RAAF

RAF Hunsdon – The end of the Turbinlite (Part 2)

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In part 1, we saw how Hunsdon was developed and how the new Turbinlite system was developed. However, things don’t quite go to pan the system falls doesn’t meet expectations.

After taking on Hurricanes IIB/C at Martlesham Heath in April, 3 Squadron arrived at Hunsdon from Stapleford Tawney, and like 85 Sqn, would remain here until mid May 1943, when it took its Mosquitoes to West Malling.

Pilots and aircraft of 3 Sqn would make their first appearance at Hunsdon on the 2nd August 1941 when twelve pilots arrived to practice formation flying with crews of the special Havoc Flight created earlier in May. These initial twelve would be followed by another twelve on the third, and then ten more crews on the sixth. The two squadrons would perform practice night flights together, formation flying and ‘dog fighting’ tactics with drogues. By the 10th, the bulk of the squadron had moved over leaving only a detachment both at Manston and Shoreham, where crews undertook both dawn and dusk patrols over southern England and over enemy airfields looking for bombers either landing or taking off.

Hurricane IIC, BD867 ‘QO-Y’, 3 Sqn, at Hunsdon. The exhausts have shields over them to help prevent them being seen whilst on night fighter operations. (@IWM CH 3509)

The combined practice flights would take Hunsdon’s 3 Sqn and the Turbinlite Flights aircrew well into the summer and autumn of the following year, progress being marred by continuing poor weather. GCI (Ground Control Intercept) training and formation flying between the two units took up the majority of the time whilst they were here, however, both dusk and dawn patrols in their Hurricanes gave the pilots of 3 Sqn a little respite from the routine of formation flying with the two Special Flights.

September 1941 then brought the second of the two Special Flights to Hunsdon. On the 20th, 1459 (Fighter) Flight, the penultimate of the ten, was formed here also operating both Havoc Is and Boston IIs, Fs and IIIs. The last of the Flights to make up the ten units would follow just after, being based in northern England at RAF Acklington.

It was quickly found that the Turbinlites not only had a lack of firepower, but poor speed as well, so they were soon demoted to being used solely as a searchlight platform with 3 Squadron’s Hurricanes taking over the main role of interceptor.

With the formation of a new squadron at Croydon, 287 Sqn would have detachments spread far and wide including one here at Hunsdon. Staying here for virtually the entire war, they would fly a range of aircraft including: Blenheims, Hudsons; Lysanders; Hurricanes; Masters; Defiants; Martinets and Spitfires. Even as a detachment flying support flights, they were the longest resident at Hunsdon but never achieved the same status as many of those that were to be based here.

After the turbulence of 1941, 1942 would initially bring a much calmer time at Hunsdon, with less movements in or out of the airfield, although staff changes did cause problems for some units. Changes were initially relatively small, the first of which wouldn’t come until the July of 1942, when a small detachment of 605 Sqn Bostons arrived. After being reformed the month before, at RAF Ford, the small group remained here until mid March 1943, when after taking on the Mosquito, they transferred to Castle Camps in Essex.

605 had previously been posted to Batavia where the majority of ground personnel had been captured by enemy forces. Those that were left were posted to various units and the squadron disbanded. Its reformation at Ford would be a slow process, but gradually it would receive both men and aircraft, accepting machines from 23 Squadron as it also eventually took on the Mosquito.

Whilst based here at Hunsdon, they would primarily carry out training, performing cross country flights,  searchlight co-operation flights and gunnery practice. Navigation also came under scrutiny with logs being examined by the squadron’s navigation officer. By the end of August though, all was well and the personnel returned to Ford thus reuniting the entire squadron once more.

As was the case with many other airfields, training and support flights also used the same airfields, training pilots in new and more modern ways to fly. Hunsdon was no different, and in August a new Flight fulfilling this role was created here at Hunsdon. 1530 Beam Approach Training (BAT) Flight, who were formed specifically to train pilots to land in the dark, or poor weather, using a ‘beam’ (formally blind approach) or radio system. They remained here for some time eventually moving to Wittering where they were disbanded later in 1944.

It would also be in August 1942, that Hunsdon’s resident 85 Sqn would take on the Mosquito, the MK.IIs being a major change from the Havocs previously used. It would only be a trickle of aircraft at first, with just a small number of the ‘Wooden Wonders’ being received by the month’s end.

The trickle continued into September as did the nightly Havoc patrols. On the 7th, Sgt. McCormick sighted what he believed to be a Ju. 88, and closed in for the attack. After following the aircraft he managed to close to 150 feet at which point he opened fire on the starboard engine which quickly caught fire. The aircraft fell from the sky and was later seen burning on the sea below. It was confirmed not as a Ju. 88 but as an He.111 distinguished by its fixed rear-firing machine gun in the extreme end of the fuselage.

September 1942 then brought yet more change. At this point it was decided to raise all ten Turbinlite squadrons to squadron status. The date decided upon was September 2nd 1942. However, due to administration problems, only five could be raised on that date, the remaining five being raised six days later on the 8th of the month. By then, all ten Turbinlite training Flights had been disbanded and reformed as operational squadrons.

With that, 1451 became 530 Sqn on September 8th and continued to operate from Hunsdon, whilst 1459 became 538 Sqn and was relocated to Hibaldstow.

The reformation meant that flights were initially curtailed for 530 Sqn. The poor September weather then added to the issue meaning that flying was at best sporadic. Two further support Hurricanes soon arrived for the squadron taking the total available to four. But their arrival did not ease the situation, the poor weather and other factors continuing to dominate operations to the point that little operational flying took place at all.

October fared little better. More poor weather combined with the fact that three of their four Hurricane pilots (all American), were transferred to the US Army Air Corps, meant that 530 Sqn was unable to progress the way it had hoped. It had been a very poor start for the operational Turbinlites.

By November there were a total of eight Hurricane pilots, some of which had transferred in from O.T.Us, but all were lacking night flying experience. As a result, they were rushed through a night flying course at Hunsdon and were passed as ‘operational’ by the month’s end. However, the problems did not end there. Formation flying in good weather was considered difficult and in visibility of 2,000 ft or less, impossible. This meant that the required number of night flights were not being made which held back all operational flights. Compounding this, continuing bad weather had by now turned the ground very soft and a number of aircraft were getting bogged down in the mud. In addition, whilst aircraft serviceability was generally good, a few had experienced wrinkling of the skin over the air frame and were now awaiting an inspection before being allowed to fly. By now, the crews must have been wanting 1942 to draw to a very quick close.

And to a close it came. December brought rumours of the demise of the Turbinlite squadrons causing uncertainty amongst the personnel. Continuing bad weather had curtailed all but the most urgent of flights. Lectures prevailed bringing escape tactics and Luftwaffe organisation information up to date. A new Havoc was brought in for testing with a new windscreen deicing system, unfortunately this was found unsatisfactory, so a new hot air method was suggested by the squadron and tested under the same conditions. This proved much more successful.

Christmas celebrations then kept the personnel occupied and were ‘livelier than expected’ primarily due to the inclement weather. Crews in the meantime being kept on standby in case the weather turned and operations became necessary again.

RAF Hunsdon Battle Headquarters

The battle headquarters.

With New Year 1943, came the news that the Turbinlites were indeed being disbanded. Of the ten squadrons formed, only five made successful enemy intercepts – Turbinlite was not a great success and as a result, on the 25th January, 530 Squadron along with all other units, ceased to exist and all personnel were scattered amongst other squadrons.

The end of the Turbinlites meant that Hunsdon only had two operational units at this point, both 85 and 3 Sqn continuing to fly from the airfield when they could. The early part of the year, brought considerable fog and cold weather, the fog preventing flying on many occasions, which hampered test flights for 3 Sqn on their new Typhoons when they arrived in February.

By mid May though, both these units were to depart also, 3 Squadron transferring to West Malling, with the Mosquitoes of 85 Sqn joining them soon after, but not until after a very important ceremony.

The full story of RAF Hunsdon can be read in Trail 25.

RAF Hunsdon – The beginnings of Turbinlite (Part 1)

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In Trail 25 we head to the south once more, to the west of Harlow, and to two wartime airfields; one of which played a major part in striking a blow at the very heart of the Nazi regime.

The county of Hertfordshire is an area popular with commuters to both London and the technological towns of Harlow and Bishops Stortford. Being north of London, it is also close to Stansted airport, itself an ex World War II airfield. Hertfordshire has some beautiful countryside, delightful little villages and quaint country pubs. It is also an area with a wealth of history.

Our first stop is a small airfield nestled in the heart of this beautiful countryside. It is situated north-east of the village that gives it its name, RAF Hunsdon.

RAF Hunsdon

RAF Hunsdon Village sign

The Hunsdon Village sign reflects its history and links to the RAF.

Even before Hunsdon was built, it is referenced in some areas that the site was being used for a detachment of 107 Squadron Blenheims, then based at RAF Wattisham and later Leuchars. This may have been part of the ‘Scatter’ directive given to squadrons in the immediate period before war was officially declared, and was thought to occur between May 1939 and March 1941.  However, there are no references to this in the official squadron files and so this action is doubted. However, if this were the case, then it would certainly suggest an early use of the site before it was developed into a fully operational airfield, and it may have been an indication that an airfield was on its way in the near future.

The site was earmarked for development in 1940, with construction occurring over the period October 1940 to March 1941, after which the first squadron moved in. It was built by various construction companies and incorporated two asphalt runways; the main running east-west reaching 1,750 yards in length after its later extension, with a second running north-east to south-west  extended to 1,450 yards; both were built to the standard 50 yard width. Aircraft dispersals, maintenance and storage buildings consisted of eighteen ‘twin-engined’ hardstands; sixteen blister hangars (a mix of ‘Over’ (4) and  ‘Extra Over’ (12)) and a Bellman hangar. There was also a fuel dump and accommodation buildings for up to 2,240 airmen and some 276 WAAFs, all located across eight dispersed sites.

A large number of operational units, (in excess of twenty-five) would pass through its doors throughout its relatively short life, providing Hunsdon with a multinational mixture of crews and a number of aircraft types.

The airfield itself lies within a stone’s throw of London and so its initial role was that of night fighter operations covering London and the south / east area.

The first recognised squadron to make its mark at Hunsdon was 85 Squadron on May 3rd 1941, transferring across from RAF Debden flying Defiants and Havoc MK.Is. The move across on the 3rd went smoothly with personnel and equipment being transferred across in lorries and 32 seat busses, the majority of personnel arriving later that day.

RAF Hunsdon Parachute store

The Parachute store now holds farm machinery.

On arrival at Hunsdon, personnel of ‘A’ Flight were immediately billeted on the aerodrome close to their dispersals, whilst those of ‘B’ Flight were housed on Number 2 Site, located about a mile or so from the main airfield area. Personnel of both the Headquarters Flight and the servicing Echelon were billeted even further away, about four miles in fact, at Gilstone Park. The officers meanwhile, had the better accommodation, being billeted in a house called ‘Boningtons’ believed to be the former home of “Mr. Brooke Bond” the family of the P.G. Tea empire. It is thought that the family purchased the house in 1940, moving out of their London residency to avoid the blitz. Unfortunately, it was rather a short lived purchase as the property was requisitioned by the RAF not long after!

By the end of the 4th, all 85 Sqn personnel were in and unpacked at Hunsdon, and so night flying duties could commence straight away with patrols taking place over the Felixstowe area. Immediately, a Heinkel He.111 was vectored onto, and a skirmish took place in which both aircraft both gave and received machine gun fire. The Luftwaffe bomber came off worst though, and was last seen diving into cloud firing a white verey pistol, either as a resignation of the fight or possibly as a distress signal to any would be rescuers.

Over the next few nights further contacts were made and several Ju. 88s were either confirmed or claimed as shot down. The squadron was performing well, morale was high and all was looking good.

The night of the 13th could have been different for some though. On his return from a patrol, Fly. Off. Hemingway’s instruments failed and with little choice, he gave the order to bale out. After his operator, Sgt. Bailey, had departed the Havoc, Hemingway followed, both men landing in close proximity to each other in the grounds of Much Hadam Hall (a grade 1 listed building built in the early 1700s). Whilst both airmen were safe, Hemingway’s was not the model jump, as he came to rest in a tree in the grounds of the hall. Bailey fared little better, landing rather ungainly on a bucket not too far away. This was Hemingway’s third successful bale out of a stricken aircraft, his previous two both occurring during the Battle of Britain.

On May 17th, Wg. Cdr. Peter Townsend, now with a DSO, flew to Great Massingham, Flt. Lt. Marshall flew to Odiham to test the runway and Flt. Lt. Rabone flew to Heston from where he collected a special and secret Havoc which was to be tested by the squadron. The first flight of this new variant occurred on May 23rd, and was quickly followed by a second aircraft on the 28th, After this, they would then begin testing both aircraft as a new night flying platform.

This particular type of aircraft was the forerunner of what became known as the Turbinlite Havoc, a new design that was the brainchild of one Sidney Cotton.*3

RAF Hunsdon Runway remains

The main runway has been reduced to a track.

With the help of William Helmore, Cotton took out two patents; GB 574970 and GB 574118, each one relating to this new idea. It would be Helmore (an Air Commodore) who would then develop the idea further turning it into what would become commonly known as the Turbinlite system.

Originally designated Air Target Illumination, Cotton’s idea was passed to the Alan Muntz Company, who in conjunction with G.E.C., developed it into what was at the time, the most powerful searchlight in the world, and one that would fit neatly into the nose of a Douglas Havoc, or Boston as it was known in the RAF.

The light was so powerful that it would require a staggering forty-eight batteries each stored in the bomb bay of the aircraft, adding an additional weight to the aircraft just short of 2,000lbs. The light was so strong (1,400 amps) that it would discharge in less than 12 seconds meaning its use was limited to short searches only.

Havoc Mark I (Turbinlite), AW400, on the ground at Burtonwood, Lancashire. This aircraft served with Nos. 1422 and 1454 (Turbinlite) Flights, and with 1459 (Turbinlite) Flight/538 Squadron RAF, before transfer to the USAAF in April 1943. (© IWM ATP 10654C)

The first full prototype Turbinlite aircraft fitted with the unit was Boston W8254 and was flown by Acting Squadron Leader A. Clouston of 1422 (Night Fighter) Flight formed at Heston on May 12th 1941. The Flight would then operate a number of these aircraft, along with several other types which included the only Turbinlite Mosquito; along with a Defiant, Wellington and Hurricane.

Heston was the home of Airwork, an aviation company set up by two ex-Cambridge students and soldiers of the great war, Sir Henry Nigel Norman and Alan Muntz.  Their vision, was to create the best aerodrome near London, a dream that would cost Norman his life and Muntz to lose his son. Airwork would go through many changes during its life, taking on several Government contracts including a range of flying schools to train RAF pilots throughout the Second World War. These included RAF Digby, RAF Grangemouth, RAF Scone (Perth) and RAF Linton-on-Ouse.

Airwork would themselves modify a further four Bostons, with a further sixteen being modified by the Heston Aircraft Company. A third batch was then developed at RAF Burtonwood, giving a total of nine flights for training and ten operational squadrons comprising just short of 100 aircraft in all.

It was soon realised however, that the Bostons lacked firepower and so the company began to look at the Mosquito as a possible replacement aircraft. Only one Mosquito was modified (W4087, a Hatfield built F.II) at Heston, but this idea, unlike the Boston, failed to progress any further than the prototype stage, and no other aircraft were converted.

The Only Mosquito converted to carry the Turbinlite.*5

The Turbinlite project quickly gained pace, but the units wouldn’t be raised to squadron status until September of the following year. In preparation, ten special Havoc flights were created to train crews to operate the aircraft. The first of two, formed at Hunsdon (and the first of the ten) was 1451 (Fighter) Flight on May 22nd 1941. The Flight used several examples that included both Boston IIIs (AL469 and Z2280) and Havoc Is (AE470 and AW405). It also utilised a Cygnet and Tiger Moth for pilot training. By the end of the month, 85 Sqn had flown a total of 505 hours, 482 of them undertaken in Havocs, with 213 of these being on night flights.

On August 9th 1941, 85 Sqn were joined here at Hunsdon by 3 Sqn, one of the original three squadrons to have been formed by the Royal Flying Corp. Created on May 13th 1912, when the Air Battalion of the Royal Engineers was absorbed in to the month old Royal Flying Corps, 3 Sqn joined both 1 and 2 Squadrons as the oldest units to have operated in the RFC. As such, its history is long and very distinguished.

In Part 2 we see how the Turbinlite develops, and how, as the war goes on, the first of Mosquitoes arrive.

The full story of RAF Hunsdon can be read in Trail 25.

RAF Sculthorpe – The Cold War continues but the end is in sight (4)

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In Part 3, Sculthorpe had undertaken reconnaissance flights over Soviet territory risking all out war with the Russians. New bombers were arriving and Sculthorpe had reached its heyday. As the Cold War continued, new aircraft would arrive and mistakes will happen.

Mid 1955 would then see a change leadership at Sculthorpe with the departure of the Station Commander Colonel M. Jones, himself a veteran of the famous Tokyo raid led by General Doolittle. He would be replaced, in time, by another veteran, the former commander of RAF Attlebridge, Brigadier General Joseph Holzapple.

It was during this same year that a further and more serious disaster would strike at the heart of Sculthorpe personnel, when on the 9th December, an F-84F (#52-6692)  of the 55th Fighter-Bomber Sqn/20th Fighter-Bomber Wing,  was flying from Sculthorpe on an instrument training flight. Whilst over the Derbyshire countryside the aircraft flown by Lieutenant Roy Evans, a 24 year old from Polaski, Tennessee, ran low on fuel and suffered an engine flame out. After several attempts to relight the engine, Evans decided it was time to eject as the aircraft was losing height. The tower at RAF Burtonwood, could hear the pilot but he could not hear them, as he informed them that he was leaving the aircraft. At the time of the ejection the jet was said to be at about 2,500 ft and losing height rapidly.

Evans ejected, landing on the moors east of Hathersage injuring his ankle in the process. The aircraft meanwhile, hit the ground at around 300 miles per hour, some six miles away at Lodge Moor Hospital in Sheffield. The Thunderstreak  struck the roof of Ward ‘North Two’ ploughing through Ward ‘North One’ before eventually coming to rest in two parts by the garage and mortuary. One person inside the hospital was killed whilst seven others received minor injuries and shock*8.

One version of The Daily Mirror of 10th December, led with the story with the headline “Pilotless Jet Crashes on Hospital“, and gives details of the incident which could have been much worse as the jet narrowly missed a huge petrol storage tank and ambulance station. Whilst Lieutenant Evans survived this incident, he would later lose his life in another accident this time involving a reconnaissance version of the F-84 the ‘Thunderflash’ (#52-7349) on 21st August 1958 in Morocco.

Throughout the closing years of the 1950s, Sculthorpe and the 47th remained at the forefront of the nuclear tactical force. But changes were coming and already the move toward nuclear missile delivery systems was happening. The Tornado was becoming old and outdated yet it remained as the main aircraft with the USAF in Europe. The RB-66A ‘Destroyer’, a Douglas built all weather reconnaissance aircraft was being developed at this time, and would soon be delivered as a direct replacement for the Tornado. The RB-45s had performed well, but their record was not flawless either, a matter borne out in 1953 when between March 9th and 13th May, there were five incidents due to engine fires in RB-45As. In all there were thirty-seven serious mishaps including seven serious engine fires which marred the B-45’s record at Sculthorpe, some of which had resulted in fatalities*9.

File:Douglas RB-66B 54-506 19 TRS Scul BWD 18.05.57 edited-2.jpg

Douglas RB-66B #54-506 Between 1957 and 1959; it flew with the 19th TRS (66th TRW) (wikipedia)

Advances in in-flight refuelling were also made their presence felt. At Sculthorpe three KB-50 tankers joined the KB-29s of the 420th Air Refuelling Squadron bringing the advancement of three point refuelling replacing the single boom as used previously. The change would not be smooth though as on February 2nd 1957, two of the Sculthorpe aircraft collided in poor weather near Morigny, twenty miles from Saint-Lo (Manche), Normandy, thirteen crewmen were killed as a result of the crash.

The arrival of the RB-66A  ‘Destroyer’ in early 1958 was quite a step forward for the crews at Sculthorpe. Training and conversion courses became a priority, and the aircraft was generally liked by those who flew it.

The thought of nuclear weapons being stored locally raised a number of issues. People were naturally concerned about the security and safety of such weapons being located on such an important airbase, and in particular what the consequences of any accidents would be. Their fears were fuelled in 1958 when a weapons technician suffering from mental illness, locked himself in an atomic ‘bunker’ with a pistol for some eight hours.

The US authorities naturally played down the event, not quite reaching the point of denying it ever happened, but local people connected with the base, knew better. The base was put into ‘lock down’ and all staff were confined to quarters. Eventually the crisis was aired in the Commons, but reassurances from the American authorities did little to alleviate the worries of the local people.

By the summer of 1958, the B-45s’ days had finally come to a close and they were replaced by the B-66. But the introduction of any new aircraft can be difficult and the B-66 was no different.

One of the first incidents to befall the type at Sculthorpe was on April 14th 1958, when B-66 #54-0422 of the 19th TRS crashed on approach to Sculthorpe whilst attempting a blind landing. The weather at the time was good, but the aircraft was under instruction from the tower and so operating in ‘blind’ conditions. In the accident, which occurred just four miles from the airfield, all three crewmen were sadly killed.

In other cases, a number of aircrew found themselves without hydraulic fluid due to leaks in the undercarriage system. Unable to lower them by hand, they were faced with a difficult decision, and it would not be long before the first such incident would take place.

On July 3rd 1958, RB-66B #54-433 of the 19th TRS, was approaching Sculthorpe after having ‘gone around’, and was unable to lower the port landing gear. Both the starboard and nose wheels were down but the crew were unable to release the port. Deciding to eject from the aircraft, they set the autopilot to take the aircraft out to sea and then ejected.

Unfortunately, and for whatever reason, the aircraft flew in large circles until running out of fuel some twenty-six minutes later crashing just short of thirty miles from the airfield. There were no injuries in the accident but it would be one of several similar incidents to befall the model.

In all though, the B-66 at Sculthorpe only suffered four fatal accidents during its time in Britain, a rather more favourable record than that of its predecessor*9.

Long range operations of the 47th BW were gradually taken over by other branches of the US Strategic Air Command (SAC), reaching such a point that inevitably, the 47th’s services were no longer required. On June 22nd, 1962 they were officially disbanded and staff posted elsewhere. The designation was removed from the US military inventory and their remarkable achievements condemned to the history books. Cold War tactics now changing with long range bombing being replaced with more short range tactical aircraft and missiles.

Their departure left just two units at Sculthorpe, the 420th refuelling squadron and a detachment of a weather squadron with a handful of WB-50Ds. Any possibility of a nuclear air strike from Sculthorpe was now completely eliminated.

After this, political talks and imposed de-escalation strategies between the Cold War factions, prevented further deployment of large-scale US bombers on European soil, and so further deployments on this scale would not be seen again in the UK.

Gradually, as nuclear deterrents turned to both missiles and naval based platforms, Sculthorpe’s activity began to slow. Speculation then grew as to the future of the airfield. As early as 1961 it was suggested that there was truth in the reports and that the airfield would close in the near future, a rumour that came as a blow for the locals who had developed good relationships with the Americans.

A year later the announcement was made that it would close, and a gradual run down began. The bitter-sweet pill was made worse by the announcement that the US were also ‘phasing down’ Alconbury and Chelveston, whilst also closing RAF Bruntingthorpe in Leicestershire, all ex-wartime airfields extended by the US in the Cold War.

A possible reprieve due to the Cuban Missiles crises led to nothing, and the gradual wind down continued. By March 1964, the number of US personnel on the base stood at around 1,700 plus their dependants, a few civilians and Air Ministry employees*7. The 420th then with their outdated KB-50s also departed, and with no staff to administer, the admin and support group (7375th Combat Support Group) was also disbanded. There would be no more operational units to serve at Sculthorpe.

Then the base was returned to RAF ownership, and quickly placed into care and maintenance once more, held open by only a small detachment of support staff. Sections of the site were then sold off and preparations made for the disposal of the rest of the airfield. Some of the housing was retained however, for use by staff at various other airfields locally, primarily West Raynham and Marham.

For two years the base languished. The usual vandalism and stripping of any useful materials took its toll and the the base quickly fell into disrepair. However, all was not yet lost, two years after its closure in 1966, Sculthorpe saw yet another reprieve, when the USAF returned once more after being given their marching orders by the French. The base would act as both a storage facility and a support airfield for the American units at RAF Lakenheath, but the extensive damage was going to take time to repair and cost a considerable amount of money.

Grand ideas for the future of the base were put forward, even using it to test Concorde, the Anglo-French Supersonic airliner that would eventually end its days following a tragic crash in France. But none of these ideas materialised and Sculthorpe remained a standby base used for dispersing aircraft from other airfields.

This reprieve lasted for the next twenty years, but with minimal staffing and no operational units, it was a shadow of its former self. This change of luck did however, temporarily bring new life back to the airfield, with American F-4 Phantoms, C-130s, Galaxys and A-7 Corsairs appearing regularly. The RAF, needing a similar facility for RAF Bolthole operations (used when other airfield runways were resurfaced) also used Sculthorpe as a temporary base; Coltishall for example, basing their Jaguars here temporarily. As a storage facility it would also be used to store and convert foreign aircraft, F-100s, F-104 ‘Starfighters’ and T-33s from air forces overseas. French Mysteres and North American Sabres were also brought here for scrapping and disposal, first bids going to local museums, a process that went on well into the late 1980s. Sculthorpe became a mecca for plane spotters for at least another few years.

Eventually, with the Cold War ending, all this too ceased and in October 1992, Sculthorpe was officially closed, and the remaining handful of staff were posted out elsewhere.

Airmens huts

‘Hut 380’, a Second World War remnant- the former chapel which was restored in 2023 and occupied by the new Heritage centre.

The enormous accommodation blocks and technical sites were sold off, but these and many of the remaining buildings were left to decay whilst planners gave thought as to what they should be used for. In 2008, the four T2 hangars were demolished, along with eight blister hangars, leaving just one remaining on the east side of the airfield. However, like a phoenix, Sculthorpe returned from the dead yet again, this time part of the enormous STANTA training area, with the RAF, the Army Air Corps and the USAF using it for manoeuvres, seeing such diverse models as the V-22 Osprey tilt wing aircraft using it for paratroops and rehearsals of supply drops over its enormous runways; much of this activity taking place at night. Even up until recently, C-130s had also been seen operating over here, again rehearsing quick ‘stop-‘n’-go’ drops, something that continues in part to this day.

The rise in ‘Soviet Aggression’ and post conflict tensions during the Cold War had secured the immediate post-war future of Sculthorpe. Not only were atomic weapons stored here ready, but a wide range of US aircraft that would otherwise not have been seen on British soil, were also based here. The demise of world peace had been the saviour of Sculthorpe’s future.

Looking at Sculthorpe, it is hard to believe its origins were in the Second World War. Being a real monster of the Cold War, Sculthorpe is clinging on by the skin of its teeth. The accommodation blocks that once housed 10,000 personnel have decayed and are severely vandalised, refurbished areas are now sold off and accommodating local families. A small industrial area has been developed from the technical area, and the local farmer grazes his cattle on the far reaches of the site. Many of the older original buildings have been left to rot and fall down. The MOD still retain ownership of the main part of the site, with a large part of the ancillary areas in private hands, such ownership does prevent some access but a good deal of the site is visible from permissible points.

The original guard-house is no longer manned, and a number of other buildings close by are also empty. A small public track that once took eager plane spotters to the rear of the airfield, still allows views across the north of the now quiet site where a blister hangar continues to stand alone. The control tower that was visible in the distance from this point was demolished with little or no warning in 2022, and a number of original Nissan huts and Second World War buildings still remain hiding amongst new buildings and old developments.

Reunion 'memorial'

In remembrance of the 47th BW, 50th anniversary reunion, 2002.

The post war ‘All Ranks Club’ housed a small exhibition of artefacts and information about Sculthorpe, depicting its post war life, and includes many interesting photos. The exhibition is open at certain times throughout the year allowing visitors to view them and talk to the volunteers some of whom actually served here at the base. In 2023/24, the Heritage Centre moved into the former Chapel after the staff refurbished the premises. The previous accommodation being returned to the public as a club house, its original purpose.

In 2022, a memorial was finally erected by the Airfields of Britain Conservation Trust outside the former main gate, and the original airfield sign was returned to the Heritage centre making its last journey home again.

The original name board returned to Sculthorpe 2023.

The original airfield sign had come back to Sculthorpe.

Sculthorpe was once a bustling airfield, it was home to some of the world’s heaviest bombers, and a mecca for aviation enthusiasts and plane spotters alike. Today, it is a decaying industrial site, a mix of old buildings and new developments; a remnant of the Cold War, it clings on to life by the skin of its teeth, maybe, just maybe, the Phoenix will rise up once more and spring into life once again.

The full story can be read in Trail 21.

Sources and further information (Sculthorpe).

*1 National Archives – AIR 27/1924/17

*2 Gunn, P.B., “Flying Lives – with a Norfolk Theme“, Peter Gunn, 2010

*3, *5 Cahill, W. “The Unseen Fight: USAAF radio counter-measure operations in Europe, 1943 to 1945” Journal of Aeronautical History Paper, 2020/06

*4 21 Sqn ORB Summary of Events 1943 Oct 01 – 1943 Nov 30, AIR 27/264/19

*5 Cahill, W., “The Unseen Fight: USAAF radio counter-measure operations in
Europe, 1943 to 1945” Journal of Aeronautical History, Paper 2020/06

*6 The Spyflight Website which gives considerable detail into the flights.

*7 Gunn., P. “Sculthorpe – Secrecy and Stealth, A Norfolk Airfield in the Cold War.” The History Press, 2014. (An excellent and well researched book that tells the in-depth story of Sculthorpe and the lives of those connected with it. A definite read for those wanting to know more).

*8 Aviation Safety Network Website.

*9 Davies, P. “B/EB-66 Destroyer Units in Combat” Osprey Publishing. 2021

Thirsk, I., “de Havilland Mosquito – an Illustrated Story Vol 2” 2006, Crecy Publishing Limited

National Archives: AIR 27/1924/19; AIR 27/1935/19; AIR 27/1326

Photos of Sculthorpe in its heyday can be seen on the Sculthorpe  Air Base website.

Further information and personal stories can be found on the 214 (Federated Malay States) Squadron website.

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

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

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

Accomodation blck adjacent to the guard room

Blocks adjacent to the Guard Room.

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

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

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

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

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

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

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

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

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

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

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

Bomb store

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

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

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

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

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

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

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

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

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

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

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

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

Accomodation Block

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

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

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

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

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

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

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

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

The full story can be read in Trail 21.

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

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

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

RAF Sculthorpe

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

A once busy shop

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

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

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

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

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

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

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

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

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

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

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

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

RAF Sculthorpe

The Commissary and BX next door are still on site today

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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100641

Pilot Officer Rawdon Middleton (RAAF)*1

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

P01019.003

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

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

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

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

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

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

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

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

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

SUK10501

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

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

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

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

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

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

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

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

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

Middleton’s citation read:

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

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

St. John's Church Beck Row, Mildenhall

Fl. Sgt. Rawdon Hume Middleton, VC (RAAF) 149 Sqn RAF, St. John’s Church, Beck Row, Suffolk.

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

Sources

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

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

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

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

Sqn. Ldr. Ian Willoughby Bazalgette (RAFVR) VC

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RAF Downham Market was one of a small number of airfields that were home to the RAF’s Pathfinder Squadrons. Elite airmen who would lead formations of heavy bombers into some of the most heavily defended areas of the Reich, often against insurmountable odds and always at great risk to themselves. The Pathfinders produced some remarkable flyers and many, many heroes. Of all the crews who flew with 8 Group PFF, only three were rewarded for their valour and gallantry with the highest possible accolade, the Victoria Cross. One of those went Posthumously to Sqn. Ldr. I. W. Bazalgette, whose long and distinguished career led him to achieving 58 missions before his death. Based at RAF Downham Market, Bazalgette, would become legendary, flying his Lancaster bomber in pursuit of victory against a tyranny beyond all evil.

Ian Willoughby Bazalgette.jpg

Sqn Leader Ian Bazalgette (RAFVR) died August 4th 1944, a few days before his 26th Birthday.*1

Squadron Leader Ian Willoughby “Baz” Bazalgette was born on October 19th 1918 in Calgary, Canada and was the youngest of three children. His parents decided to move to England in 1924 when he was six, settling in New Malden, Surrey on the outskirts of London.

During his school life he developed a passion for music, and in particular Classical Music, which he immersed himself in spending hours listening to and writing about.

As a teenager, he would have his first real battle, that of tuberculosis, which meant he would have to undergo four long months of hospital treatment. Bazalgette’s strength and determination would see him pull though this, a strength and determination that would go on to show itself on a number of occasions later on during his RAF career. 

Prior to the outbreak of war, Bazalgette decided to enlist, applying to, and being accepted by, the Royal Artillery; achieving a commission as Second Lieutenant within a year. This new role took him to the outskirts of Edinburgh operating a radar searchlight, protecting both the city, and the Forth Estuary from Luftwaffe bombers. Dissatisfied with the routine of searchlight activities, he decided to give up this role, and whilst on a trip into nearby Edinburgh in March 1941, he applied to the Royal Air Force Volunteer Reserves. His application was accepted and in the following July, he received his first posting to a training unit – 22 Elementary Flying Training School at Cambridge.

Throughout his training Bazalgette showed great tenacity and promise, quickly passing  a number of stringent and difficult flying tests. Flying solo for the first time during August, gave him the opportunity he had been longing for. His flying skills impressed his seniors so much that on the 28th, he passed the C.O.s test taking just 30 minutes to complete the flight. Upon passing, he was graded as an ‘above average’ pilot by his examiners.

Bazalgette was then transferred to Cranwell where he trained on Airspeed Oxfords. At Cranwell he achieved his wings, and after a short break, he was sent to Scampton and 18 Beam Approach School. Bazalgette eventually left Scampton, heading towards his first operational unit, 25 Operational Training Unit, where he would form his first crew.

Informal crewing up was very much encouraged by the RAF, but those that didn’t manage the task were allocated crew members by the relevant staff at the various bases; Bazalgette had no problems in finding his own.

Whilst at the OTU, Bazalgette would have his first experience of heavy bombers flying the Vickers Wellington; a remarkable aircraft that used Barnes Wallis’ geodesic construction in Rex Pierson’s design.  Bazalgette and his crew competed a range of training flights whilst at 25 OTU, including air gunnery and bombing practice, all of which they passed. On September 18th 1942, after accumulating some 223 hours as a pilot, Bazalgette received his first posting to a fully operational Squadron, 115 Squadron at RAF Marham, Norfolk, he was off to war.

The very next day he flew “Second Dickie” assisting an experienced crew tackling the rigours of an operational sortie to Saarbrucken. Two days later he was back out, but this time laying mines on a ‘Gardening’ mission shortly before the squadron moved to nearby RAF Mildenhall in Suffolk. It was here that Bazalgette would fly his first operational mission as a pilot leading his own crew.

After moving to East Wretham, 115 squadron then began the task of replacing their Wellingtons with Stirlings, and Bazalgette was sent to 1567 Operational Conversion Unit (OCU) to convert to the big heavy four-engined aircraft. Between him completing the course and returning to East Wretham though the Stirling had been superseded, proving to be a poor performer in conflict zones. Bazalgette would now get his chance to fly the legendary Lancaster.

On the 3rd April 1943, Bazalgette was awarded the DFC, and the same strength and determination that had got him though tuberculosis would get him through his tour of 30 missions. On completion, as was customary at this point, he and his crew were separated and scattered across a range of new squadrons within the Air Force.

Bazalgette was sent back to Scotland and RAF Lossiemouth where he reluctantly trained new bomber pilots, a position he disliked immensely. He pleaded for postings to an operational unit, a plea that was eventually granted in April 1944, and a posting to RAF Warboys and the Pathfinder Conversion Unit.

From here he transferred with a new crew to 635 Squadron at RAF Downham Market, in Norfolk, a few miles west of Marham the very station he had spent his early days at with 115 Sqn.

As a model crew, he was looked up to by others at Downham Market. He would go on to fly 58 missions in total, two off his score of two tours of duty.

However, his 58th mission would be his last. On August 4th 1944, Lancaster ‘M’ for Mother would not be listed for duty, but an absent crew left an opening that Bazalgette and his crew jumped at. It was a decision that would change their lives forever.

On that day, Bazalgette would fly Lancaster Mk III, F2-‘T’ for Tommy, not their usual aircraft but it was ready, fuelled and bombed up. The aircraft was known for a history of mechanical problems, its usual pilot tending to work the engines much harder than necessary, but it was a choice of stay on the ground or fly the mission: for Bazalgette and the crew of ‘M’ for Mother it was an easy choice.

The mission for the day was as Master Bomber of the Pathfinder squadron to identify and mark a V1 storage site at Trossy St. Maximin, a heavily defended area to the north of Paris. Take off was set for 11:00, over the next fifteen minutes at five-minute intervals, 14 Lancasters of 635 Sqn would leave Downham Market heading for France. The weather was less than 3/10 cloud over the target, excellent for the determined and accurate anti-aircraft gunners below. On the second run in to the target, the Master Bomber and Deputy Master bomber were both hit, one being downed (PA983 F2-A piloted by F/L. R. W. Beveridge) and the second forced to return home, leaving Bazalgette as the lead aircraft.

Flak was incredibly intense and his aircraft repeatedly hit. The starboard wing was struck causing damage to both engines, subsequently putting them both out of action. In the wing the fuel tanks caught fire, fuel poured into the rear of the fuselage and the situation becomes desperate. The bomb aimer was mortally wounded, his arm barely recognisable due to his injuries, but Bazalgette managed to reach the target, drop both his markers and his bombs, whereupon the aircraft began a steep spin toward the ground below. As the situation worsened, he gave the order to bail out, all but three; Bazalgette, F/Lt. I. A. Hibbert and F/Sgt. V. V. R. Leader are left.

Bazalgette continued to fight with the controls and quite remarkably managed to keep the stricken bomber flying long enough to avoid the French village of Senantes. Unable to maintain height, the aircraft finally hit the ground, resting momentarily before exploding in a massive fireball killing all those remaining on board.

Once the ferocious fire subsided, locals were able to reach the wreck and remove the bodies of both Leeder and Hibbert. Bazalgette’s remains were not found until the air frame was removed, some days later.

For his bravery and sacrifice, Ian Bazalgette was awarded the V.C., the highest honour for military personnel. The London Gazette, of 14th August 1945, published the following:

On 4th August 1944 Squadron Leader Bazalgette was “Master bomber” of a Pathfinder Squadron detailed to mark an important target for the main bomber force. When nearing the target his Lancaster was seriously damaged and set on fire by anti-aircraft fire; the bomb aimer was badly wounded. As the deputy “Master bomber” had already been shot down, the success of the attack depended on Squadron Leader Bazalgette who despite appalling conditions in his burning aircraft pressed on gallantly, bombed, and marked the target accurately. That the attack was successful was due to his magnificent effort. The condition of the aircraft had by now become so bad that Squadron Leader Bazalgette ordered his crew to leave the aircraft by parachute. He attempted the almost hopeless task of landing the crippled and blazing aircraft to save the wounded bomb aimer, and one air-gunner, who had been overcome by fumes. With superb skill and taking great care to avoid a French village, be brought the aircraft safely down. Unfortunately it then exploded and this gallant officer and his two comrades perished. His heroic sacrifice marked the climax of a long career of operations against the enemy. He always chose the more dangerous and exacting roles. His courage and devotion to duty were beyond praise.

Ian Bazalgette’s sacrifice marked the end of a career covering an incredible 58 operational missions. His courage, determination and devotion to duty going way beyond those expected of any serving officer. With him that day on ‘T’ for Tommy were: Sgt. G. R. Turner; F/L. G. Goddard; F/L. I. A. Hibbert DFC; F/O. C. R. Godfrey DFC; F/S. V. V. R. Leeder (RAAF) and F/O. D. Cameron DFM. Of the four men who manged to get out of the aircraft: Turner, Goddard, Godfrey and Cameron, all managed to evade capture*2.

In his honour, Bazalgette has a Garden in New Malden, Surrey named after him, a school in Calgary, the ‘Ian Bazalgette Junior High School’, and at the Bomber Command Museum of Canada, an Avro Lancaster, FM159, was painted in the markings of his aircraft; the Lancaster was dedicated in 1990. At the ceremony, Bazalgette’s sister, Mrs. E. Broderick, unveiled a commemorative plaque whilst the aircraft itself was unveiled by two of Bazalgette’s former crew members, Chuck Godfrey DFC and George Turner, both of whom were with him of that fateful night.

Outside the church of St. Mary’s at Bexwell close to the accommodation sites of Downham airfield, stands a new memorial in his name. Laying beside him is the memorial of another V.C. winner Arthur Aaron, who was also based at RAF Downham Market during the Second World War.

Ian Bazalgette was one of those many young men who sacrificed their lives in the hope of saving others. He dedication to duty, determination to win and above all, his value of other’s led to a tragic and sad end, that shall forever be remembered in the hearts and minds of those who lived through those terrible years 1939-45.

Downham Market updated memorial

The new memorial at St. Mary’s Church Bexwell.

There is a book written listing every operation of 635 Sqn whilst at RAF Downham Market, with crew details, aircraft profiles and mission aerial photographs. It is an amazing record and the result of three years work. The author Christopher Coverdale, is also on the committee aiming to construct the new memorial at RAF Downham Market.

Downham Market appears in Trail 7.

Notes and Further Reading.

Coverdale C. ‘Pathfinders 635 Squadron – definitive history March 1944 – September 1945‘ Published by Pathfinder Publishing, 2009. ISBN: 978-0-9561145-0-1

The Bomber Command Museum of Canada website has a detailed account of the restoration of Lancaster FM159.

*1 Photo IWM – CH 15911 in the public domain.

*2 Chorley, W. R. ‘Bomber Command Losses of the Second World War‘ Vol 5, 1944, 1997

Downham Market VC Memorial Updated.

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

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

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

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

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

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

Downham Market updated memorial

Designer Johnathon Horton with the memorial.

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

Downham Market updated memorial

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

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

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

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

Downham Market updated memorial

The updated board from the original memorial.

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

Remembrance Sunday November 2022

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At the eleventh hour on the eleventh day of the eleventh month 1918, the guns on the western front fell silent. Four years of war in which millions were either killed or wounded, towns and villages wiped from the map and the environment changed forever, had finally come to an end. All along the front line, men were soon to put down their arms and leave their trenches for home.

The war to end all wars had finally come to an end. During the last four years some 40 million people had been killed or wounded, many simply disappeared in the mud that bore no preference to consuming man or machine.

Back home, virtually no city, town, village or hamlet was left unscathed by the loss of those four years. Many who returned home were changed, psychologically many were wounded beyond repair.

Sadly, twenty years later, the world slipped into the abyss of war once more. A war that saw some of the most incredible horrors, one that saw the extreme capabilities of what man can do to his fellow-man. Across the world millions of innocent people were slaughtered under the guise of an ideology. An ideology that was determined to rid the world of anyone who was willing to speak out against that very same ideology.

Young men were transported thousands of miles to fight in environments completely alien to them. Many had never been beyond their own home town and yet here they were in foreign lands fighting a foe they had never even met.

The bravery and self-sacrifice of those young men  on the seas, on the land and in the air, go beyond anything we can offer as repayment today.

For nearly 80 years, the world has been at an uneasy rest, Korea, Vietnam, the Falklands, the Middle East, and the Far East, in almost every corner of the globe there has been a war in which our service men and women have been involved. The war to end all wars failed in its aim to bring peace to the world.

In this year, 104 years after the end of the First World War, we remember those who laid down their lives in the fight for freedom. We remember those who fought for the right to free speech, for the right to be who you are and the right to live our lives in peace.

We will remember them…

War Graves Cemetery - St Mary's Great Bircham

St Mary’s Great Bircham

St. Clement Danes - Church of the RAF

The rosette of the Commonwealth Air Forces – St. Clement Danes

Ypres 007

Tyne Cot, Ypres

DSC_0587

The American Cemetery Madingley

Anthem for Doomed Youth

What passing-bells for these who die as cattle?
Only the monstrous anger of the guns.
Only the stuttering rifles’ rapid rattle
Can patter out their hasty orisons.
No mockeries now for them; no prayers nor bells,
Nor any voice of mourning save the choirs,
The shrill, demented choirs of wailing shells;
And bugles calling for them from sad shires.

What candles may be held to speed them all?
Not in the hands of boys, but in their eyes
Shall shine the holy glimmers of goodbyes.
The pallor of girls’ brows shall be their pall;
Their flowers the tenderness of patient minds,
And each slow dusk a drawing down of blinds.

Wilfred Owen (18/3/1893 – 4/11/1914)

Remembrance Day 2021 – At the going down of the sun…

/ Aviationtrails / 7 Comments

At the eleventh hour on the eleventh day of the eleventh month 1918, the guns on the western front fell silent. Four years of war in which millions were either killed or wounded, towns and villages wiped from the map and the environment changed forever, had finally come to an end. All along the front line, men were soon to put down their arms and leave their trenches for home.

The war to end all wars had finally come to an end. During the last four years some 40 million people had been killed or wounded, many simply disappeared in the mud that bore no preference to consuming man or machine.

Back home, virtually no city, town, village or hamlet was left unscathed by the loss of those four years. Many who returned home were changed, psychologically many were wounded beyond repair.

Sadly, twenty years later, the world slipped into the abyss of war once more. A war that saw some of the most incredible horrors, one that saw the extreme capabilities of what man can do to his fellow-man. Across the world millions of innocent people were slaughtered under the guise of an ideology. An ideology that was determined to rid the world of anyone who was willing to speak out against that very same ideology.

Young men were transported thousands of miles to fight in environments completely alien to them. Many had never been beyond their own home town and yet here they were in foreign lands fighting a foe they had never even met.

The bravery and self-sacrifice of those young men  on the seas, on the land and in the air, go beyond anything we can offer as repayment today.

For nearly 80 years, the world has been at an uneasy rest, Korea, Vietnam, the Falklands, the Middle East, and the Far East, in almost every corner of the globe there has been a war in which our service men and women have been involved. The war to end all wars failed in its aim to bring peace to the world.

In this year, we remember those who laid down their lives in the fight for freedom. We remember those who fought for the right to free speech, for the right to be who you are and the right to live our lives in peace.

We will remember them…

War Graves Cemetery - St Mary's Great Bircham

St Mary’s Great Bircham

St. Clement Danes - Church of the RAF

The rosette of the Commonwealth Air Forces – St. Clement Danes

Ypres 007

Tyne Cot, Ypres

DSC_0587

The American Cemetery Madingley

Anthem for Doomed Youth

What passing-bells for these who die as cattle?
Only the monstrous anger of the guns.
Only the stuttering rifles’ rapid rattle
Can patter out their hasty orisons.
No mockeries now for them; no prayers nor bells,
Nor any voice of mourning save the choirs,
The shrill, demented choirs of wailing shells;
And bugles calling for them from sad shires.

What candles may be held to speed them all?
Not in the hands of boys, but in their eyes
Shall shine the holy glimmers of goodbyes.
The pallor of girls’ brows shall be their pall;
Their flowers the tenderness of patient minds,
And each slow dusk a drawing down of blinds.

Wilfred Owen (18/3/1893 – 4/11/1914)