There have been many stories about bravery and acts of courage in all the Armed Forces involved in war. Jumping out of a burning aircraft at 18,000 ft without a parachute must come as one of those that will live on in history.
There have been a number of recorded incidents where this has occurred, and the crew member involved has lived to tell the tale. On the night of March 23rd/24th 1944, such a thing happened, and to the astonishment of both the Germans and the crew member, he survived to tell the tale.
Flt Sgt Nicholas Stephen (Nico Stephan) Alkemade was born the 10 December 1922 (believed to be North Walsham, Norfolk, England), and was just 21 years old on that eventful night. He was stationed at RAF Witchford in Cambridgeshire, England and operated as a rear gunner in a Lancaster bomber.
On the night of the 23rd March 1944, the squadron was called to report to briefing to find that their mission for that night would be Berlin, the heart of Germany. They would form part of an 811 strong force made up of Lancasters, Halifaxes and Mosquitoes. This was to be the final run over Berlin.
Later that night, Alkemade climbed into the rear turret of 115 Squadron RAF, 3 Group, Lancaster DS664 named ‘Werewolf’ and prepared himself for the coming raid which was to be his 13th mission.
Once over Oberkochen, nr, Frankfurt, Germany, the aircraft was attacked by a Luftwaffe Ju 88 night-fighters, it caught fire and began to spiral out of control.
Now fearing for his life, the aircraft burning furiously, he looked round for his parachute. Turrets being notoriously small, he was not wearing it and would have to find it from inside the fuselage and put it on before exiting the aircraft.
He found himself surrounded by fire, the heat melting his mask and his skin burning. The fuselage was by now a massive fire. It was at this point, that he noticed his parachute no longer on the rack but burning on the floor of the aircraft. In his recount later in life, he describes how he felt:
“For a brief moment I stared while it dissolved before my eyes. It was not so much a feeling of fear, or dismay, or horror, as a sensation, a sort of twisting in the stomach”.
The fire reached his turret, his clothes scorched, now began to burn. With two options, die in an inferno or jump, he rotated the turret, elbowed open the hatch and fell back, he was 18,000 feet (5,500 m) up. As he fell, he could see the stricken Lancaster explode, then the stars beneath his feet. As he gained momentum, breathing became difficult, again his account reads:
‘Funny, I thought, but if this is dying, it’s not so bad . Then the rushing air, the stars, the ground, the sky, all merged and were forgotten as unconsciousness crept over me…’
Three hours later, Alkemade opened his eyes and looked at his watch, it read 3:25. He had jumped just after midnight. cautiously, he moved each part of his body to find everything was alright, if not a little stiff.
It was at this moment he realised what he had done and that he was lying beneath pine tress in snow. It was these trees and snow that had saved his life. Cold and unable to move, he needed help. Taking out his whistle, he blew hard, and continued with alternate blows and smokes of his remaining cigarettes, until found, unfortunately for him, by a German patrol.
The Gestapo interrogated Alkemade, at first in disbelief of his story, but after examining the wreckage of his aircraft, they found the remains of his parachute and were so amazed by his escape, they (reputedly) gave him a certificate in acknowledgement of his testimony.
He was taken to Stalag Luft 3, North Compound, in Poland, and was given Prisoner number: 4175. On the night he jumped, 76 men escaped from the very same prison, an event that became known as ‘The Great Escape’.
Alkemade’s stay was initially very unpleasant, spending days in solitary confinement for being a spy. He was eventually billeted amongst other airmen in the very same hut that one of the tunnels was dug from. He, like other prisoners, was given a diary which was his only and most prized possession. In it he wrote about the boredom and monotony of prison life. He became friends with the artist Ley Kenyon, who added illustrations to his diary.
Sporadic letters from home kept his spirits up, and eventually the Allies reached the camp and he was set free.
Alkemade found out later that the Lancaster had crashed, killing the pilot Jack Newman and three other members of the crew. Both the wireless operator and Navigator survived being thrown clear on impact. The deceased are all believed to be buried in the CWGC’s Hanover War Cemetery. Alkemade was repatriated in May 1945. Post war he returned to Leicestershire, where he married Pearl with whom he had been sending letters and was employed initially in a chemical works (where he survived 3 chemical accidents) and then as a furniture salesman until his death on June 29th 1987, in Cornwall.
Nicholas Alkemade’s story, along with his whistle, is recorded in the RAF Witchford Display along with artefacts and other personal memorabilia from the crews and staff of the airfield. His diary and letters remain with his son in their Leicestershire home. Pictures from his diary were published in the ‘Leicester Mercury’ Newspaper, November 2013.
For more information about RAF Witchford see Trial 11.
The location of Both RAF Witchford and the Witchford display can be found on the Interactive map, Airfields, Museums and Memorials page.
There are multiple stories of heroism and daring stemming from the Second World War, each and everyone pushing man and machine beyond their boundaries. Many daring missions were flown in which crews performed and completed their task with extraordinary bravery and at great cost to both themselves, and to those on the ground.
Stories such as the ‘Dambusters’ have become famous and commemorated year on year, and yet another daring raid is barely mentioned or even considered by those outside of aviation history. The details of the raid remained secret for years after the event and even now, factual evidence is scarce or difficult to find; even the name of the operation can cause heated debate. The merits of the operation continue to be debated and many are still divided as to what the true purpose of the operation really was.
Whatever the reason behind it however, the historical fact is that the operation was a daring, low-level raid that helped many prisoners of war escape captivity and probably death, and one that was carried out in very difficult circumstances by a group of extremely brave young men.
It was of course the raid on the Amiens prison on February 18th 1944, by nineteen Mosquitoes of 140 Wing based at RAF Hunsdon.
As a new wing, it was formed at RAF Sculthorpe, and would consist of three multinational squadrons, a ‘British’, Australian and New Zealand unit, and all would be based at Hunsdon as part of the RAF’s Second Tactical Air Force (2TAF) designed to support ground troops in the forthcoming invasion of Europe.
Group Captain P C “Pick” Pickard (centre), Commander No. 140 Wing, flanked by Wing Commander I G E “Daddy” Dale, Commanding Officer of No. 21 Squadron RAF (to Pickard’s right), and Wing Commander A G “Willie” Wilson, Commanding Officer of No. 487 Squadron RNZAF, visit No. 464 Squadron RAAF at Hunsdon, prior to a daylight raid against flying-bomb sites in the Pas-de-Calais. 464’s Mosquitoes (FB Mk VIs) have been loaded with 250-lb MC bombs for the operation: HX913 ‘SB-N’ can be seen in the background (@IWM HU 81335).
The raid on Amiens was not the only low level raid carried out by the Wing however. Between 1944 and 1945, they would attack numerous ‘V’ weapons sites, along with the Gestapo headquarters at Aarhus University and the Shellhaus building in Copenhagen. Operation Carthage, another of their more famous raids, occurred whilst the wing was based at RAF Fersfield in 1945, but their most controversial raid, Ramrod 564 or ‘Operation Jericho’ as it has since become known, took place the year prior to that, whilst they were based at Hunsdon in early 1944.
There is a lot of speculation around Ramrod 564, many of the official records are missing, inaccurate or even vague. The operational record books for the squadrons involved are recorded as ‘secret‘ and contain no details other than aircraft, times and dates.
The Operation, was designed to assist in the escape of 120 French patriots, who were reportedly condemned to death for assisting the Allies in the fight against the Nazis. These prisoners included key resistance fighters who had considerable knowledge of resistance operations in France, and so it was imperative that they escape.
The plan was for Mosquitoes of 140 Wing to attack from different directions, breaching the walls of the prison and blowing up several key buildings inside the prison holding German guards and soldiers. It would require each aircraft to carry 11 second, time-delay fuses in 500lb bombs dropped at very low level.
The Operation, formulated by Air Vice Marshal Basil Embry, would be critical, even the amount of explosive itself had fine limits, and time was also of the essence. The prisoner’s executions were imminent, so the attack had to be carried out quickly thus allowing only a small window of opportunity for the operation to take place.
The exact time of day that the attack could take place was also critical, there needed to be as many of the guards as possible in the key buildings at the time of attack, and the prisoners needed to be safely gathered together out of harms way. So, a time of 12:00 pm precisely on a date between 10th and 19th February was chosen, as both the guards and prisoners would be having lunch at this time, and it would be prior to the executions being carried out.
The route would take the aircraft from Hunsdon to Littlehampton, then via appropriate lattice to Tocqueville / Senarpont / Bourdon – one mile south, Doullens / Bouzincourt – two miles west-south-west, Albert / target – turn right – St. Saveur / Senarpont / Tocqueville / Hastings and return to Hunsdon.
In the attack, 3 waves of Mosquito would be used, 6 from 487 (RNZAF) Squadron, 6 from 464 (RAAF) Squadron and 6 from 21 Squadron. In addition, to record the attack, one aircraft (a Mosquito) of the Photographic Reconnaissance Unit (PRU) was detailed to monitor and film the entire operation. Along with them were three squadrons of Typhoons (198, 174 and 245) each protecting one of the three waves. These escorts were ordered to rendezvous with the waves one mile east of Littlehampton at Zero minus 45, 42 and 32 minutes respectively.
The first wave of Mosquitoes was directed to breach the wall in at least two places, the leading three aircraft attacking the eastern wall using the main road as a lead in. The second section of three aircraft would, when ten miles out from target, break away to the right at sufficient height as to allow them to observe the leading three aircraft, and if successful, attack the northern wall on a north-south run, immediately following the explosion of the bombs of the leading section. The time of this attack Zero Hour.
The second wave was ordered to bomb the main prison buildings, the leading three aircraft attacking the south-eastern end of main building and second section of three aircraft, attacking the north-western end of the key building. Both attacks were to be carried out in a similar fashion to the first. This would follow three minutes behind the first wave at Zero +3.
The final wave was a reserve wave intended to bomb if any of the first two waves failed to hit their targets. They would follow the same patterns as the first two, one section from east and one from north, but they would only bomb if it was seen that one of the previous attacks had failed. The details of the attacks would be determined by the leader and would happen thirteen minutes (zero +13) after the initial planned attack. If they were not required, the order to return would be given by the Group Leader or substitute.
Embry elected himself to lead the attack, but this was blocked by those higher up, As a result, and much against his wishes, Embry therefore had to choose a successor. Group Captain Percy C. Pickard (D.S.O. and two bars, D.F.C.) was chosen, but even though he was known as an expert pilot and leader, Embry was not convinced of Pickard’s ability to complete the job at such low level. Despite his reservations though, Embry duly informed Pickard of the decision and preparations for the operation began in earnest.
On February 18th that year, a day after the initial planned attack and in extremely poor weather, the Nineteen Mosquitoes took off to attack, breech and destroy the walls and a key building of the Amiens prison.
During the flight out, two Mosquitoes and three Typhoons of 198 Sqn became lost in swirling snow and were forced to turn back as they had now lost contact with their main formations. The remaining crews flew on, but whilst over France a third Mosquito, flown by Flt. B. Hanafin, suffered engine problems and was also forced to turn back. On his return journey he was attacked by Flak from which he was seriously injured. Helped by his navigator the two were able to land back at RAF Ford where he was given medical treatment for his injuries.
Just three minutes behind schedule, the first wave split and the first three aircraft followed the main road toward the prison’s eastern wall at tree top height. The second set of three waited and observed. Wing. Cdr. I. Smith, 487 Sqn, went in first, dropping his bombs with 11 second fuses against the wall. The second three then followed as instructed.
“Three Mosquitoes of No 487 Squadron attacked the eastern wall at 12:03 hours, just clearing the wall on a heading of 250 degrees with 12 bombs. The leader’s bombs were seen to hit the wall five feet from the ground, while other bursts were seen adjacent to the west wall with overshoots in fields to the north. Two aircraft of no 487 Squadron attacked the northern wall at 12:03 hours just clearing the wall on a heading of 150 degrees with 12 bombs. These attacks were directed at places later reported breached by reconnaissance aircraft. One bomb seen to hit the large building, and northern side of the eastern building was also reported hit.”
The second wave then attacked the south-eastern main building and north-western end respectively. Following the explosions chaos ensued inside the prison, guards were taken by surprise and over running bombs had caused some damage inside, prisoners began to run toward the gaps but some had been injured or struggled to escape.
“Overhead view of the prison, showing the breaches made in the outer walls. Two Mosquitoes of No 464 Squadron bombed the eastern wall at 12:06 hours from 50 feet heading 150 degrees and 250 degrees with 8 x 500lb bombs. The wall appeared unbreached before the attack. Results were unobserved.
Two Mosquitoes of No 464 Squadron bombed the main building at 12:06 hours from 100 feet heading 150 and 250 degrees with 8 x 500lb bombs. The north wall appeared to be already damaged. One of these aircraft was seen to bomb and has not returned.
The breach in the Eastern wall. One Mosquito of the PRU circled the target three times between 12:03 and 12:10 hours from 400 to 500 feet using a cine film camera but carrying no bombs. He reported a large breach in the eastern centre of the north wall and considerable damage to the extension building west of main building as well as damage to the western end of main building. A number of men were seen in the courtyard near the separate building which appeared to be workshops and three men running into fields from large breach in northern wall.
The four aircraft of No 21 Squadron received VHF messages from ‘F’ of No 464 Squadron (Gp. Capt. Pickard) and PRU aircraft when between 2 and 4 miles from the target, instructing them not to bomb. Target was seen covered with smoke and they brought their bombs back.
The target was obscured by smoke, so later aircraft were instructed not to bomb. Two aircraft were missing from this operation; one was last seen circling the target and heard giving VHF messages not to bomb (Pickard) and the other after attacking the target, was seen at Freneuville at 12:10 hours at 50 feet leading his formation. It attacked a gun position and shortly afterwards dropped to starboard and was not seen again. One aircraft of No 467 Squadron was hit by light flak near Albert; starboard nacelle holed and starboard wheel collapsed on landing. One aircraft of No 21 Squadron landed at Ford – aircraft damaged. One aircraft of No 487 Squadron abandoned task south of Oisemont – pilot slightly wounded and aircraft damaged. Two aircraft of No 21 Squadron abandoned before leaving English Coast owing to technical failure.”
It is thought by some that Pickard had been shot down before giving the return order, but these reports state that it was both Pickard and the PRU Mosquito flown by Flt. Lt. Wickham, that gave 21 Sqn the “Red, Red, Red” order, sending the last wave home as their bombs were no longer needed.
After the attack, FW.190s began to swarm and various dogfights took place between them and the Typhoons, but not before they had attacked some of the fleeing Mosquitoes who also returned fire.
It was one of these FW190s flown by the ace Feldwebel Wilhelm Mayer, who severed Pickard’s tail sending the aircraft into the ground near to Saint Gratien killing both occupants.
A story goes that Pickard had left his dog ‘Ming’ at RAF Sculthorpe, their previous airfield, to be looked after whilst he was away. On the day he was shot down, 18th February 1944, the dog fell gravely ill. Pickard’s wife, Dorothy, went to get him and sensed that after seeing the state of the animal that Pickard had been killed . It took months for Ming to recover, and some years later whilst living in Rhodesia, Ming went outside looked up to the sky as he always did when Pickard was flying, heard a whistle, collapsed and died.*1
A famously brave act, the attack resulted in the death of three crew members; Gp. Capt. Percy C. Pickard, and Flt. Lt. John A. Broadley, (RNZAF), both in Mosquito HX922, ‘EG-F’, and Flt. Lt. Richard W. Samson, (RNZAF) in Mosquito MM404 ‘SB-T’. Samson’s pilot, Sqn. Ldr. A. I. McRitchie survived his crash and was taken prisoner. Two Typhoons from 198 Sqn escorting the Mosquitoes are also thought to have failed to return (the ORBs don’t confirm this). Considered a success at the time, ‘evidence’ has since come to light to suggest that the operation was ‘unnecessary’, and may have failed to achieve anything more than a successful PR role (see end note). *2
Of the 700 prisoners detained within the walls of Amiens prison that day, a total of 258 escaped. In the confusion, 102 were killed and a further 74 wounded, but the success remained secret from the public for another eight months. With so much speculation around the attack, it will no doubt remain one of the mysteries of the war, but it was without doubt, an incredibly brave and daring mission that cost the lives of many superb young men.
A podcast using eyewitness accounts from the Imperial war museum can be heard through their website.
(A better quality version is available on the Pathe News website.)
All controversy aside, the raid took place at very low level and in very poor weather, with bombs dropped against a wall with delayed fuses. There was little resistance on the flight in and Typhoons provided higher cover when it was needed, but dogfights still ensued and lives were lost.
A daring attack, the Amiens raid was not the only one where lives were lost. Airfields along with the Hazmeyer electrical equipment factory at Hengels in Belgium, were also attacked at low level. On this particular operation Mosquito MM482 was hit by intense flak setting the starboard engine on fire. As a result, the aircraft flown by Canadian Sqn. Ldr. A. W. Sugden with navigator Fl. Off. A. Bridger, was lost and both men were listed as missing. Having been with the squadron since 1942 they were considered ‘old timers’ by the others and were sorely missed.
The three squadrons of 140 Wing would later depart Hunsdon, leaving the joy of success and the turmoil of a thousand questions behind them. 464 went first on March 25th whilst 21 and 487 Sqns would both leave mid April, both moving to RAF Gravesend in Kent.
The Amiens raid has no doubt caused great controversy, and as the years pass it will probably seep into the depths of history where it’ll become ‘just another raid’. But whist the background to it remains a mystery, it was done with great valour and courage by a group of young men who believed strongly that it was a worthy and much needed attack.
Aircraft involved in the attack (all Mosquito Mk.VI):
Crews attacking the target:
No 487 Squadron
‘R’ Wg Cdr Smith, DFC (Pilot) / Flt Lt Barnes, DFM (Navigator)
‘C’ Plt Off Powell / Plt Off Stevenson
‘H’ Flt Sgt Jennings / WO Nichols
‘J’ Plt Off Fowler / WO Wilkins
‘T’ Plt Off Sparkes / Plt Off Dunlop
No 464 Squadron
‘F’ Wg Cdr Iredale, DFC / Flt Lt McCaul, DFC
‘O’ Fg Off Monghan, DFM / Fg Off Dean, DFM
‘A’ Sqn Ldr Sugden / Fg Off Bridger
‘V’ Flt Lt McPhee, DFM / Flt Lt Atkins
Missing (Killed/POW)
No 464 Squadron
‘F’ Gp Capt P C Pickard, DSO, DFC / Flt Lt J A Broadley, DSO, DFC, DFM
‘T’ Sqn Ldr A I McRitchie / Flt Lt R W Samson
Crews instructed not to attack the target:
No 21 Squadron:
‘U’ Wg Cdr Dale / Fg Off Gabites
‘O’ Flt Lt Wheeler, DFC / Fg Off Redington
‘J’ Flt Lt Benn, DFC / Fg Off Roe
‘D’ Flt Lt Taylor, DFC / Sqn Ldr Livry DFC
198 Squadron (six aircraft set off, three returned early)
174 Squadron (Eight aircraft took off and rendezvoused with Mosquitoes)
245 Squadron (Eight aircraft took off rendezvoused with Mosquitoes)
Sources and Further Reading
*1 Gunn, P.B., “Flying Lives – with a Norfolk Theme“, Peter Gunn, 2010
*2 – The Amiens raid is one that has become embedded in history and is beyond doubt an incredible and daring low-level raid that succeeded in its aim. However, official records seem to have many errors, anomalies or missing details that it is very difficult to ascertain the accuracy of these historical ‘facts’.
The ORBs for each of the four squadrons give no details other than an ‘operation to France’, some crew names and aircraft numbers. There is no record of the use of the word ‘Jericho‘ but there are two sides to this story.
Some authors including Rowland White “Mosquito” and John Laffin “Raiders – Great Exploits of the Second World War“, both cite Basil Embry as the creator of the name ‘Jericho‘ before the missions took place, whilst Robert Lyman “The Jail Busters” cites a French film, made in 1946, as the author of creator of the name. Some believe the name was created by various media outlets since then whilst others say that Embry created the name after the operation had been carried out. It is however, widely considered that it was a post-war name as the original operation was ‘Ramrod 564‘ and none of the ORBs use the name ‘Jericho‘. To further add mystery, the use of the title ‘Renovate‘ has also cited, but records in the National Archives show this as the secret VHF code word to be used by aircraft on the operation and not the Operation title.
The name aside, and more recently, one of the French Resistance fighters revealed his doubts about the operation, and considers that it may have been nothing more than a propaganda operation or a diversionary attack linked to D-Day. One book (one amongst many) on the subject has been written by author Simon Parry and historian Dr Jean-Pierre Ducellier entitled ‘The Amiens Raid – Secrets Revealed‘ and is published by Red Kite. It goes into the details of the raid and possible reasons behind it.
There have also been theories that it was an MI6 operation but due to the nature and secrecy of the mission, little evidence is publicly available to substantiate this.
Of those who lost their lives, both Pickard and Broadley are buried in St. Pierre Cemetery, Amiens, whilst Sampson is buried in the Poix-de-Picardie cemetery in the Somme region.
In Part 2, we saw how crews at East Kirkby took a battering over Germany and how the Allies turned their attention to the forthcoming invasion.
In this, the final part, the war finally comes to an end and RAF East Kirkby eventually closes, but not without making its mark.
With spring at an end, thoughts turned back to the impending invasion and the bombing of pinpoint targets in France: Railways, munitions factories, troop concentrations and transport links became the focus for Harris’s Air Force. Throughout the month of April both East Kirkby squadrons were in operations, and whilst not significantly high, a number of aircraft were lost adding to the lengthening list of casualties and those now missing.
The end of this period of the war was remarkable for several reasons, notably when Wing Commander Leonard Cheshire of 617 Sqn, flew a Mosquito at low level and marked the target, a factory in Toulouse, with great success. This delighted Harris, who gave the all clear to 5 Group to operate independently of the Pathfinders of 8 Group, a decision that did little to heal the growing rift between Don Bennett and Ralph Cochrane who had taken the idea to Harris in the first place.
Other targets then became the focus for 5 Group including the railway yards at La Chapelle. In the operation Cheshire put this method to the test once more. with 617 Sqn again to marking the target in conjunction with 8 Group’s Pathfinders. In the operation, 247 Lancasters from 5 Group were ordered to attack a pin point target. In the attack, 57 Sqn lost two aircraft. Of these two Lancasters the first, LL893 ‘DX-J’ was lost with all seven lives over St-Omer whilst the second, Lancaster MK. III ND582 ‘DX-S’ crashed after attempting a landing at Croydon. After overshooting the runway the aircraft, piloted by Canadian F.O. H. Young, struck at least three homes in Lavender Vale, a street adjoining the airfield. Three of the crew died immediately and a further one died from his injuries in hospital.
Operation POINTBLANK. Groundsmen refuel Lancaster ND560 ‘DX-N’, 57 Squadron in preparation for a night attack on the railway yards at La Chapelle, France. IWM (CH 12868)
Summer then dawned, and overnight, May 22nd-23rd, Cheshire once more, put his method to the test. 617 Sqn were again to mark the target, but a heavily defended Brunswick led to heavy losses for both the East Kirkby squadrons, 57 losing three Lancaster Mk.IIIs and 630 Sqn another two. Only five airmen made it out alive, each one being captured by the German ground forces and so becoming prisoners of war.
These losses were however a mere pin-prick compared to June. The mission of 21st-22nd to Wesseling near Cologne proved to be yet another massacre for 5 Group who sent a total of 133 Lancasters to attack the city’s oil facilities. A number of squadrons took heavy loses including both East Kirkby’s 57 and 630 Sqns with six and five losses respectively. One of these aircraft was abandoned whilst another ditched in the sea allowing all crewmen to be rescued, but the overall loss proved to be devastating.
The spring – summer of 1944 was defining, not only had 5 Group shown that low-level marking could be done, but the attacks on targets in France meant that the Luftwaffe were at a disadvantage. Their night tactics, relying on long range bomber flights, could not manage with the shorter ‘quick’ attacks, and so losses from Bomber Command began to lessen.
This reduction allowed for restaffing, with a large number of officers, NCOs and airmen being both posted in and out of the two squadrons. It also allowed for training flights to take place, some 476 hours of operations compared to 729 hours for non-operational flights for 630 Sqn alone.
Like many places across the UK, the coming of D-Day, and the fragile success of the invasion led to an increase in morale at the station. Ground crews being acknowledged for their long hours and hard work in keeping aircraft flying and operationally ready, without them, these operations could not have taken place at all.
This extra effort and improved state continued for several months, and by August, it was acknowledged that morale had lifted, discipline was at a high and health was overall very good. Casualties were also down, a real boost considering the extra effort and number of operations that had been taking place over the last few months. The summer was at last ending on a high.
August’s improvement coincided with the liberation of Paris, a major landmark in the war’s progress. Ground forces were charging ahead. In the air, Bomber Command had played a small part in the offensive supporting ground troops as needed and now they were released from the tight grip SHAEF had held over them. Discussions followed as to where best place their bombs, oil and communication were one option or alternatively, a return to the bombing of the cities and morale busting; oil won over, and so, much to Harris’s disappointment, the bombing of oil based targets began.
The looseness of the criteria however, allowed Harris to circumnavigate the ‘rules’ and turn his attention to cities with an oil link. He had got his way and the Air Ministry had got theirs.
Although individual operation losses were relatively low, 57 Sqn tallied some 56 aircraft by the end of 1944, whilst 630 Sqn reached 57. Non-operational loses for the two units were also on an equal par.
On the penultimate day of the year, East Kirkby was to witness, a short distance away from the airfield, the crash of a B-17 attempting to land. Aircraft #42-97479 (UX-L) of the 327thBS 92nd BG based at Podington (Station 109), crashed in a field between the two small hamlets of Old Bolinbroke and Hareby. On board that day were nine crew men: 2nd Lt. Joseph Martin Van Stratton (Pilot); 2nd Lt. Edward A Porter (Co-pilot); Sgt. Charles H Chambers (Bombardier); 2nd Lt. John E Cowan (Navigator); Sgt. Arthur R Estrada (Radio Operator); Sgt. Harold Raymond Barner (Ball Turret Gunner); Sgt. Wilfred A Bedard (Wasit Gunner); Sgt. Thomas G Standish ((Top Turret Gunner) and Sgt. William D White (Tail Gunner), who all lost their lives.
The aircraft, a Lockheed/Vega B-17G-15-VE Flying Fortress named “Belle of Liberty“, had returned from operations to the Bullay railway bridge located south-west of Koblenz, in Germany. After suffering engine failure, the pilot decided to abort the mission and attempt a landing at East Kirkby. In poor visibility and with one engine out, he overshot the runway and pulled up to attempt a second try. A second propeller then began windmilling and in trying to gain height to avoid a hill, the B-17 stalled and crashed.
A small memorial plaque has since been laid at the site in commemoration of those lost.
The wreck of the “Belle of Liberty” 30th December 1944. (IWM FRE 5762)
The winter of 1944-45 was one of the worst, ground troops were by now entrenched in the Ardennes around Bastogne, with the German army preparing for one last push through the forests. Fog and snow kept many airfields non-operational in the UK, aircraft struggling to get much needed support across to the continent.
At East Kirkby, January started on high spirits, but on the 9th, 630 Sqn Lancaster PD317 ‘LE-G’ struggled to get airborne when one of its engines cut out on take off. After jettisoning its bombs, the pilot, F.O. G Billings, opened the throttle to attempt a circuit and landing. However, the port wing lost lift and dropped causing the aircraft to cartwheel injuring five airmen and killing two. With one further loss on the 14th, this brought the spring tally to two aircraft. However, good news did soon come as six of the seven crew were repatriated by the April. The seventh airmen, W.O. E Edwards, struck the tail plane on baling out and died the next day.
Otherwise, 57 Sqn, scraped through with a clean sheet and no operational losses were encountered, but they did suffer an unfortunate incident when ‘DX-N’ PB382 (the predecessor of DX-N below) entered Swedish airspace and was shot down by flak on the night of February 8th-9th.
The losses encountered by 57 and 630 Sqn, were only pipped by the tragic accident that was reported to have happened on the 17th of April. Although the operational records record no evidence of the accident, even to the point of showing some of the aircraft involved taking part and completing their operations, it is recorded in some resources that six Lancasters of 57 Squadron were destroyed following a fire in the fuselage of Lancaster PB360. As a result of the fire, four men were killed and a further five injured, along with several civilian workers near the site.
The fire started at 17:45, causing a series of explosions which destroyed the five other Lancasters parked nearby. The Hangar on the airfield was also badly damaged, as was a neighbouring farm. The fires were so severe that fire crews were brought in from nearby airfields and the area was not declared ‘safe’ until the following day. The Lancasters involved were: PB360 (MK.III) ‘DX-N’; ND472 (MK.III) ‘DX-I’; LM673 (MK.III) ‘DX-U’; RF195 (MK.I) ‘DX-‘; PD347 (MK.I) ‘DX-P’ and NN765 (MK.I) ‘DX-‘.*3
By now German resistance was minimal. Fighters were rarely encountered in any number and flak batteries were reducing in their accuracy and intensity. By May, the war was at and end, and quickly both ‘Exodus’ and training flights became the norm along with cross country and high level bombing training flights taking the front stage. For 630 Sqn July signified the end, after a period of intense recruiting the squadron was disbanded after serving for approximately eighteen months of the war.
During that time they had shown great courage in action. On average they had flown 1,087 hours of operational flying per month and 286 hours on non-operational flights. This amounted to 2,147 operations over enemy territory during which 64 aircraft had been lost. With another six crashing, the toll was high, and their medal tally reflected that, with in excess of 60 awards being granted.
In a last days before disbandment a sports challenge with 57 Squadron allowed 630 to show their colours one last time, winning the overall trophy, and with a party to celebrate that night, the squadron went out on a high. The final day saw the last parade and the handing over of the squadron crest to the Air Ministry for safe keeping. With that, 630 squadron disbanded.
Their place at East Kirkby didn’t stay vacant for long though, for on the 27th July, 460 Sqn arrived to join 57 Sqn and serve its lasts days here at this Lincolnshire airfield.
57 Sqn would continue on, taking on the Lincoln bomber in August as a replacement for the Lancaster although numbers remained low at this time. Fighter affiliation, high level bombing training and cross country flights became the main focus, along with ferrying flights into the European continent bringing back personnel and equipment; a schedule that continued for the next four months, its time finally being called on November 25th 1945.
Throughout the war 57 Sqn had served with distinction, providing crews for not just one but two different squadrons, one of which went on to become perhaps the most famous unit in the RAF’s history. It was a success however, that came at a cost, with the highest loss rate of the whole of Bomber Command, they had taken part in some of Europe’s most ferocious aerial battles and still went on to perform admirably.
On disbandment, 103 Squadron then at Elsham Woods, was immediately renumbered as 57 Sqn, and the unit number lived on. The majority of personnel from the original 57 Sqn were transferred to the RAF’s Holding Station RAF Blyton Holding Unit, along with personnel from several other serving squadrons. Seven three-men crews remained at East Kirkby to ferry the Lancasters away whilst six crews transferred to Scampton to form the basis of the new squadron along with three Lincoln bombers.
460 Sqn an Australian unit, had also served well during its war time life. Being originally formed on November 25th 1941, it was made up of Australian crews, flown Wellingtons, Halifaxes and then Lancaster I and IIIs. Its move to East Kirkby from Binbrook signifying its end, as training flights took over bombing missions and personnel began to be transferred out. By October it too had disbanded.
In an acknowledgement of their bravery, the closing remarks in the Operation Record Books state how the Australian had been warmly welcomed to our shores and how they had cemented a great bond between the two allies against a common enemy. Appreciation and thanks was warmly given to those who had served in the unit.
With the war’s end, East Kirkby was rundown, but between spring 1946 and February 1948, a detachment of Mosquito B.IVs from Coningsby’s 139 (Jamaica) Sqn, operated here, joined between August 1947 and February 1948 by 231 Operational Conversion Unit (OCU) also on detachment from Coningsby. Flying a mix of Airspeed Oxfords, Avro Ansons & de Havilland Mosquito B.IVs, they were the last RAF units to use the airfield before it entered care and maintenance.
Then in 1951, the US Strategic Command 3rd Air Force took over the site, intending to use it as a stand-by airfield. As part of the plan, the runway was extended by 1,230 yards along with an expansion to the apron. Both the 3931st ABG and 3917th ABS were based here but only visiting C-47 ‘Skytrains’ (a derivative of the Dakota) of the 7th Air Division’s Rescue Squadrons, ever arrived.
Eventually, on 31 October 1958, the airfield was returned to Air Ministry under ‘Big Shuffle’ , the reorganisation of the Air Force and its sites in the UK and Europe.*4
With that, East Kirkby closed for good, being sold off in 1964 when it turned once again to agriculture. However, bought by the Panton Brothers, it was turned into a living museum including a taxiable Lancaster to commemorate not only the third brother – Christopher Panton, who was killed on a bombing raid over Nuremberg on 30th – 31st March, 1944 – but all those who served in Bomber Command during World War II.
Part of the museum includes the chapel, a stained glass window and memorial board listing all those who died whilst serving at the airfield in both 57 and 630 Sqn, are poignant reminders of the toll on human life at this one small Lincolnshire airfield.
*2 Worrall, R., “Battle of Berlin 1943-44” Osprey Publishing. 2019.
*3 Chorley, W.R., “Bomber Command Losses pof the Second World War – Vol. 6 1945” Midland Counties Publications 1998.
*4 Francis. P & Crisp. G., “Military Command and Control Organisation Volume 4 – The United States Air Forces in the UK” on behalf of English Heritage.
*5 The East Kirkby Museum have a website which gives far more detail, opening times, and other other visitor information.
National archives: AIR 27/538/38; AIR 27/538/44; AIR 27/538/43; AIR 27/2152/8; AIR 27/2152/7; AIR 27/2152/29; AIR 27/540/13; AIR 27/540/21; AIR 27/1910/11; AIR 27/540/8; AIR 27/540/7
In Part 1 we saw how East Kirkby came about, how its one main unit was used to create further units and how the war had taken its toll on those stationed here. In this part, we end 1943, but the high hopes of better things are far, far away.
The opening of September 1943, was however, the tip of the iceberg, for on the night of 23rd – 24th, three more aircraft were lost whilst on operations to Mannheim; all but five of the twenty-one men involved being killed, with those surviving five being incarcerated by the German forces. The operation had seen almost 630 aircraft take part in a raid that resulted in huge devastation with over 25,000 people being bombed out of their homes.
With the loss of two further aircraft in the closing days of September, the total dead or captured stood at seven Lancasters (forty-nine crewmen) with only four airmen returning to their Lincolnshire home. It had been a devastating start for the squadron at their new home in Lincolnshire.
October 1943 was much the same, major battles over the German Reich took further tolls with another four Lancasters falling from the skies. Most of these crews were also killed with just a handful surviving to be taken prisoner. The numbers of experienced crews on roll were quickly dwindling and replacements were now urgently needed.
The Lancaster ‘DX-F’ at East Kirkby, paying tribute to all those who flew from the airfield and in Bomber Command.
Then in mid November, 57 Sqn would be split for a second time to form yet another new squadron. This time, ‘B’ Flight were taken out and re-designated 630 Sqn. Initially being given the designation of an auxiliary squadron, it was however, a status that was never achieved. The entire flight consisting of nine crews and 106 ground staff, were led by the American, Sqn. Ldr. Malcom Crocker DFC, who simply moved across the airfield locating to new quarters and new dispersals, thus creating two operational squadrons at the site. Being battle hardened already, it took less than three days to complete the move before operations for them began once again.
November also saw Bomber Command enter its fourth month of the ‘Battle of Berlin‘, a period that saw intense bombing of the German capital with repeated raids on the city by heavy bombers of the RAF. It was also a time when the ill-fated Stirlings were finally pulled out of front line bombing campaigns, their losses becoming insurmountable. The decision to do so however, would put further pressure on the Lancaster and Halifax crews who were then left to complete the job with fewer aircraft and increasingly tired crews.
This period would become one of the RAF’s most testing times, and for the next four and a half months, Bomber Command, led by Sir Arthur Harris, would continue to pound Berlin and other major cities deep inside Germany. The winter would be harsh, flights would be long, and it would be a gruelling time for the crews of Bomber Command.
The void left by the Stirlings was filled by the Halifaxes, and their loses now also soared. The battle for Berlin was a battle that would quickly diminish the capability of the RAF if loses were to continue at their current pace.
As the war entered 1944, the crews of Bomber Command became weakened and tired. Extensive battles had taken their toll and a rest was much needed. With poor weather dominating January that rest came, as crews were grounded unable to fly in the appalling winter weather.
The new year would see 617 Squadron dominate the way for 5 Group, their fame and successes taking a large chunk of the new reels. However, at East Kirkby, 630 Squadron would take on a new commander with the arrival of Wing Commander Deas in early February, taking over from Wing Commander J. Rollinson. Deas would continue to lead the squadron for the next five months, as it battled its way through the harsh winter period into spring and onto summer.
The pressure was however on Harris. He was now ordered to turn his men away from Berlin and help the Americans with the invasion plans supporting them in Operation Argument, otherwise known as ‘Big Week’. The operation was designed to weaken the German aircraft industry to prevent reinforcements of aircraft in the build up and launch of Operation Overlord.
In one last vain attempt to hit the capital, Harris planned four nights of raids in February, but poor weather curtailed these allowing only one raid to take place that on the night of the 15th – 16th February.
In the raid, which proved to be Bomber Command’s penultimate flight over the city, both 57 and 630 Squadrons would be involved. A mix of almost 900 Halifaxes and Lancasters saw losses amounting to over forty aircraft, one of these coming from 57 Sqn and another from 630 Sqn with the loss of all crewmen.
In order to lower losses, the formations would be concentrated, dropping 2,600 tonnes of bombs in just twenty minutes, a rain-storm of explosives that would see forty-five aircraft bomb every minute.*2
With that the Battle of Berlin came to an end, fizzling out as operations turned to The Rhine and its heavily defended industrial infrastructure.
The first area targeted was Leipzig, on the night of February 19th-20th. Here another 800 plus aircraft flew to Germany and back. They met determined German fighters as soon as they crossed the coast after which ensued a relentless air battle all the way to the target. Once there, it was completely covered in cloud and sky marking by the Pathfinders was the only possible method of identifying the target. In the operation, 630 Sqn put up nineteen aircraft and 57 Sqn, twenty; all but three returned home that night.
The Leipzig attack would prove to be a disaster for Bomber Command, strong winds meaning some bombers had arrived before the Pathfinders, and then had to circle the target for some considerable time before the markers arrived. This resulted in many of them being shot down by flak with some colliding in the dark, night sky. A loss of seventy-five aircraft that night led to the withdrawal of the second of the heavies – the Merlin powered Halifaxes – from front line operations; like the Stirlings before them, their loses had become unsustainable. This move put yet another heavy burden on the Lancasters crews, as it became the main heavy bomber now able to carry the war into Germany,
The night also proved to be an important one for one East Kirkby Pilot, W.O. J. White, whose determination to get the ‘job done’ and come home, led to him receiving the award of a DFM. In the attack, his rear gunner was mortally wounded, and the aircraft badly shot up with both hydraulics and an outer engine rendered unserviceable. Undeterred, W.O. White carried on to the target, dropping the bombs and then returning to England. On arrival, he managed to negotiate landing the crippled aircraft at an unfamiliar airfield away from home. His courage and determination being more than worthy of the award he received for his actions.
With no break nor time to rest, another operation was ordered the following night, and although the 20th-21st attack on Stuttgart was a clear scoreboard for 57 Sqn, 630 lost another two; one of these ‘ND563’ swinging violently to port after travelling three-quarters of the way along the main runway. After crashing through a boundary fence and crossing a road on its belly, the bomb load exploded before anyone could escape. It was a tragic loss of life for those based at East Kirkby.
BBC war correspondent Richard North interviews the crew of Lancaster “S -Sugar” of No. 630 Squadron RAF on their return to East Kirkby, after bombing the marshalling yards at Juvisy-sur-Orge, France. IWM (CH 12778)
February closed with operations to Schweinfurt and Augsburg, an enquiry into the crash of ND5663 and the funerals of those who had lost their lives that day. With one squadron each losing a further crew, losses were continuing to mount for the two squadrons.
The early spring months would finally draw to a close over two disastrous nights. The first, on 24th – 25th March, saw Harris send his men back to Berlin one more time. In a last effort to bomb the capital, the RAF sent another 800 plus aircraft to the German capital, it would prove to be one of the worst for 630 Sqn, when three aircraft, including that of W.O. J. White who had just been awarded the DFM, were lost.
It was a dramatic figure that would be repeated on the last night of the month, when almost another 800 aircraft made up of Lancasters, Halifaxes and Mosquitoes were sent to Nuremberg. Weather reports from a Meteorological Mosquito were ignored and whist the operation should have been cancelled, it went ahead. In a moon-filled sky, the result was carnage.
By the time all aircraft had returned, losses stood at 95 crews, almost 12% of the entire force sent out, and the biggest loss for the Command of the war so far. The weather experienced had caused the biggest problems, not only for the main bomber-stream, but also for the Pathfinders, with strong winds blowing many aircraft widely off track causing them to bomb Schweinfurt, some 50 miles away, by mistake. Of those that did bomb the correct target, many reported that they were unable to see it due to heavy cloud, which combined with the strong winds, forced both them and the Pathfinders to mark and bomb the wrong area. As a result, little damage was done to the city, and dropping bombs too early, caused ‘creep back’ to extend for some 10 miles ahead of the target. All-in-all more crews were lost that night then there were casualties on the ground, losses that were totally unsustainable for the command.
The German defences on both nights had been extensive and determined. Tame Boar and Wild Boar tactics along with Schrage Musik, the upward firing cannons, had devastated formations who were scattered far and wide. Harris had gambled with his crews and lost.
The disastrous nights of Berlin and Nuremberg led to a short pause in operations in much the same way as the dreaded raid on Schweinfurt did for the Americans. A new focus would take no chances, and precise bombing became the order of the day.
After devastating operations over the German cities, thoughts turn to the invasion and supporting the ground forces. A choice that did not agree with Harris, but one the crews would take in their stride…
In the heart of Lincolnshire lies a former wartime bomber base that holds a particular and unique item dedicated to those who served in Bomber Command. The airfield where it is housed, was only used for a relatively short period of time, and by two main operational squadrons, yet it was one which saw the greatest number lost in the whole command.
In the next part of the trail, we travel away from Woodhall Spa to a former airfield synonymous with the Lancaster – RAF East Kirkby.
RAF East Kirkby
RAF East Kirkby is one of many Bomber Command airfields located in the Eastern county of Lincolnshire, a region that known as ‘Bomber County’. During its life it was home to two main front line squadrons along with a handful of other support units.
The airfield sits some 4 miles south-west of Spilsby and 12 miles north of Boston, in an area strongly associated with the Romans. Indeed, Lincoln – or Lindum Colonia as the Romans called it – became one of the largest and most influential Roman towns in England. Later, this area was where many invading Vikings settled, providing the local towns with examples of their own Nordic names, many of which can still be seen today. As time passed, both the Normans and the armies of Cromwell played their own part in the development of Lincolnshire, meaning the region has been left littered with several hundred monuments and numerous sites of archaeological and historical interest to offer the visitor.
Being in the lower regions of Lincolnshire, parts of it are only 40 feet above sea level meaning it is an area with a rich agricultural history as well; some areas being used to grow crops and of course tulips, bringing a wealth of colour and a wide range of crop to the area. It is all this that gives Lincolnshire both its beauty and its wide ranging historical interest.
Initially, East Kirkby airfield was built as a decoy site for nearby Coningsby and Manby, the site, complete with decoy wooden Whitley bombers, was decommissioned on June 27th 1941 and the area designated for a class A airfield – RAF East Kirkby. Following requisition of the farmland in 1942, construction began by the building company John Laing & Sons Ltd., which included, amongst others, the first flushing toilets in the area. The airfield was finally completed in 1943, opening on August 20th that same year under the control of Bomber Command.
Located to the south-east of the village that gave it its name, the apex of the ‘A’, formed by the three standard runways, pointed westward with the main runway approximately north-south and the two subsidiaries west to north-east and west to south-east, each being the standard 2,000 and 1,400 yards in length and 50 yards wide.
As a bomber airfield the much needed runways would be of a concrete construction, and the airfield would boast six T2 hangars and a single B1 for maintenance and storage; a technical area stood to the north-west, with accommodation and the bomb store, spread around the area away from the main airfield site. Dispersals for aircraft storage and preparation consisted of twenty-seven spectacle hardstands along with five loop hardstands, all located around the extensive perimeter track.
As a decoy site, it had been bombed on several occasions, and having accommodation and high explosives near to the airfield was not a good combination. These accommodation blocks were of a ‘temporary’ construction, very different to the luxury of Scampton, from where the first residents would come. At its height RAF East Kirkby could cater for 1,965 RAF personnel with a further 482 WAAFs all of mixed rank.
Initial ownership went to 5 Group Bomber Command, whose headquarters were at the time at Morton Hall near Swinderby, in the North Kesteven district of Lincolnshire, and would operate as 55 Base, the parent station of sub-stations Spilsby and Strubby.
A somewhat posed photo of Flt. Sgt. J Morgan, the rear gunner of a 630 Sqn. Lancaster at East Kirkby. @IWM (CH 12776)
The first resident unit was that of 57 Squadron who took it on immediately upon its opening, bringing both the Lancaster MK.I and MK.III with them.
After forming in 1916, they were, like many other squadrons at that time, disbanded after the war’s end in 1919, but then, as similar events unfolded on the continent once more, they were reformed (in 1931) to run continuously to the end of the Second World War. With further breaks post-war, they would continue to operate up to the current day, flying a wide range of aircraft from Victor tankers in the Falklands to their current model the Prefect T1 trainer at RAF Cranwell.
57’s history goes far deeper than that though, for it was whilst at Scampton, their previous home before East Kirkby, that ‘C’ Flight was separated from the main squadron to form the basis of 617 Squadron, better known as ‘The Dambusters‘; the Flight Commander, Sqn. Ldr. ‘Dinghy’ Young only being appointed to 57 Sqn a matter of weeks before the transfer took place.
However, it was at East Kirkby that 57 Squadron were now based. On August 27th 1943, just after the split, the advanced party arrived at East Kirkby to start what would be three days of moving and settling in. The first section of the main party arrived on the 28th with the remainder joining them on the 29th. During this time all flying operations were understandably cancelled and the time was allocated to the huge task of moving men and equipment over to their new base.
Operations commenced quickly on the 30th, when fourteen aircraft were detailed for operations to Munchen-Gladbach. All aircraft except one, completed the operation in which ground defences were ‘light’ and bombing was recorded as being ‘good’ with a large explosion seen in the target area. The only casualty of the flight being Lancaster MK.III ‘ED655’ which returned early with an engine failure. Thankfully though, there were no injuries nor any further problems incurred.
On the following night another fourteen aircraft were detailed to attack Berlin, the ‘big city’, an operation which brought August to an end and a total of twelve operations (179 sorties) amounting to over 940 hours flying time for the month.
It wouldn’t be long though before the first causalities would arise at the new station. On the night of September 3rd 1943, Lancaster ‘JA914’ DX-O was part of another fourteen flight raid on Berlin. On board that night was Australian Pilot Flt. Sgt. W. Grindley and his crew, which included one other Australian and a New Zealander.
After departing East Kirkby at 19:30 hrs, the aircraft made its way toward the capital. As it neared the target, search lights managed to cone the bomber, allowing a German night fighter (FW190) flown by pilot Unteroffizier Fritz Brinkmann of the Stab/JG 300, to attack the aircraft, bringing it down at Zehrensdorf with the loss of all seven crewmen on board.
Three of the crew were recovered and remained buried in the Berlin 1939-1945 War Cemetery whilst the remaining four were not. They have been commemorated on the Runnymede Memorial. The remains of the bomber were themselves discovered in a lake, and recovered on September 29th 1997; a large section of wing which is now displayed in the Deutsches Technik Museum, in Berlin.*1
On the 22nd September, a further crew were lost when an intruder, since known to be Major Wolf Dietrich Meister of the Stab V./KG 2, flying an Me 410 A-1 from Schiphol airfield, followed the bomber home and intercepted it near to the airfield. As it fell from the sky both the Flight Engineer and the Bomb Aimer managed to escape the burning wreck, both parachuting to safety, but the other five failed to get out and were killed in the resultant crash and fire.
In Part 2, we continue with the ups and downs of life in Bomber Command, seeing how the airfield continues to develop and how the war affects those based at the Lincolnshire airfield.
2 (AC) Sqn by now, also had a move away on the cards, and following a meeting on the 28th January the advanced party departed first, followed on the 31st by the ground party. The Mustangs moving to RAF Bottisham, from where they would now operate before being divided and part moving to Fowlmere. After a short stay at the two sites they returned to the Hertfordshire airfield once more. Their departure had lasted a mere four months.
The Standby Generator House now a stores for machinery.
Whilst they were away, the airfield was used on a temporary basis by 652 Sqn flying Austers, On arrival, they immediately took over Blount’s Farm and used it for their own personal use. In the short time they were here, they participated in Exercise “Spartan” again in conjunction with the Army, departing the airfield in late March.
After being spilt between Bottisham and Fowlmere, 2 (AC) Squadron was now reunited and returned to training flights, air to air firing, ground support flights and increased operational activities. A large part of the squadron’s role now included photographic reconnaissance of enemy territory, many of these operations taking place over the Hook of Holland, den Helder, Kijduin, and Ameland. Some of these required the squadron to detach to other stations but the majority of operations flew from Sawbridgeworth, the Mustangs fairing much better than the heavy Typhoons of 182 Squadron earlier on.
In Mid may, disaster struck again for the unit when three aircraft crashed into a hillside after setting off on a photo reconnaissance flight to photograph locomotive movements in northern France in Operation “Asphalt“. On the way out, a bank of sea fog was encountered and the order to climb was given. Unfortunately, flying abreast, three of the ten Mustangs failed to clear the hill they encountered, and Pt. Off. J. McLeod, Fl. Off. D. Hirst and Fl. Off. N. Miller were all killed. The remaining aircraft then flew to Thruxton where they were detached to, and a search commenced for the missing airmen. Their bodies were later recovered and funerals held in their respective homes at the end of the month.
Photo reconnaissance flights and attacks on shipping, increased becoming the main role for the squadron. Sadly during one of these operations, Operation “Lagoon“, Fl. Off. Butt was killed when his Mustang crashed into the ground before he was able to land. The resultant explosion and fire killing him.
July 1943 saw yet another move for the squadron, this time to Gravesend, where they were immediately billeted under canvas and then inspected for fitness to serve overseas. No such move came through though, and after moving around various other local airfields, in November, 2 Sqn returned to the Hertfordshire airfield that had become their semi-permanent home; this time though, they were not unaccompanied, they brought with them the Mustangs of 4 Squadron.
During their absence, Sawbridgeworth had not been deserted, in fact it had been very busy and home to several other squadron detachments. On the 12th November 1943, 63, 168 and 170 Squadrons had all moved in with Mustangs, then on the 30th, both 63 and 168 departed moving back to their parent unit, their short detachment coming to an end; whilst 170 remained here until mid January when they were disbanded.
The return of 2 Sqn and the new Mustang unit that November, saw a continuation of reconnaissance operations over the continent. 4 Sqn had been dogged by mechanical issues resulting in many unserviceable aircraft and even for the move, only five aircraft were able to make the initial flight. It was these ongoing issues that led to them to begin changing their old models for newer examples, a change that would unfortunately take time to complete.
For much of December the weather played the dominant part, the winter of 1943 – 44 being extremely wet and foggy. For much of the month the airfield was yet again, unserviceable and only top priority operational flying could take place and even that was sporadic.
At nearby Hunsdon, both a Mosquito and a Spitfire along with suitable trainers were made available, and it soon became known that 4 squadron was going to re-equip with both and move to Aston Down. At last, the older, problematic Mustangs were being replaced by a much needed and higher performing aircraft.
Conversion of the crews would take place at Hunsdon who would transfer across regularly to take flight instructions whenever the weather allowed. It didn’t come a moment too soon either as serviceability for the Mustangs of both squadrons, remained critically low; at the end of the month, 4 Sqn only had two airworthy aircraft.
In early January 1944, 4 Sqn finally got their departure orders and made the move to Aston Down. The conversion had been successful, and further training flights were carried out once at Aston Down, gradually more and more of the new models arrived bringing the squadron back up to full strength once more. That was not the end of 4 Squadron though, as on March 3rd 1944, they returned to Sawbridgeworth with their new Spitfires and their Mosquitoes, their period of reconnaissance training on the two types now almost complete.
On the 3rd March, two parties left Aston Down, the road party in the morning and then, in the afternoon, the air party, forming the largest ‘Balbo‘ the unit had known for some time. in all, twenty-two aircraft made up of Spitfires, Mosquitoes and Mustangs flew in formation all the way to Sawbridgeworth, their arrival in the late afternoon must have been a magnificent sight for those waiting on the ground.
The squadron was then divided into two flights, ‘A’ Flight flying the Spitfires and ‘B’ Flight the Mosquitoes. During March the ‘A’ Flight Spitfire XIs were used to fly photo reconnaissance sorties over ‘Noball‘ targets – rocket installations in France, the first operational sortie since December 12th. However, and a blow to the squadron, there was 10/10ths cloud over the target area and no photos were taken as a result.
With ‘A’ Flight busy on operational sorties, ‘B’ Flight continued with their Training flights in their Mosquitoes. However, as with the Typhoons earlier, things were not as straight forward and easy and they may have been. It was found that stones and clinker had found its way onto the tracks and these had been thrown up damaging the tail plane of the aircraft rendering all the aircraft used unserviceable.
Poor weather continued to hamper operations as it had done for months, the Mosquitoes now taking part in photographic flights having their flights cancelled and the squadron being stood down on several occasion.
In early April, they were ordered out of Sawbridgeworth and on the 4th, both air and ground parties left for Gatwick, their penultimate stop before moving to the continent where they would stay for many years after the war’s end.
Meanwhile, 2 Sqn had continued operations over enemy territory, carrying out both air-ground attacks and reconnaissance flights over the continent. Yet more detachments away at various airfields including Benson and North Weald, led to them being divided once more. However, being posted to North Weald caused problems for the resident 268 Sqn who were now forced to leave there and come to Sawbridgeworth, North Weald being too small to accommodate both units. When 2 Sqn returned to Sawbridgeworth on March 26th to continue their operational activities, 268 departed, being transferred to RAF Gailes where the entire squadron undertook a Naval Bombardment course.
During their time here, 268 had been operational flying regular sorties over France. With the impending invasion, they photographed beach defences along the French coast, Radar station at Ostend and carried out “Noball” operations searching for and photographing V1 launch sites.
2 Sqn’s last departure from Sawbridgeworth than came, and on 24th March 1944, they along with 4 squadron shortly after, departed the airfield for Gatwick, never to return to Sawbridgeworth again.
2 Sqn would go on to serve well into the future, taking their Tornadoes to Marham in 1991 after serving in Germany post war. With a long and distinguished history that extends as far back as 1912, they would operative some of the worlds most modern aircraft including: Meteors, Hunters and Jaguars all in front line operations.
With 2 Squadron now departed and not going to return, there was room for other squadrons to utilise the airfield. April saw the arrival of both 80 Squadron on the 24th April followed by 126 Sqn on the 30th; both units flying Spitfires VB and IX respectively.
80 Sqn had been overseas for the last few years and as soon as they arrived at Sawbridgeworth, they were granted leave of up to seven days. Many were disgruntled at such a short period of time and some were given extensions. On return, the squadron then moved immediately to Hornchurch to form a new Wing along with 229 and 274 Squadrons.
Only one other squadron used the airfield after that, 126 Sqn, who, like 80 Squadron, had been abroad and were essentially regrouped here. No flying took place and once settled they were assigned to RAF Culmhead.
After D-Day no other units used the airfield and Sawbridgeworth had had its day. Now redundant it was handed over to the Maintenance Command and placed into care. All flying ceased, military units were pulled out and the airfield gradually wound down.
Its demise was swift, the mesh runways were quickly removed using POWs, the tower was demolished a year after the cessation of conflict in 1945, and many other buildings were removed or demolished; the land rapidly turned back to agriculture.
Wandering the site today, there is luckily still quite a bit of evidence about. The perimeter track is complete, not in its full width throughout, but a large proportion of it. A number of pill boxes remain scattered around the perimeter of the site and the Battle Headquarters (design 11008/41) can be found with determined searching amongst the brambles and hedgerows.
To the west of the site is a small industrial complex utilising what was a ten-bed sick quarters, dental annex, a twelve bed Barrack hut that doubled as a hospital ward, mortuary and an ambulance shed. An ablutions block is was also located here and the site is more or less complete. Not far from here, is a modern farm, which houses a number of smaller original buildings including a Parachute store (built to drawing 11137/41), fabric store, sub station, main stores and other technical buildings. These are all located on private land and in use by the farmer. There is also a signals block, located nearby to these sites and easily visible from the road.
Across to the east of the airfield, is whats left of the communal site. Here stood 33 buildings in total, incorporating a wide range of supporting units for recreation and general living. The only remaining buildings being the standby generator house and the grocery store. Both are used by local businesses.
A memorial to those who served at Sawbridgeworth stands outside what was the guard house. A recent addition, it is a nice reminder of the dedication of the crews who were stationed here during two world wars.
Sawbridgeworth took years to develop and continually struggled with nature and her elements. Those stationed here struggled with mud and poor weather, undertaking co-operation flights, photographic reconnaissance operations and attacks on enemy targets on the continent. But it never really reached its true, and full potential, languishing in the background with no real direction or planning to see it thrive. Possible loved by many, but loathed by some, it remains today as a reminder of what those dark days of the 1940s were all about.
It is a small well hidden airfield and takes some finding. Hidden by woodland and crops, it was created through luck rather than good planning. The crews and aircraft of Sawbridgeworth played a big part in the Second World War, and all in its short but yet significant life.
Whilst in the area, a third, very important and still active airfield, can be found not far away at North Weald.
*4 (a form of gas that is thought to be harmless and used in trials. Mustard Gas would be stored and used in the event of an invasion). National Archives Air/27/19.
*5 National archives AIR 27/1135/1 – 182 Squadron Operational Record Book
National Archives: AIR 27/19/9; AIR 27/19/13, AIR 27/19/15; AIR 27/19/19; AIR 27/19/21, AIR-27-2876; AIR 27/19/25; AIR 27/19/30; AIR 27/19/33; AIR 27/19/32; AIR 27/19/36; AIR 27/19/30; AIR 27/1564/5; AIR 27/671/7;
For personal stories and further information see the Wartime Airfields website.
The Hertfordshire Airfields and Memorial Group have further information about the site and the memorial on their website.
With all Tomahawks now airworthy, if not troublesome, exercises away at other airfields were the main order of the day. Courses held here were well attended meaning the airfield would see a range of personnel, including naval staff, residing at the site for short durations, over the coming months.
Perimeter track
Personnel spirits were raised once more when Flt. Lt. Houseman and Sqn. Ldr. Eyres visited RAF Duxford in February to see the new American built P-51 ‘Mustang’, it was thought this was to be the new replacement for the Tomahawks which had been nothing but problematic throughout their time at Sawbridgeworth.
Convinced of the Mustang’s superiority, arrangements were quickly made for other personnel to also visit the airfield and see for themselves what the new aircraft was capable of. Then, in April 1942, after some initial training at Bottisham, the first three Mustangs arrived at Sawbridgeworth flown in from Speke, Liverpool. With a further six arriving the next day, the total number of Mustangs at the airfield quickly began to increase.
RAF Mustangs of 2 (Army Cooperation) Sqn.
As with the introduction of the Tomahawk, the introduction of a new aircraft takes time and is rarely trouble free. On April 9th, no less than three Mustangs were either written off or substantially damaged in accidents. The first, ‘AG401’, was on a message dropping flight when it inadvertently hit hidden HT cables severing its pitot head and aerial. With no air speed indicator, the aircraft made a fast landing causing the wheel to slip off the tracking and hit a hole in the ground. The wheel lodged itself in the hole causing the aircraft to flip onto its nose. In the second accident, as ‘AG403’ piloted by Pt.Off. G. Gosnell, ran down the runway, it struck a second Mustang, ‘AG488’ piloted by Pt. Off. P. Willmett, who was taxiing prior to taking-off. After the impact, ‘AG403’ rose into the air, flipped onto its back and crashed into the ground fatally wounding Pilot Officer Gosnell. Pt. Off. Willmett in the second Mustang was however, uninjured in the collision.
Only ten days later Pt. Off. Willmett was involved in another accident when the Mustang he was flying, this time ‘AG492’, suffered a stalled engine. Unable to restart it, Willmett made a forced landing in a field near to High Wycombe. Neither he nor the aircraft suffered any injury or damage.
In June, further consideration was given to extending the runway once again and more surveys were made of the ground by Captain Storey of C.R.E. Bottisham. But any positive news from this was marred by the two deaths of personnel from Sawbridgeworth. Firstly , P. O. G. Young was killed in an air firing exercise at Stert Point ranges on Fenning Island. The aircraft failed to pull up after the attack and subsequently hit the sea wall completely destroying the aircraft. The cause of the accident remains unknown. The second person to die was LAC Dodds, who accidentally drowned whilst swimming in a river local to the airfield, both tragic accidents that marred an otherwise positive day.
Exercises in July took detachments to both Snailwell and Wendling. Residing at Shipdham, they carried out forty-six sorties altogether all with excellent results – the Mustang and its crews were performing well. With the official release of the P-51 at the end of the month, the squadron was visited by press officials who were invited to take photos and also meet the crews who would be flying them.
On August 8th, 1942, one of many support training units that were to operate from the airfield, was created here at Sawbridgeworth. The 1495 (Target Towing) Flight, who like 2 (AC) Sqn early on, was equipped with the Lysander and Martinet. It was a short lived unit though, created to support air-to-air gunnery practice using targets towed behind the aircraft; being absorbed into another unit at Hutton Cranswick merely a year later.
The naval link continued in September when a detachment of No. 809 Sqn Fleet Air Arm, arrived bringing with them Fairey Fulmars. The three aircraft staying here, were practising low level attacks through smoke screens in conjunction with 54 Division Battle School. A further twelve officers and six more aircraft then arrived at the end of the month bringing the total number of naval personnel to nine. These were very quickly supplemented over the next few days, and soon the airfield was awash with staff.
This cooperation between units brought many varied aircraft and personnel to Sawbridgeworth. A detachment of 239 Sqn arrived here for a short stay between 22nd October and 18th November, flying their own Mustang Is in conjunction with those of 2 (AC) Sqn, this move would have considerably increased the number of aircraft using the site and the station would have become increasingly active.
Former Sick quarters
October 29th would sadly be another black day for the airfield though, with the loss of three more Mustangs during night manoeuvres. Flying in bad weather and unsure of their location, the flight of three descended to lower altitudes to gain visual references. In doing so, the first aircraft, ‘AG605’ flown by Pt. Off. D. Williams, collided with trees and crashed. The aircraft was destroyed and the pilot was sadly killed. In the second incident, one of the wingmen (AG633), was forced to make a wheels up landing in a field next to the airfield after attempting an overshoot. The pilot, Pt. Off. P. Whittenham luckily escaped without injury. The last of the three, the leader of the flight (AG465), ran out of fuel and baled out leaving the aircraft to crash into hotel grounds at Ludgershall, Buckinghamshire. He landed without further incident.
Further cooperation flights, involved the arrival at the end of November, of sixteen Spitfires from the Norwegian squadron then based at North Weald. The pilots were here to train in Army cooperation, again operating alongside the Mustangs of the now expert 2 (AC) Sqn.
With the principle aircraft now being the Mustang for 2 (AC) Sqn, a few Tomahawks still remained on their books, and it was one of these that would crash on landing causing minor injuries to the pilot Pt. Off. P. Gordon-Crosby in ‘AK144’. The type had by now though, seen its day and was largely phased out of squadron use by this time.
As 1942 drew to a close, Sawbridgeworth had grown and developed. It had links with squadrons across the country and across different forces, it had also seen a variety of nationalities reside at its grounds. Whilst it was at least now making its mark, conditions at the site were far from perfect, a problem that was to be highlighted when news came in to 182 Squadron based at Martlesham Heath that they were to relocate to Sawbridgeworth. In preparation, the station commander, Sqn. Ldr. T. Pugh and adjutant Flt. Lt. R. Melhuish, set off by road to inspect the airfield, paying particular attention to its accommodation facilities, hardstands and runways.
It was clear from the outset that the airfield was “going to give everyone a formidable array of difficulties to face, the accommodation is uncompleted, the dispersals are uncompleted and deep in thick, clayey mud, and the larger hangar is only half erected and has no roof, and everywhere is mud, thick and sticky.” *5
These findings were then confirmed by Flt. Lt. Manak, who returned to Martlesham after landing a Hurricane at Sawbridgeworth. The entry recorded in the ORB *5 reflected Manak’s feelings in just a few words: “He returns with a very dismal face.”
As a result, Sqn. Ldr. Pugh contacted Headquarters 11 Group to express his deepest concerns at the state of the airfield, but promised to try and see if the squadron could operate from it,despite the difficulties they would face. It was a brave attempt that would not last long. That night, in honour or the squadron, a party and competition were held between 132 and 182 Sqns at Martlesham which, as often happens, became a little ‘boisterous’ resulting in the C.O. and Squadron Engineer Officer both being sent to hospital for injuries sustained in the activities.
Then, on the 6th December, the ground party began their move, followed the next day by the air party lead by Flt. Lt. Manak, in which seventeen Typhoons and one Hurricane took off in groups of four, set for Sawbridgeworth. The problems they were going to face became immediately obvious as they were faced with sticky mud as soon as they landed. Undaunted by the challenges ahead, by the evening they are all bedded down ready for the challenges of their new home.
Conditions at the dispersals made flying virtually impossible for the heavier Typhoons, and considerable work was needed to bring them up to any sort of standard, deep “cleyey‘” mud prevailed making movement difficult, even the runways were a challenge despite the fact there was matting lain down.
By the 13th December, a week into their stay things had improved slightly, and flying began with thirteen officers putting in twelve hours thirty-five minutes of patrols.
Former Signals block
But by the 15th, the rain had returned, and the airfield became difficult to fly from once more. Further rain followed and by the 17th it was completely out of commission, a state it remained in for many days thereafter. With flying scaled right back, it was decided to make good use of the time by providing ground lectures covering a wide-range of topics. By the end of the month, little had changed and six aircraft were ordered to disperse as soon as possible to nearby RAF Hunsdon so that some flying could, at least, take place.
It was not until the 29th December that the airfield was in any state to permit flying to take place. The six aircraft destined for Hunsdon then managed to take off, lead by Sqn. Ldr. Manak. To support them, a ground party also left taking with them supplies and spares to Hunsdon from where they would now operate until further notice.
To combat the continuing mud problem, the north-south runway was eventually relaid, the east-west runway was considered ‘usable’, as long as there was no further rain, and it was therefore left in situ. The slightest amount of rain however, would simply turn the ground into thick mud and slush.
Christmas then passed, and 1943 would see little change in the weather. After a few dry days, adverse weather returned once more, and once again the early days of January saw little flying take place. However, a short break did allow history to be made when, on the 3rd January 1943, the first operational sortie of 182 Squadron was made. Two Typhoons, flown by Flt. Lt. Manak and Sergeant Shields, flew to Martlesham Heath, where they were ‘ bombed up’ with 250lb bombs and then attacked inland port installations at Bruges. Whilst the overall outcome of the operation was not known, it was nevertheless the squadron’s first operation since its inception and there were no losses.
Between then and the 17th, bad weather persisted, it became so bad, that at one point the mud seeped through the mesh and a substantial amount of flying by the squadron, had to be cancelled as a result. However, on the 17th, ten aircraft were able to get airborne and after joining with four of those detached at Hunsdon, they made their way, with two lighter Mustangs from 2 (AC) Sqn, to RAF Snailwell where they would take part in ground support operation with Army Command. Snailwell’s resident 181 Sqn welcomed their sister squadron with open arms, and threw a huge party in their honour. The following day, they all took part in the training exercise “Shatter“, before all aircraft, from both squadrons, returned to Sawbridgeworth and the mud they had left behind. 182 Sqn then made the decision to attempt to operate the all its aircraft from the airfield, but, with mud accumulating along the track, by 23rd the new station commander W. Cdr. Bristow, had had enough and declared the runways unserviceable and the airfield all but closed.
By the 27th, concerns for Sawbridgeworth had reached the higher ranks of the military and the Air Officer Commanding Army Co-operation Command, Air Marshal Sir Arthur Barratt KCB, CMG, MC, who arrived at the airfield to discuss the future of 182 Squadron with W. Cdr. Pugh. The outcome was that the squadron would have to move elsewhere as training had been held up for far too long, and this must now stop; a move away was on the cards and not a moment too soon either.
By the 30th January, all was set and the squadron managed to get airborne returning to their former station at Martlesham Heath. The following day all ground personnel also left and the squadron settled in at their former airfield, leaving a disastrous stay at Sawbridgeworth well and truly behind.
Part 4 continues with the end of the war and the end of Sawbridgeworth. The full story can be read in Trail 25.
In Hertfordshire (Trail 25) is a small long, gone airfield that was once home to a number of squadrons including both 2 and 4 Squadrons RAF; two squadron that went on to operate, for many years, in Germany post war.
It is an airfield that its origins in the First World War. It struggled with poor weather, exceedingly bad drainage and was one that developed not through careful planning, but more the luck and perseverance of its station commander.
With remnants of its part still remaining, we take a look at the former RAF Sawbridgeworth.
RAF Sawbridgeworth
RAF Sawbridgeworth, also known as Mathams Wood and RFC Sawbridgeworth, was originally constructed as a second-class night landing ground during April 1916. After considering three sites in the area, Sawbridgeworth, a 31 acre site to the west of Shingle Hall was chosen, the reason being it had good approaches, was flat and had a main public road running alongside it.
Facilities at the ground were limited however; there were no hangars and only a small wooden hut with an occasional tent was provided in cases of bad weather. Any aircraft landing due to difficulties or damage, could have minor repairs carried out, but little more than that. As a result, staffing at the site was also minimal, manned by just one RFC officer and a handful of civilians who would carry out repairs and maintenance to any aircraft using the site. Whilst based here, the primary role of the RFC Officer was merely to provide signals to landing aircraft by using flares laid out in the form of an ‘L’ with the longer leg pointing downwind.*1
Sawbridgeworth was small, only being intended to take aircraft from 39 Sqn, a home defence unit who were currently based at nearby North Weald, and who were activated to combat the Zeppelins flying in from Germany to bomb targets in southern and eastern England.
It was indeed Lt. Leefe Robinson of 39 Sqn who attacked and shot down the first Zeppelin over British Territory on 2nd September 1916. Called the ‘Cuffley Zeppelin’ after the village near to where it crashed, Robinson was immediately awarded the Victoria Cross for his action on that night, an honour not bestowed lightly.
Wreck of the German Zeppelin L 21 at Cuffley, Hertfordshire (IWM Q73672).
The squadron was initially formed with its headquarters at Hounslow, and had two Flights – one based at Hainhault Farm, and the other at Sutton’s Farm – both part of the Home Defence force, and were directed to protect London from Zeppelin attacks from the north-east coming across the Wash and down through East Anglia.
In August, the Headquarters were transferred to Woodford in Essex and a third Flight established at North Weald Bassett. The three Flights were then merged to form 39 Sqn RFC. The squadron would indeed primarily attack Zeppelins, but records show they also attacked a number of German Gothas also used to attack the capital..*2
Little use was made of Sawbridgeworth however, and in November 1918 it was closed as a landing ground, the site quickly reverting to its former agricultural use.
For almost 20 years the site remained in this form, until 1928, when a small gliding club was formed at nearby Shingle Hall Farm. It would turn out to be a short -lived venture however, ceasing to operate within a year or so. But despite this, all was not lost, and in 1933, a ‘Great Air Pagent’ took place in which fifteen aircraft paraded past a growing crowd who had come to experience the thrills and spills of flying. The Pagent itself, was part of a wider programme designed to tour the country raising money for local hospitals, and successfully visited 180 towns and cities across the country, being seen by over one million spectators. *3
Led by Mr. Charles W. A. Scott, AFC, the famous airman who held the world record for his flight from England to Australia, the event was to specifically raise money for a new wing at the Bishops Stortford Hospital, and would showcase a range of daring flying stunts to amaze the gathered crowd. The event was a great success, and a new wing was indeed opened at the hospital as a result. Also taking part was one of the more notable aviators, Pauline Gower, who would later go on set up the Women’s Section of the Air Transport Auxiliary in 1939.
However, there was no further flying activity at the site after the pageant, and no further aviation interest was shown in the area, until after 1934 when a beacon was located on the south side of the field.
Then, with tensions rising on the continent, it was decided to begin training troops in preparation for what may lie ahead, and in order to do this, a new landing ground was needed in the vicinity. However, due to developments in aircraft design, size and power, the site at Shingles Farm was determined too small and not able to accommodate the new types of aircraft coming through. To remedy the problem another area just a short distance away, was then chosen as the new site. *1
The new site lay between Shingle Hall Farm and a wooded area known as Matham’s Wood, (seen on 1/4 inch map sheet 9, Ref:L 9137) located to the north-west of the farm, and was larger in area then the previous site used. The Ministry obtained it in 1937, and it was passed directly to the control of Army Co-Operation (AC) Squadrons, commanded by the 22nd Army Co-Operation Command. It would immediately become an Advanced Landing Ground (ALG).
Designated Matham’s Wood ALG, Army Co-Operation units, in particular, 2 (AC) Squadron, would operate with Army units, under operational conditions, simulating what it would be like for the troops to perform in times of war. These training operations would later become fundamental in the training of SOE agents who would be transported into occupied Europe to work with numerous groups including the French Resistance. Whilst the site was only used intermittently, it nevertheless set the seeds for the growth of the site into the what would become Sawbridgeworth airfield.
The former Grocery store.
2 (AC) would remain the primary user of Matham’s Wood arriving in June 1940 after their retreat from France earlier in May. Whilst on the continent, they were attacked on many occasions by the advancing Germany forces, receiving as many as 75 bombs in one attack alone. In support of the Allied retreat to Dunkirk, they carried out sorties both over the town itself and over the advancing German front lines; eventually being forced to pull back to England and Bekesbourne in Kent, where they initially made their new home.
On June 15th 1940, Matham’s Wood ALG officially opened with its first ‘resident’ units, and was referred to as Sawbridgeworth Advanced Landing Ground for the first time. Flt Lt. P. Edinger was the Officer in Charge, who would oversee two Flights on rotation in conjunction with a third Flight then based at Hatfield. With them, were the associate section 5 A.I.L and a photographic section with their trailer. In support of operations, a range of appropriate night flying equipment was also transported over to the airfield.
The move would also see the requisition of Blounts Farm on the southern side of the airfield – this would be used as the Flight Office. Crew accommodation however, would once again be rudimentary at best – initially tents being the main form of accommodation for anyone stationed here.
Over the next few months various tactical flights would take place in conjunction with numerous Army Units, many of these involving the Lysanders of 2 (AC) Sqn ‘dive bombing’ the ground troops or performing mock gas spraying attacks. This rather deadly weapon was kept stored at various airfields around the country including Macmerry in Scotland and were a back up to thwart any invasion attempt made by the Germans.
Later, at the end of July, the bulk of 2 (AC) Sqn was divided, one Flight moving from Hatfield to Cambridge, leaving the other two Flights at Sawbridgeworth. This meant that ‘C’ Flight, now at at Cambridge, would operate under HQ 2 Corps, whilst ‘A’ and ‘B’ Flights left at Sawbridgeworth, would operate under XI Corps. This move, whilst minor in itself, was the next step forward in establishing an airfield here at Sawbridgeworth. For the next few years 2 (AC) Sqn would operate out of Sawbridgeworth, spending in some cases days or even weeks at a time at other airfields as part of their operational role. This would be a regular occurrence until mid 1944 when they finally departed and moved onto the continent following D-day.
Following the defeat of the Allied forces in France and their retreat from Dunkirk, the fear of invasion was now high, and tactical reconnaissance sorties were flown daily over the coast and inland water ways looking for intruders. Lysanders of the two units based at Sawbridgeworth carried out many of these flights, photographing areas of coastline stretching from The Wash in Norfolk, to the Thames Estuary in the south.
Fearing that Lysanders were no match for enemy fighters, Wing Commander Geddes of 2 (AC) Sqn, put in a request for fighter aircraft for the Squadron to support any action that may be needed. The Boulton-Paul Defiant was identified as a possible model, and so flight trials began, trials which continued well into September.
The crews at Sawbridgeworth, still residing in temporary accommodation, were given a ray of hope on September 11th, 1940, when the Great Hyde Hall, a 15th Century Manor House, was requisitioned for the billeting of 2 (AC) Sqn personnel; because of its size and location though, it would be destined to become a temporary Station Headquarters and the Officer’s Mess.
With this increasing use, Sawbridgeworth ALG was gradually growing and developing into an airfield in its own right. This was largely through luck more than careful planning, and was mainly due to the efforts of the Commanding Officer of 2 (AC) Squadron, Wing Commander A. W. Geddes.
It was Geddes who made another step forward when he met with the Section Officer, No. 10 Works, on September 20th, 1940 to discuss further improvements to Sawbridgeworth. These talks were very fruitful and the future of the site began to look more promising.
During all this, operations continued with co-operation and reconnaissance flights occurring regularly. The use of gas in these training sessions was a high priority as there was a fear that the Germans would use such a weapon themselves, or that if the invasion came, the Lysanders would be ordered to use it as well. To meet the demand for training, supplies of “S3D” gas were constantly forthcoming, with 650 Gallons of the type arriving at Sawbridgeworth at this time*4
October 1940 began with a parade and the awarding of the DFC to Sgt. J. Clark by Air Vice Marshal C.H.B. Blount CB, OBE, MC; after the parade, the AOC went on to inspect the ‘airfield’ including the Great Hyde Hall, to see how it was being used following its requisitioning earlier on. On the same day, Brigadier Withington of XI Corps also visited Sawbridgeworth, examining the few huts now on site to check their suitability for a possible aerodrome guard, a cookhouse and possible accommodation blocks. These visits were all seen as positive steps for the airfield.
Remains of a building located in Mathams Wood.
By now, the airfield had gained the attention of the Luftwaffe, firstly when a Ju 88 crashed nearby at Bishops Stortford church, exploding on impact, and secondly, a few days later on 8th October 1940, when two parachute mines were dropped in the grounds of Hyde Hall causing damage to the windows, but thankfully without causing any casualties.
Another major move then came on October 9th, when the first permanent members of 2 (AC) Sqn moved in, a move that was followed five days later, when nearby Townsend House was taken over by the Equipment Section, and immediately turned it into a stores block.
On the 20th, nine more bombs fell, this time they hit the cricket field of Great Hyde Hall, but with little overall effect except perhaps, to disrupt the challenge of playing matches. In all these attacks, no one was hurt nor any major damage sustained, but each bomb brought the front line that little bit closer to home once more.
December came and Christmas approached adding a little merriment to the routines of airfield life. It was a worrying time for the cooks though, as the cook house located in the Assembly Hall in Sawbridgeworth itself, burnt down. A new cookhouse was quickly set up within the Great Hyde Hall, and was duly opened on December 24th just in time for a much welcomed Christmas dinner the following day.
Part 2 continues with the development of Sawbridgeworth. The full story can be read in Trail 25.
After Part 3 of our journey, we see the US bomber airfield at Nuthampstead finally come to a close. But as the war approaches its conclusion, operations continue to be flown and losses continue to mount.
The US forces would go to Dresden the morning after the RAF had been. 431 B-17s of the entire 1st Bombardment Division, would prepare for take off at 07:00 hrs to be over Dresden at mid-day. With two other Divisions also in the air that day, escort would be from 784 Mustangs, with the 20th FG protecting the leaders the 1st Bombardment Wing, the 398th BG, followed by the 91st and 381st Bomb Groups respectively. In all, in excess of 2,000 American aircraft would fly into the heart of Germany that day.
It was to go disastrously wrong for the Group though, for even as they flew over Holland, they were already off course and now the weather was moving in. With their Gee system being constantly interfered with and throwing up faults, the lead plane of the 389th decided to take the more southerly route to fly around the cloud, taking the formation near to Munster, a city heavily guarded by flak. Although objecting to the move, both the 381st and the 91st followed – a move they would come to regret. The 91st were hit hard; many aircraft were damaged and their crewmen badly injured. Then, another defensive turn took the Wing, some 137 aircraft, a total of fifty miles of course. They were now heading to Schweinfurt, the scene of such devastation in August 1943 where high loses resulted the US temporarily ceasing air operations as a result. Not wanting to relive the experience, the formation then turned south again, taking them, and their escorts, even further off course.
By now, the leader’s Gee system had completely failed, and as the formation approached the target, the deputy’s system also ceased working. Lost and confused, they were gifted with a break in the cloud through which they could see an ancient city with a river running through it. The order was given and bombs were dropped. With little to no flak and no enemy fighters to resist them, the formation unleashed its devastating load onto those below. Unfortunately, it was not Dresden at all, but the Czech capital Prague, they were some eighty miles off course.*5
The 398th flew their final operation on April 25th 1945, a flight that took them to the Skoda Armament Works at Pilsen. The 398th were joined that day by the 91st, 92nd, 303rd, 305th, 379th, 384th, and the 381st Bomb Groups. With simultaneous operations happening elsewhere at Munich and the Me 262 airfield in Prague, 198 aircraft were flew to Pilsen to bomb the Skoda works.
In contrast to their first mission, take off was controlled and in good order. The first aircraft was airborne at 05:20 and the last 35 minutes later. Forming up took place over Debden Buncher (RAF Debden) at 5,000 feet and the Buncher was left at 06:40, when the entire formation headed for the coast. at 07:37, they crossed the French shoreline.*10
The 398th BG were tasked with leading the 1st Combat Bombardment Wing, totalling three Bomb Groups made up of 120 B-17s. In charge was Captain Michael Robinson, Commanding Offcier of the 601st BS. The weather was predicted to be good, so a visual bomb run was planned, however, over the target, this proved not to be the case and 10/10 cloud completely obscured the target. Forced to go round again, the formation made a 360o turn bringing them back in at the rear of the formation. By now flak had become both intense and accurate.
Two aircraft from the 602nd in the high squadron were hit. The first B-17G #42-97266 (K8-G, “Godfathers Inc.“) piloted by 2nd Lt. Allan Ferguson, quickly left the formation spiralling out of control. Three of those on board managed to escape the aircraft as it fell earthward. Of the crew, six were killed whilst two were captured becoming prisoners of war for the last remaining days of action*6*7
The second aircraft that day was that of Lt. Paul Coville, B-17G #43-38652 (K8-V, “Stinker Jr“). After the second bomb run, the aircraft was hit behind the #3 engine, leaving a large hole and a damaged engine. After falling out of formation and feathering the engine, Lt. Coville brought the aircraft back, at which point the engine caught fire. A small explosion then ripped the right wing off outboard of the engine, sending the aircraft spiralling towards the ground. The crew inside, frantically tried to get out, assisting each other with parachutes. All crewmen except the ball turret gunner S. Sgt. Charles Walker, manged to escape the aircraft, managing to find allied troops on the ground and safety.
During their search for safety both Coville and the waist gunner S. Sgt. Harry Overbough, took two prisoners each, Overbough’s ending up being revealed as escaped Jewish prisoners who had donned German army uniforms to help them escape. *7*8
After bombs away, the formation made a right turn and headed as briefed toward home, crossing the English coast at 14:26. The first aircraft touched down at Nuthampstead at 15:02.*10
With the last mission flown, Nuthampstead’s days were now numbered. A handful of ‘Revival’ flights were made transferring POWs from Barth in Germany to airfield A-10 in France. In addition, flights carrying ground crews over Germany also took place. By May 1945 though, the war was over and the exodus of American forces back to the united States began. Over the period May / June, 1945, the 398th would depart Nuthampstead, the ground force returning to the US from Greenock onboard the Queen Elizabeth, whilst the air personnel flew back between 21st and 27th May. After thirty days of rest and recuperation, the Group assembled at Drew Field, Florida where many officers and enlisted men were discharged from the service. The remaining handful were given duties elsewhere and transferred almost immediately.
A VE day service held at Nuthampstead airbase. (@IWM UPL 35448)
On September 1st 1945, Major Gene Nelson and Major Dean Ashworth, quietly and without ceremony, inactivated the Group – the 398th would be no more.
By the time the war had come to a close, the 398th had completed 6,419 operational sorties (175 missions) dropping some 15,700 tons of bombs. They lost some seventy*10 aircraft in operations. For their determination and outstanding flying over Derben on April 8th, the Group received a Presidential Unit Citation, this came in addition to 2,124 Air Medals, 531 DFCs, 2 Silver Stars, 18 Bronze Stars and 4 Purple Hearts (with others being awarded elsewhere). Whilst their losses were perhaps hugely significant compared to other Groups, they nonetheless performed gallantly and with dedication deserving of any military group.
Returned to RAF ownership a month later the airfield became a store and maintenance station storing ordnance for disposal, and by 1954 the military had no further interest in it, and it closed some 5 years later.
During the 1960s Nuthampstead was in the limelight once more when it was considered as a site for London’s third airport after Heathrow and Gatwick. Being so close to the capital made it an ideal proposition, but the proposal faced huge opposition from those living and working in the area. The decision would eventually favour Stansted, a site not even shortlisted in the initial phase.
The Roskill Commission Inquiry (1968-70), identified seventy-eight initial sites, reducing it to four possibles: Nuthampstead, Thurleigh (Bedford), Cublington (Bucks) and Foulness on the Essex coast, ignoring Stansted on grounds of air traffic, noise and poor road access.
After great debate, Cublington was finally chosen, however, following in-house arguments and disagreements, this was later overturned in favour of Foulness (Maplin Sands),*9 Nuthampstead being rejected on various points including most noise, most agricultural loss and the requirement of a rail link.
With work intending to start in the early 1970s, the plans were eventually shelved due to the 1973 oil crisis and instead a smaller proposal was put forward to build a site at Stansted, itself a former war-time airfield. The build eventually went ahead and today Stansted sees in excess of 15 million passengers, all of which could have been located at Nuthampstead.
With that, Nuthampstead was destined to be become farmland once more. The Forestry Commission planted tress in the former bomb store, itself leading to large quantities of munitions being discovered after the site was abandoned. A small strip was retained for karting and a small crop spraying business utilised part of the airfield. Much of this has now also ceased and whilst parts of the original runway and peri track concrete surfaces still exits, farmland prevails once more over the site.
Built mid war, Nuthampstead had a rather unfortunate start, with many serious problems for the 55th FG and their P-38 Lightnings. The 398th, the Group synonymous with the airfield, were a rookie Group but one that went on to perform 195 operations many over Germany, losing a number of aircraft and crews in the process. They took part in some the the war’s most ferocious battles including Schweinfurt on October 9th, Berlin on several occasions and the US Air Force’s last operation of the war, Pilsen on April 25th 1945.
Transferred back to RAF ownership post war it was a serious contender for London’s third airport, however, this was not to be and the airfield was largely removed, buildings were demolished and the runways were dug up for hardcore. Little remains of it today, a small private airstrip utilises some of the site, and a thriving museum continues to tell the story of those who served here. A stunning memorial stands outside the local pub frequented once by so many personnel who served here, at Nuthampstead, in those days of the 1940s.
The full history of RAF Nuthampstead can be read in Trail 32.
Sources and further information (Nuthampstead)
*1 Investigation of the US National Defense Program, Part 35. US Government Printing Office Available on Google books
*2 Fooy. F., “One of Thousands – A Navigator in the European Air War.” Lulu Publishing, 2015 Via Google Books
*3 Wilson. K. “Blood and Fears – How America’s Bomber Boys and Girls in England Won their War“. Weidenfeld & Nicholson, 2016 page 390
*7 “Hell from Heaven – Ch 35 – Mission 31 – Pilsen, Czechoslovakia, Our Last Combat Mission – April 25, 1945” published by Leonard Streitfeld, Bombardier, 600th Squadron on the 398th BG Memorial Association Website.
*8 MACR 14220
*9 Banister, D., “Transport Planning In the UK, USA and Europe” Taylor & Francis, 2003
*10 United States Army Air Forces, “The History of the 398th Bombardment Group (H)” (1945) World War Regimental Histories Book 124.
Missing Air Crew Reports 12214 and 12215
Ethell. J., & Price. A., “Target Berlin – Mission 250: March 6th 1944“. Janes, 1981
A good many photos, official records and personal stories are available on the 398th BG Memorial website. A great resource for those wanting to read more about the history of the 398th BG,
In Part 2 of this Trail, we saw how the 55th FG finally departed Nuthampstead having been dogged by mechanical problems. In this part, they are replaced by the 398th BG, a heavy bomber group who brought the B-17 ‘Flying Fortress’ with them. As ‘rookie’ crews though, their start may not have been the start they had wished for.
The new Group was a Heavy Bomber Group, equipped with B-17Gs, and would be the last Fortress Group to join the USAAF. Made up of four squadrons: 600th, 601st, 602nd and 603rd Bomb Squadrons (BS), the first personnel would arrive in Liverpool, on April 21st 1944, sailing on the USS Wakefield from Boston. Once at Nuthampstead, they would begin combat flights in a matter of days, their first mission taking place an May 6th that year.
Their journey to Nuthampstead had been a long one. Being activated on 1st March 1943 with a cadre from the 34th BG at Blythe, California. They trained hard, transferring to Orlando in Florida and then onto Spokane, Washington. In June 143, they transferred once more, this time to Rapid City, South Dakota, each time picking up new staff and crews as they went.
During training in the Autumn of 1943, the monotony of routine was broken when 2nd Lt. Thompson Highfill displayed courage and to assure the safety of his crew. After his B-17 suffered engine failure and complete wing disintegration, he ordered the crew to bale out, holding the aircraft as steady as he could whilst they made their escape. Too low to use his own chute, he made a wheels up landing, for which he was awarded the Distinguished Flying Cross, the first to the unit.
After further moves the unit was eventually war ready, and on March 24th 1944, the advance party began their journey to England. On April 22nd, the ground echelon arrived at Nuthampstead, the same day as the first section of the air echelon.
Having only been activated the year before, the 398th were a novice Group, but that would not prevent them operating against important strategic targets in Germany. These operations would include factories in Berlin, warehouses in Munich, marshalling yards in Saarbrucken, shipping facilities and docks in Kiel, along with oil refineries and aircraft production facilities in Munster. Thus even as a new unit, it would take part in some of the heaviest attacks on German industrial centres.
On May 6th, the 398th went into action for the first time, and like other newbies, it was a disaster. Although these missions were not seen as full missions (flying the full complement of aircraft and crews) they were nevertheless important in the development of the crews, honing their skills and allowing them to begin gelling as a close knit crew.
The morning started badly when breakfast was delayed. The take off as a result was also late with departures being badly timed. Forming up was ‘less than tidy’, with ten of the eighteen aircraft forming up on the wrong formation or in the wrong place. Once over the target, the ‘V’-weapons site at Sottevast, cloud prevented the bombers from seeing the target and so they returned without dropping a single bomb. Their inauguration had been far from successful but looking at it positively, there were no loses and all aircraft returned unharmed.
The rest of May saw the Group fly to Berlin no less than four times, in addition to targets at Kiel, Saarbrucken, Ludwigshafen, Ruhland and Dessau in Germany. They also flew to several targets in both France and Poland meaning there had been no let up for the novice flyers.
During the lead up to D-day, the 398th would attack coastal defences along the Cherbourg peninsula, softening up defences for the invasion forces who were about to land along the Normandy coast. These and other targets in France would dominate the early weeks of June, whilst July saw a return to the homeland and targets deep into Germany once more.
October 15th brought the true realities of war to the Group when a flak shell hit B-17G #43-38172 in the nose exploding inside the aircraft. The Toggler/bombardier, Sgt George Abbott, was killed outright, and the instruments were all but obliterated. With no oxygen and the nose barely recognisable, the pilot 1st Lt. Lawrence DeLancey, managed to bring the B-17 home thus saving the lives of the other crewmen on board.
B-17G #43-38172 “2 Sad Lovely Julie” hit in the nose by flak, killing the bombardier outright. (@IWM UPL13907)
For his actions, Lawrence De Lancey was awarded the Silver Star, Lt. General Doolittle’s letter citing the “sheer determination and tenacity” of De Lancey in bringing the aircraft and remaining crew home safely.
Christmas 1944 saw no easing up for the crews. On Christmas Eve, orders came through for every available bomber to be airborne. The winter of 1944-45 being one of the worst saw ground forces take a pounding in the Ardennes by a desperate last attempt at a breakthrough by the German land forces. Taking advantage of the fog and mist that had prevailed, air cover was limited for the allies but as soon as a break occurred, they would return in large numbers. That break occurred momentarily on the 24th.
Over 2,000 bombers of the Eighth Air Force, (which included 500 RAF and number of bombers from the Ninth AF) took to the skies that day, the largest Eighth Air Force operation to assemble over enemy territory in history.
The flyers did not experience mass opposition, in fact it was insufficient to make a difference, and so the operation fulfilled its objective of destroying supply links and disrupting airfield operations. On the way home, the bombers were faced with encroaching haze, many UK airfields becoming closed in and closed to landings. The 1st Air Division (formally 1st Bomb Division) were faced with a thick fog that forced them to land elsewhere, the 398th coming in at Ridgewell along with the 351st and Ridgwell’s normal residents the 381st. Christmas for the crews would be spent away from their England home that year.
On 3rd February 1945, the 1st AD were part of a force attacking Berlin again, lead by the 91st BG with Lt. Col. Marvin Lord, the group Operations manager who was chalking one up, never having flown to Berlin before, he took over from the normal lead pilot who was on a short pass.
As the formation neared the initial point (IP) over Lehmke, near Gardelegen, the formation began to close up causing extensive turbulence from prop wash. Before the bombardiers took over, aircraft jostled for positions ensuring their safe place in the group. At this point, it took two pilots to control the buffeting aircraft, as they were thrown about the sky within the ever tightening formation. Ninth in line were the 398th BG led by 1st Lt. Perry Powell in B-17G #43-38697, of the 603rd BS.
Affected by this powerful prop-wash, Powell decided to drop back and in doing so he got too close to the low squadron. His automatic reaction was to lift the nose of his heavily laden B-17, a reaction that caused the air-frame to suffer extreme stress, stresses that caused the fuselage to split open around the ball turret, sending the powerful front end into the front of Lt. John McCormick’s B-17 #42-97387 of the 602nd BS. The collision cut away the nose of the second aircraft. With no parachutes or safety straps, the navigator 2nd Lt. Second Lieutenant Bruce Phelps fell to his death.
Now no longer flyable aircraft, both B-17s began to fall, spiralling toward the ground and their inevitable fate – of the two crews, only three were seen to escape that day.
Out of Perry Powell’s aircraft, #43-38697, eight were killed, only the tail gunner S.Sgt. Joe Bancroft survived becoming a prisoner of war. From John McCormick’s B-17, #42-97387, only he and the Bombardier, Bill Logan, survived, seven losing their lives in the tragic accident that marred the operation that day*3, *4.
Later that month, on the 13th, the 398th would take part in the hugely disputed attack on Dresden, a combined force of Allied aircraft that would drop in excess of 4,500 tons of bombs on a city whose conditions led to a firestorm that killed more than 25,000 inhabitants.
In the last part we see how Nuthampstead’s war comes to a close. The airfield no longer required eventually closes, but not before it enters a great debate about its future and possible expansion.
The full history of RAF Nuthampstead can be read in Trail 32.
Aviation Trails 