sqn Ldr Livry DFC
198 Squadron (six aircraft set off, three returned early)
174 Squadron (Eight aircraft took off and rendezvoused with Mosquitoes)
245 Squadron (Eight aircraft took off rendezvoused with Mosquitoes)
Sources and Further Reading
*1 Gunn, P.B., “Flying Lives – with a Norfolk Theme“, Peter Gunn, 2010
*2 – The Amiens raid is one that has become embedded in history and is beyond doubt an incredible and daring low-level raid that succeeded in its aim. However, official records seem to have many errors, anomalies or missing details that it is very difficult to ascertain the accuracy of these historical ‘facts’.
The ORBs for each of the four squadrons give no details other than an ‘operation to France’, some crew names and aircraft numbers. There is no record of the use of the word ‘Jericho‘ but there are two sides to this story.
Some authors including Rowland White “Mosquito” and John Laffin “Raiders – Great Exploits of the Second World War“, both cite Basil Embry as the creator of the name ‘Jericho‘ before the missions took place, whilst Robert Lyman “The Jail Busters” cites a French film, made in 1946, as the author of creator of the name. Some believe the name was created by various media outlets since then whilst others say that Embry created the name after the operation had been carried out. It is however, widely considered that it was a post-war name as the original operation was ‘Ramrod 564‘ and none of the ORBs use the name ‘Jericho‘. To further add mystery, the use of the title ‘Renovate‘ has also cited, but records in the National Archives show this as the secret VHF code word to be used by aircraft on the operation and not the Operation title.
The name aside, and more recently, one of the French Resistance fighters revealed his doubts about the operation, and considers that it may have been nothing more than a propaganda operation or a diversionary attack linked to D-Day. One book (one amongst many) on the subject has been written by author Simon Parry and historian Dr Jean-Pierre Ducellier entitled ‘The Amiens Raid – Secrets Revealed‘ and is published by Red Kite. It goes into the details of the raid and possible reasons behind it.
There have also been theories that it was an MI6 operation but due to the nature and secrecy of the mission, little evidence is publicly available to substantiate this.
Of those who lost their lives, both Pickard and Broadley are buried in St. Pierre Cemetery, Amiens, whilst Sampson is buried in the Poix-de-Picardie cemetery in the Somme region.
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.
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.
The memorial stands in Ramsgate Harbour. The names of the 18 airmen and the Swordfish they flew.
Sources and Further reading
*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.
In Part 2, we saw how crews at East Kirkby took a battering over Germany and how the Allies turned their attention to the forthcoming invasion.
In this, the final part, the war finally comes to an end and RAF East Kirkby eventually closes, but not without making its mark.
With spring at an end, thoughts turned back to the impending invasion and the bombing of pinpoint targets in France: Railways, munitions factories, troop concentrations and transport links became the focus for Harris’s Air Force. Throughout the month of April both East Kirkby squadrons were in operations, and whilst not significantly high, a number of aircraft were lost adding to the lengthening list of casualties and those now missing.
The end of this period of the war was remarkable for several reasons, notably when Wing Commander Leonard Cheshire of 617 Sqn, flew a Mosquito at low level and marked the target, a factory in Toulouse, with great success. This delighted Harris, who gave the all clear to 5 Group to operate independently of the Pathfinders of 8 Group, a decision that did little to heal the growing rift between Don Bennett and Ralph Cochrane who had taken the idea to Harris in the first place.
Other targets then became the focus for 5 Group including the railway yards at La Chapelle. In the operation Cheshire put this method to the test once more. with 617 Sqn again to marking the target in conjunction with 8 Group’s Pathfinders. In the operation, 247 Lancasters from 5 Group were ordered to attack a pin point target. In the attack, 57 Sqn lost two aircraft. Of these two Lancasters the first, LL893 ‘DX-J’ was lost with all seven lives over St-Omer whilst the second, Lancaster MK. III ND582 ‘DX-S’ crashed after attempting a landing at Croydon. After overshooting the runway the aircraft, piloted by Canadian F.O. H. Young, struck at least three homes in Lavender Vale, a street adjoining the airfield. Three of the crew died immediately and a further one died from his injuries in hospital.
Operation POINTBLANK. Groundsmen refuel Lancaster ND560 ‘DX-N’, 57 Squadron in preparation for a night attack on the railway yards at La Chapelle, France. IWM (CH 12868)
Summer then dawned, and overnight, May 22nd-23rd, Cheshire once more, put his method to the test. 617 Sqn were again to mark the target, but a heavily defended Brunswick led to heavy losses for both the East Kirkby squadrons, 57 losing three Lancaster Mk.IIIs and 630 Sqn another two. Only five airmen made it out alive, each one being captured by the German ground forces and so becoming prisoners of war.
These losses were however a mere pin-prick compared to June. The mission of 21st-22nd to Wesseling near Cologne proved to be yet another massacre for 5 Group who sent a total of 133 Lancasters to attack the city’s oil facilities. A number of squadrons took heavy loses including both East Kirkby’s 57 and 630 Sqns with six and five losses respectively. One of these aircraft was abandoned whilst another ditched in the sea allowing all crewmen to be rescued, but the overall loss proved to be devastating.
The spring – summer of 1944 was defining, not only had 5 Group shown that low-level marking could be done, but the attacks on targets in France meant that the Luftwaffe were at a disadvantage. Their night tactics, relying on long range bomber flights, could not manage with the shorter ‘quick’ attacks, and so losses from Bomber Command began to lessen.
This reduction allowed for restaffing, with a large number of officers, NCOs and airmen being both posted in and out of the two squadrons. It also allowed for training flights to take place, some 476 hours of operations compared to 729 hours for non-operational flights for 630 Sqn alone.
Like many places across the UK, the coming of D-Day, and the fragile success of the invasion led to an increase in morale at the station. Ground crews being acknowledged for their long hours and hard work in keeping aircraft flying and operationally ready, without them, these operations could not have taken place at all.
This extra effort and improved state continued for several months, and by August, it was acknowledged that morale had lifted, discipline was at a high and health was overall very good. Casualties were also down, a real boost considering the extra effort and number of operations that had been taking place over the last few months. The summer was at last ending on a high.
August’s improvement coincided with the liberation of Paris, a major landmark in the war’s progress. Ground forces were charging ahead. In the air, Bomber Command had played a small part in the offensive supporting ground troops as needed and now they were released from the tight grip SHAEF had held over them. Discussions followed as to where best place their bombs, oil and communication were one option or alternatively, a return to the bombing of the cities and morale busting; oil won over, and so, much to Harris’s disappointment, the bombing of oil based targets began.
The looseness of the criteria however, allowed Harris to circumnavigate the ‘rules’ and turn his attention to cities with an oil link. He had got his way and the Air Ministry had got theirs.
Although individual operation losses were relatively low, 57 Sqn tallied some 56 aircraft by the end of 1944, whilst 630 Sqn reached 57. Non-operational loses for the two units were also on an equal par.
On the penultimate day of the year, East Kirkby was to witness, a short distance away from the airfield, the crash of a B-17 attempting to land. Aircraft #42-97479 (UX-L) of the 327thBS 92nd BG based at Podington (Station 109), crashed in a field between the two small hamlets of Old Bolinbroke and Hareby. On board that day were nine crew men: 2nd Lt. Joseph Martin Van Stratton (Pilot); 2nd Lt. Edward A Porter (Co-pilot); Sgt. Charles H Chambers (Bombardier); 2nd Lt. John E Cowan (Navigator); Sgt. Arthur R Estrada (Radio Operator); Sgt. Harold Raymond Barner (Ball Turret Gunner); Sgt. Wilfred A Bedard (Wasit Gunner); Sgt. Thomas G Standish ((Top Turret Gunner) and Sgt. William D White (Tail Gunner), who all lost their lives.
The aircraft, a Lockheed/Vega B-17G-15-VE Flying Fortress named “Belle of Liberty“, had returned from operations to the Bullay railway bridge located south-west of Koblenz, in Germany. After suffering engine failure, the pilot decided to abort the mission and attempt a landing at East Kirkby. In poor visibility and with one engine out, he overshot the runway and pulled up to attempt a second try. A second propeller then began windmilling and in trying to gain height to avoid a hill, the B-17 stalled and crashed.
A small memorial plaque has since been laid at the site in commemoration of those lost.
The wreck of the “Belle of Liberty” 30th December 1944. (IWM FRE 5762)
The winter of 1944-45 was one of the worst, ground troops were by now entrenched in the Ardennes around Bastogne, with the German army preparing for one last push through the forests. Fog and snow kept many airfields non-operational in the UK, aircraft struggling to get much needed support across to the continent.
At East Kirkby, January started on high spirits, but on the 9th, 630 Sqn Lancaster PD317 ‘LE-G’ struggled to get airborne when one of its engines cut out on take off. After jettisoning its bombs, the pilot, F.O. G Billings, opened the throttle to attempt a circuit and landing. However, the port wing lost lift and dropped causing the aircraft to cartwheel injuring five airmen and killing two. With one further loss on the 14th, this brought the spring tally to two aircraft. However, good news did soon come as six of the seven crew were repatriated by the April. The seventh airmen, W.O. E Edwards, struck the tail plane on baling out and died the next day.
Otherwise, 57 Sqn, scraped through with a clean sheet and no operational losses were encountered, but they did suffer an unfortunate incident when ‘DX-N’ PB382 (the predecessor of DX-N below) entered Swedish airspace and was shot down by flak on the night of February 8th-9th.
The losses encountered by 57 and 630 Sqn, were only pipped by the tragic accident that was reported to have happened on the 17th of April. Although the operational records record no evidence of the accident, even to the point of showing some of the aircraft involved taking part and completing their operations, it is recorded in some resources that six Lancasters of 57 Squadron were destroyed following a fire in the fuselage of Lancaster PB360. As a result of the fire, four men were killed and a further five injured, along with several civilian workers near the site.
The fire started at 17:45, causing a series of explosions which destroyed the five other Lancasters parked nearby. The Hangar on the airfield was also badly damaged, as was a neighbouring farm. The fires were so severe that fire crews were brought in from nearby airfields and the area was not declared ‘safe’ until the following day. The Lancasters involved were: PB360 (MK.III) ‘DX-N’; ND472 (MK.III) ‘DX-I’; LM673 (MK.III) ‘DX-U’; RF195 (MK.I) ‘DX-‘; PD347 (MK.I) ‘DX-P’ and NN765 (MK.I) ‘DX-‘.*3
By now German resistance was minimal. Fighters were rarely encountered in any number and flak batteries were reducing in their accuracy and intensity. By May, the war was at and end, and quickly both ‘Exodus’ and training flights became the norm along with cross country and high level bombing training flights taking the front stage. For 630 Sqn July signified the end, after a period of intense recruiting the squadron was disbanded after serving for approximately eighteen months of the war.
During that time they had shown great courage in action. On average they had flown 1,087 hours of operational flying per month and 286 hours on non-operational flights. This amounted to 2,147 operations over enemy territory during which 64 aircraft had been lost. With another six crashing, the toll was high, and their medal tally reflected that, with in excess of 60 awards being granted.
In a last days before disbandment a sports challenge with 57 Squadron allowed 630 to show their colours one last time, winning the overall trophy, and with a party to celebrate that night, the squadron went out on a high. The final day saw the last parade and the handing over of the squadron crest to the Air Ministry for safe keeping. With that, 630 squadron disbanded.
Their place at East Kirkby didn’t stay vacant for long though, for on the 27th July, 460 Sqn arrived to join 57 Sqn and serve its lasts days here at this Lincolnshire airfield.
57 Sqn would continue on, taking on the Lincoln bomber in August as a replacement for the Lancaster although numbers remained low at this time. Fighter affiliation, high level bombing training and cross country flights became the main focus, along with ferrying flights into the European continent bringing back personnel and equipment; a schedule that continued for the next four months, its time finally being called on November 25th 1945.
Throughout the war 57 Sqn had served with distinction, providing crews for not just one but two different squadrons, one of which went on to become perhaps the most famous unit in the RAF’s history. It was a success however, that came at a cost, with the highest loss rate of the whole of Bomber Command, they had taken part in some of Europe’s most ferocious aerial battles and still went on to perform admirably.
On disbandment, 103 Squadron then at Elsham Woods, was immediately renumbered as 57 Sqn, and the unit number lived on. The majority of personnel from the original 57 Sqn were transferred to the RAF’s Holding Station RAF Blyton Holding Unit, along with personnel from several other serving squadrons. Seven three-men crews remained at East Kirkby to ferry the Lancasters away whilst six crews transferred to Scampton to form the basis of the new squadron along with three Lincoln bombers.
460 Sqn an Australian unit, had also served well during its war time life. Being originally formed on November 25th 1941, it was made up of Australian crews, flown Wellingtons, Halifaxes and then Lancaster I and IIIs. Its move to East Kirkby from Binbrook signifying its end, as training flights took over bombing missions and personnel began to be transferred out. By October it too had disbanded.
In an acknowledgement of their bravery, the closing remarks in the Operation Record Books state how the Australian had been warmly welcomed to our shores and how they had cemented a great bond between the two allies against a common enemy. Appreciation and thanks was warmly given to those who had served in the unit.
With the war’s end, East Kirkby was rundown, but between spring 1946 and February 1948, a detachment of Mosquito B.IVs from Coningsby’s 139 (Jamaica) Sqn, operated here, joined between August 1947 and February 1948 by 231 Operational Conversion Unit (OCU) also on detachment from Coningsby. Flying a mix of Airspeed Oxfords, Avro Ansons & de Havilland Mosquito B.IVs, they were the last RAF units to use the airfield before it entered care and maintenance.
Then in 1951, the US Strategic Command 3rd Air Force took over the site, intending to use it as a stand-by airfield. As part of the plan, the runway was extended by 1,230 yards along with an expansion to the apron. Both the 3931st ABG and 3917th ABS were based here but only visiting C-47 ‘Skytrains’ (a derivative of the Dakota) of the 7th Air Division’s Rescue Squadrons, ever arrived.
Eventually, on 31 October 1958, the airfield was returned to Air Ministry under ‘Big Shuffle’ , the reorganisation of the Air Force and its sites in the UK and Europe.*4
With that, East Kirkby closed for good, being sold off in 1964 when it turned once again to agriculture. However, bought by the Panton Brothers, it was turned into a living museum including a taxiable Lancaster to commemorate not only the third brother – Christopher Panton, who was killed on a bombing raid over Nuremberg on 30th – 31st March, 1944 – but all those who served in Bomber Command during World War II.
Part of the museum includes the chapel, a stained glass window and memorial board listing all those who died whilst serving at the airfield in both 57 and 630 Sqn, are poignant reminders of the toll on human life at this one small Lincolnshire airfield.
*2 Worrall, R., “Battle of Berlin 1943-44” Osprey Publishing. 2019.
*3 Chorley, W.R., “Bomber Command Losses pof the Second World War – Vol. 6 1945” Midland Counties Publications 1998.
*4 Francis. P & Crisp. G., “Military Command and Control Organisation Volume 4 – The United States Air Forces in the UK” on behalf of English Heritage.
*5 The East Kirkby Museum have a website which gives far more detail, opening times, and other other visitor information.
National archives: AIR 27/538/38; AIR 27/538/44; AIR 27/538/43; AIR 27/2152/8; AIR 27/2152/7; AIR 27/2152/29; AIR 27/540/13; AIR 27/540/21; AIR 27/1910/11; AIR 27/540/8; AIR 27/540/7
In Part 1 we saw how East Kirkby came about, how its one main unit was used to create further units and how the war had taken its toll on those stationed here. In this part, we end 1943, but the high hopes of better things are far, far away.
The opening of September 1943, was however, the tip of the iceberg, for on the night of 23rd – 24th, three more aircraft were lost whilst on operations to Mannheim; all but five of the twenty-one men involved being killed, with those surviving five being incarcerated by the German forces. The operation had seen almost 630 aircraft take part in a raid that resulted in huge devastation with over 25,000 people being bombed out of their homes.
With the loss of two further aircraft in the closing days of September, the total dead or captured stood at seven Lancasters (forty-nine crewmen) with only four airmen returning to their Lincolnshire home. It had been a devastating start for the squadron at their new home in Lincolnshire.
October 1943 was much the same, major battles over the German Reich took further tolls with another four Lancasters falling from the skies. Most of these crews were also killed with just a handful surviving to be taken prisoner. The numbers of experienced crews on roll were quickly dwindling and replacements were now urgently needed.
The Lancaster ‘DX-F’ at East Kirkby, paying tribute to all those who flew from the airfield and in Bomber Command.
Then in mid November, 57 Sqn would be split for a second time to form yet another new squadron. This time, ‘B’ Flight were taken out and re-designated 630 Sqn. Initially being given the designation of an auxiliary squadron, it was however, a status that was never achieved. The entire flight consisting of nine crews and 106 ground staff, were led by the American, Sqn. Ldr. Malcom Crocker DFC, who simply moved across the airfield locating to new quarters and new dispersals, thus creating two operational squadrons at the site. Being battle hardened already, it took less than three days to complete the move before operations for them began once again.
November also saw Bomber Command enter its fourth month of the ‘Battle of Berlin‘, a period that saw intense bombing of the German capital with repeated raids on the city by heavy bombers of the RAF. It was also a time when the ill-fated Stirlings were finally pulled out of front line bombing campaigns, their losses becoming insurmountable. The decision to do so however, would put further pressure on the Lancaster and Halifax crews who were then left to complete the job with fewer aircraft and increasingly tired crews.
This period would become one of the RAF’s most testing times, and for the next four and a half months, Bomber Command, led by Sir Arthur Harris, would continue to pound Berlin and other major cities deep inside Germany. The winter would be harsh, flights would be long, and it would be a gruelling time for the crews of Bomber Command.
The void left by the Stirlings was filled by the Halifaxes, and their loses now also soared. The battle for Berlin was a battle that would quickly diminish the capability of the RAF if loses were to continue at their current pace.
As the war entered 1944, the crews of Bomber Command became weakened and tired. Extensive battles had taken their toll and a rest was much needed. With poor weather dominating January that rest came, as crews were grounded unable to fly in the appalling winter weather.
The new year would see 617 Squadron dominate the way for 5 Group, their fame and successes taking a large chunk of the new reels. However, at East Kirkby, 630 Squadron would take on a new commander with the arrival of Wing Commander Deas in early February, taking over from Wing Commander J. Rollinson. Deas would continue to lead the squadron for the next five months, as it battled its way through the harsh winter period into spring and onto summer.
The pressure was however on Harris. He was now ordered to turn his men away from Berlin and help the Americans with the invasion plans supporting them in Operation Argument, otherwise known as ‘Big Week’. The operation was designed to weaken the German aircraft industry to prevent reinforcements of aircraft in the build up and launch of Operation Overlord.
In one last vain attempt to hit the capital, Harris planned four nights of raids in February, but poor weather curtailed these allowing only one raid to take place that on the night of the 15th – 16th February.
In the raid, which proved to be Bomber Command’s penultimate flight over the city, both 57 and 630 Squadrons would be involved. A mix of almost 900 Halifaxes and Lancasters saw losses amounting to over forty aircraft, one of these coming from 57 Sqn and another from 630 Sqn with the loss of all crewmen.
In order to lower losses, the formations would be concentrated, dropping 2,600 tonnes of bombs in just twenty minutes, a rain-storm of explosives that would see forty-five aircraft bomb every minute.*2
With that the Battle of Berlin came to an end, fizzling out as operations turned to The Rhine and its heavily defended industrial infrastructure.
The first area targeted was Leipzig, on the night of February 19th-20th. Here another 800 plus aircraft flew to Germany and back. They met determined German fighters as soon as they crossed the coast after which ensued a relentless air battle all the way to the target. Once there, it was completely covered in cloud and sky marking by the Pathfinders was the only possible method of identifying the target. In the operation, 630 Sqn put up nineteen aircraft and 57 Sqn, twenty; all but three returned home that night.
The Leipzig attack would prove to be a disaster for Bomber Command, strong winds meaning some bombers had arrived before the Pathfinders, and then had to circle the target for some considerable time before the markers arrived. This resulted in many of them being shot down by flak with some colliding in the dark, night sky. A loss of seventy-five aircraft that night led to the withdrawal of the second of the heavies – the Merlin powered Halifaxes – from front line operations; like the Stirlings before them, their loses had become unsustainable. This move put yet another heavy burden on the Lancasters crews, as it became the main heavy bomber now able to carry the war into Germany,
The night also proved to be an important one for one East Kirkby Pilot, W.O. J. White, whose determination to get the ‘job done’ and come home, led to him receiving the award of a DFM. In the attack, his rear gunner was mortally wounded, and the aircraft badly shot up with both hydraulics and an outer engine rendered unserviceable. Undeterred, W.O. White carried on to the target, dropping the bombs and then returning to England. On arrival, he managed to negotiate landing the crippled aircraft at an unfamiliar airfield away from home. His courage and determination being more than worthy of the award he received for his actions.
With no break nor time to rest, another operation was ordered the following night, and although the 20th-21st attack on Stuttgart was a clear scoreboard for 57 Sqn, 630 lost another two; one of these ‘ND563’ swinging violently to port after travelling three-quarters of the way along the main runway. After crashing through a boundary fence and crossing a road on its belly, the bomb load exploded before anyone could escape. It was a tragic loss of life for those based at East Kirkby.
BBC war correspondent Richard North interviews the crew of Lancaster “S -Sugar” of No. 630 Squadron RAF on their return to East Kirkby, after bombing the marshalling yards at Juvisy-sur-Orge, France. IWM (CH 12778)
February closed with operations to Schweinfurt and Augsburg, an enquiry into the crash of ND5663 and the funerals of those who had lost their lives that day. With one squadron each losing a further crew, losses were continuing to mount for the two squadrons.
The early spring months would finally draw to a close over two disastrous nights. The first, on 24th – 25th March, saw Harris send his men back to Berlin one more time. In a last effort to bomb the capital, the RAF sent another 800 plus aircraft to the German capital, it would prove to be one of the worst for 630 Sqn, when three aircraft, including that of W.O. J. White who had just been awarded the DFM, were lost.
It was a dramatic figure that would be repeated on the last night of the month, when almost another 800 aircraft made up of Lancasters, Halifaxes and Mosquitoes were sent to Nuremberg. Weather reports from a Meteorological Mosquito were ignored and whist the operation should have been cancelled, it went ahead. In a moon-filled sky, the result was carnage.
By the time all aircraft had returned, losses stood at 95 crews, almost 12% of the entire force sent out, and the biggest loss for the Command of the war so far. The weather experienced had caused the biggest problems, not only for the main bomber-stream, but also for the Pathfinders, with strong winds blowing many aircraft widely off track causing them to bomb Schweinfurt, some 50 miles away, by mistake. Of those that did bomb the correct target, many reported that they were unable to see it due to heavy cloud, which combined with the strong winds, forced both them and the Pathfinders to mark and bomb the wrong area. As a result, little damage was done to the city, and dropping bombs too early, caused ‘creep back’ to extend for some 10 miles ahead of the target. All-in-all more crews were lost that night then there were casualties on the ground, losses that were totally unsustainable for the command.
The German defences on both nights had been extensive and determined. Tame Boar and Wild Boar tactics along with Schrage Musik, the upward firing cannons, had devastated formations who were scattered far and wide. Harris had gambled with his crews and lost.
The disastrous nights of Berlin and Nuremberg led to a short pause in operations in much the same way as the dreaded raid on Schweinfurt did for the Americans. A new focus would take no chances, and precise bombing became the order of the day.
After devastating operations over the German cities, thoughts turn to the invasion and supporting the ground forces. A choice that did not agree with Harris, but one the crews would take in their stride…
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.
Aviation Trails 