Glendon Bulmar Booth hailed from Sydenham, south east London. Glen completed his Eric at Brockley County School in Ladywell before embarking on a career with the County of London Electrcity Company. Glen also joined the RAFVR in 1938. He was called up full-time when war was declared. 15 July 1940 was a miserable, rainy, dank […]
In this next Trail, the 50th trail around Britain’s Wartime airfields, we continue looking at Bomber Command’s airfields around the Cambridge / Suffolk borders. Being a bomber base, this is another that operated both the ill-fated Stirling, and then later the famous Lancaster; it is also a base that had some of the best survival records of 3 Group, but it also paid the price that came with the Stirling.
Turning north-west from Haverhill toward the metropolis of Cambridge, we visit an airfield that is on one of the highest points in the eastern region, at just below 400 feet above sea level, it was cold and inhospitable in winter, but it was one whose pride and significant contribution shall live on. Here we visit the former Bomber Command base RAF Wratting Common.
RAF Wratting Common (West Wickham)
Wratting Common airfield opened in the latter part of the war, May 1943. It was initially named after the local village, West Wickham, which lies a couple of miles to the west. However, due to confusion with another airfield, it was renamed in the August, becoming known as Wratting Common, the name it retained, and used, for the remainder of the war.
Operating under No. 3 Group the losses from Wratting Common would be high, 260 personnel would lose their lives here, equating to almost eleven every month for the duration of its short two-year life. Many of these crews would be Short Stirling crews, the enormous bomber that would take an incredible amount of punishment, but suffered with a limited service ceiling and a weak undercarriage that led to numerous accidents whilst landing or taking off.
Wratting Common was opened in May 1943, under the Class A specification. Three concrete and wood chip runways were built to 2,000 yards and 1,400 yards respectively. A perimeter track joined the three runways and housed 36 spectacle hardstands for aircraft dispersal. Repairs were carried out in one of five hangars, four T2s and one B1, mainly located to the north and west of the airfield. To the south lay the bomb store, and the site had the usual range of standard design buildings. The watch office was of the 12279/41 design, a design adopted by all major airfields by the end of 1943.
Designed to take just over 2,000 males and 348 female staff, it had 10 domestic sites spread about the northern side, these would receive in the region of 2,500 males of various ranks and 486 females, numbers fluctuating as crews invariably failed to return home and units came and went.
As it was a short-lived airfield, it would have only two operational front line squadrons, No. 90 and No. 195, although other units did use the airfield including: No. 24 Heavy Glider Maintenance Section, No. 273 Maintenance Unit, No. 1552 Radio Aids Training (RAT) Flight (No 2 Section) and No. 1651 Heavy Conversion Unit (HCU).
The opening of the airfield was preceded by the arrival of S/Ldr. W. K. Young , who took early control of the site and oversaw the final preparations for the forthcoming crews. Between April and May, construction was completed, defences were set up, and by the end of May the first operational aircraft began arriving. A handover saw a new and permanent Station Commander take over, a change that saw operational sorties begin within a matter of days.
No 90 Sqn, a first World War squadron, had been absorbed by 17 OTU in 1940, and then reformed again in May 1941. They served for almost a year being the only RAF unit at that time to fly the B-17 before being disbanded once more. This pattern of reforming and disbanding was one that 90 Sqn would perform almost perpetually.
Reforming again in November 1942 at RAF Bottesford, they began operations with the Stirling MK.I, transferring to RAF Ridgewell in December where they began to receive the MK.III. Arriving here at Wratting Common, in the last days of May 1943, they would remain here until the October that year before moving off to RAF Tuddenham,
During these five months 90 Sqn would lose 185 aircrew, a figure testament to the problems with the Stirling but also to the dedication of the crews to ‘get the job done’.
The first sortie took place on the night of 3rd/4th June 1943, when ten aircraft carried out a mine-laying mission off the Biscay ports. A rather uneventful mission, it would be one of the few where all aircraft returned safely.
With Bomber Command’s Battle of the Ruhr approaching its final chapter, 90 Sqn would suffer their first casualties on the night of June 21st/22nd, 1943. It was a mission to Krefield, a mission that saw 705 aircraft drop 2,306 tons of bombs on the town destroying almost half of it. It was the largest area of devastation so far of any mission and was preceded by an almost perfect marking from the RAF’s Pathfinders. The night was marred by high losses though, just over 6% of the force being lost, many as a result of night-fighter action. Of these, 90 Sqn got off lightly losing only one aircraft, Stirling MK.III ‘WP-T’ with the loss of all seven crewmen, a crew that included both an Australian and a Canadian airman.
By the 26th, just four days later, another five aircraft had been lost with only four survivors; a hefty blow that took the lives of thirty-one airmen whilst in their prime.
A new month proved little better, on the night of 3rd/4th July, three more aircraft would be lost, one ‘WP-F’ returning beaten up overshot the runway without thankfully, loss of life. The remaining two aircraft were lost over Belgium and Germany, with only one crewman surviving, captured by ground forces and surviving as a POW.
July would see a both further losses and 90 Sqn returning to Hamburg no less than three times before the month was over. Bomber Command’s tactic of area bombing would now turn from the industrial heartland to the city of Hamburg, and its enormous ship building works. Hamburg would of course become well-known for a number of reasons, the destructive firestorms that would devastate the town, the first joint efforts of the USAAF and RAF, and the use of ‘Window‘ for the first time.
Surprisingly during these raids, 90 squadron would have a rather uniquely ‘clean bill of health’, especially considering the nature of the target. Hamburg would not be easy, attacking at heights of around 13 – 16,000 feet, they would be dropping a mix of high explosive and incendiary bombs, well below the height of other squadrons. On the first night 24th/25th July, all 90 squadron aircraft would return to base, a night that was followed by the loss of one aircraft (Stirling ‘WP-S’) to Essen, before they returned to Hamburg on the 27th/28th.
The loss of this Stirling ‘S-Sugar’ was significant in that it was piloted by the Squadron Leader, S/L. Joseph Dugdale DFC, (s/n 39071). Presumed lost over the sea, the aircraft also had two New Zealanders and an Australian on board, one of which was washed up on the Norfolk coast along with two other members of the crew.
After attacking Hamburg, and damaged by flak, Stirling BK693 ‘WP-A’ would limp back to England landing at nearby RAF Stradishall, where it swung off the runway hitting another Stirling parked at a dispersal. The only 90 Sqn loss that night, it would set a precedent for the third and final attack of the month. Returning the next night, 777 aircraft would fly in from the north of the city, attacking areas so far not damaged by allied bombing. This raid would not be considered one of the RAF’s most ‘successful’ though, the bombing ‘creeping back’ some four miles into residential areas with huge loss of civilian life. Of the 119 Stirlings sent out that night, only four were lost, the only casualty of 90 squadron being ‘WP-F’ which took off at 22:00 hrs, crashing out of control without loss just after.
These light casualties, gave 90 Sqn one of the best records of No. 3 Group, a record that continued to the end of July and the closure of the Battle of the Ruhr.
At the end of July, Wratting Common was visited by an American airman. In rather less than ideal circumstances, Major William Julian of the 83rd FS, 78th FG, based at Duxford, made a wheels up landing in his battle damaged P-47 #41-6628, ‘HL-R’. The aircraft would eventually be recovered and repaired only to suffer a similar fate later on. July had been a busy month at Wratting Common!
August 1943 brought the change of name to the airfield, but no change in operations. Missions included Nuremberg, another return to Hamburg, Turin (famous for the VC awarded to Flt. Sgt. Arthur Aaron), and now for the first time, the rocket research establishment at Peenemunde. It was also a time when Sir Arthur Harris turned his attention to Berlin, the heart of the German Reich. A city heavily defended and a long way into occupied Europe, it was going to be difficult for Bomber Crews, and 90 Squadron’s run of luck could be about to falter.
During the short period of late August and early September 1943, 1,600 sorties would be flown to Berlin, and if the German’s determination to survive was going to be seen anywhere, it was going to be in their fearless defence of the capital.
On the first night of August 23rd/24th 1943, two 90 Squadron aircraft were lost, one ditching in the sea just off the coast near Cuxhaven north-west of Hamburg. After spending 7 days, 16 hours and 10 minutes in their dingy, three of the crew were rescued, the remaining four having been killed*1.
A second Stirling, EH937 ‘WP-S’ was also lost that night. Piloted by Flt. Sgt. Kenneth Longmore, (s/n 413622) an Australian and hairdresser by trade, it crashed in the Ilsselmeer, a stretch of water north of Amsterdam. The aircraft, along with all its crew, were lost at 20:37, three being killed and four classified as ‘missing’.
The path to Berlin was lit by Pathfinders, and of the 727 aircraft sent, 124 were Stirlings, the loss rate for the mission being just short of 8% in total.
A further loss of a single aircraft on the night of 27th/28th August led to a return to Berlin, and another night of heavy losses for Bomber Command. The Stirling loss rate alone being 16% of the force. Luckily 90 Squadron themselves came off ‘lightly’ once more, losing only one aircraft that night, Stirling MK. III ‘WP-Q’ piloted by W/O. Martin P. Callaway RAFVR, (s/n: 155479), who was only 20 years old.
A third raid to Berlin, saw the withdrawal of both Stirlings and Halifaxes from these duties, their losses being too high compared to those of the Lancaster. The Germans now employing a range of tactics to illuminate the night sky, allowing the night fighters to pick the bombers off almost at will.
There then followed a period of relative calm, until at the end of September, when on the night of 22nd/23rd, 90 Sqn returned to Hannover. A raid that would perhaps be recorded as one of their worst. Between 18:50 and 18:54, three aircraft would depart Wratting Common, one ‘WP-K’ would not get far, its starboard engine catching fire shortly after take off causing the laden bomber to explode at a height of 500 feet. All but one of the crew were killed instantly, whilst the seventh, F/S. Duffy, later died from his injuries.
Of the remaining two aircraft, one was brought down by night fighters over the target, with the loss of all on board, and the third, badly beaten, limped backed to England crashing at RAF Lakenheath in Suffolk. Two crewmen survived as prisoners, parachuting from the aircraft after confusion arose when the pilot lost control of the Stirling – the remainder of the crew being either killed or injured. For airmanship and courage Sgt. Jones was awarded the Conspicuous Gallantry Medal whilst W/O Denton was awarded a DFC, and Sgt. Suddens a DFM.
By October 1943 the Stirling’s days were numbered, and orders had come through for 90 Sqn to depart Wratting Common for RAF Tuddenham. Crews began to pack and aircraft were readied for their eventual departure. On the 12th a final air test would be carried out on Stirling EP426 ‘WP-W’ and it would not go well. A full crew watched aboard as the pilot W/O. George R. Hilton(s/n: 158247) RAFVR tried to land the aircraft with the starboard outer engine feathered. The landing was a disaster and the resultant crash killed all but one of the crew, Sgt. J. Moran the rear gunner being injured. With that 90 Sqn departed Wratting Common taking with it a record that was one to be proud of, but as part of Bomber Commands overall strategy, it certainly had paid a high price.
For around six weeks the airfield was, flying wise, very quiet, final departures and preparations for new arrivals were made. At the end of November a new unit would arrive, bringing back the mighty Stirling to this open and cold station once again.
1651 Heavy Conversion Unit (HCU) were one of three such units still operating the Stirling, the remainder having switched to Lancasters or Halifaxes previously. Whilst at Wratting Common, 1651 HCU would convert crews to four engined heavies, a task much-needed as the toll of recent attacks on the German heartland was beginning to bite. Now withdrawn from front line bombing duties, Stirling crews were feeling a little pushed out, often left by the crews of Lancasters and Halifaxes who rose to the higher levels to avoid the fighters and flak. The conversion to Lancasters by Bomber Command was long and slow, the poor winter of 1943/44 playing a large part in its delay, restricting flying hours and crew training. Once ‘passed’ on Stirlings, crews would go to Lancaster finishing Schools, honing their skills on a much more adored aircraft.
The HCU would remain here for a year, suffering its own share of problems and accidents. Within the first week one Stirling would crash just 20 minutes after take off whilst on an emergency approach to nearby RAF Downham Market. After losing power the aircraft spun violently crashing into the ground. Thankfully and very remarkably, all the crew escaped with minor injuries.
In June 1944, the renowned undercarriage of the Stirling would lead to problems for the ground crews of Wratting Common. On the night of 6th June, Stirling BF473 landed on the runway at Wratting Common whereupon its port tyre burst. On departing the aircraft, leaving it to the ground crews to recover, the crew left and headed back for their debriefing. Just a few minutes behind them though, was Wellington JA619 of 69 Squadron at RAF Northolt. Suffering engine trouble, the Wellington made an emergency approach unaware of the huge obstacle that lay ahead. The two aircraft collided, creating a huge fireball that took both RAF and local fire crews several hours to extinguish. In the incident, two of the Wellington crew received injuries and a further two were killed, their bodies were not recovered until the next morning after the fire had been put out.
Further training and minor accidents continued, July 1944, saw one major loss with the crash of Stirling MK.III LK565 ‘QQ-R’. Whilst banking, the pilot F/S. DH Wilson lost control of the aircraft causing it to crash killing all eight on board; the eighth man being an additional navigator.
The year progressed and more crews were turned out. Spares for the Stirling became scarce and eventually the HCU was itself to convert to the Lancaster, the Stirlings later being disposed off. With that, 1651 HCU pulled out of Wratting Common leaving only a front line Lancaster Squadron, who arrived eight days previously, the only operational unit using Wratting Common.
195 Sqn, previously a Typhoon Squadron, had reformed at Witchford from ‘C’ flight of 115 Squadron. Flying the Lancaster MK.I and III, it arrived at Wratting Common on November 13th 1944, staying until August 1945 where upon it was disbanded.
By now the RAF bomber crews had all but total control of the skies, carrying out a number of raids in daylight such was the state of the German defences. With attacks on Merseburg, Dortmund, Oberhausen and Hamm, losses were low, around 1%, considerably lower than figures previously seen. The high morale of bomber command was about to take a battering though, in the daylight raid on the 12th December 1944 on Witten, a town that had seen extreme violence on the night of Kristallnacht of 9th/10th November 1938.
During the raid a force of 140 Lancasters from 3 Group attacked the steel works of Ruhrstahl, which made steel used in the production of aircraft, tanks and other armaments. In the attack, nine Lancasters were lost and the steel works were missed by bombs. Of these, 195 Sqn lost four Lancasters: HK697 ‘A4-C‘; NG351 ‘JE-E‘; PB112 ‘JE-H‘ and PB196 ‘JE-D‘. One crew survived a crash landing, two other crewmen were taken prisoner but the remainder were all killed – a terrible night for Bomber Command and for 195 Sqn in particular.
As the war neared its conclusion further raids were carried out, losses fell as defences weakened, a mix of both day and night sorties saw operations to Munich, Duisburg, Dortmund, Dresden and once again Berlin. 195 Sqn’s last operational bombing sortie took place on April 24th 1945, following which they took part in Operation ‘Manna‘, dropping food supplies to the starving Dutch people.
After this, 195 Sqn began the operations to bring home the many POWs in Operation ‘Exodus’, a task they took great pride in. On May 7th 1945, the last flight took place from Wratting Common and the squadron was disbanded on August 14th. No longer required, Wratting Common airfield was closed, and within eight months its hangar doors were shut for the final time, the site then returned to agriculture a state in which it survives in today.
Wratting Common was a short-lived airfield, its crews took part in many of Bomber Command’s most fierce-some air battles, losing a large number of men in the process. Whilst not the enormous toll we’ve come to expect from bomber squadrons, it none the less suffered the terrible injustices of war, and the loss of life that scarred so many families for so long. Long may they be remembered.
The efforts of the many Bomber Command crews were never forgotten though, and land owned by the Vestey family was donated for a memorial that was organised through the efforts of numerous people. Some of the original buildings have been refurbished and are now used by the local farm, several of the hangars remain also in use by local companies, by using them they are at least preserving them.
If approaching from the Haverhill direction, the first structures you see are the two hangers, a T2 and a B1, either side of the road. The B1 to your left and the T2 to your right, both linked across the road by a former track and dispersal point. There would have been four spectacle dispersal points here, all now removed. A footpath near to this point does cross part of the airfield site, allowing some access to remnants of the perimeter tracks. Continue along this road and then turn right, you will then come across Weston Woods Farm. This is the former entrance to the airfield site and here stands the memorial and a number of buildings owned by the farm. In the distance, you can see a further T2, and a small group of Nissen huts again owned by the farm. This area was once the technical area, stores, Motor Transport huts and a range of technical buildings were plentiful in the late 1940s. Now reduced to nothing more than a handful, they are reminders of the days when the RAF’s heavy bombers graced the site.
A short distance along the road from here was the operations block (now gone) and turning left at the junction, the first of the domestic sites – Site 7. The road between here and the nearby village of Weston Colville are where the majority of these site stood, the basic concrete entrances being the only significant indication of anything being here. The village sign at Weston Colville displays a Stirling indicating its links to the airfield and the domestic sites that once stood on this ground.
With little of this site remaining, a handful of buildings, the memorial and a well designed information board, keep the history of those young men who flew from here in the few short years of its existence alive, their stories shall live on as will the memories of the fight they took deep into the heart of the Nazi homeland.
From Wratting Common we head south again, turning back on our tracks and returning toward Haverhill. from here we continue on with our trail around Britain’s airfields and back once more into the counties of Suffolk and Essex.
Sources, notes and further Reading.
*1 Chorley., W. R., “Bomber Command Losses 1943“, Midland Counties Publications, 1996.
A book of remembrance is thought to be in St Mary’s Church, West Wickham. Sadly on the day I visited, the church was unusually locked.
A website dedicated to those who flew from Wratting Common has a lot of additional information and photographs, it is certainly worth a visit.
In the second part of RAF Stradishall, we carry on from part 1, looking at the terrible circumstances around 214 Squadron’s worst night. The developments of Stradishall in the later war years and the post war development with the arrival of the Cold War and the jet age.
The raid would be to Hanau railways yards located 25 km east of Frankfurt am Main. During the raid thirty-five Wellingtons and fourteen Hampdens from both 57 Squadron (RAF Feltwell) and 214 Sqn (RAF Stradishall) would be dispatched. Take off was between 20:00 and 21:00 hrs and the attack by 214 Sqn would be carried out at heights as low as 400 feet using a mix of 250 lb and 500 lb bombs with impact fuses and some 3 hour delay fuses. During the attack, railway lines, bridges and carriages were hit, explosions were seen and the gunners strafed stationary trains and gun positions. The bomb aiming and shooting was reported as ‘good’.*3
However, of the fourteen 214 Sqn Wellingtons that left, seven were lost and a further Wellington was hit in both engines by light flak the pilot nursing it back to England. Of those seven lost, one airman, Sgt. C. Davidson was taken prisoner of war, four have no known grave and the remaining thirty-seven all died, and remain buried in graves across Belgium and Germany. Truly a terrible night for 214 Sqn. 57 Squadron fared little better, losing five aircraft with the deaths of twenty-five airmen, the remaining five being taken prisoner.
Further losses that month were restricted to just odd aircraft with the last loss being recorded on the night of 28th/29th April, with all crewmen being lost. Before the month would be out, 214 would begin the conversion to Stirlings, a new start and a new challenge.
The Stirling would prove to be a robust but under performing aircraft, its short wingspan and subsequent lack of lift, proving to be its biggest downfall. 214 Sqn would, during the conversion programme, write off nine aircraft, much of this though being as a result of operational activity, some however, due to pilot error or accidents. The first incident occurring on May 5th, 1942, approximately one week into the programme, when Stirling N6092 piloted by F/O. Gasper and Sgt. M Savage, swung on take off resulting in its undercarriage collapsing.
In the October 1942, 214 Sqn would leave for the final time, moving off to Stradishall’s satellite airfield, RAF Chedburgh, where they remained until December 1943. Following this they transferred to RAF Downham Market. The last loss of a 214 aircraft at Stradishall being on the night of September 19th/20th with the loss of Stirling ‘BU-U’ R9356 along with four of the seven crew, the remaining three being taken prisoners. By the end of 1942, 214 Sqn would have lost thirty-three Stirlings, twice that of the Wellington, all-in-all a huge loss of life.
The December of 1944 not only saw the departure, for the last time, of the Stirling as a heavy bomber, but it heralded the arrival of the Lancaster, the remarkable four-engined bomber that became the backbone of Bomber Command. In total 7,377 of the bombers were produced, including 430 that were constructed in Canada. A remarkable aircraft born out of the much under-powered and disliked Avro Manchester, it went on to fly over 156,000 sorties, dropping over 50 million incendiary bombs and over 608,000 tons of HE bombs.
186 Sqn would be the first unit here with the Lancaster both the MK.I and the MK.III, operating them in a number of missions over occupied Europe.
One of the saddest ends to the war and the operations of 186 Squadron was on the night of April 134th/14th. Whilst returning from bombing the U-boat yards at Kiel, two Lancasters: P8483 ‘X’ and P8488 ‘J’ collided at 02:26. Five of the crew from AP-X were killed, either instantly or as a result of injuries sustained, whilst all seven of AP-J lost their lives. This loss would account for a high proportion of the squadron’s losses, 186 Sqn only losing nine Lancasters in the six months of residency – a considerable change to the carnage suffered at Stradishall earlier on in the war. 186 Sqn would finally be disbanded here in July 1945.
Over the next four years, there would be a return of both the Stirling and the Lancaster, but this time in the transport role, as Stradishall was passed over to Transport Command. No. 51 Sqn, and No. 158 Sqn both flying Stirlings (158 Sqn being disbanded at Stradishall) 35 Sqn, 115 Sqn, 149 Sqn and 207 Sqn all operating various models of the Lancaster until February 1949.
There would then be a lull in operations at Stradishall between April and July 1949 whilst the airfield was put into care and maintenance. Following this 203 Advanced Flying School (AFS) moved in with a range of aircraft types, including the Meteor and the Vampire. Also thrown into the mix were a number of piston engined aircraft, notably the Spitfire XIV, XVI and XVIII, along with Tempests, Beaufighters and Mosquito T3s. Other training aircraft also came along covering everything from the Tiger Moth to the modern jet fighter. A new age was dawning.
On the night of August 31st and September 1st 1949, 203 AFS and 226 Operational Conversion Unit (OCU) at Driffield, would both disband and reopen under each other’s titles, the new 226 OCU now operating as the training unit converting pilots to jet aircraft.
The post war years of the 1950s would see Stradishall thrown back into front line operations once more, this time there would be no heavy bombers though, but there would be plenty of front line fighters.
First along were the night fighter variants of the Meteor (NF.11) and Venom (NF.3) between March 1955 and March 1957, a residency for a reformed 125 Squadron that coincided with 245 Squadron only 3 months behind them. No. 245 swapping the Meteor for the Hunter before being disbanded in June that year.
No. 89 Squadron (another unit reformed in December 1955) saw the arrival of the new delta wing Javelins FAW6 & FAW2 working alongside the ageing Venom Night Fighters. They flew these aircraft for thirteen months before being disbanded once more, and then renamed as 85 Squadron whilst here at Stradishall. After this re-branding they continued to fly the Javelins. In 1959 they too departed Stradishall for RAF West Malling and then onto RAF West Raynham, where they too disbanded once more.
1957 saw more of the same, 152 Squadron yo-yoing between Stradishall and Wattisham, finally disbanding here in July 1958 with 263 Squadron following a similar pattern, also disbanding here in the same month with their Hunter F.6s.
In July 1958, No. 1 Squadron were yet another unit to reform here, carrying on from where 263 Sqn left off. After replacing the F.6s of 263 Sqn with FGA.9s in the fighter / strike role, they finally departed to Waterbeach, eventually becoming a front line Harrier unit at Cottesmore.
Gradually operations at Stradishall were beginning to wind down. In June 1959 No. 54 Squadron also replaced the Hunter F.6s with FGA.9s before they too departed for Waterbeach in Cambridgeshire. 54 Sqn went on to fly both the Phantom and the Jaguar as front line operational units, all iconic aircraft of the Cold War. A very short spell by three Hunter squadrons led to the eventual closure of Stradishall in 1960 as a front line fighter station; 208, 111 and 43 Sqns all playing a minor part in the final operations at this famous airfield. The last flying unit No.1 Air Navigation School (ANS) finally closing the station doors as they too disbanded on August 26th 1970, being absorbed by No. 6 Flying Training School.
A considerable number of non-operational units would also operate from Stradishall throughout its operational life such as 21 Blind Approach Training Flight, meaning just short of 50 flying units would use the facilities at Stradishall, all helping to train and prepare aircrews for the RAF and the defence of Britain.
Stradishall’s long and distinguished aviation history finally came to a close when it was sold off and handed over to HM Prison Service, becoming as it is today, HMP Highpoint Prison (North) and HMP Highpoint Prison (South). A rather ungainly ending to a remarkably historic airfield.
Stradishall is located a few miles south-west of Chedburgh, the main A143 dissects the two prison blocks, the north side being the former accommodation area, with the south block being the technical area and main airfield site. Access to the site is therefore limited, however, the former officers mess and associated buildings are available to view, as are a number of former technical buildings. A large memorial is currently displayed outside the officer’s mess building, named Stirling House in memory of the aircraft type that flew from here, and it is open to the public. The foyer of the building, now a Prison Officer Training facility, is opened, and holds a roll of Honour, for those lost at the airfield.
Through the high security fencing, and around the site a number of buildings can still be seen, the familiar layout and design being standard of wartime and post war airfields. By turning off the A143 prior to reaching the memorial site, a small back access road allows public access to the airfield site. This is now, in part, a conservation area where the runways have all been removed, parts of the perimeter track do still remain and public access is permitted. The runways have been replaced by a solar farm, large panels cover the entire area and all are encased in high security fencing with closed circuit TV preventing you from wandering too close to the high-tech plant.
Walking along the northern side of the airfield, views can be seen of the accommodation area, again a number of former buildings can be seen through the fencing, their style typical of the expansion period design.
Back on the main road, turning left passing the prison, a turn off gives access to the aforementioned officers mess and memorial, it is well signposted, and continuing on, brings you to the former married quarters, now private housing, again typical of airfield design. Across the road from here, a farm track still has a small number of buildings now in a very poor state, this would have been an entrance to the accommodation area behind the current north side Prison. They are both quite well hidden by undergrowth but they are visible with a little effort.
Stradishall, like many of the early expansion period airfields, with its neo-Georgian style architecture and well designed layout, lasted well into the cold war period. These early examples which set the standard for future designs, proved to be long-lasting and robust, unlike many of their later counterparts hastily built with temporary accommodation. Whilst a rather unfitting end to a long and distinguished life, the transformation into a prison has in part, been its saviour, and one that has preserved many of its fine buildings for the foreseeable future at least.
Sources and Further Reading.
*1 419 (Special Duties) Flight were initially formed at North Weald on 21st August 1940, being disbanded and re designated 1419 (Special Duties ) Flight on 1st March 1941 at Stradishall. They in turn were disbanded on 25th August 1941 to be reformed at Newmarket as 138 Sqn. they moved back to Stradishall on 16th December 1941. In February 1942, the nucleus of 138 Sqn formed 161 Sqn at Newmarket continuing the role of SOE operations from there.
*2 Grehan, J., Mace, M., “Unearthing Churchill’s Secret Army: The Official List of SOE Casualties and Their Stories“, Pen and Sword Military, 2012
*3 ORB 214 Sqn: AIR\27\1321\8 National Archives.
Moving on from RAF Chedburgh, we continue south-west along the A143 to another former bomber airfield, and the parent station of Chedburgh. This next site has a history that dates back to the late 1930s and is one that has many of its original buildings still in situ, many thankfully still being used albeit by a completely different organisation.
The next stop on this trail is the historically famous airfield the former RAF Stradishall.
RAF Stradishall has a rather unique history, it was one of the first to be built during the expansion period of Britain’s Air Force beginning in 1935. A series of Schemes, this programme was to develop the RAF over a period of years to prepare it for the forth coming war; a series of schemes that continued well into the war and created the basis of what we see today around Britain’s forgotten landscape.
This first scheme, Scheme ‘A’ (adopted by the Government in July 1934), set the bench mark by which all future schemes would develop, and called for a front line total of 1,544 aircraft within the following five years. Of these aircraft, 1,252 would be allocated specifically for ‘home defence’. This scheme brought military aviation back to the north of England, and to the eastern counties of Norfolk and Suffolk. Under this scheme, a number of airfields would be built or developed, of which Marham (the first completed under these schemes), Feltwell and Stradishall were among the first. These airfields were designed as “non-dispersed” airfields, where all domestic sites were located close to the main airfield site, and not spread about the surrounding area as was common practice in later airfield designs. At this stage, the dangers of an air attack were not being whole heartedly considered, and such an attack could have proven devastating if bombs had been accurately dropped.
Thus in 1938 Stradishall was born, its neo-Georgian style buildings built-in line with common agreements and local features. Within the grounds of the airfield accommodation blocks provided rooms for just over 2,500 personnel of mixed rank, and all tightly packed in within the main airfield site.
In these pre-war years, the development of hard runways and large airfields was a new phenomena, hard surfaces being a new aspect still very much a topic of considerable controversy. By now, Bomber Command had realised that the new era of bombers would call for hard runways on its airfields, and so they pushed the Government on allowing these to be developed. However, before any firm decisions could be made, trials would need to be carried out to determine whether or not they were indeed needed and if so, how they should be best constructed.
The test to determine these needs was to take a Whitley bomber, laden to equal its full operational weight, and taxi it across a grassed surface. A rather primitive assessment, it was intended to ascertain the effects of the aircraft on the ground beneath. Trials were first carried out at Farnborough and then Odiham, and these were generally successful, the Whitley only bogging down on recently disturbed soils. Further trials were then carried out here at Stradishall in March 1938, and the results were a little more mixed. Whilst no take offs or landings took place during these trials, the general agreement was that more powerful bombers would have no problems using grassed surfaces, as long as the ground was properly prepared and well maintained. All well and good when the soils were dry and well-drained.
However, Dowding continued to press home the need for hard surfaces, and by April 1939, it had finally been recognised by the Air Ministry that Dowding was indeed right. A number of fighter and bomber airfields were then designated to have hard runways, of which Stradishall was one. These initial runways were only 800 yards long and 50 yards wide, extended later that year to 1,000 yards long, as aircraft were repeatedly running off the ends of the runways on to the grassed areas. Over the years Stradishall would be expanded and further developed, its longest runway eventually extending to 2,000 yards.
Stradishall was also one of the first batch of airfields to have provisions for the new idea of dispersing aircraft around the perimeter. To meet this requirement, hard stands were created to take parked aircraft between sorties, thus avoiding the pre-war practice of collective storage, and so reducing the risk of damage should an attacking force arrive – a practice not necessarily extended to the accommodation! By the end of development, Stradishall would have a total of 36 hardstands of mixed types, the extension of the runway being responsible for the removal and subsequent replacement of some. For maintenance, five ‘C’ type hangars and three ‘T2’ hangars were built, again standard designs that would be later superseded as the need required.
As Stradishall was one of this first batch of new airfields, it would also be used for trials of airfield camouflaging, particularly as the now large concrete expanses would reveal the tell-tale sign of a military airfield. On wet days the sun would shine off these surfaces making the site highly visible for some considerable distance. Initial steps at Stradishall used fine coloured slag chippings added to the surface of the paved areas. Whilst generally successful, and initially adopted at many bomber stations, Fighter Command refused the idea as too many aircraft were suffering burst or damaged tyres as a result of the sharp stones being used. Something that is reflected in many casualty records of airfields around the country.
On opening Stradishall would fall under the command of 3 Group Bomber Command, and would operate as an RAF airfield until as late as 1970, being home to 27 different operational front line squadrons during this time. Many of these would be formed here and many, particularly those post-war, would be disbanded here, giving Stradishall a long and diverse history.
The first squadrons to arrive did so on March 10th 1938. No. 9 Sqn and No. 148 Sqn (RAF) arriving with Heyford III and the Vickers Wellesley respectively. 148 Sqn replaced these outdated Wellesleys with the Heyfords in November, and then again replacing these with both the Wellington and Anson before departing for Harwell on September 6th 1939. No. 9 Sqn also replaced their aircraft with Wellingtons in January 1939, themselves departing on July 7th that same year.
It was during a night training flight, on November 14th 1938, that Wing Commander Harry A. Smith MC along with his navigator Pilot Officer Aubrey W. Jackson would be killed in Heyford III K5194, when the aircraft undershot the airfield striking trees outside the airfield boundary. The crash was so forceful that the aircraft burst into flames killing both airmen.
Wing Commander Smith MC qualified as a pilot whilst in the Royal Flying Corps in 1916, and was the first of his rank to be killed since the inception of Bomber Command in July 1936. He had been awarded the Military Cross ‘for gallantry and distinguished service in the field‘ in 1918.
Pilot Officer Jackson was appointed for a Short Service Commission in January 1937, and later a Permanent Commission. He was only 20 years old at the time of his death.
Both crewmen are buried in Stradishall’s local cemetery.
Two more squadrons arrived here in 1939. No. 75 Sqn operated the Wellington MK. I from July, departing here just after the outbreak of war in September, and 236 Sqn flying Blenheims between the end of October and December that same year. 236 Sqn were reformed here after being disbanded in 1919, and after replacing the Night-Fighter Blenheims with Beaufighters, they went on with the type until the end of the war and disbandment once more. Almost simultaneously, 254 Squadron reformed here in October 1939, also with Blenheims. They remained here building up to strength before moving to RAF Sutton Bridge in Lincolnshire in December – one of many ‘short stay’ units to operate from Stradishall during its life.
This pattern would set the general precedence for the coming years, with bizarrely, 1940 seeing what must have been one of the shortest lived squadrons of the war. No. 148 Sqn being reformed on April 30th with Wellingtons only to be disbanded some twenty days later!
This year saw three further squadrons arrive at Stradishall: 150 Sqn on June 15th, with the Fairy Battle (the only single engined front line aircraft to be used here during the war), whilst on their way to RAF Newton; a detachment of Wellington MK.IC from 311 Sqn based at East Wretham (Sept); and 214 Sqn flying three variants of Wellington between 14th February 1940 and 28th April 1942. No. 214 Sqn would be the main unit to operate from here during this part of the war, and would suffer a high number of casualties whilst here.
On June 6th 1940, 214 Sqn Wellington IA ‘N2993’ piloted by F/O. John F. Nicholson (s/n 70501), would take off on a routine night flying practice flight. During the flight, it is thought that F/O. Nicholson became blinded by searchlights throwing the aircraft out of control. Unable to regain that control, the aircraft came down near to Ely, Cambridgeshire, killing the five crewmen along with an additional Leading Aircraftman (LAC) Maurice Peling who had joined them for the flight. A tragic accident that needlessly took the lives of many young men. F/O. Nicholson is buried in the local cemetery at Stradishall, whilst the remainder of the crew are buried in different cemeteries scattered around the country.
214 Sqn began operations from Stradishall on the night of June 14th/15th, the day German forces began entering Paris. This first raid was to the Black Forest region of Germany, a mission that was relatively uneventful.
Joining 214 Sqn at Stradishall was another unit, 138 Sqn*1 between December 1941 and March 1942. Flying a mix of aircraft, including the Lysander, Whitley, and later: Liberator, Stirling and Halifax, they would perform duties associated with the Special Operations Executive (SOE) carrying out clandestine missions dropping agents behind enemy lines.
It was one of these aircraft, Lysander III T1508, that crashed in January, nosing over near to the French town of Issoudun, a medieval town that bordered the regions of occupied France and ‘free’ France. The towns people protected many wanted resistance supporters, and so it was the scene of many heroic acts. From this particular accident, Squadron Leader J. Nesbit-Dufort managed to escape, evading capture and eventually returning to England where he was awarded the DSO for his actions. Needing to destroy the aircraft, locals pushed the Lysander onto nearby railway lines where it was obliterated after being hit by a passing train*2. It is believed that this was the first Lysander to be lost on these clandestine operations.
This night of January 28th/29th 1942, was a particularly bad night for Stradishall, with three aircraft being lost, two from 138 Squadron and one from 214 Squadron. Thirteen souls were lost that night none of which have any known grave.
1942 would also see a short one month stay by the Wellingtons of 101 Squadron, a detachment of 109 Squadron, and the accommodation of 215 Squadron’s ground echelon. Formed at Newmarket, the ground crews were posted to India whilst the air echelons were formed up at Waterbeach joining them with Wellingtons in April.
An updating of Wellington MK.Is with the MK.VI saw the remainder of 109 Squadron move into Stradishall, only leaving a small detachment at Upper Heyford – a residency that only lasted 4 months between April and July 1942. As 109 Sqn left, Stradishall was joined by the Heavy Conversion Unit 1657 HCU.
Formed as a bomber training unit through the merger of No. 7, 101, 149 and 218 Squadron Conversion Flights and 1427 (Training Flight), it would also operate the Stirling, and later the Lancaster along with some smaller aircraft such as the Airspeed Oxford. They would remain here until late 1944 when they too were finally disbanded. This meant that 1943 was quieter than usual, there wasn’t any sign of the previous ebbing and flowing that had taken place in the preceding years.
With a focus on training, few of these aircraft were used for ‘operational’ sorties until the closing stages of the war. That said, there were still a number of accidents and crashes that resulted in injury. A number of these were due to technical issues, engine failure, engine fires or undercarriage problems, some were due to pilot error. One of the earliest incidents here was that of Stirling MK.I W7470 which crashed, after suffering engine problems over County Durham. The accident killed two crewmen and injured a further two.
After a short spell at Honnington, 214 Sqn would join 1657 HCU, also replacing the Wellington with the ill-fated Short Stirling MK.I in April 1942. But the last flights of the Wellington would not be a good one. The night of April 1st/2nd 1942 would go down as 214 Sqn’s worst on record, and one that would prove devastating to the crews left behind.
In part two of RAF Stradishall, we look at the later war years, the terribly sad events that scarred 214 Squadron, and Stradishall’s post war development. The dawning of the jet age.
Whilst researching a forthcoming trail, I discovered the story of two airmen who were both killed in an accident, and are both buried in the local village cemetery.
Their gravestones are sadly much less ‘grand’ than many of the other airmen in the cemetery, but their departure was none the less, nothing short of a tragedy, and in no way less of a sacrifice than any other loss.
It was during a night training flight, on November 14th 1938, that Wing Commander Harry A. Smith MC, along with his navigator Pilot Officer Aubrey W. Jackson, both of No. 9 Squadron (RAF), would be killed in a Handley Page Heyford III reg: K5194, when the aircraft undershot the airfield striking trees outside the airfield boundary. The crash was so forceful that the aircraft burst into flames killing both airmen.
Wing Commander Smith MC qualified as a pilot whilst in the Royal Flying Corps in 1916, and was the first of his rank to be killed since the inception of Bomber Command in July 1936. He had been awarded the Military Cross ‘for gallantry and distinguished service in the field‘ in 1918.
Pilot Officer Jackson was appointed for a Short Service Commission in January 1937, and later a Permanent Commission. He was only 20 years old at the time of his death.
Both crewmen are buried in Stradishall’s local cemetery.
On June 3rd 1944, Lancaster ND841 ‘F2-D’ piloted by F/O. George. A. Young (s/n: 134149) RAFVR 635 Squadron, was detailed to attack Calais as part of the preparations for D-Day. There would be eight other aircraft from RAF Downham Market also detailed for the mission and take off would be late that evening.
The mission as a whole would involve 127 Lancasters and 8 Mosquitoes of No.1, 3 and 8 Groups and the targets would be the gun batteries at both Calais and Wimerereux. It was a diversionary raid as part of Operation “Fortitude South“, to fool the Germans into believing the invasion would occur in the Pas-de-Calais region.
At 28 minutes past midnight, F/O. Young lined the Lancaster up on the runway, opened the throttles and began the long run down the runway. As the Lancaster approached take off, it began to swing striking the roof of a B1 Hangar. In an uncontrollable state the aircraft crashed just outside the airfield killing all on board.
All other eight aircraft took off and returned safely after having dropped their bombs.
On board Lancaster F2-D that night was:
Pilot: F.O. George Ambrose Young, aged 24 (s/n: 134149) RAFVR.
Flight Engineer: Sgt. Thomas Snowball, aged 32 (s/n: 1100769) RAFVR
Navigator: F.Sgt. Howard Pritchard, aged 22 (s/n: 1578502) RAFVR
Bomb Aimer: F.O. Walter Thomas Olyott, aged 21 (s/n: 151238). RAFVR
Wireless Operator / Gunner: F.Sgt. Robert Sadler, aged 23 (s/n: 1526058). RAFVR
Air Gunner: F.Sgt. Stanley Wharton, aged 30 (s/n: 1578013) RAFVR
Air Gunner: F.Sgt. Charles Patrick Nallen, aged 20 (s/n: 427537) RAAF
The Operations record book (AIR 27/2155/7) for that day simply states:
3.6.44 ‘D’ F/O Young G.A. hit hangar after taking off and crashed on airfield when large bomb exploded and the crew all killed. 8 aircraft returned to base .
Three of the crew are buried in Kings Walk Cemetery, Downham Market, a short distance from the airfield.
In this next trail, we start just a few miles to the south-west of Bury St. Edmunds in Suffolk, where we visit a number of airfields that were associated with the heavy bombers of the RAF’s Bomber Command.
Our first stop, although a satellite, more than earned its rightful place in the history books of aviation. It is an airfield where large numbers of the ill-fated Stirling flew many missions over occupied Europe, where the staggering statistics of lost men and machines speak for themselves.
Now little more than fields and a small industrial estate, the remnants of this wartime airfield stand as reminders of those dark days in the 1940s when night after night, young men flew enormous machines over enemy territory to drop their deadly payload on heavily defended industrial targets.
We begin our next trip at the former airfield RAF Chedburgh, home to the mighty four-engined bombers of No. 3 Group Bomber Command of the Royal Air Force.
Built in 1942 (by John Laing and Son Ltd) as a satellite for RAF Stradishall, Chedburgh would be built to the Class A specification, a later addition to the RAF’s war effort. Being a bomber station Chedburgh would have three runways made of concrete, the initial construction being one of 2,000 yards and two of 1,400 yards, all the standard 50 yards wide, as was the standard specification brought in during 1941. Later on, these would be extended giving Chedburgh much longer runways than many of its counterparts, i.e. one at 3,000 yards and two at 2,000 yards. Having runways this long, meant that heavy bombers could use the site when in trouble, something that Chedburgh would get used to very quickly.
With the village of Chedburgh to the north of the site, directly opposite the main gate; the technical area along the north-eastern side of the main runway, and the bomb store to the east, Chedburgh would have two T2 hangars, a B1 and later on 3 glider hangars. Dotted around the perimeter track were a number of dispersals comprising 34 pan styles and 2 looped.
Whilst housing only two major squadrons 214 Squadron and 620 Squadron, it would also be home to a small number of other operational units, 218, 301, 304 Sqns and 1653 Heavy Conversion Unit (HCU).
Opening under the control of No. 3 Group, on September 7th 1942, the first resident unit was 214 Squadron (RAF) flying the Stirling MK. I, a model they operated until as late as February 1944. The bulk of the unit arrived in the October, with operations beginning very soon after. Within four months they would begin replacing some of these models with the upgraded MK.III, also operating these until the beginning of 1944 and after transferring to RAF Downham Market in Norfolk.
As with many airfields at this time, the arrival of personnel preceded the completion of the works, development continuing well into the operational time of its residents, something that would cause a problem in the coming months.
It was in March of 1943 that the first casualties would occur, the night of March 1st/2nd being a baptism of fire for 214 Sqn. Stirling MK. I (R9143) BU-E piloted by F/S. J. Lyall (RCAF) would be hit by flak, she was badly damaged, and then abandoned by her crew. As he descended from the stricken aircraft, F/O. Hotson (RNZAF) would be hit by a splintering shell – the wounding he received as a result would be fatal. The remainder of the crew all escaped the aircraft safely but were later captured by the Germans and incarcerated. A multi-national crew, this loss was to be followed just two nights later with the loss of another Stirling, ‘BU-C’, but this time none of the seven crewmen were to survive.
Then on the next night, 5th/6th March, whilst on operations to Essen (the 100,000th sortie by RAF aircraft), Stirling BK662 ‘BU-K’ crashed into the North Sea about 30 km north-northwest of Ijmuiden. Only one of the crew, Air Gunner Sgt. William H. Trotter (s/n: 1128255) was ever found, the rest of the crew remaining ‘missing in action’. This was the first Stirling to be listed as such since the squadron’s operations began. This raid would prove devastating, taking the lives of 75 RAF airmen, but the War Office considered it a major success in terms of industrial damage to the German war machine. The targeted Krupps factory, which sat in the centre of over 100 acres of industrialised area, was devastated by both accurate marking and then the subsequent bombing.
Throughout this month there were further loses to the squadron: Stirlings ‘BU-Q’ and ‘BU-A’ (in which F/S. D Moore (RCAF) and Sgt. T. Wilson were both awarded the George medal for saving the life of their companion Sgt. J. Flack), along with ‘BU-M’ were all lost; ‘BU-M’ losing all but one crewman. Another aircraft, ‘BU-L’, lost all seven aircrew on the night of March 27th/28th, and closing March off, was a collision between Stirlings BK663 and EF362, which left several more crewmen either injured or dead. Although many losses were as a direct result of flak or night fighters, the cracks were beginning to show, and the poor performance of the Stirling was becoming evermore apparent.
It was during this year on 17th June 1943, that Chedburgh’s second main operational unit would be formed, 620 Sqn (RAF), also carrying out bomber operations, again with the Stirling MK. I and later in the August, the MK. III. Also part of 3 Group Bomber Command, 620 Sqn were created through the streamlining of 214 Sqn and 149 Sqn at nearby Lakenheath. The move reduced each of the two former squadrons from three flights to two, releasing ‘C’ Flight of 214 Sqn who were already stationed here at Chedburgh.
As many of these crews were already well established and experienced, there would be no delay in commencing operations, the first sortie occurring on the night of the 19th June 1943 – two days after their formation. The first casualties occurred three days later on the night of 22nd/23rd June 1943, just a few days into their operational campaign. There then followed five months of heavy operational activity, a period in which the Stirling and its crews would be pushed to the very limit and beyond. The shortcomings of the aircraft being realised further more.
Being on a partially built airfield would be the cause of the demise of Stirling EF336 (QS-D) which swung on take off and ran into the partially constructed perimeter track. The uneven surface caused the undercarriage to collapse, and whilst there were no injuries to the crew, the aircraft was written off.
The poor service ceiling of the Stirling led to several aircraft being damaged through falling bombs from aircraft flying above. A number of Stirlings were recorded returning to bases, including Chedburgh, with damage to the air frames, damage caused by these falling ‘friendly’ bombs! However, the extent of this damage did give great credit to the aircraft, showing both its robustness and strength in design; something that often gets forgotten when talking about the Stirling in operations.
The next few months for 620 Sqn would be filled with a mix of operational sorties, mining operations (Gardening) and training flights, including both ‘Bullseye‘ and ‘Eric‘; testing the home defence searchlight and AA batteries both at night and during the day. During a fighter affiliation exercise on July 2nd, two 620 Squadron aircraft collided, ‘EF394’ (QS-V) and BK724 (QS-Y) killing fifteen and injuring two. One of those killed, Flight Mechanic AIC Arthur Haigh (s/n: 1768277) was only 18 years old, and one of five ground crew who were aboard the two aircraft that day.
Both 214 Sqn and 620 Sqn would go on for the next few months taking part in some of the war’s largest bomber missions including Hamburg, Essen and Remscheid. A number of aircraft would be lost and many aircrew along with them. The worst recorded night for 620 Sqn was the night operation on August 27th/28th, 1943 to Nuremberg, when three aircraft were shot down, all Stirling MK.IIIs: BF576 (QS-F) piloted by Sgt. Frank Eeles (s/n: 1531789); EE942 (QS-R) piloted by Flt. Sgt. John F. Nichols (s/n: 1318759) and EF451 (QS-D) piloted by Sgt. William H. Duroe (s/n: 658365). These three losses accounted for sixteen deaths and five taken as POWs, there were no other survivors.
The last 214 Sqn Stirling to be written off during bombing missions occurred on the night of November 22nd/23rd, 1943. Whilst on a mission to Berlin, Stirling EF445 (BU-J) was hit by flak, attacked by a FW-190 and then suffered icing. The resultant damage along with a lack of fuel, caused the pilot to ditch in the North Sea with the loss of two crewmen: pilot F/S. George A. Atkinson (s/n: 1485104) and Sgt. W. Sweeney (RCAF) (s/n: R/79844).
620’s stay at Chedburgh would be fairly short-lived, taking part in their final operation on the night of November 19th/20th, 1943 to Leverkusen. They then departed Chedburgh at the end of that month after suffering a heavy toll on their numbers and a devastating start to their war. By now the limitations of the Stirling were very well-known, and it was already being replaced by the much favoured Lancaster. In the short five months it had existed, the squadron had lost eighteen of its aircraft in operations, and a further six in accidents, statistics that are however, overshadowed by the loss of ninety-three lives. 620 Sqn left both Chedburgh and Bomber Command to join other units at RAF Leicester East and the Allied Expeditionary Air Force in November, where the unit was to perform Airborne operations along side 196 Sqn and 1665 Heavy Conversion Unit (HCU). A role that 620 performed for the remainder of the war.
With their departure came the arrival of another Stirling squadron, 1653 HCU, a Stirling training unit rather than a front line operational squadron. A month later 214 Sqn would also leave Chedburgh taking their Stirlings to Downham Market and then onto Sculthorpe where they replaced them with the B-17 Flying Fortress.
1653 HCU, as a training unit, would also have it share of accidents and losses, many due to technical problems, but some due to pilot error. A number of accidents were caused by tyres blowing, and some were caused by engine failures, the bravery of these pilots in dealing with these matters being no less than exemplary. One such incident being that of F/O. Hannah and his crew, who took off at 20:50 on the evening of November 3rd 1944, on a radar training flight. Immediately after take off both port engines cut out, something that was almost fatal in a Stirling. The aircraft, virtually uncontrollable, was heading towards a row of cottages but the crew managed to turn it away missing the houses but colliding with a row of trees instead. All of the crew were injured to varying degrees – one fatally. Sgt. Eddie (RCAF) dying in the resultant crash.
After a year of being at Chedburgh, 1653 HCU would also depart (December 1944) by which time the Lancaster was well and truly the main bomber of the RAF. This late stage of the war would not be the end of Chedburgh though, Bomber Command retaining its use, sending the Lancasters I and III of 218 (Gold Coast)*1 Squadron here from RAF Methwold.
On December 2nd 1944 the first ground units began to arrive, with flying personnel arriving on the 5th, after much-needed runway repairs were completed. The airfield reopened with the arrival of eighteen Lancasters, formed into three new flights, of which thirteen would undertake operations on the 8th, to the railway yards at Duisburg – their first from Chedburgh. Both this mission and that of the 11th to the marshalling yards at Osterfeld, were heavily restricted by thick cloud, and so G-H navigation aids were used in conjunction with ‘Oboe‘.
For the majority of the remainder of the war Bomber Command continued its strategic missions against German cities, with marshalling yards and oil refineries being other major targets. It was of course this continued use of bomber aircraft against what was now a demoralised and weakened German population, that led to the outcry over Harris’s continued attacks on German cities. A controversial action that led to his move away from the lime light at the war’s end, and the lack of recognition for bomber commands efforts throughout the conflict.
218 Sqn would continue on though. The winter of 1944 / 45 proving to be one of the worst weather wise, many missions were either scrubbed or carried out in poor weather. On the night of January 1st/2nd 1945, one hundred and forty-six aircraft of No. 3 Group were tasked with the attack on Vohwinkel railway yards. During the attack in which 218 Sqn were a part, two aircraft were hit by heavy anti-aircraft fire from American guns below. One of these was 218 Sqn Lancaster MK. I PB768 (XH-B) piloted by 20 yr old Australian F/O. Robert G. Grivell. The accuracy of these guns was ironically excellent, hitting the aircraft not once but twice, causing it to spin uncontrollably toward the ground. All but one of the crew were killed in the ensuing crash.
It was during this period that the RAF began daylight bombing missions too, such was the poor state of the defending Luftwaffe. Numerous missions over the next weeks led to attacks on the coking plants at both Datteln and Hattingen, repeated again on March 17th in attacks at Huls (and Dortmund). Hattingen was again attacked by 218 Sqn aircraft on the 18th without loss.
The remainder of the war would see 218 Sqn fly from Chedburgh, completing many missions until the war’s end. During Operation ‘Manna‘ in which the German Army lifted an embargo on food transport into Holland, ten Lancasters of 218 Squadron dropped food supplies to the starving Dutch below. Understandably April had seen fewer operations than in previous months, but with May seeing many more food trips to the Hague, 218 Squadron leapt to the top of the leader board for operational tours, overtaking both 77 Sqn and 115 Sqn their closest friendly ‘competitors’. With further flights under ‘Manna‘, and then repatriation flights under both ‘Dodge‘ and ‘Exodus‘ 218 Sqn continued to operate the long haul flights into European territory.
During August the big wind down began, and the Lancasters were gradually flown out of Chedburgh for disposal. Then on the 10th, 218 (Gold Coast) Squadron was finally disbanded, and the various crews sent home to their respective territories across the globe.
On August 27th 1945, the last two Lancasters departed Chedburgh, and all was very quiet for those left behind. Then in September, two Polish bomber squadrons arrived, both 301 and 304 Sqns remaining here until they were also disbanded a year later on December 18th, 1946; their Warwicks, Wellingtons and Halifaxes being no doubt scrapped. Whilst here, the Polish squadrons flew long-range transport flights, retaining at least some link to the heavy aircraft and long-range flights that had been common only a year or so before.
Over the remaining years the airfield, like many, has reduced to both agriculture and industrial use. The watch Office has been heavily modified and lies hidden within an industrial complex that has completely taken over the former technical site. A number of these original buildings still survive and visible from the main A143 Bury St. Edmunds to Haverhill road, the road that separates the airfield from the village opposite. The runways and perimeter tracks, visible only in small parts, are mere concrete platforms, now used to store farm produce and machinery, rather than the lumbering bombers of RAF Bomber Command.
The huts used to house the 1,600 RAF personnel and 240 WAAFs, have all been removed, as have the thirty-six hardstands – the airfield site now being completely agricultural.
Whilst Chedburgh was only built as a satellite airfield, by the end of the war it had been witness to many great sacrifices. Eighty-three aircraft had been lost on operations, all but 12 being Stirlings; eighteen from 620 Sqn and fifty from 214 Sqn. For a period of only fourteen months for 214 Sqn and five for 620 Sqn, this was an appalling loss of life, and one that was sadly mirrored by many bomber squadrons across the British Isles in the 1940s.
Sources and further reading
Much of the specific detail for these loses came from the Chorley, W.R., “Bomber Command Losses series”, published by Midland Counties Publications.
*1 A number of books are available on this squadron. One written by Ron Warburton, ‘Ron’s War‘ chronicles the life of a Flight Engineer of a Lancaster in 218 (Gold Coast) Sqn whilst at Chedburgh in 1945. It is published by RW Press, and available online. ISBN-13: 978-0983178804
A second book is also available, “From St Vith to Victory: 218 (Gold Coast) Squadron and the Campaign Against Nazi Germany“, written by Stephen Smith, and published by Pen and Sword Aviation in 2010 (ISBN10 1473855403). It details the life of 218 (Gold Coast Sqn) from its inception through to its disbandment in 1945.
A blog has also been set up dedicated to those who served in 218 (Gold Coast) Sqn and it gives a detailed history from 1936-1945. It has also been created by Stephen Smith who has also published other books relating to 218 Sqn including “A Short War” and “A Stirling Effort” which relates specifically to their time at RAF Downham Market. https://218squadron.wordpress.com/
On the night of September 8/9th 1943, a force of 257 aircraft comprising 119 Wellingtons, 112 Stirlings, 16 Mosquitoes and 10 Halifaxes took off from various bases around the U.K. to bomb the Nazi gun positions at Boulogne. Included in this force were aircraft from the RAF’s Operational Training Units, and for the first time of the war, five B-17s flown by US aircrews of the USAAF’s 422nd BS, 305th BG at Grafton Underwood. This was the first of eight such missions to test the feasibility of the USAAF carrying out night operations over Europe. After the remaining seven missions, in which the squadron had dropped 68 tons of bombs, the idea was scrapped, the concept considered ‘uneconomical’ although the aircraft themselves proved to be more than capable of the operations.
The Gun battery targeted, was the emplacement that housed the Germans’ long-range guns, and the target wold be marked by Oboe Mosquitoes. With good weather and clear visibility, navigation was excellent, allowing the main force to successfully drop their bombs in the target area causing several huge explosions. However, not many fires were seen burning and the mission was not recorded as a success. Reports subsequently showed that the emplacement was undamaged due to both inaccurate marking by Pathfinders, and bombing by the main force. However, as both anti-aircraft fire and night fighter activity were light, no aircraft were lost during the flight making it a rather an uneventful night.
However, the mission was not all plain sailing, and whilst all crews returned, the night was marred by some very tragic events.
Three Stirlings were to take off from their various bases that night: at 21:00 hrs from Chedburgh, Stirling MK. III, EF136, piloted by F/S. R. Bunce of 620 Sqn; at 21:30, another Stirling MK.III, from 75 Sqn at RAF Mepal, BK809 ‘JN-T*1‘ piloted by F/O I.R.Menzies of the RNZAF; and lastly at 21:58 also from Chedburgh, Stirling MK. I, R9288 ‘BU-Q’ piloted by N.J. Tutt of 214 Sqn. Unfortunately all three aircraft were to suffer the same and uncanny fate, swinging violently on take off. The first EF136 crashed almost immediately, the second BK809 struck a fuel bowser, and the third R9288 ended up in the bomb dump. Miraculously in both the Chedburgh incidents there were no casualties at all, all fourteen crew men surviving what must have been one of their luckiest escapes of the war! The same cannot be said for the second though.
Stirling BK809 was part of a seventeen strong force of 75 Sqn aircraft. Each aircraft was carrying its full load made up of 1,000lb and 500lb bombs. As the Stirling was running along the runway, it swung violently, striking a fuel bowser which sent it careering into houses bordering the edge of the airfield.
One of the occupants of one of the houses, Mr. P. Smith, saw the aircraft approaching and ran into the street to warn others to get clear. As the aircraft struck the rear of the houses, it burst into flames causing some of the bombs to detonate. This brought considerable rubble down on the occupants of the second house, Mr and Mrs John Randall.
Mrs Randall managed to get out, her legs injured, whereupon she was met by a local fireman, Mr. A.E. Kirby of the National Fire Service. Mr. Kirby went on to help search in the wreckage of the house until his attempts were thwarted by another explosion. His body, along with that of Mr. Randall, was found the next day.
Two other people were also killed that night trying to provide assistance, those being F/Sgt Peter Gerald Dobson, RNZAF and Section Officer Joan Marjorie Easton WAAF. F/Sgt. Dobson was later mentioned in despatches. Three members of the crew lost their lives as a result of the accident, F/O. Menzies and F/O. N. Gale both died in the actual crash whilst Sgt. A. Mellor died later from injuries sustained in the accident.
A number of others were injured in the crash and one further member of the squadron, Cpl Terence Henry King B.E.M, was awarded the British Empire Medal “for his bravery that night in giving assistance“.
The mission on the night of September 8/9th 1943 will not go down as one of the most remarkable, even though it was unique in many respects, but it will be remembered for the sad loss of crews, serving officers and civilians alike in what was a very tragic and sad event.
The crew of Stirling BK809 were:
F/O. Ian Robert Menzies RNZAF NZ415002. (Pilot).
P/O. Derek Albert Arthur Cordery RAFVR 136360. (Nav).
P/O. Norman Hathway Gale RAFVR 849986. (B/A).
Sgt. Ralph Herbert Barker RNZAF NZ417189. (W/O).
Sgt. Albert Leslie Mellor RAFVR 943914. (Flt. Eng).
Sgt. Bullivant G RAFVR 1395379. (Upp. G)
Sgt. Stewart Donald Muir RNZAF NZ416967. (R/G).
Sources and Further Reading.
*1 Chorley, 1996 “Bomber Command Losses 1943” notes this aircraft as AA-T.
Chorley, W.R., “Bomber Command Losses – 1943“, Midland Counties, (1996)
Middlebrook M., & Everitt C., “The Bomber Command War Diaries” Midland Publishing, (1996)
Further details of this accident, the crews and those involved can be found on the 75 (NZ) Sqn blog. This includes the gravestones of those killed and a newspaper report of the event.
My thanks also go to Neil Bright (Twitter handle @Blitz_Detective) for the initial information.
As 2017 draws to a close and another year passes, I’d like to look back at some of the highlights of the blog so far.
Since starting the site, way back in 2014, I have learned a lot about Britain’s airfields, their design and construction, and the men and machines that flew from them. What started as a record of memories has turned into a passion of history and hopefully, a dedication to all those who served, fought and died at these places. I have also seen how gradually, over time, many of these historic sites have sadly disappeared, beaten by the onslaught of time, the developers pen, and the ploughs of the industrial farmer evermore determined to draw out more crops from his expanding domain.
What were once massive military sites covering a vast acreage of land, homes to several thousand people who were all doing ‘their bit’ for the war effort; who came from all four corners of the world to fight, are now mere ruins or a collection of derelict and decaying buildings. In many cases they are merely small patches of concrete often covered with the waste of farm practices, or as in some cases, completely gone.
Since starting I have managed to visit over 100 different airfields, stretching from the southern most county of Kent to Edinburgh in Scotland; from Gloucestershire in the west to the East Anglian counties in the East. This has resulted in just short of 50 Trails around the country, but even this has barely scratched the surface of what is still out there waiting to be found. There are many, many more to go, so I thought at this point of the year, I’d share some of the posts that I’ve enjoyed, and also those examples that highlight the extent of this massive war-time development. With this, I hope to show a selection of the examples of features that have (so far) survived and the evidence of them that can be seen today. I hope you enjoy them and may I take this time to wish all followers, family and friends a very merry Christmas and a happy and safe New Year.
With the forming of the Royal Flying Corps, Britain needed and built a number of small airfields all with grass runways, wooden sheds for workshops and accommodation sites using tents. Examples of these places include the likes of Collyweston, (absorbed into modern-day RAF Wittering), Tydd St Mary (Attacked by Zeppelins) and Narborough (Norfolk’s very first airfield) to name but a few. Such little evidence of these sites now exists – many were absorbed into later airfields or they were returned to agriculture – that some, such as Hingham and Westley, we don’t even know the precise location of.
We saw with the expansion of Britain’s airfields in the 1930s, how buildings changed dramatically from wooden construction – such as RAF Castle Camps – to more permanent (although classed as temporary) brick buildings, many examples of which survive in a preserved state at RAF Bircham Newton.
We saw the development of the hangar, one of the most recognisable and distinguishing features of an airfield, from early wooden sheds through canvas doored Bessoneaux hangars, to metal hangars of over 150 feet in length. Many of these buildings still exist today, absorbed into farms or used for storage. Examples are thankfully still relatively common with some found at RAF East Fortune (now a museum), RAF Methwold (farmland), RAF Little Snoring (a light airfield) and RAF North Creake.
Runways to allow bigger and heavier aircraft to use them, grew from short grass strips to those of wood chip, tarmac and concrete of 2,000 yards in length and 50 yards wide. Some of these even exceeded a massive 3,000 yards in length. Many of these pathways continue to exist today in some form or other, RAF Eye (industrial), RAF Cottam (built and never used), RAF Debden (currently an army barracks), RAF Deopham Green (farmland) and RAF North Witham (an open and public space) are some of the better examples we can find today.
The Watch Office, another distinguishing feature, lay central to the operations of a wartime airfield. Again its development was rapid and complex. Some thankfully have been restored as museums such as those at RAF Framlingham (Parham), RAF Debach, RAF East Kirkby, and RAF Martlesham Heath. Some are now derelict, decaying memorials to those who served. Examples found at RAF Winfield, and RAF North Pickenham, are particularly severe, whilst many are used for other purposes such as RAF Matching Green (radio); RAF Attlebridge (offices) and RAF Rattlesden (a glider club).
There are numerous examples of other buildings on some of these sites, many are now part of small industrial complexes, workshops that were once used to repair aircraft parts now repair cars or other small items. Their original features often hidden by new cladding, overgrown weeds or a change in frontage. Slowly, but surely, they are gradually disappearing from our skyline.
The purpose of theses places was to wage war. In doing so many lives were lost, both military and civilian – on both sides. As a result, many heroic acts of bravery and self-sacrifice took place. The VC, the highest award given to members of the British armed forces for gallantry “in the face of the enemy”, was awarded to two pilots: Flt. Sgt. Arthur Louis Aaron, V.C., D.F.M. and Sqn. Ldr. Ian Willoughby Bazalgette (RAFVR) VC., both flying from RAF Downham Market. The American S.Sgt. Archibald Mathies, USAAF, 510th BS, 351st BG, was one of many Americans awarded the Medal Of Honour for his valour in combat whilst flying from RAF Polebrook, another was 2nd Lt. Robert E. Femoyer MOH, 711th BS of RAF Rattlesden, for his actions over Meresberg.
Losses were high both in combat and also during training. This year, I managed to visit several training stations of which two RAF Chaterhall and RAF Milfield had high losses of trainee pilots. Many are those are buried locally, and one delightful small church I visited at Fogo, had almost as many war dead as it did living inhabitants!
All in all its been a fascinating journey, I have entered the lives of many people who fought for what they believed in. I have read their stories, visited the very places they served at, and in many cases, the graves in which they now lie. These decaying sites are the true monuments to their sacrifice. The buildings that once housed these young men stand as a lasting tribute to them, I hope that their memories never fade away in the way that many of these sites now have.
I’d like to thank you for taking the time to join me on this journey, I hope you have enjoyed reading about them as much as I have enjoyed visiting, researching and writing about them. I look forward to you joining me next year as we travel on many more trails around Britain’s disused airfields.
A Merry Christmas and a Happy New Year to all!
In this the second stop on our trip to Northumberland, we travel close to the North Sea coast not far from the eastern borders of England and Scotland. A small airfield, this was the satellite to RAF Milfield, and performed an important role in the Second World War. You cannot mention Milfield without reference to this airfield, and vice versa. Here we stop off at that little known about site RAF Brunton.
Brunton is located some 3.5 miles to the south-east of Seahouses, a short distance from the Northumbrian coast. The village it takes its name from sits alongside the airfield, and is made up of a handful of buildings – primarily farmhouses. It is an open and flat area ideal for an airfield, and only a short flying distance away from its parent airfield RAF Milfield.
Brunton was designed as a satellite, and even though it was not a major airfield, it more than fulfilled the role of one. A constantly busy site, it somehow managed to ward off the high numbers of tragedies, losses and accidents that dogged Milfield and many other aircrew training facilities.
Brunton was conceived during the development of Milfield, when the need for another site was soon realised. The land on which Brunton stands was requisitioned in 1941, opening for business in early 1942. With its three runways forming an almost perfect equilateral triangle at its centre, it had a 50 yard perimeter track and twenty-five hardstands of the frying pan style. The longest of the three runways ran slightly off north-south, and was originally built to a length of 1,600 yards – it was later extended to 2,000 yards. The second and third runways, intersecting almost at their centre, were both 1,100 yards and were also extended but to 1,400 and 2,000 yards respectively.
Unusually, the accommodation areas were all closely tied together, a rare feature that placed them to the south of the airfield straddling the local railway (now the East Coast main line from which views can be seen as you speed past!). Being a satellite, Brunton was only designed to accommodate small numbers of personnel, upward of some 750 men and women of mixed ranks.
As a satellite, there were no permanent hangars built, but four blister hangars were erected around the site, and used to maintain the aircraft. These Blister hangars (a name given to cover a wide range of arched aircraft shelters initially designed by architects and engineers, Norman & Dawbarn and William C. Inman of Miskins and Sons) were known as Dorman Long hangars, and were built to design 4630/42. At slightly under 72 feet in length they were 45 feet wide with a height of over 20 feet. Dorman Long hangars differed in design to other hangars by being constructed of four sections each held together by three RSJ type ribs, and ‘I’ shaped Purlins along the roof. These hangars were also bolted to foundations rather than staked to the ground like the more conventional blister hangars in use at that time. A similar hangar was used at RAF Sawbridgeworth in Hertfordshire – none of which survive today.
As a satellite, Brunton would work closely with its parent. It would be used in the second part of the 9-10 week pilot’s course to train pilots in formation flying, ground attack and strafing techniques. In the ground attack role, pilots would use a mix of rockets, bombs and cannon to destroy dummy convoys and strongholds. There were a number of ranges in the region providing targets for this particular role; Brunton aircraft predominately using the gunnery range at Goswick Dunes on which numerous ex-army vehicles, including Churchill Tanks, were placed.
Even before Brunton officially opened, it would witness a tragic accident in which it became the final resting place of one Whitley bomber, and three of its four crew. On November 6/7th 1941, whilst on a training flight, the MK. V Whitley (Z6932) of 10 Sqn, RAF Leeming, became lost in poor weather due to a failure of its navigation equipment. After landing on the partially built site, the Whitley took off again, heading south in an effort to locate its home base. As it lifted off, it struck a steam roller causing the aircraft to jolt and strike live high tension cables. The aircraft burst into flames and subsequently crashed. The Wireless Operator/Rear Gunner Sgt. Robert Whitlock, RAFVR (s/n: 163028) was pulled free by a crew from the local search light battery, but the remainder of the crew: Pilot F/Sgt. William Stuart RCAF, (s/n: R/60298) P/O. Richard. S. Austin, RNZAF, (s/n: 403785) and Observer Sgt. P. Bryant, RAFVR, (s/n: 976876), all perished. Bryant was a mere 23 years of age whilst Stuart and Austin were both just 21 years old.
Brunton’s opening in the summer of 1942, coincided with the start of operations at RAF Milfield, Brunton’s first residents would be 59 Operational Training Unit, a unit set up to train pilots for Fighter Command.
59 OTU operated the Hurricane, many of which were themselves veterans of the Battle of Britain. War-weary and battle-scarred, they were joined by a number of other aircraft types including Magisters and Fairy Battles. These flights would take the now adept pilots and train them to fly in formation and at low-level. A speciality would be to fly across the sea, at low-level, turn toward land and then strike at land based targets with bombs and canon or later rockets.
During the Spring of 1942 it was decided to allocate reserve squadron numbers to Operational Training Units, these numbers being in the range 551 – 566. The idea behind this plan – code name ‘Saracen‘ – was to create a series of squadrons that could be mobilised at a moments notice to counteract an imminent German invasion threat. The plans were later revised under the codename ‘Banquet‘ but would remain, in essence, in its original form well into 1944 before being seen as unnecessary, and so withdrawn. At Brunton, 559 Sqn was allocated, (500 was generally added to the OTU number to create the reserve number) but the pilots of 31 Course, like many others, were never officially mobilised. However, Brunton was run as if it were a fully fledged operational squadron, the same rules and regulations, with two flights ‘E’ and ‘F’ both operating the Hurricane MK.I.
Flying with old and war-weary aircraft was difficult. Many would suffer engine fires, oil leaks or complete engine failures – some whilst in flight – and they rarely flew without the need for excessive trimming or constant adjustments to flying controls. These continuing problems would hound the pilots and ground crews for months, but undeterred they carried on, and morale remained particularly high.
On October 13th 1942, one of these Hurricanes would suffer from such a problem and its engine would fail causing the pilot to crash-land. A MK.I Hurricane (P3524) it would be forced to land in a field not far from Alnwick, a village a few miles to the south-west of the airfield. The aircraft was slightly damaged in the incident but fortunately the pilot, Sgt. C. Tidy (s/n 1042890), would walk away unhurt. In carrying out the controlled crash, Sgt. Tidy would steer his aircraft down missing a nearby school, but as he exited the aircraft, the documents he was carrying were scattered to the four winds. Wanting to do their bit, a local school master organised a search party with the boys in his care, and the documents were all gathered up and retrieved successfully. *1
Brunton, like Milfield, would have a high turnover of visiting aircraft. Many would come from Milfield, but some from much further afield to practice landings at night or as pilots transferred from one aerodrome to another. Some aircraft were also using Brunton as a safe haven, getting down after getting in trouble in the air. In March 1943 a Hurricane MK. I (W9121) of 59 OTU based at Milfield crashed whilst on final approach at night to Brunton airfield. The pilot, Sgt. Cullener was very sadly killed in an event that was repeated in early 1944, when another Milfield 59 OTU Hurricane MK.I (P3104) also crashed on its approach to Brunton.
The dawn of 1944 saw 59 OTU along with the Specialised Low Attack Instructors School (SLAIS) (also formed in 1942 at Milfield) disband, being replaced by a specialised unit the Fighter Leader School. The FLS was a unit designed solely to train pilots in the ground attack role and was set up primarily in preparation for the forthcoming Allied Invasion of Normandy. With this change so came a change of aircraft type, the Spitfire VB and MK IX now becoming the main aircraft operated in place of the Hurricane. The FLS would make great use of Brunton, training many pilots until it moved to Wittering at the end of 1944.
But not all staff would vacate Brunton in this move. A small detachment remained behind to give support to the build up of the newly reformed 56 Operational Training Unit who were brought together, both here and at Milfield, in place of the vacating FLS. This meant that the two sites would continue to operate very closely, but now using the heavier radial engined Tempests and Typhoons still in the ground attack role rather than the previous Spitfires and the now vulnerable Hurricanes of before.
The Typhoons came in with a number of teething troubles, one such attribute was the propensity to lose its tail plane during mid-flight, or the engine suffering a blow-back resulting in a fire in the engine or worse still in the cockpit. These issues were soon dealt with though, and the Typhoon went on to become renowned as a ground attack aircraft, with its bombs or rockets proving devastating weapons in the role.
Brunton continued its close relationship with Milfield, supporting its 140 aircraft. Course No. 1 would begin in that January of 1945 and through it a large number of pilots would pass on their way to new roles in the European campaign.
Even as the war drew to a close accidents were still to happen and Brunton was no exception. In early January 1945, whilst being ferried from Milfield to Brunton Typhoon IB. (RB343) developed engine failure on take of at Milfield causing it to lose height and ultimately crash into the ground. The pilot, Canadian born P/O Nelson I. Gordon (J88818) was killed. Then just a month before the end of the war on April 9th, Tempest MK. V (EJ845) swung on take off at Brunton colliding with a wind sock. The accident took the life of another Canadian pilot, 32-years-old F/Lt. Ivan W. Smith (J22244) RCAF; he remains buried at Harrogate (Stonefall) Cemetery in Yorkshire along with over 1,000 other war dead.
Gradually though, the need for ground attack pilots diminished and Brunton, no longer required, was earmarked for closure. The war finally came to a close, and on February 14th 1946, 56 OTU were disbanded and the RAF pulled out of Brunton almost immediately. The airfield was now all but deserted.
After the war, for around 20 years, the Borders Parachute Centre occupied Brunton, until the land was sold, and the owner gave them notice to quit. Their lease ran out in 2004 and the club closed on the site. During this time a small contingent of RAF personnel were brought in when a radar facility was set up on the eastern side of the site. This too eventually closed though, and the personnel were pulled out. A small number of private pilots used the airfield to store and fly their aircraft from, it is believed they too have had to vacate the site, although this is not certain.
A large portion of the airfield still exists and in very good condition today. If travelling toward Brunton village you pass beneath the main East Coast main line railway, and on into the village. This road was the original entrance to the airfield, with the main technical area to your left. Now only farm buildings stand here, but the concrete pathway is still visible as it leads away to the main airfield site. Views across the airfield from this point offer little advantage, so turning back and driving along side the railway down a single track, will lead you along the western side of the airfield and toward the back of the site. This is another original road and provides much better, but still limited, views of the site. The runways and perimeter track are present and many air raid shelters are also present along this western side. The remainder of the buildings from these various sites are now gone.
The small radar / monitoring dome is also still present but on the eastern side of the airfield, and although information about this is scarce, it was linked to nearby RAF Boulmer, and manned by RAF personnel. Boulmer which is currently the home of the Air Surveillance and Control System (ASACS) plays a key role in the home defence of the United Kingdom. Boulmer is linked to a number of monitoring stations around the British Isles and monitors, around the clock, an area of over one million square miles of airspace. This airspace stretches from the northern tip of Norway to as far out as Iceland and beyond, and encompasses the whole of the United Kingdom. With links direct to the QRA sites at RAF Coningsby, it monitors and tracks all aircraft activity around British Airspace, and in particular Soviet intrusions into this Airspace.
Brunton, whilst only a satellite, proved its worth during the Second World War. It trained numerous pilots in the art of ground attack techniques, and was pivotal in both the Normandy invasion and the drive on through occupied Europe. Visited by many commonwealth pilots, it was more ‘relaxed’ than other wartime airfields, but always maintained the highest of standards, operating as strictly and smoothly as any operational airfield of the Second World War.
Sources and further Reading.
*1 Article appeared in “The Northumbrian Times – No. 28” and was quoted in Walton, D. (1999), Northumberland Aviation Diary, Norav Publications.