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

January 20, 2024January 21, 2024 / Aviationtrails / 8 Comments

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

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

RAF Sculthorpe

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

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

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

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

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

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

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

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

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

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

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

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

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

The Commissary and BX next door are still on site today

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Lt. Jack Watson 303rd BG. – From Villain to Hero.

January 11, 2024May 19, 2023 / Aviationtrails / 12 Comments

The end of training flights in the Second World War in the quiet and blue skies of the United States, were occasionally ‘celebrated’ with flyovers and ‘buzzing’ of the home town of family or girl friends. Whilst this unofficial activity was frowned upon, in general, a blind eye was turned by Commanding Officers of the various Groups. However, one such activity was not taken quite so lightly, and almost led to the end of a promising career before it had even started.

At RAF Molesworth (Station 107) not far from Huntingdon, Cambridgeshire, the 303rd Bomb Group (BG) had been serving the Allied offensive since mid September 1942. They had taken heavy casualties after participating in many prestige missions including the disastrous August and October raids on the ball-bearing plant at Schweinfurt. The invincibility of the heavily armed B-17 was very quickly shown to be a myth.

After a period of calm, primarily due to persistent bad weather rather than any significant strategic military decision, the USAAF was allowed unofficial time to recuperate, rebuild and rearm. During this period, new recruits and aircraft poured into the United Kingdom via either the Northern or the Southern transit routes over the Atlantic Ocean.

On one of these aircraft was Lt. Jack Watson, a ‘green’ pilot’ who had recently completed his training, and was now on his way to fight in a war a long way from his Indianapolis home.

A fresh faced 2nd Lt. Jack Watosn who bravely brought home his burning and crippled B-17 bomber after ordering his crew to bail out. (IWM UPL 32160)

On eventual arrival at Molesworth, Lt. Watson was soon to experience for himself the horrors and reality of war. On January 11th 1944, he was part of a 291 bomber force attacking both the FW190 production factory as Oschersleben and the Junkers factory at Halberstadt, Germany. On what became one of the blackest days for the Group, eleven out of the forty aircraft dispatched were lost, an attrition rate of just over 25%, which was also the highest loss of the entire force.

On the inward flight, the weather, which had dogged much of the winter, closed in over the continent. A recall message was sent out, the 2nd and 3rd Divisions turning for home, but it was ignored by Brigadier General Robert F. Travis, 1st Bombardment Division Commander in the lead plane – ‘The Eight Ball‘. Original orders were to bomb by visual methods but if cloud cover prevailed then pathfinder Liberators were to mark the target.

As the weather had deteriorated, cloud being present as high as 24,000 feet, fighter cover was all but withdrawn. The bombers were now virtually on their own and much smaller in number.

Alerted early on, the Luftwaffe had managed to form an enormous welcoming party for the now weakened force. It would be the strongest collection of Luftwaffe aircraft since the October raids, and it was waiting, eager for blood.

The first contact between the two forces was made over the shallow waters of the Zuiderzee on the inward flight. A collection of rocket-firing fighters launched a gruesome attack on the lead section of the 303rd, an attack that lasted for several hours and took out numerous aircraft.

From the Initial point (IP) to the target, flak was light but accurate, more aircraft took hits and further damage was sustained by the formation. Those bombers that did get through managed to bomb the target, the accuracy of which was considered ‘excellent’.

On the return flight B-17F #42-29524 ‘Meat Hound‘, piloted by Lt. Jack Watson was attacked again by waves of enemy fighters who zoned in on the bomber and its supporting formation. With many aircraft now crippled, the B-17s were easy targets for the fierce and determined Luftwaffe defenders.

Lt. Watson’s aircraft, (a B-17F-55-BO, which had previously been assigned to the 306th BG transferring to the 303rd in July 1943), was hit hard over Durgerdam. The damage looked terminal, two engines were on fire, there was substantial damage around the wing root and the left elevator had been shot completely off. With such damage, not only was the aircraft difficult to control but it was losing vital airspeed and altitude as well.

Lt Watson, gave the bail out order, holding the aircraft steady until all the crew had departed. Lt. Watson, who had by then put the aircraft on automatic pilot, was himself preparing to jump, but the thought of the cold waters below forced his retreat to the cockpit and the challenge of getting home alone.

Of those who did jump, four fell into the Ijsselmeer and sadly drowned, and another four were caught by occupying forces and sent to POW camps. The ninth, Lt. Col. Clayton David, the Co-Pilot, managed to evade capture eventually making his way back to England. Clayton’s journey took him through Holland and Belgium and on into France, where he headed south, eventually crossing the Pyrenees into Spain. From there, he reached Gibraltar eventually returning to England in May 1944, four months after he was reported as ‘Missing in Action.’ For his efforts he received the Purple Heart*¹.

Lt. Watson, now alone in the crippled B-17 fought on, keeping the aircraft flying toward England. Once over home territory he brought the aircraft down through the thick cloud that had dogged so many of Britain’s airfields that winter, landing at RAF Metfield, an American Fighter airfield home at that time to the 353rd Fighter Group.

So severe was the fire on the aircraft that it took fire crews a considerable time to extinguish it. These crews were not only amazed to see just one crewman exit the aircraft, but also to find an unexploded shell sitting directly behind the pilots seat.

B-17 ‘Meat Hound‘ on the ground at Metfield, Suffolk after landing with two burning engines. The aircraft was subsequently written off and salvaged for usable parts. (IWM UPL 32171).

On his arrival back at Molesworth, Lt Watson received a telegram sent by New York Mayor Fiorello LaGuardia, forgiving Watson for his villainous activity previously in late 1943.

It was at this time that Watson along with three other pilots; 2nd Lts. Robert Sheets, Elmer Young, and Joseph Wheeler, buzzed the World Series game between St. Louis Cardinals and the New York Yankees at the Yankee Stadium, New York. Mayor LaGuardia was so incensed by the action at the time, that he insisted Watson and the others be disciplined, court martial proceedings being instigated as soon as the four landed in Maine*².

However, it was not to be, the top brass needing every aircraft and crewman they could muster, sent the four on their way with a $75 fine and a stiff telling off!

Although tinged by the sad loss of his crew, the villain of the World Series’ Buzzing, had gone on to prove himself more than a worthy pilot, making history in more ways than one.

Yankee Stadium, Bronx, NY, October 5, 1943 â B-17 Flying Fortress bombers makes a surprise visit during the first game of the 1943 World Series

A Boeing B-17 ‘buzzes’ the Yankee stadium October 5th 1943. (Author unknown).*³

The crew of ‘Meat Hound‘ were:

Pilot – 2nd Lt. Jack Watson (Returned to Duty)
Co-Pilot – Lt Col. Clayton David (Evaded)
Navigator – 2nd Lt. John Leverton (POW)
Radio Operator – Stf. Sgt. Harry Romaniec (KIA)
Bombardier – 2nd Lt. Vance Colvin (KIA)
Flight Engineer/Top Turret Gunner – Stf. Sgt. Sam Rowland (POW)
Right Waist Gunner – Sgt. William Fussner (KIA)
Left Waist Gunner – Gene Stewart (POW)
Tail Gunner – Sgt. Roman Kosinski (POW)
Ball Turret Gunner – Sgt. Fred Booth (KIA)

The B-17F, #42-29524, was delivered to Denver 31st December 1942; then assigned to the 423rd BS (306th BG) as ‘RD-D’ at Thurleigh 2nd March 1943. It was later transferred to the 358th BS (303rd BG) as ‘VK-K’ based at Molesworth on 30th July 1943.

For their efforts in this mission, the 303rd Bomb Group were awarded a Distinguished Unit Citation, the only time the entire unit achieved such an accolade.

This and other similar stories appears in Heroic tales of World War 2.

Sources and Further Reading.

Missing Air Crew Report 4269

*¹ Herald-Whig Obituaries Website accessed 27/5/19

*² 303rd BG website ‘Outfield Fly’ by Hap Rocketto accessed 27/5/19

*³ Photo appeared in ‘Old-Time Baseball Photos and Essays’, blogsite. accessed 27/5/19

RAF Little Staughton – Winner of Two VCs. Part 2

October 29, 2023October 28, 2023 / Aviationtrails / 2 Comments

In Part 1, we saw how Little Staughton had developed initialled used by the USAAF as a depot for repairs and refurbishments, and how soon after it was handed back to the RAF and the Bennett’s Pathfinders.

The end of 1944 would be pivotal though, but not the happy celebratory time it should have been, but a solemn and heart rendering time for those stationed here.

On December 23rd 1944, twenty-seven Lancasters along with their three Mosquito reserves, would take off from Little Staughton and their sister airfields at Bourn and Gravely, to be joined by their escorts – three squadrons of Mustangs from 150 Wing, over France. Once out of the English fog and cloud that had harassed the bombers for several days before hand, the aircraft began to jostle for their correct position in the formation. The three formations, each made up of two Flights, A and B, would gradually settle down now able to see each other in the clearer skies above the heavy English cloud.In such a clear sky, it might be ill-considered to think that anything could go drastically wrong – but go wrong it did.

Assemblies could always be a danger and would be unsettling for any crew. At the back of the six flight formation and unseen to the Little Staughton crews at the front, Graveley’s 35 Sqn’s Flying Officer G.S. Lawson in Lancaster ‘H-How’ (PB683) began closing in on his friend Pilot Officer R. Clarke in ‘F-Freddie’ (PB678). Misjudging the narrow distance between them, Lawson’s aircraft inadvertently made contact with the wing of Clarke’s, sending both aircraft, fully laden with fuel and bombs, spiralling to the icy waters of the English Channel below. As the two Lancasters fell uncontrollably towards Earth, others in the formation could do nothing except watch in horror and prey that chutes would somehow emerge from the two Lancasters. Miraculously, six airmen did manage to escape the stricken bombers before they either broke apart due to the extreme forces exerted upon them, or they hit the water.

A rescue search was mounted immediately. Little Staughton’s reserve pathfinder Mosquito from 105 Sqn, who was sat at the rear of the formation and witnessed everything, remained on station continually radioing the airmen’s positions back to control. He remained there, watching out, until the launch arrived to begin the arduous task of searching for signs of life. But the icy winter waters of the channel were too much for the badly protected airmen, and although six managed to escape the stricken bombers, all the crew of the launch could do was pull dead bodies from the cold water. Only one crewman was unaccounted for, the body of Flt.Lt. John Faulkner was some weeks later washed up on the beach at Dieppe. He remains buried there to this day.

Meanwhile, the front two formations consisting of Lancasters from Little Staughton flew on oblivious to the carnage that had occurred behind them. Being an Oboe operation meant that the aircraft had to fly for fifteen minutes straight and level without any deviation from the beam they were following. Hopefully, the predicted cloud over the target would give them some protection from flak and fighters, hence the reason for using Oboe. When they got there however, there was none, just clear bright skies and it was daylight. Ramrod 1415 was about to feel the brunt of the Luftwaffe’s determined pilots.

The first formation had somehow become detached from the second and third, meaning their escort was way behind and having to race to catch-up. With eight minutes to target they were alone, in clear skies and vulnerable.

It was then that the flak began. 88mm and 105mm shells began exploding all around the aircraft, peppering the fuselages like hailstones on a tin can.

Within minutes the gunners had found their mark, and the first aircraft was hit. Mosquito ML998 ‘HS-B’ with 25 year old Flt. Lt. Eric Carpenter, a Canadian, and Fl. Off. William Lambert as navigator, was on fire with both engines out. Moments later, the Mosquito exploded in a massive fireball. Neither airmen would survive and Little Staughton was now one crew down.

With three minutes to go, not only had the flak intensified but fighters had appeared on the scene too. The master bomber, Sqn. Ldr. Robert Palmer in Lancaster PB 371 ‘V’, received hits causing two engines to cut. His Lancaster was now more than ever difficult to fly but on he went fighting the reluctant aircraft every inch of the way. Then further hits badly damaged the Lancaster’s tail forcing the aircraft to turn over and tumble out of the bright German sky.

As the aircraft tumbled over and over, the rear gunner Flt.Sgt. R Yeulatt, another Canadian, manged to escape his turret, more by luck than skill. After his turret was separated from the spiralling Lancaster his body was forced out between the doors by the wind. This incredible escape would be his saviour – he would be the only survivor of the seven man crew.

With all Lancasters receiving intense fire it was going to be carnage – and it was.

The second Lancaster to fall from the sky was that of American (RCAF) Flt.Lt. Arndt Reif in PB120 ‘P’. Reid’s aircraft was hit by both flak and enemy fighters. Reif himself was badly injured, and so he gave the order to bale out. Only two crewmen, Flt. Sgts MacLennan and Pearce, both Canadians, escaped with their lives, being picked up on the ground and incarcerated by the Germans.

Flt. Lt. R. Hockley in Lancaster PB141 ’60-F’ went down next. With no controls and one wing on fire, he gave the order to jump, and all seven crewmen managed to escape the burning wreck. Six were picked up by the Germans below, the seventh, 24 year old Pilot Officer Ken Hewitt was attacked by murderous civilians and shot several times. Efforts to save him by a local policeman failed and the murder was the subject to a post war criminal investigation, which concluded that the fatal shot came from Hubert Wester, who was later killed on the Eastern front. No other charges were brought against any of those present.

With one Mosquito and three Lancasters now gone, the deaths were stacking up. Fl. Off. R. Terpenning, an Australian, in Lancaster PB558 ‘A’ had by now taken several hits and was flying ‘on the deck’ to try and make his escape. Pounced on by further fighters, time was definitely of the essence.

The Lancaster’s gunners fought bravely to ward off continued determined Luftwaffe attacks. Fuel now streamed from the wing; two engines were out; the top turret had been severely damaged and many controls were out of action, it was a miracle the aircraft was still in the air. Once over Belgium and the relative safety of the allied lines, Terpenning gave the order to bale out, himself being the last to leave. All seven airmen made it safely out of the Lancaster and were back at Little Staughton just four days later.

By now chaos reigned. Communications were bad at best. Only some aircraft received the order to scatter and had done so, others meanwhile received orders to bomb visually and not by Oboe. Some of the formation dispersed, each aircraft beginning its own unscheduled bomb run.

The last of the formation aircraft to come down was that piloted by 22 year old Flt. Lt. Peter Thomas, in Lancaster PB523 ‘J’. It, like the others, had received substantial hits and was doomed to crash. After battling against persistent fighters and damaged controls, Thomas finally gave the order to bale out. With himself and a wounded Canadian P. Off. Frederick (Tex) Campbell upfront, the remaining crew escaped and the aircraft crashed. In the wreckage still at the controls, was the body of the pilot Flt. Lt. Thomas.

Of those who escaped four became prisoners of war, the fifth, twenty year old Flt. Sgt. Vivian Hobbs was killed after his chute collapsed on the descent.

Of the seventeen Little Staughton 582 Sqn Lancasters that went to Cologne that day, five failed to return along with a Mosquito of 109 Sqn. With a further two Lancasters from Gravely a total of eight aircraft were lost that day, along with all but one of their crews. The operation had been a disaster from the start, and the crews had paid the price.

After the operation Sqn. Ldr. Palmer, who was on his third operational tour and 111th sortie, was posthumously awarded the Victoria Cross for his determination in continuing on to the target, even though his aircraft was severely damaged. He insisted on flying straight and level to allow Oboe to pinpoint the target. As a result the crew placed their markers precisely on the target allowing those left following to bomb accurately.*³

The full story and VC citation for Sqn Ldr. Palmer, can be read in ‘Heroic Tales‘.

The return trip to Cologne on New Year’s eve must have filled the crews with dread, however it proved to be uneventful in that all aircraft returned safely and without incident. Although losses were comparatively light for the two units, seventeen aircraft lost from 109 Sqn and around thirty from 582; equating to some 250 airmen in total; it was still a blow to the squadrons and to Little Staughton as a whole.

With a successful and uneventful last operation, the dawn of 1945 must have brought renewed hope for fewer losses and that of a forthcoming allied victory.

The poor weather of the Christmas period however, did little to deter operations over Germany. On 1st January 1945, 582 Sqn were once again in action flying to both Dortmund and Witten. For almost fifteen days crews would be flying operations, training flights or both. It was a gruelling time but losses were low. It wasn’t until the 16th-17th that the first aircraft would go down. Baling out over allied territory all crew apart from the rear gunner, Sgt. McNamara, survived. With 109 Sqn losing only one Mosquito on the 31st – again both airmen returning safely – January had proven light despite the increase in operations.

It was then in February that another Little Staughton airman would earn himself the Victoria Cross, the second for bravery and dedication to duty.

On the night of 23rd-24th February, only ten days after the historical attack on Dresden that resulted in a firestorm, 367 Lancasters and 13 Mosquitoes from 1, 6 and 8 Groups were detailed to attack the city of Pforzheim to the north-west of Stuttgart. This would be the only attack on the city and it would prove almost as devastating as Dresden and Hamburg.

The Master Bomber that night was a 582 Squadron Lancaster piloted by the only South African pilot in the Pathfinders, Captain Edwin Swales DFC. In his Lancaster III PB538 ‘N’, were seven other crewmen, including two navigators.

On the run in to the target, the Lancaster was badly hit by night fighters putting one engine and the rear turret guns out of action. Undeterred, Swales continued to perform his role, guiding the following bombers onto the target with the greatest of precision.

Only when he was satisfied that the attack had been carried out did he leave the target area. Now easy prey to more attacks, soon a second engine was put out of action, controls were damaged with some being inoperable. With a reduced speed and difficult flying conditions he headed for the allied lines, and once safely over them, he gave the order to bale out. All those on board made the jump to safety, leaving Swales at the control trying to maintain steady flight. Just as the last man left, the Lancaster gave up the struggle and was reported to hit high tension cables causing it to crash. Captain Swales was still at the controls when it was found later on.

The attack on Pforzheim was considered to be very accurate, with over 1,800 bombs having been dropped in little over twenty minutes. Over 17,000 people were known to have died that night in the raging fire that followed, and a post-war photograph, revealed that 83% of the built up area had been destroyed by the raid*⁴.

Swales’ VC was awarded posthumously, being the second such award to go to airman of Little Staughton, and the third of only three to the Pathfinders. His citation appeared in the Fifth Supplement to The London Gazette, of Friday, the 20th of April, 1945, and concluded: “Intrepid in the attack, courageous in the face of danger, he did his duty to the last, giving his life that his comrades might live.” His story also appears in ‘Heroic Tales’

The war was by now drawing to its inevitable conclusion, and the end of the Nazi’s reign of terror was near. For Little Staughton crews however, the job was far from over. By now the allies were so close to Germany that Oboe stations and forward operating airfields allowed accurate Oboe bombing of Berlin. On the 8th March 109 Squadron’s history was made with their first Oboe marking of Berlin and Munich; the longest range they ever attempted. Eighteen aircraft were ordered out to four targets, the other two being Dessau and Hamburg, The night was not the most successful though, with technical problems causing issues with a number of Pathfinder aircraft. On the Hamburg raid, four of the six aircraft marked well, one aircraft lost an engine and had to return early, whilst over Berlin, two of the four markers had to return without marking also due to technical issues. The Dessau raid suffered similar technical issues.

By now the war was in its last stages, and the night of 20th-21st April saw yet another pivotal moment in the history of the war, with the RAF’s last attack on the German capital. 109 Sqn were again in action, and it was Mosquito XVI ML929, piloted by F.O. A.C. Austin and F.O. P. Moorhead, who claimed the honour of dropping the last RAF bomb on the city. It was yet another feather in the cap for Little Staughton crews.

Other German cities then took the brunt of the Allied attacks. To the south, allied troops were approaching Hitler’s lair at Berchtesgaden, but the night’s attack in April would not be one to remember, as all Little Staughton’s aircraft suffered technical issues preventing them from marking the target. It is thought that the surrounding mountains had interrupted the Oboe signal leading to poor reception by the Pathfinders. Due to fog and snow, identifying the target was then made more difficult for the following bombers, but with relatively accurate strikes, the raid was considered a success. However, it was not to be the Pathfinder’s final night of glory.

Attention then turned to Manna operations, and 109 began to mark targets in Holland for food parcels. A remarkable effort allowing foodstuffs and urgent supplies to be dropped to starving civilians in Holland.

Whilst bomber command was concentrating on humanitarian flights, 109 Squadron took part in the final raid on Kiel on May 2nd-3rd, with four aircraft taking part. One suffered problems and was unable to mark leaving the remaining three to identify and mark the target. It was solely a Mosquito attack using aircraft from both 8 and 100 Group, after which large fires were seen rising from several parts of the town. After the last remnants of the German army left, it was declared ‘undefended’ and open, and allied troops entered unopposed just 36 hours later.

With the war’s end, the Pathfinders returned to dropping markers for food supplies, and ‘cooks’ tours began, aircrew taking ground crews on ‘sight-seeing’ trips over Germany to show the extent of the devastation caused by the war and the allied pounding of Germany’s towns and cities. An event that really brought home the effects of the war on Germany.

In September 1945 after much speculation and many staff movements, both squadrons were ordered to disband. 582 was first on the 10th with 109 Squadron soon after on the 30th. A glimmer of hope then came for 109 Sqn, when it was reborn through the renumbering of 627 Sqn at Woodhall Spa. To all intents and purposes though it was a different squadron to the one that had worked so hard and with such dedication here at Little Staughton. The operational record books for 582 Squadron simply states: “No further entry, Squadron disbanded as of 10th September 1945“. On roll were 147 airmen and 92 Officers, six of which were New Zealanders. The records also show that the squadron had dropped over 8,000 tons of bombs cumulatively, while 109 Sqn recorded: “This is the finish, all our aircraft were flown to Upwood today.”

Some 522 raids had been flown by 109 Squadron, covering over a staggering 5,400 sorties, while at either Little Staughton, Wyton or Marham, all with a loss of just 18 aircraft. 582 on the other hand had flown over 2,100 sorties in 165 raids with a loss of 28 Lancasters all whilst based at this little airfield in the Cambridgeshire countryside*⁴.

Throughout the war, thoughts had never been far away from post war aviation and in particular the development of new, larger and faster aircraft, both military and civil. With it would come the demand for bigger airfields and longer runways, which led to a search for possible extensions to existing airfields. Farnborough and the RAE (Royal Aircraft Establishment), was the preferred choice, but the site was penned in and unable to have its runway extended to the five miles thought necessary to accommodate new types of aircraft. Alternatives were sought with the final decision being the amalgamation of three airfields: Twinwood Farm, Thurleigh and Little Staughton; a five mile runway linking Thurleigh with Little Staughton which would then be linked by a taxi way with Twinwood Farm. The idea behind the huge development was to replicate the Californian Muroc test facility (now Edwards Air Force Base) to enable testing of new developments in aviation. The idea never materialised though, and would have no doubt faced serious opposition had it ever got to the consultation phase*¹.

So, with no real need for Little Staughton it was soon surplus to military requirements, and with their dramatic reduction of assets, its days were sadly numbered.

Following the departure of the two squadrons, the airfield became used as a transport base, before finally closing in December 1945, and being placed into care and maintenance. In the 1950s the runway was given consideration again and work began to extend it for use in emergencies by US military aircraft, but this was also a short lived exercise, and by the end of the decade this too had ceased, and the site was closed to all military activity. For a short while it was used by the civilian Brooklands Aviation company as a repair depot, but was soon returned to farmland although the runway, and some of the perimeter tracks remain, used by a small aviation company along with several of the hangars which are used by light industry.

The Watch Office continues to stand and is now a Grade II listed building, being listed in December 2005 for its ‘special architectural and historic interest’. Historic England describe it as “One of a very small number of control towers of the Second World War period that have survived in a substantially complete state of preservation…This is an exceptionally well-preserved example of a 1941 control tower design for bomber satellite stations, of which 24 out of 45 built survive.”*²

With that, Little Staughton quietly slipped in to the history books. The buildings left standing echoing the hectic activities of two Pathfinder Squadrons, from which over 250 airmen lost their lives.

582 Sqn had been purposefully created for a role, a role it performed to the highest standard and with the greatest pride of any squadron in the RAF. 109 Sqn had performed with the same dedication and determination, meaning that Little Staughton crews were awarded two of the three VCs the Pathfinders earned, the highest honour to be bestowed on any military personnel. In addition to these, numerous other gallantry medals were also awarded to the many crews of both squadrons, a number of whom had flown in excess of 100 sorties whilst based here at Little Staughton.

Little Staughton was only operational for a short period of time. But in that time it achieved some of the highest accolades possible in military terms. It brought a great sense of pride to the local area, and a huge influx of men and machinery. Today it stands quiet, just outside of the village which marks its history with a small stone laid close to the end of the main runway. The local church, All Saints, also has a roll of honour commemorating all those personnel who lost their lives here, and a memorial stone close by pays homage to those who served and died in this remarkable place.

The entire story can be read in Trail 29.

Sources and further reading (Little Staughton)

*¹ Smith, D., “Britain’s Military Airfields 1939 – 45” Patrick Stephens Limited, 1989

*² Historic England Website accessed 17/9/23

*³ Much of the report from this comes from a combination of Operational record books and secondary resources including Feast., S., “Heroic Endeavour“, Grub Street Publications, 2006.

*⁴ Middlebrook, M., Everitt. C., “The Bomber Command War Diaries“, Midland Publishing Ltd, 1996

National Archives Operational Records:

AIR 27/2052/2; AIR 27/2052/1; AIR 27/854/8; AIR 27/854/7; AIR 27/2052/7; AIR 27/2052/8; AIR 27/2052/10; AIR 27/2052/9; AIR 27/855/2; AIR 27/2052/14; AIR 27/2052/13; AIR 27/856/7; AIR 27/856/9; AIR 27/2449/1; AIR 27/2052/27

RAF Little Staughton – Winner of Two VCs. Part 1.

October 21, 2023October 17, 2023 / Aviationtrails / 6 Comments

Trail 29 saw a trip to two airfields both of which have now gone. A new addition to this trail, takes us back to the west of Cambridgeshire to the Bedford border and a small airfield that continues to operate as a flying entity. But, and perhaps more importantly, it is one where two VCs were won, and where RAF Pathfinders reigned supreme. Having only a short life itself, and only two front line squadrons, its rather unassuming presence hides a remarkable tale of heroism, bravery and dedication that transports it high into the ranks of wartime history.

In the latest addition to this trail we visit the small village with two airfields, starting with RAF Little Staughton.

RAF Little Staughton

The village of Little Staughton sits on Oxford Clay, a Jurassic marine sediment, and is located about 4.5 miles from Kimbolton and 8 miles from Bedford. The village itself resides in the upper most regions of Bedfordshire, but this is not the original village, that being abandoned following the bubonic plague, and so the village we see today being created as a result.

Little Staughton is unusual in that it has been home to two wartime airfields, RFC Little Staughton which was open between October 1916 and June 1917, and its World War II counterpart, RAF Little Staughton. Both add further complexities to the name by each being located over the county border in Cambridgeshire.

RAF Little Staughton, like many of its contemporaries, was cold and draughty. The staff huts dispersed around the various sites provided little comfort to those inside seeking warmth and shelter from the elements outside.

Built by a mix of construction companies including the AMWD (Air Ministry Works Directorate), it had three concrete and tarmac runways measuring 1,920 x 50 yards; 1,340 x 50 yards and 1,000 x 50 yards with the main runway running in an approximate east-west direction.

The entire story can be read in Trail 29.

September 26th 1942, a near tragedy for three RAF Squadrons.

September 26, 2023April 29, 2023 / Aviationtrails / 13 Comments

The Eagle Squadrons were three RAF Squadrons made up of American volunteers, their achievements and records are well-known and well documented, however, it was not all plain sailing for these determined and courageous flyers. For one Squadron in particular, 133 Squadron, September 26th 1942 would be a disaster, a disaster that would almost wipe out the entire flight of twelve airmen.

133 Squadron had been on the front line serving at RAF Biggin Hill and RAF Martlesham Heath before arriving at RAF Great Sampford, a satellite for RAF Debden. The ground crews were predominately British, assisting and training the US ground crews in aircraft maintenance and support. All the pilots however, were US volunteers, formed into three separate squadrons but under RAF control.

1st Lt Dominic ‘Don’ Gentile and Spitfire BL255 ‘Buckeye-Don’. The photo was taken after 133 Squadron RAF was disbanded and absorbed into the USAAF as the, 336th FS, 4th FG, 8th AF. (@IWM UPL 15072)

133 Squadron would arrive at RAF Great Sampford on September 23rd 1942, the same day as 616 Sqn RAF departed, they would be the last operational unit to fully use the airfield before its eventual closure.

Initially flying the Spitfire VBs, they soon replaced them with the MK.IX, a Spitfire that was essentially a MK.V with an updated engine. Having a higher ceiling than the FW-190 and being marginally faster, its improved performance took the Luftwaffe by complete surprise. It was so new and improved, that it remained on the secret list until after this particular operational flight.

On that fateful day, September 26th 1942, fourteen Spitfires of 133 Sqn took off from RAF Great Sampford in Essex, piloting those Spitfires were:

BS313 – F/Lt. Edward Gordon Brettell DFC (61053) The only British pilot and leader
BS275 – P/O. Leonard T. Ryerson (O-885137)
BS446 – P/O. William H. Baker Jr (O-885113)
BS137 – P/O. Dennis D. Smith (O-885128)
BR638 – P/O. G.B. Sperry (O-885112)
BS445 – P/O. Dominic “Buckeye-Don” S. Gentile (O-885109)
BS138 – P/O. Gilbert G. Wright (?)
BS279 – F/Lt. Marion E. Jackson (O-885117)
BS447 – P/O. R.E. Smith (O-885110)
BR640 – P/O. C.A. Cook (O-885112)
BS148 – P/O. Richard “Bob” N. Beaty (?)
BS301 – P/O. G.H. Middleton Jr (O-885127)
BS140 – P/O. Gene P. Neville (O-885129)
Unknown – P/O. Ervin “Dusty” Miller (O-885138) (not listed but known to have been on the flight).

They were to fly to RAF Bolt Head in Devon, where they would meet with 401 Squadron (RCAF) and 64 Squadron RAF, refuel and be briefed for the mission. A mission that was supposed to be straight forward and relatively uneventful.

The aim of the mission was to escort US bombers to Morlaix on the Brest peninsula. The usual commander of 133 Sqn, Red McColpin, was not placed in charge that day, instead he had been posted, and a British Pilot, F/Lt. Edward Gordon Brettell DFC, was issued with the task.

McColpin was a strict disciplinarian and his leadership was admired by those who followed him. Without this leadership, 133’s preparation was slack and they ultimately paid the price for this.

After landing at 12:30 hours, they realised there were no facilities at Bolt Head for refuelling, and they would have to go with what they had. This would kick-start a catalogue of errors that would ultimately seal the fate of the flight. Following a briefing in which Wing Commander Kingcombe DFC and all but two of 133 Sqn pilots had failed to show up for, the flight (which included the sixteen 401 (RCAF) Squadron Spitfire IXs from RAF Kenley) took off at 13:50 hours. Of the fourteen 133 Sqn Spitfires sent to Bolt Head, only twelve would be needed, and two pilots were instructed to remain at Bolt Head, they were P/O. Ervin Miller, and P/O. Don “Buckeye-Don” S. Gentile, they would be the luckiest two men of the squadron that day.

The briefing, a very vague and rushed one, instructed the flight to carry out a ‘Circus‘ mission escorting seventy-five B-17 Flying Fortresses from the 92nd BG, 97th BG and the 301st BG, who were bombing Cherbourg and the airfields at Maupertus and Morlaix in Brittany. When the squadron took off the weather was clear, and winds were predicted to be 35 mph at 24,000 feet, but 5 miles off the English coast, they encountered 10/10th cumulus cloud cover at 7,000 feet, and so had to climb above it so that they could locate the bombers more easily.

The take of was a mess, disorganised and lacking both radio information and in many cases maps, the aircraft were lucky not to collide with each other.

Of the three RAF squadrons involved in the mission, 401 would take the high position, 133 the middle and 64 Squadron, the lower. They were to form up over Bolt Head at 2,000 feet and then head at 200^o at 180 mph to overtake the bombers before they arrived at the target. If they could not locate the bombers, the flight was to circle the target for three minutes and then depart.

As the flight approached the rendezvous area, one 133 Squadron Spitfire had to drop out of formation and return home, as he had encountered engine problems; this problem was thought to be due to his low fuel. The remainder of the flight scanned the skies for any sign of the bomber formation, and after searching for some 45 minutes, they spotted the bombers, some 50 miles south of Brest. The bombers had in fact already turned for home after having discarded their bombs near to the Pyrenees.

By now the 301st BG had been recalled, as their fighter escort failed to materialise, whilst the 97th BG had continued on. However, due to the heavy cloud cover over the target area, they had been ineffective as no bombing of the target had taken place. The American bombers, who were only three months into their European air war, had inadvertently miscalculated a tail wind putting them off track well away from the Bay of Biscay.

P/O. G.H. Middleton Jr of 133 Squadron RAF was shot down and taken Prisoner of War (@IWM UPL 18927).

The three squadrons formed up on the bombers at just after 16:45 hours, with 64 Squadron on the port side, 401 Squadron on the starboard and 133 Squadron behind. The whole formation then flew north for 30 minutes, at which point it became evident that the wind speed was in fact over 100 mph, and not the 35 mph as stated by the Meteorological Office, or at the briefing! It has since been revealed that this information was known to those in authority, but it had not been passed down the chain of command and the pilots were never informed.

The formation then spotted land, the bombers thought they were over Falmouth and turned right. 64 and 401 Squadron broke away maintaining height, but 133 Squadron dropped down below the cloud base and prepared to land.

133 Squadron then began to search for the airfield, and after searching in vain, they found a large town, this they hoped would give them the vital fix they desperately needed. Flying low over the houses they realised they were not over England at all but in fact still over France. The flight, uninformed of the 100 mph north-easterly wind at their altitude, had also been blown wildly off course, and after 1.5 hours flying time, the situation had suddenly become very severe indeed.

The Squadron flight Leader, Flight Lieutenant E.G. Brettell, wanting to ascertain his exact position, called up a ground direction finding station who provided a bearing and heading – 100 miles off the English coast with a homing vector of 020^o. It was at this point they suddenly realised they were over the port of Brest, one of the most heavily defended ports under German occupation.

Immediately, the sky filled with flak and small arms anti-aircraft fire. The pilot in the number 2 position, Pilot Officer Gene Neville (O-885129) in Spitfire #BS140, took a direct and fatal hit, he was killed instantly. Three other aircraft were to be shot down in the melee that followed: Pilot Officer William H Baker Jr (O-885113) in Spitfire #BS446; Pilot Officer Leonard Ryerson (O-885137) in Spitfire #BS275 and Pilot Officer Dennis Smith (O-885128) in Spitfire #BS294 – all four were killed, and all four were awarded the Purple Heart.

2nd Lt. Gene P. Neville 133 (Eagle) Sqn RAF, stands before his MK. IX Spitfire at Great Sampford. He was Killed during the Morlaix disaster. (@IWM UPL 18912)

The remainder of 133 Squadron struggling to defend themselves, they scattered and were forced to land out of fuel, either on the island of Ouissant or on the French mainland.

Of the seven 133 squadron pilots who crash landed on French soil, five were known to have been captured immediately and taken prisoner: P/O. G.B. Sperry; F/Lt. Edward Brettell; F/Lt. M.E. Jackson; P/O. C.A. Cook and P/O. G.H. Middleton Jr., with a sixth, P/O. G.G. Wright, evading the Germans for several days before being captured later on.

Of these initial five, F/Lt. Jackson was injured in his crash and hospitalised for eight weeks. He was then taken to Stalag Luft III from where he was able to escape for about ten days by jumping from the roof of his cell house into a lorry load of evergreen branches that were being taken away from the camp.

Another Pilot, F/Lt. Edward Brettell DFC. was executed for his part in the Great Escape from the same prison camp, Stalag Luft III, whilst P/O. Robert E. Smith, the last remaining pilot, managed to abandon his aircraft evading capture, eventually returning to England on 18th January 1943.

The pilot who turned back early due to his own engine problems, P/O. Robert Beatty, crash landed his Spitfire at Kingsbridge in Devon after he too ran out of fuel over the Channel. During the crash he sustained severe injuries but luckily survived his ordeal and was able to give an account of the mission through what he heard over the radio.

Several of the 401 Squadron pilots, who had continued on, also reported being low on fuel and gave their intention to bail out before land was finally sighted. One of these, P/O. Junius L. Hokan (s/n: J/6833), did have to bail out over the sea, he was last seen in a gradual dive, his aircraft heading seaward. His body was never recovered. Others in the flight that day only just made land fall, one crashed and was taken to hospital where he recovered from his injuries, the others just managed to reach either RAF Bolt Head or RAF Harrowbeer. The Operational Record Books for 401 Squadron state that “many casualties were avoided by the clear thinking and cool behaviour of all members of our Squadron“.

A full report of the days tragic events was issued to Fighter Command Headquarters by Wing Commander Kingcombe DFC, Squadron Leader Gaze and Squadron leader K. Hodson DFC.

S/L Gordon Brettell, 133 Eagle Squadron, executed for his part in the Great Escape breakout at Stalag Luft III (@IWM UPL 25574)

The effect on those left behind in 133 Squadron was devastating. The result of poor preparation, inadequate briefings and sub-standard communication between the Met. Office and Fighter Command had cost many lives, and very nearly many, many more. A number of postings to the Far East soon followed, and many lessons weren’t that day that led to improvements preventing such a tragedy ever happening again.

133 Squadron would continue to operate after this, transferring over to the USAAF being renumbered as 336th FS, 4th FG, three days later as planned, leaving both RAF Great Sampford and the sad memories of that very tragic day far behind.

New York Times September 16 1942.

Sources and further reading.

Great Sampford appears in Trail 50.

National Archives: Operational Record Book 133 Sqn – AIR 27/945/2

National Archives: Operational Record Book 401 Sqn – AIR 27/1772/17

National Archives: Operational record Book 64 Sqn – AIR 27/590/41

*³ Price. A., “Spitfire – A Complete Fighting History“, Promotional Reprint Company, (1974).

The Transformation of 2nd Lt. Kermit D. Wooldridge, 379th BG, 525th BS.

July 12, 2023May 7, 2023 / Aviationtrails / 9 Comments

Kermit D. Wooldridge’s future looked dim as a teenager. The troubled youngster was described as truant, incorrigible, and a run-away. He dropped out of high-school. Born to deaf-mute parents who could not control him, he was raised by an uncle in Lubbock and Abernathy, Texas.

Bored and headed for trouble, on July 12, 1934, Kermit Wooldridge, age 17, joined the US Army. No one would have predicted that a few years later he would find himself in the midst of the most important war America would ever fight. It was unimaginable that he would pilot the formidable four-engine heavy bomber – the B-17 Flying Fortress.

Enlisted man Wooldridge – with a GED in one hand and a forged document of parental permission in the other – would soon be whipped into shape by the United States Army.

Private Wooldridge spent five years with the 7^th Cavalry, Ft. Bliss, Texas. In 1939, Corporal Wooldridge was transferred to the Hawaiian Coast Artillery Corps.

K.D. Wooldridge in his B-17

Life for Wooldridge changed on Dec. 7, 1941. The bombing of Pearl Harbor heightened urgency for pilots in our woefully inadequate Army Air Corps (now the USAAF.) Two weeks later, Dec. 24, 1941, Kermit Wooldridge was commissioned a 2^nd Lt. – appointed on a temporary basis for “the duration of the present emergency.” On that day, the now disciplined, military-indoctrinated “Woody” Wooldridge began pilot training, initially in twin engines, and later in the B-17 four engine bomber.

Looking at his military records, the amount of time to learn to fly an aircraft in wartime was greatly abbreviated. Pilots and airmen were needed – and fast. Air schools and fields were authorised. Wooldridge’s military records show he began intensive pilot training Dec, 24, 1941 (200 hrs flight time) for one year. Training in the B-17 followed – completed in fewer than six months.

Pilot Wooldridge (L) and His Crew Beside their B-17

On June 9, 1943, with eighteen months flight training total (495 hrs flight time) Wooldridge – along with thousands of other eager airmen – would land at Kimbolton Airfield, England. On June 29, 1943, he would fly his first mission of the war – the bombing of Paris.

The transformation of a truant high school dropout was well on its way.

At Kimbolton Airfield, 2^nd Lt. Wooldridge, 379^th Bomb Group, 525^th Bomb Squad, who formerly scorned the written word, began a chronicle of each of his 25 missions over Nazi-occupied Europe. Returning from each mission, pilot K.D. Wooldridge typed on small diary pages his recollection of that day’s work – targets bombed, engagements with Nazi fighters, planes being shot down, crippling damage to his own bombers and horrible loss of life.

His written work, “Personal Diary of Kermit. D. Wooldridge, Combat Raids Commencing June 29, 1943” was dedicated to his wife Marjorie Wooldridge with these chilling words:

“IN CASE I DON’T MAKE IT BACK ONE OF THESE DAYS.”


To Be Sent To My Wife	Wooldridge’s diary	Original Crew List of Wooldridge’s B-17

The missions were from June 29 to December 13, 1943.

Kermit Wooldridge would return home to the United States and his wife, where I would be born in November, 1944. Wooldridge would spend 25 years in the Army, retiring a Lt. Colonel in 1958. He and his my mother would raise four children.

Lt. Wooldridge, After Last Raid on December 13 1943

It was only after retirement from the Army that the wayward young man who wrote of the horrors of war as a 26 year-old, would then go to college and begin a second career as a math teacher.

After his death in 1994, my mother gave me the diary and asked me to do something with it one day. I did not read it until many years after his death. His story is not unique – my dad was an ordinary man, who along with his crews, was put into extraordinary circumstances. They all acted heroically, but would not like to be called heroes.

Over one-third of the B-17s over WWII Europe were lost.

I donated my father’s diary to the Library of Congress in Washington, D.C.

Here are a few excerpts from the diary of Lt. Kermit Wooldridge. The entire diary is online, each raid separately. sites.google.com/view/wooldridge-diary-wwii-pilot/home

Raid 18: 10/14/43

“Today we took off with a load of three 1000’ demos and a load of incendiaries. Our target the ball bearing plant at Schweinfurt, Germany. We had been briefed several times for this target and we knew it was going to be rough. It turned out to be the roughest ride that I ever hope to see…… we dropped our bombs OK and turned away from the target and ran right into the whole German air force….they were coming through the group in droves and shooting all the way. One FW190 rammed my right-wing man head on. They both went down in flames. They kept coming in groups of five and ten at the formation and in less than five minutes five of the seven ships in the squadron that I was leading had been shot down.

Well I and the other ship joined another squadron that had only four ships left. For the next hour and a half the fighters kept hammering at us. I was really doing violent evasive action to make them miss. My ball turret gunner asked me if I thought I was flying a P-38. Well frankly I was giving her all she could take but still had no hope of making it back…we were near out of gas and it was time to do something if it was wrong….when the altimeter got down to an indicated 200 ‘ above the ground I started praying. One of the many that I had said today. When the reading was low (80 feet) the navigator said he saw a row of lights ahead. Sure enough there was a field about half a mile ahead. We went straight in and landed for we were too low to make much of a turn.

About half of our tail was shot off and the wings and fuselage were full of holes. The crew was O.K.”

KDW_and_wife_Marjorie__Bomber_returns_to_US_Dec,_1943

News cutting showing Wooldridge’s return from War.

This post was written by Frances Bekafigo, the daughter of Kermit D. Wooldridge. My gratitude goes to her for allowing me to share these most personal details. She regularly posts extracts from the diary on Twitter @FrancesBekafigo and the full diary can be found on her website at sites.google.com/view/wooldridge-diary-wwii-pilot/home

This is an excellent recount of the life of a young B17 Pilot and is well worth a read.

RAF Kimbolton Memorial Today

Robert C Frascotti, USAAF, 352nd FG, 486th FS. RAF Bodney (Trail 8)

June 5, 2023May 7, 2023 / Aviationtrails / 6 Comments

D-Day began many months if not years ahead of June 6th 1944. That day was to become famous as the biggest, most important day in the Second World War.

As the world’s largest amphibious assault force assembled along the South Coast of England, thousands of aircrew prepared for what was to be the most incredible night of their lives.

Across the Midland Counties, American ground crews prepared their fighters and paratrooper aircraft. Along southern England, the same scene was being played out. RAF crews too prepared Stirlings, Lancasters and Horsa gliders; fighter groups were briefed and paratroopers readied their gear. The invasion was on!

Flying an operation of this magnitude was going to require guts, daring and precision flying. There was little room for error.

In the lead up to June 6th, the RAF and USAAF had been bombing prime targets across Northern France to soften up the defending Germans. Supply lines were severed and gun emplacements destroyed. Beachhead bunkers had been heavily targeted, and supporting artillery further inland, hit hard.

In the air, fighters had been downing the Luftwaffe in an effort to gain vital air superiority over the drop zones.

At home, huge attempts were made to keep the plans and preparations as secret as possible. An intricate operation of deception was being played out; dummy airfields were built, camps and troop movements were hidden under cover and concealed in forests.

At an airfield in Norfolk, the day was to begin very badly for one particular young pilot. He was 1st Lt. Robert C. Frascotti of Milford, Massachusetts.

In the days leading up to D-Day at RAF Bodney (USAAF Station 141), the 352nd FG had been flying intruder missions over France, attacking ground targets and completing air superiority missions. P-51s were rapidly being prepared, and the growth of black and white stripes adorning aircraft, hinted of an imminent invasion.

In the late hours of June 5th, the P-51s were being fueled up and armed, ready for an early morning takeoff. The weather was not at its best and a low mist shrouded the airfield reducing visibility. The mission ahead was to support the troops landing on the Normandy beaches.

At 02:30, the pilots climbed in, fastened their belts and awaited the signal to launch D-Day. First to leave were the 486th FS. To help with the takeoff, temporary lights were placed along the runway, guiding the aircraft safely out of harm’s way into the night sky. One of these aircraft, unfortunately struck the lights knocking them out and plunging the airfield into darkness once more. Lining up behind them were the second flight of the 486th, including Frascotti’s P-51.

When lining up, the flight were unaware that they were off centre. Frascotti and his wingman, Lt. Carlton “Bud” Fuhrman, accelerated away and raced down the runway. Fuhrman watched Frascotti to his left when suddenly there was a massive fireball. Thinking someone had dropped their external fuel tanks, Fuhrman pulled up sharply and pushed on through the flames hoping his engine would not falter resulting in him crashing into the raging fire below. Momentarily blinded by the now total darkness, Fuhrman, pushed the stick forward and fought against the impending stall. Eventually his sight returned and he was able to read his instruments once more. Looking back, he could see Frascotti’s fully fueled plane engulfed in fire with no hope of an escape. Frascotti died instantly. The accident report filed after Frascotti’s death stated that an inadequately lit tower along with poor weather and high levels of traffic had caused him to inadvertently strike the unfinished new control tower at Bodney resulting in the ignition of his fuel. Tragically, Frascotti died instantly, and the aircraft was a total loss.

Frascotti’s plane, a blue nosed P-51B-5 Mustang, 43-6685 was named ‘Umbriago‘. In Italian, ‘umbriago’ means ‘drunk’. Frascotti could have named his plane for that reason, but it could also be he was referring to the World War II-era song of 1944, “Umbriago”by Jimmy Durante about a fabled friend of the same name. The song lyrics end with, “So when you feel low, better send for my friend, Umbriago.”

At a mere 21 years of age, 1st Lt. Robert C. Frascotti had many tributes written about him. There was one benefit of his tragic accident: the following aircraft now had a ‘guiding light’ by which they could safely takeoff and leave for Normandy.

Frascotti was born on February 13, 1923 into a very close-knit and patriotic family in Milford, Massachusetts. (His father fought in World War I where he was gassed). Frascotti was awarded his pilot wings in Marianna, Florida on March 25, 1943, then completed advanced fighter training before deploying to England in March 1944. He joined the 486th FS of the 352nd FG, otherwise known as ‘The Blue Nosed Bastards of Bodney”.

1st Lt. Donald “Red” Whinnem of Hartford, Connecticut, was best friends with Frascotti since the early days of flight school. On D-Day at Bodney, “Red” took off without incident and flew for sixteen hours, returning to discover the tragedy that had occurred. “Red” says of his friend, “Bob was the nicest guy you would ever want to know, and a great athlete as well. He could stir up laughter anywhere he went, and he was great fun to be with. Bob would sing a song or tell a story and cheer everyone up. You couldn’t ask for a better friend, and he was closer than a brother to me.”

During his service, Frascotti was credited with the destruction of two enemy aircraft on the ground whilst strafing enemy airfields. On D-Day, he departed for his 89th mission. This was to be his last mission of the war as he was due to return to the States leaving conflict behind him. Sadly, he never made that journey home to Massachusetts until many years later.

Initially, Frascotti was buried in England. His remains were eventually taken back to Massachusetts in 1948 after his next of kin had his body exhumed, and he now lies in the Sacred Heart Cemetery, in Milford. Lt. Robert C. Frascotti VFW Post 1544 in his hometown, now bears his name, and on December 6, 2013, as part of the annual “Wreaths Across the Worcester and Norfolk District”, a group of local veterans, families and friends, laid a holiday wreath at Calzone Park in Milford to remember the fallen veterans of the area, including Frascotti. Since the war, every year until his death in 1998, 1^st Lt. Donald “Red” Whinnem travelled to Frascotti’s grave in Milford to pay his respects and remember his wartime friend.

Fly-pasts and tributes continue to be paid for Frascotti, in both the United States and here at RAF Bodney, Norfolk. 1st Lt. Robert C. Frascotti will long be remembered for his brave sacrifice, and we that are here, are honored to continue to tell his story.

As for RAF Bodney, the airfield is now an Army training camp and part of the Stanford Training Area (STANTA) in Thetford Forest. Little remains of the airfield today but the history held within its decaying walls will long live on.

RAF Bodney can be visited in Trail 8 – Swaffham and her Neighbours (Part 1).

Robert Frascotti next to his P-51B, 43-6685, named ‘Umbriago’ . At 21 years of age he was killed on his final mission before returning home. (Photo – Marc Hamel)

The last flight of Joe Kennedy and Wilford Willy – (RAF Fersfield).

May 7, 2023May 6, 2023 / Aviationtrails / 14 Comments

There has been much written about the young Kennedy, his life, his family and his death, but a lot of information around his death has remained ‘unknown’ for many years. Even today, the actual cause of his death is not clear and will probably remain so.

Joseph Kennedy Jnr was based at RAF Fersfield (originally RAF Winfarthing) in Norfolk (Trail 27), and had only been there a few weeks before he tragically died on August 12th 1944, whilst operating on secret operations. A tragic loss, this is the last flight of Joseph Kennedy and Wilford Willy from RAF Fersfield, Norfolk, England.

The Crew – Lieutenant Joseph Kennedy Jnr.

Joseph Kennedy was born July 25th 1915, Nantasket, Massachusetts, he was the eldest brother of eight siblings including John F. Kennedy. He was son to Joseph Patrick Kennedy and Rose Fitzgerald. Throughout his life he had been pressured into the political life by his father who had high hopes that his son would become the future President. Joseph Jnr wanted to please. As war loomed, Joe Kennedy Jnr rose to the challenge seizing his opportunity to become the ‘shining light’ of the Kennedy family.

The Kennedy parents instilled a desire to be competitive, to win and succeed and to be the best. This came out in Joseph during his time at both home and at school. The pressure on Joseph was enormous, and it was clearly evident throughout his short life.

Joseph lived in the shadow of his younger brother John, who would captain a PT boat in the Far East, and in Joseph’s absence, go on to become President of the most powerful nation on Earth. John was the brighter, the more determined of the two, and this caused friction between them. Joe always wanting to ‘out-do’ his brother persevered, but never seemed to quite make it.

It was this determination and rivalry that perhaps led Joseph to do what he did, to impress, to be the best and the ideal way he thought was as a war hero.

With a remarkable academic background behind him, Joseph Kennedy joined the U.S. Naval Reserves on October 15th 1941, reporting to the Naval Air Station (N.A.S.) at Jacksonville, Florida the following day. After several months of training he received his commission and on January 10th 1943 he joined a flying patrol squadron. In May he became a Junior Grade Lieutenant transferring to a bomber squadron in the following July that year. In 1944, on July 1st, he was promoted to Lieutenant United States Naval Reserve. His military life would last just over one month.

Joseph was posted to RAF Dunkeswell serving under the RAF’s Coastal Command. Flying a PB4Y he would carry out U-Boat searches over the Atlantic around the Bay of Biscay and the Atlantic. As he accumulated flying hours, he rarely came into any real danger, even when posted to cover the Allied invasion fleet over Normandy he rarely came into contact with any opposing aircraft or vessels.

Joseph Kennedy’s opportunity came when volunteers were asked for to undertake a special secret and dangerous operation. He jumped at the chance to be a hero.

Joseph Kennedy arrived at RAF Fersfield, Norfolk on 30th July 1944 where he was trained for two weeks. On August 10th 1944 he wrote a letter home, it would be his last communication with his family. Joseph Kennedy was to become a pilot in operation Anvil.

Lieutenant Wilford John Willy

Sadly, Lieutenant Wilford J. Willy (s/n: O-137078), has remained in the shadows probably because the status of Joseph Kennedy Jnr. A tragic loss nonetheless and no less an important one. Willy was born 13th May 1909, New Jersey. He enlisted in the Navy in 1928, gaining his Naval Wings on April 30th 1937, just two years after he had married his sweetheart, Edna C. Schaffery, the women he left behind. On advancing through the rank of Chief Petty Officer, he was awarded Lower Grade Lieutenant (April 28th 1942) and two months later, on June 26th, he achieved the rank of Lieutenant. Willy served at a number of operational stations, including Pearl Harbour, before being posted to RAF Fersfield, in Norfolk.

Willy, now an expert in Radio Operations and procedures, became the Executive Officer of the Special Air Unit One (S.A.U.1), the rank he achieved when he took off with Kennedy on August 12th 1944.

Operations Anvil and Aphrodite.

Whilst Drone technology and research had been around as early as World War I, it was still relatively unchartered territory. However, radio controlled drones (modern name Unmanned Aerial Vehicles or U.A.V.s) were already being used with relative success for target practice by the RAF and USAAF during World War II. The ‘Queen Bee’ being one of many used by the RAF. The Germans had also been investigating drone and guided bomb use through examples such as the Mistel aircraft (the most successful being a combination of either a FW-190 or Me-109 mounted above a Ju 88).

Both the USAAF and USN were undertaking secret trials into drone aircraft operations with the view of attacking the heavily defended and ‘impenetrable’ submarine and ‘V’ weapons sites across northern France . The aim, to stop, or at least reduce, the Nazi’s use of the V1, V2 rockets and the development of the new V3 canon.

Codenamed ‘Aphrodite‘ by the USAAF, and ‘Anvil‘ by the Navy, they were two secret operations running side by side. The idea behind these operations, was to remove all excess equipment from war-weary B-17s and B-24s, fill them with explosives, such as the British Torpex, put in radio receivers so that the drone (baby) could be controlled by a separate aircraft (mother) and fly them into designated targets. A volunteer crew of two would take off, set the aircraft in flight and then bail out over the U.K. or English Channel, leaving the ‘baby’ in the control of the ‘mother’ aircraft. These would then fly, by remote control, to the target when they would be put into a dive destroying whatever they hit.

The controls of the B-17 . The arm linkage moved the control column in response to the radio controls. (credit USAF)

The idea was remarkable but not new, and the equipment whilst innovative for its day, was limited to say the least. In all the operations undertaken only one drone ever reached its target, and that was through more luck than skill.

‘Azon’ (from AZimuth ONly*¹) controls had been used successfully on individual 500lb or 1000lb bombs, where the control box was attached to the rear of the bomb and controlled by the bomb aimer through a joy stick. Using two directional controls (left or right) he could direct a bomb very accurately onto a given point. The downside of Azon, was that range and fall had to be determined in the usual way by the bomb aimer and could not be altered once the bomb had left the aircraft.

Azon had been used and proven in attacking bridges, railways and other longitudinal targets and was very accurate with a good bomb aimer. However, because of its limitations, it could only be used in one dimension and therefore was not capable a making a ‘baby’ take off.

Two aircraft types were identified for the project. Boeing’s B-17 ‘Flying Fortress’ and Consolidated’s B-24 ‘Liberator’. These once converted would be given new identifications BQ-7 (usually B-17Fs) and BQ-8 (B-24D/J). In each case it was deemed that two crew members would be needed to raise the ‘baby’ off the ground, partly because of the strength needed to pull back the control columns in these heavy bombers. Once airborne, they would climb to around 20,000ft, arm the Torpex, set the aircraft on a trajectory to the target, switch on the receivers and bail out.

About twenty-five BQ-7s were modified, but it is not known accurately how many USAAF BQ-8s were converted. However, it is known that at least two naval PB4Y-1s (the naval version of the B-24 of which 400 had been converted from B-24 status – these were given s/n 31936 – 32335) were converted to BQ-8 standard; one of which was flown by Lt. Kennedy and Lt. Willy on the 12th August 1944.

A number of support aircraft were needed for each mission. Prior to the attack a Mosquito XVI of the 653rd BS would photograph the target. Then the ‘baby’ would be accompanied by at least one fighter (either P-38 or P-51) incase the ‘baby’ lost control and had to be shot down and for fighter escort; a ‘mother’ either a Lockheed Ventura or another B-17 modified to CQ-4 standard, and a photographic Mosquito from the 8th Combat Camera Unit (CCU) to record inflight behaviour. A post mission photo reconnoissance operation was carried out by the 25th BG at Watton to analyse the effectiveness of the bombing. It therefore took a lot of fuel, crew and aircraft to fly one drone to its target.

Because of the design features of the bombers, the USAAF looked into removing the cockpit to allow easy departure. The only aircraft that received this treatment was B-17F, “Olin’s 69’ERS” 42-30595 formally of 560BS, 388BG at Knettishall. It was never used on an Aphrodite mission and was scrapped post war after being used for training in the open cockpit mode. The BQ-8 (B-24) also had modifications made in the form of a widened hatch in the nose allowing for an easier escape from the aircraft. Once modified, the aircraft would have had all previous markings removed, and a special white or yellow paintwork applied to identify them from other bombers. To assist the controllers in sighting the ‘babies’ whilst in flight, the aircraft were fitted with a smoke canister that would be ignited allowing the bomb aimer to see the aircraft as it began its dive. In addition to this, two cameras were fitted to some ‘babies’ that transmitted pictures to the mother or support ship. These pointed at the controls and through the plexiglass. A revolutionary step forward in drone technology.

A modified B-17 (BQ-7) with its canopy removed, this aircraft became a training drone. (Credit USAF)

In all, there were fifteen missions undertaken by the USAAF and USN, but none were to successfully hit their targets. These included: Mimoyecques (Fortress); Siracourt (V1 Bunker); Watten (V2 Bunker); Heligoland (U-boat pens); Heide; Le Havre (docks); Hemmingstedt (oil refinery); Herford (marshalling yard) and Oldenburg (Power station). Both the operations and entire programme were cancelled only a few months after the Kennedy/Willy mission.

The last flight.

At RAF Fersfield, on August 12th 1944, Lieutenants Joseph Kennedy Jnr and Wilford J. Willy, both of the S.A.U. 1 of the Fleet Air Arm Wing Seven, boarded their converted B-24 Liberator, s/n 32271 (ex USAAF B-24J 42-110007)*²and began their preflight checks. The aircraft was filled with 21,270lbs of explosive. At 17:55 and 17:56 two Lockheed Ventura ‘mother’ aircraft took off, followed by a further navigation aircraft and then the ‘baby’ at 18:07. The ‘baby’ climbed to 2,000 ft, the two ‘mothers’ 200 feet higher and slightly behind. They were joined by two Mosquitos, one for monitoring the weather, and the second, A USAAF F-8, to photograph the ‘baby’. This aircraft was flown by pilot Lieutenant Robert A. Tunnel and combat camera man Lieutenant David J. McCarthy. There was a further B-17 relay ship, a P-38 high altitude photo reconnaissance aircraft and five P-51 Mustangs to provide fighter cover.

The group set off toward the target at Mimoyecques , Northern France. They were to fly south-east toward the Suffolk coast, then turn south and head toward the target. Once level and stabilised, Kennedy and Willy handed over control to one of the ‘mother’ ships Then they reached the first control point (CP) at which time the group began to turn south; the ‘mother’ controlling the ‘baby’. Shortly after the turn was completed (about two minutes) Kennedy was heard to give the code “Spade Flush”, then at that 18:20 the ‘baby’ disintegrated in what was described as “two mid-air explosions” and a “large Fireball”.*⁴ The explosion, spread debris over a large area of the Suffolk countryside killing both crew members instantly. The following Mosquito also suffered damage and minor injuries to its crew. Following the explosion, all the aircraft were ordered back to base and the crews debriefed.

Many months (and indeed years) of investigations followed, but no firm conclusions could be drawn as to the precise cause of the explosion that ripped the aircraft apart. A number of speculative theories were drawn up, but the most plausible is that the electronic arming system was faulty and when Kennedy or Willy flicked the switch, an electronic short occurred that caused the bombs to detonate. Oddly the film that was in the following Mosquito has never been seen or made public – if indeed it was filming at that time.

The cause of deaths of Joseph Kennedy and Wilford Willy still remain a mystery to this day.

Joseph Kennedy wanted to be a hero. He wanted to be talked about as the one who achieved and outshone his brother. Sadly, this dream cost him his life.

Page 1 of August 23, 1944 condolence letter to the parents of Lt. Joseph Kennedy, Jr.,

The letter sent to the Kennedy’s after Joseph’s death.*³

Page 2 of August 23, 1944 condolence letter to the parents of Lt. Joseph Kennedy, Jr.,

The letter sent to the Kennedy’s after Joseph’s death.*3

This fateful mission and its two crew members are remembered across the world. In France, the Mimoyecques museum contains a memorial honoring both pilots, and their names are carved in the Tablets of the Missing at the American Cemetery, Madingley, Cambridge. Kennedy has a ship the Destroyer ‘USS Joseph P. Kennedy Jr.’ DD850 named after him and this is now a museum in Battleship Cove, Fall River, Massachusetts. Both aviators were awarded the Naval Cross posthumously,

Lieutenant Joseph P Kennedy Jr, USNR, appears on the Wall of the Missing at the American Cemetery, Madingley, Cambridgeshire.

Lieutenant Jospeh P. Kennedy Jnr had no dependents but Lieutenant Wilford J. Willy left a widow and three children.

Sources and further reading.

*¹ Azimuth being the clockwise horizontal angle from a given point (usually North) to a second given point.

*² ‘US Navy and US Marine Corps BuNos, Third Series (30147 to 39998)‘ Joe Baugher, accessed 20/8/15

*³ Photos taken from ‘A People at War‘ Archives.Gov, Accessed 20/8/15

*⁴ ‘Crisis Hunter: The Last Flight of Joseph P. Kennedy Jr.’ Paul Elgood, Columbia Point, 2014 pg 45, 65,

For a list of USAAF drones and pilotless missiles, see here.

For the details on Drones see Wikipedia.

For more information and types, see Mistel aircraft, on Wikipedia.

Pathfinder Memorial Brome, Suffolk – Press Release

April 16, 2023April 16, 2023 / Aviationtrails / Leave a comment

A guest post from Clive Stevens

‘Aviation historians attempt to trace family members of wartime tragedy for new Memorial unveiling’

On November 10th 1943, a B-17 Flying Fortress heavy bomber which had taken off from Thorpe Abbotts Airfield, near Diss minutes earlier, crashed in Brome village after unsuccessfully attempting to reach the newly constructed concrete runway at Eye airfield.

Civilian eyewitness reports, documented at the time by United States Army Air Force Accident Investigators, stated that the aircraft was observed with an onboard fire and flying at very low level, before pulling-up sharply to avoid hitting the tree-lined avenue at the front of The Old Rectory (now the Oaksmere Country Hotel). The aircraft immediately stalled out, crashing into overhead power lines and a gang of local road workers clearing drainage ditches. Fire quickly engulfed the already burning aircraft as it dragged a horse and tumbril into a nearby field as the road men tried in vein to flee the scene. As the heat from the aviation-fuelled fire rapidly intensified, exploding ammunition and phosphorus ordnance prevented bystanders from being able to help any of the young airmen onboard the doomed Bomber.When the gravity of the situation was fully realised, 13 American Airmen, 4 British civilians and one horse had all tragically succumbed to the horrific accident which still to this day ranks as one of the very worst aviation related loss of life incidents in the whole of the Mid-Suffolk District.

Fressingfield lorry driver Roland Thirkettle narrowly avoided serious injury when he was stood beside his truck close to Brome Crossroads and saw the aircraft approaching at what he estimated to only be 100 feet high and heading directly towards him. It cleared the trees, violently nosed down, hit the road and came to an abrupt halt in the ploughed field with the tumbril beneath it. He stated in his report written on the day of the crash that he “had to run fast to keep from being hit!’

The local roadmen killed in the crash were Walter Clarkeaged 50 from Stradbroke, William Charles (Charlie) Burridge aged 54 of Langton Green, Eye, William Dixonof Finningham (who also owned the horse and tumbril) and Ernest Barker of Wetheringsett who died of his injuries two days later in Hartismere Hospital, Eye. (Dixon was working at the time for a Mr G Arnold and his former employer was a Mr R Turner – These details are provided in the faint hope that somebody might just have a picture of Dixon with his horse and tumbril).

Another eyewitness to the incident, William Cooper Browne, a local Builder, stated “I saw an Officer rush up to the burning plane, dive under one wing and drag out two of the badly burnt roadmen. In view of the intense heat, this Army Officer demonstrated the highest bravery and disregard for his own life.” Sadly both of those men rescued did not survive the ordeal.

Whilst Press censorship, propaganda and the issues of public morale often compromised such stories from being told during times of war, the incident was covered by the local Diss Express Newspaper at the time where funeral details of all the civilians killed were posted in the November 19th 1943 edition of the Newspaper. The bodies of the 13 young Servicemen who were aboard the aircraft were also recovered and buried at Brookwood Military Cemetery in Surrey with full Military honours. At the end of WWII, the next-of-kin for all those men where given the choice of having their sons and husbands returned to America for family burials or to be reinterred at the American Military Cemetery at Cambridge along with their fellow combatants, on land gifted for the purpose by Cambridge University at Madingley. Five of the Aircrew lost in the Brome crash still rest at Madingley today, including the pilot of the aircraft, Lt. Arthur Reynolds, who had previously flown a Combat Tour of missions over Europe with 91st Bomb Group, to which the famous B-17 ‘Memphis Belle’ was assigned.

It is very much hoped that any descendant family members of those locals who were both eyewitnesses to the tragedy and the four roadmen who were killed, could be traced in time to attend an unveiling of a new Memorial to honour all those who lost their lives at Brome eighty years ago this coming November. Ipswich resident Tarkey Barker of Chantry Estate, has spent the past few years researching his family tree and determined to be a distant cousin of Ernest Barker of Wetheringsett.

On Friday November 10th at 10:40am, exactly 80 years to the minute that the mighty bomber crashed, local people are being invited to attend a Memorial Dedication Ceremony in the grounds of the Oaksmere Country Hotel, Brome, where current serving United States Air Force (USAF) personnel from Alconbury, near Huntingdon will perform an Honour Guard Ceremony and Folding of the Flag. The original B-17F Bomber, which was a top-secret radar equipped Pathfinder aircraft, was assigned to the 482nd Bomb Group and stationed at Alconbury Airfield and was performing a routine non-combat transit flight from Thorpe Abbotts Airfield and returning back to its home base, when events overtook the airmen moments into what should have been an entirely routine flight in unlimited ceiling and 1500 yards visibility.

The organisers are very keen to gain any further information concerning the accident and would very much like to hear from anybody with a family connection to those involved. Local WWII Historians Maggie Aggiss, Steve Andrews and Clive Stevens who are coordinating the Memorial Project, can be contacted on3drews@tiscali.co.uk and stressed that the general public are very much welcome to attend the Memorial unveiling ceremony in November, just 48 hours before the whole Country falls silent on Remembrance Sunday itself.

The timing of the Memorial Unveiling Service (which has been largely dictated by the date of the original crash) is anticipated to gain greater interest from the public due to the eagerly awaited release this Autumn of Stephen Spielberg & Tom Hank’s final ‘tip of the hat’ to WWII – Masters of the Air. Based upon the story of the United States 100th Bomb Group, who were posted to Thorpe Abbotts airfield in Norfolk in 1943, this new television Nine Part Series (and sister series to the award winning 2001 Band of Brothers), has been entirely filmed in the UK and charts the story of the United States Eighth Air Force daylight bombing campaign, flown from the many wartime airfields of Suffolk & Norfolk.

Fund-Raising for this significant Memorial Project is very much an ongoing effort and any individual or business that might wish to consider donating towards to the extensive costs of constructing the Memorial can find out more details from the GoFundMe website by looking up ‘B-17 Crash Memorial Project – Suffolk, England.’

The official November 1943 Accident Report concluded, from both eyewitnesses interviews and the condition of the plexiglass canopy that was throw clear upon impact, that the pilots were combating fire in the cockpit at the point of loosing control, but the cause of the fire was 100% undetermined. It is hoped that by the placing of the Memorial in a prominent position within the beautiful grounds of The Oaksmere Hotel, the names of the many individuals who lost their lives that day will be forever remembered and the tragic story surrounding their deaths exposed to a new, younger audience, who are most probably unaware of what took place in the village eighty years ago.

Please do not hesitate to make contact for any further details on the Pathfinder Memorial Project and we very much welcome your enquiry.

Written by

Clive Stevens

https://gofund.me/069e16b4

Little Snoring hardly the quietest of airfields! (Part 4)

April 9, 2023March 18, 2023 / Aviationtrails / 6 Comments

In Part 3 Little Snoring had seen some short stay visitors, it had been attacked by enemy bombers and a famous face had been posted here. The bad weather had played havoc with flying duties but the parties had more than made up for it. In the final part, the war draws to a close, the airfield declines eventually closing to military activity. But its not quite the end for this little airfield with a big, big history.

The dawn of 1945 brought more of the same with both squadrons remaining here until after the end of hostilities.

The Sunderland Cup, an annual award presented to the most efficient WAAF section within Bomber Command, finally came to Little Snoring in 1945. A prestigious award, it brought many dignitaries to the airfield including: Air Commodore R.G. Spencer, Group Captain B.R. O’B. Hoare, DSO., DFC., and Air Vice Marshal E.B. Addison, CB., CBE., Air Officer Commanding 100 Group.

The cup was presented by Group Officer C. Woodhead, Deputy Director WAAF. to Flight Officer C.L. Gallavan, officer in charge of the WAAF. Section at the airfield. It was a very proud moment for the ladies of the airfield.

A group of WAAF. officers photographed with the Sunderland Cup. L-R – Front: Flight Officer Kitson of RAD Chipping Warden, Squadron Officer Ford of 100 Group, Group Officer E.C. Bather of H.Q. Bomber Command; Group Officer C. Woodhead, Deputy Director W.A.A.F. Flight Officer C.L. Gallavan of Little Snoring. (© IWM. CH15776)

515 were finally disbanded on June 10th that year whilst 23 Squadron remained in situ until 25th September 1945. With the addition of 141 Squadron in July 1945, the last few months were much quieter operationally even though there were three squadrons on the base, During this time, a great change began in the structure of the Air Force, with crews being posted out to other squadrons and units, and surplus aircraft being put into storage. Operational records show a continuous list of ‘Operational Flying Hours – Nil’.

The new Mosquito NF XXXs began replacing the ‘old stock’ of Mosquitoes that had been so successful in the previous months and years. But these updated models, with their more sophisticated radars, were not to see any operational flights with these units.

Eventually in September 1945, flying officially ceased and the airfield was soon reduced to care and maintenance. Given over to 274 Maintenance Unit it became a storage site designated as No 112 Storage Sub-Site.

Like other airfields in this area, it became the home for surplus Mosquitoes on their way to a sad ending under the choppers blade. Luckily for some though, their fate would not be so awful and they were fired up and flight tested ready for delivery to the Fleet Air Arm or alternative Air Forces overseas. Many sadly though, ended up as fire wood.

The Nissen huts, like many airfield huts, were used to accommodate civilians until such times as suitable housing became available locally. In July 1951, No. 2 Civilian Anti-Aircraft Cooperation Unit (CAACU) was formed here, and flying a collection of warbirds including a: Beaufighter TT 10 (RD781); Spitfire XVI (TD344); Mosquito TT.35 (TA633); Vampires FB.5 (WA117); FB.9 (WL573); T11 (WZ584); Oxfords and an Anson. These would take to the skies, operating over the Wash off the Lincolnshire / Norfolk coast. In 1953 they too pulled out though, the airfield becoming too run down to be operational.

At this point, the site was largely passed to civilian hands, what was left was used by the Americans to store their own surplus equipment and not for any flying activities. A short lived move that eventually led to the final closure and demise of the airfield.

Following sale of the site, a large number of buildings were demolished or taken away for use elsewhere. The officers’ mess – which housed four ornately and beautifully written honours and awards boards, painted by Douglas Higgins – was also demolished, but luckily, these were saved by a local woman and now reside in the base’s ‘official’ church, St. Andrew’s, on the west wall. Written in paint, they detail the awards and ‘kills’ of the various crew members stationed at Little Snoring. Just a short walk from the church is the village sign which depicts a Mosquito, often seen over the skies of Little Snoring all those years ago.

In 1957, the McAully Flying Club was established here as the Fakenham Flying Club headed by its founder Elwyn ‘Mac’ McAully who sadly lost his life three years later in a flying accident at the airfield.

Since its closure, the runways have virtually all been removed, with only a few remnants of concrete left existing; the northern threshold of the main runway being used to store gravel and other road material. The largest and best preserved examples are two of the original T2 hangars, both used to store farm produce. A blister hangar is also on site but thought not an original of Little Snoring. Private flying now occurs on the sole remaining part of the runway located to the west. Part of the perimeter track forms the public road on the boundary of the eastern side of the airfield, and a small number of buildings, mainly huts, exist in private gardens used as storage sheds. The local caravan site has what is believed to be the base hospital and / or mortuary now a washing block.

Little Snoring’s gem is its watch office, standing proud in the centre of the site, a lone wind sock fluttering from its walls. Run down and dilapidated, it is crying out for love and restoration, but I suspect this isn’t going to happen and perhaps its days are very sadly numbered.

During its short operational life, twelve Lancasters and forty-three Mosquitoes were lost during missions over enemy territory and up until 2018, there existed no ‘official’ memorial in memory of these tragic losses. In July, the Airfields of Britain Conservation Trust placed an airfield marker on the western end of the site, just beyond the runway’s threshold, that omission has at least been corrected.

The base commander, ‘glass eyed’ Group Captain ‘Bertie’ Rex O’Bryan Hoare (Sammy) was a known character and has been mentioned in a number of books discussing night intruder missions. He was a very successful Mosquito pilot and looked up to by his fellow pilots. A superbly detailed account of him appears in ‘The Snoring Villages‘ and is certainly worth a read. He sadly died in an air accident in 1947 in Singapore.

Little Snoring was by far a sleepy airfield. Those who were stationed here made the best use of what they had, and when the cold winter weather put paid to operational activities, recreational ‘sorties’ took over and the airfield came to life in other ways. Operationally, Little Snoring played a huge part in intruder operations, strafing airfields and interfering with German Night Fighter operations. Even Adolf Galland in his book ‘The First and the Last‘ acknowledges the extent to which 100 Group went to “set really difficult problems for the German Night Fighter Command”. A true accolade to any wartime airfield and the men and women who worked there.

Sources and further reading

*¹ National Archives AIR 27/890/15; AIR 27/890/16; AIR 27/1094/17; AIR 27/288/11; AIR 27/1981/31

*² Ward C., & Smith S. “3 Group Bomber Command An Operational Record” Pen and Sword, 2008

*³ This is taken from the official Squadron Operational records, other sources including Chorley’s Bomber Command Losses state the crash was near to Broughton near Huntingdon.

*⁴ Bowman, M., “Battle of Berlin: Bomber Command over the Third Reich, 1943–1945” 2020, page 297 Pen and Sword (accessed via google books)

Galland, A., “The First and and the Last“. Methuen & Co., London, 1955

The four award and honours boards in St. Andrew’s Church can be seen on the Flickr page.

A personal recollection of life at Little Snoring can be heard via the International Bomber Command Website.

The full story can be seen in Trail 22.

Aviation Trails

A trail around Britain's historical airfields many lost to developers or mother nature herself. Come along on a voyage of discovery and nostalgia.

USAAF

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

RAF Sculthorpe

Lt. Jack Watson 303rd BG. – From Villain to Hero.

RAF Little Staughton – Winner of Two VCs. Part 2

RAF Little Staughton – Winner of Two VCs. Part 1.

RAF Little Staughton

September 26th 1942, a near tragedy for three RAF Squadrons.

The Transformation of 2nd Lt. Kermit D. Wooldridge, 379th BG, 525th BS.

Robert C Frascotti, USAAF, 352nd FG, 486th FS. RAF Bodney (Trail 8)

The last flight of Joe Kennedy and Wilford Willy – (RAF Fersfield).

The Crew – Lieutenant Joseph Kennedy Jnr.

Lieutenant Wilford John Willy

Operations Anvil and Aphrodite.

The last flight.

Pathfinder Memorial Brome, Suffolk – Press Release

Little Snoring hardly the quietest of airfields! (Part 4)

RAF Sculthorpe

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RAF Little Staughton

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The Crew – Lieutenant Joseph Kennedy Jnr.

Lieutenant Wilford John Willy

Operations Anvil and Aphrodite.

The last flight.

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