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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Sources and further reading 

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

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

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

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

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

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

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

The full story can be seen in Trail 22.

Little Snoring hardly the quietest of airfields! (Part 3)

In Part 2, 115 Squadron moved away from Little Snoring and the Electronic Warfare Group 100 Group took over. With that came a new type of aircraft, the Mosquito, operating as night intruders attacking enemy night fighters at their airfield. In this part, we see more new faces, a small detachment arrives, and a famous face is posted in.

The first of these new faces would appear over March and April, a small section comprising of only three aircraft (believed to be just two P-51s and a P-38) flying in American colours for training and trials with 100 Group. On March 24th, one of these aircraft would take part, somewhat unofficially, in the raid over Berlin. Flown by Major Tom Gates, he managed to get his name added to the operations board for that night, taking a P-51 to Berlin and back. During this epic flight, he apparently strayed over the Ruhr but the German anti-aircraft gunners failed to bring him down and he returned to Little Snoring unscathed by the first of several such experiences.*⁴

During mid April, Little Snoring was itself the subject of an attack from Luftwaffe aircraft, these intruders following the bomber stream home from a Serrate mission over Tergnier. According to operational records, the attack consisted of scattered bombs and cannon fire which caused no major damage nor casualties.

Another new face, this time for 515 Sqn, was that of Sqn. Ldr. Harold B. ‘Mick’ Martin of 617 Sqn fame, pilot of Lancaster ‘P – Poppsie‘. Whilst at 515 Sqn Martin would excel as a Mosquito pilot, strafing airfields, trains, railway yards and a flying boat base all in one night. He is also accredited with the shooting down of an unidentified aircraft and an Me 410.

But the bad luck that had shadowed Little Snoring crews would have the final say, when on April 11th, Mosquito DD783 flown by F.O. H. Stephen and F.O. A. Clifton spun from what was thought to have been a low level roll that went wrong. The manoeuvre led to a stall and spin at a height between 2,000 and 3,000 feet. Both airmen were sadly killed in the crash, the only 169 Sqn airmen to lose their lives whilst at the airfield.

Finally on June 4th 1944, both 169 Sqn and 1692 (Radar Development) Flight departed Little Snoring for pastures new. The move, hours before the D-Day landings being more than coincidental. The 3rd and 4th were given over to packing and moving equipment to Great Massingham, and only one early morning sortie was planned, but it had to be cut short when the aircraft developed engine trouble and hour or so into its flight over France.

With that, the two squadrons moved out and began to prepare for early morning flights over the Normandy coast in the early hours of June 6th 1944. Their short time at Little Snoring had been far from noteworthy, other than to say how badly the weather and lack of serviceable aircraft had dogged their early flying days.

515 Squadron who had moved onto the airfield just days after 169, would now be joined by 23 Sqn, also flying the Mosquito VI.   Both these squadrons would concentrate on enemy night fighter airfields, seeking them out and destroying enemy aircraft on the ground, a low level intruder role that 23 Sqn had performed well in the Middle East.

The watch office now derelict and forlorn.

The summer arrival brought a little light relief to those at Little Snoring. 23 Sqn who had arrived in two parties via Liverpool and Gourock, had previously been at Alghero in Sardinia. Their journey had not been the delight they would have wished for,  both ferries, the Strathnaver and the SS Moolton, being held outside the ports for over four days before staff were allowed to disembark. However, once at the airfield, seven days leave was granted and the majority of personnel left for London and a week’s recreation.

Training flights, night flying practise and target practice then filled their time with both squadrons taking part in firing practise over the Holbeach Range on the Wash. Compasses were swung on the aircraft and low flying became the immediate focus. Those crews undertaking night flying were amazed at the number of lights displayed at British airfields, the 23 Sqn adjutant describing them as ‘Pansy’ when referring to the Drem lighting system employed at many airfields at this time.

Sadly the poor weather returned and yet again many flights were cancelled at the last minute. Instead parties were held, and great merriment once again fell over the airfield.

On 5th June, ten sorties were carried out over night by 515 Sqn Mosquitoes. Airfields at Montdider, Rossieres, Ardorf, Varal and Marx being targeted. Further patrols were carried out over Wunstorf, Celle, Creil, Beavis and Courmeilles with bombs being dropped on some and vehicles set on fire at others. A road bridge and barge were attacked on the Vecht Canal and airfields at Twente and Plant Lunns were patrolled by two more Mosquitoes. Further patrols and attacks were undertaken using a variety of HE bombs and incendiaries. Other vehicles were also set on fire during these intruder raids. Two aircraft flown by, Sqn. Ldr. Shaw (the Flight Commander) and Sgt. Standley Smith (a/c 950), along with Flt. Lt. Butterfield and Sgt. Drew (a/c 189), took off from Little Snoring but neither were ever heard from again and were recorded as missing in action.

The remainder of June involved much the same, poor weather hampering night flying but where the squadron was able to get airborne, 515 patrolled numerous enemy airfields, attacking goods trains and destroying a small number of enemy aircraft. Some He 111s and Ju 88s were amongst those destroyed whilst attempting to take off. The month ended with 515 crews undertaking in excess of 415 hours night flying time and 48 hour daylight flying.

23 Sqn meanwhile were suffering the same disappointments with the weather, although this did not spoil the merriment, the adjutant reporting several parties occurring whilst the remainder of leave was taken and the last of the crews arrived from abroad. Some night sorties did take place, again trains were attacked and several airfields were bombed. A small number of aircraft were seen and attacked with some resulting in ‘kills’.

A small number of the Mosquitoes of both squadrons were modified to carry ASH, the American built airborne interception (AI) radars. By the end of the year training on the new equipment was in full swing as were the parties!

December brought a devastating blow for 23 squadron though, with the loss of their Commanding Officer W.Com. A. M. Murphy DFO, DFC and C de G with Palm. He had been in charge of 23 Sqn for almost a year and was both liked and respected by all those in the squadron. Air-sea patrols were carried out by the squadron in conjunction with the Air Sea Rescue Service but nothing was found of him, his aircraft, nor his navigator Flt. Sgt. Douglas Darbon. That night, the squadron was stood down and on the following day a party was held in which many attended from lunch time to well into the night – few were seen before lunch the following day. Within a few days, Murphy’s navigator took a turn for the worst, and applied for a posting out of the squadron. Much to his disappointment though he was offered an Operational Training Unit (OTU), a move he did not wish for nor relish.

On the 9th December a little lightheartedness crept into the squadron when two Canadian aircrew landed at the wrong base by mistake. Only when they were down did they realise their mistake and were immediately awarded the M.H.D.O.I.F. The adjutant doesn’t explain the acronym, but it is likely to be something derogatory!

The number of sorties being performed by the crews in 23 Sqn were reflected in their departures. With seven crews with between 50 and 65 flights on their logs, they were all lost as tour expired, the lack of crews now becoming an issue at the airfield.

The poor weather returned once more closing down the station on several occasions. More training mean that December had been the ‘heaviest’ training month since the squadron arrived in the UK. 23 Squadron’s first ASH sortie had to be scrubbed on the night of 18th, and was followed by the inevitable party and poker.

The 22nd saw two aircraft manage to get off the ground. Unfortunately these ASH equipped aircraft had no luck in seeking out the enemy. A Lancaster diverted from its own airfield made an appearance at the airfield on Christmas Eve and the crews were treated to one of Little Snoring’s magnificent parties, a party that needless to say, went on well into Christmas Day.

The squadron remained stood down for several days, but as December drew to a close further ASH equipped aircraft took part in sorties over occupied Europe. The year ended on a positive note though, and although the squadron had lost many experienced and well liked crews, they were looking forward to better weather and more operational flying.

In the last part, the war draws to a close, the military eventually pull out leaving the airfield to nature and new owners. Although there is no more military action, it is not yet the end of flying. Little Snoring is to live on for some time yet.

The full story can be seen in Trail 22.

Little Snoring hardly the quietest of airfields! (Part 2)

In Part 1, we saw how Little Snoring developed,  taking on the Lancasters of 115 Squadron with the radial engined MK.II aircraft. In this next part, they soon depart and ownership of the site takes a change and with it comes new aircraft, anew crews and a new role.

September for 115 Sqn would be much of the same for those stationed at the airfield. More training flights, interspersed with operations to Germany. As with other months, September would see further losses for the squadron. On September 6th, DS658 piloted by F/O. R. Barnes, ran off the runway on return from operations, the aircraft was so severely damaged it was considered beyond repair and used for spares. The crew fared much better though, with none receiving any injuries in the accident. A second incident occurred on the 14th when during crew trials on a new aircraft, the bomb sight jammed resulting  in the pilot being unable to maintain level flight. After ordering the crew into crash positions, the aircraft struck a bank a few miles from RAF Downham Market near to Magdalen station.  Six of the eight on board were killed, the two survivors sustaining serious injuries.

During this month, the HCU that had joined 115 Sqn at Little Snoring received a new posting, they would depart the airfield moving on to RAF Foulsham where they would carry on their role of training pilots for the Lancaster.

An air-raid shelter protected the personnel from attack.

In October, further operations to Kassel and mine laying in the West Frisians were badly affected due to six of the twelve aircraft being unable to take off. The first was affected by one of the air crew suffering airsickness; the second suffered a burst tyre which left it stranded on the perimeter’s edge; a third got bogged down in the mud trying to pass this one and three more got stuck behind these unable to pass or turn. The remainder of the aircraft got away safely though, and although carrying out operations satisfactorily, they encountered electrical storms over the target area which hampered the equipment on board. All these crews returned safely and there were no further mishaps

On November 7th, a near catastrophe was luckily avoided after Lancaster DS825 crashed on take off after one of its engines cut out part-way down the runway. After inducing a violent swing the bomber crashed causing its other engines to catch fire. Luckily there were no explosions and all the crew managed to escape the wreckage unhurt.

115’s last operation from Little Snoring would take place on November 23rd 1943, the day prior to its departure for RAF Witchford. Twelve Lancasters, six from both ‘A’ and ‘B’ Flights, lined up and revved their engines to take off speed departing once more for Berlin. With them  they took the usual mix of incendiaries and ‘cookies’, all destined to fall on Berlin’s streets. Two aircraft failed to take off and two returned early; one due to a faulty Gee set and the other a faulty air speed indicator. One of the returning aircraft dropped its payload on Texil, the other safely on unoccupied land before turning for home.  The remainder of the squadron continued on and successfully completed the operation, the attack being considered ‘satisfactory’.

With that, 115 Sqn’s time at Little Snoring had come to an end, departing the next day for RAF Witchford where it would continue the brave fight over Nazi Germany. On their arrival at Witchford, a new flight was immediately formed, ‘C’ Flight, and as a result new crew members would soon arrive.  Little Snoring meanwhile was about to see some major changes itself, not only in personnel and aircraft, but ownership as well.

On December 8th 1943, the station became the charge of 100 Group, the Electronic Warfare Group who had taken up residency elsewhere in this part of Norfolk.

100 Group were the last operational Bomber Command Group to be formed during the war, with a clearly defined role which was to provide night intruder support for bombing operations, and was headed by Air Commodore Edward Addison.  Like their counterparts at Great Massingham, Foulsham, North Creake, West Raynham and Sculthorpe amongst others, they would take part in electronic warfare and counter measures against enemy fighter operations. 100 Group, investigated a wide range of devises suitable for tracking, homing in on, or jamming enemy radars. With a wide rage of names; “Airborne Cigar“, “Jostle“, “Mandrel“, “Airborne Grocer“, “Carpet” and “Piperack“, they used both “Serrate” and “ASH” to attack the enemy on their own airfield at night before they could intercept the allied bombers.

With its takeover of Little Snoring, came 169 Sqn who had only been formed at Ayr just two months before. They received the Mosquito II, the remarkable twin engined beast from de-Havilland which was to perform well in its new role as Night Intruder. In support, came 1692 (Radar Development) Flight, also know as the (Bomber Support Training) Flight from RAF Drem, also in Scotland.

A few days later the two units were joined by a third squadron, 515 Sqn from RAF Hunsdon also with the Mosquito II and VI, and Bristol’s Beaufighter IIF.  All three would work in the area of Electronic warfare.

169’s departure from Ayr was marked with a very ‘successful’ party in the corporal’s mess, with contributions of £1.00 from officers and 2/- from non-commissioned ranks. The beer flowed well into the night, with many trying their rather shaky hands on the piano. Regular rallying on the squadron hunting horn brought the party goers back together and ensured the party spirit was maintained and kept going well into the night.

Norfolk’s wet and miserable weather greeted the personnel as they arrived over the next few days here at Little Snoring. Once they settled in, training flights were scheduled but many of these had to be cancelled due to the continuing rain and fog,

With talks by staff from Rolls Royce on engine handling and another on Bomber Command Operations and Tactics, December’s poor weather provided little time for flying. A reconnaissance was made of the Norwich pubs, and parties became the order of the day, Christmas leave was arranged and various quarters were decorated. As the mood lasted well into the New Year, the war had at least for now, come to a standstill.

On January 5th 1944, the monotony was broken when thirteen USAAF B-17s landed at the airfield by mistake, the American crews, much to the annoyance of those in residency, were given temporary use of the mess until they could depart some days later. Much ribbing by the locals  no doubt helped ease the burden of sharing their beer and alcohol supply.

Various flights did manage to take place in the meantime, using both the Beaufighter and Anson. Further talks were given by escaped POWs, who gave an interesting insight into what to expect if you were shot down over occupied territory.

Over the winter months, gliders were brought in for storage and maintenance, ready for the impending assault on the French coast. These were stored in hangars on teh western side of the airfield and moved prior to D-day.

On January 20th, the first operation finally took place, a Serrate flight over Northern Holland in support of the bombing of Berlin. Two Mosquitoes were detailed but one had to return shortly after take off as the aircraft’s skin began peeling away from the wing root. Those on board were ‘thoroughly disgusted with their bad luck’.

It was this bad luck that would dog the squadron for the remainder of the month. More cancelled flights, aircraft unserviceable and instruments failing during flights. It wasn’t until the 30th January that the string of bad luck would be broken when Sqn. Ldr. Joe Cooper and Flt. Lt. Ralph Connolly, shot down an Me 110, forty miles west of Berlin in Mosquito HJ711 (VI-P). This was the squadron’s first ‘kill’ of the war since being reformed. Utilising their AI equipment, they destroyed the aircraft with a 3 and 7 second burst of gunfire from 200 ft. The aircraft blew up causing the Mosquito to swerve so violently that it entered a near fatal spin. The crew were only able to pull out after falling to an altitude of 5,000 ft. All in all, they fell some 15,000 feet before recovering. Needless to say, there was huge jubilation when they returned, the aircraft being greeted by several hundred personnel at Little Snoring.

With two more kills in February, the tally of three would remain stagnant until mid April when a series of five more 110s were brought down. With three more in May, their total would stand at eleven by the time 169 Sqn were destined to leave.

The road uses the former eastern perimeter track, part of which is still visible to the side.

In the next part, a small detachment arrives bring further new types with them, a  famous face appears and bombers strike at Little Snoring.

The full story can be seen in Trail 22.

Little Snoring hardly the quietest of airfields! (Part 1)

In Trail 22 we revisit a former airfield that housed the mighty Lancasters of Bomber Command, one of the few Norfolk airfields to do so. It later took on the Mosquito, a model that remained here for the remainder of the war, taking part in the Night Intruder role, a role it excelled at.

This small and quiet village played host to some remarkable people and aircraft, it was an airfield that certainly didn’t reflect its name.

RAF Little Snoring

Little Snoring is, as its name suggests, a quiet village deep in the heart of Norfolk. Surrounded by beautiful countryside, it boasts a superb round towered church that holds a remarkable little gem of historical significance. Its history dates back to Anglo Saxon times, a time from whence its name derives.

The Village sign reflects Little Snoring’s aviation history.

The airfield, located about 3 miles north-east of Fakenham on land  191 feet above sea level, was opened in July 1943 following a period of construction by the company Taylor Woodrow Ltd. It would during its history, house no less than five different squadrons along with several conversion units, development units and a glider maintenance section before being used for civilian flying in more modern times.

The airfield was originally opened over the period July / August 1943, quite late in the war, as a satellite for nearby RAF Foulsham. It had three runways: two constructed of concrete 1,400 yards in length, (01/19 and 13/31) and one (07/25) of 2,000 yards again in concrete. As with other Class A airfields its runways formed the typical ‘A’ shape, with thirty-six dispersal sites constructed around the perimeter. A bomb site lay to the north of the airfield, a fuel dump to the south and the accommodation blocks dispersed away from the airfield to the south-west. The airfield was built to accommodate 1,807 RAF and 361 WAAF personnel housed over eight dispersed domestic sites.

To accommodate the various squadrons and their aircraft, the airfield would have 5 hangars, two T2s, two Glider and a B1, all dotted around the perimeter of the airfield, Many of these were not finished when the first aircraft moved in.

Initially opening under the command of 3 Group Bomber Command, its first occupants were the rare Bristol Hercules engined Lancaster IIs of both 1678 HCU (Heavy Conversion Unit) and 115 Squadron (the first unit equipped with the model); formally of RAF East Wretham, who were to carry out night bombing duties, a role it would perform throughout the war.

Of the two units, 115 Sqn were the first to arrive, the advance party being led by F.Lt. W. A Major DFC on the 5th August 1943, from East Wretham. The main party, led by F.Lt. R. Howarson, followed the next day, with the rear party, led by P/O. M.G. Gladwell arriving on the 7th. During this time all flying operations were suspended allowing the squadron time to move and settle in.

115 Sqn was historically a First World War unit, forming in 1917 going on to see action in France in the following year. Post war it was disbanded only to reform again in 1937 in preparation for the second impending world conflict. It would go on to have the dubious honour of having the highest losses of not only 3 Group but the whole of Bomber Command as well – a title, which amounted to 208 crews,  not envied by anyone. *²

The two days following their arrival were taken up with flying training including bombing practice and air-to-sea firing before the first operations on the night of the 10th -11th August 1943.

Fourteen aircraft took off between 21:45 and 22:10 to attack Nuremberg, each aircraft carrying a mix of a 4,000lb ‘Cookie’ and incendiary bombs. Although much of the target was obscured by cloud, crews reported seeing many explosions on the ground along with fires being visible some 100 miles away.*¹

Of those that departed that night one aircraft (DS684) had to return early due to the gunner’s economiser lead being unserviceable, with a second aircraft (DS665) failing to return and not being heard from again. Following a phone call received from RAF Detling in Kent, it was established that the aircraft had in fact crashed some 5 miles east of Maidstone, near to Hall Farm, Boughton Monchelsea in Kent*³. It would later be revealed that none of the crew on board had survived the crash.

With Italy crumbling, further pressure was applied to Germany’s ally through the bombing of both Milan and Turin; the might of the Lancasters now delivering their huge payloads on the two Italian cities.  It was during the Turin raid on the night of 12th August, that Flt.Sgt. Arthur Louis Aaron from 218 Sqn at RAF Downham Market, would earn a VC for his courageous effort in keeping his aircraft flying whilst seriously wounded.

One of two original T2 hangars still in use today. These have since been re-clad.

For 115 Sqn though, the night passed without mishap and all thirteen aircraft returned intact. The next few days saw no further operational flying, the crews undertaking training flights instead, a short relief from operations before they turned their attention northwards and the German rocket research establishment at Peenemunde.

Between 21:38 and 21:50, twelve Lancasters took off from Little Snoring taking a further combination of Cookies and incendiaries with them. Bombs were released  between 7,800 and 12,000ft, a level that just scraped the ceiling of the rising smoke. Of the twelve aircraft that departed, one was lost, that of DS630 ‘H’ flown by F/O. F.R. Pusey – none of the seven aircrew, who were only on their third operation, survived. This took the total of those aircraft lost in the first few days of flying from Little Snoring, to three, almost one per operation.

Another short period of training then followed, before they once again turned their attention to Germany and the capital Berlin.

Amazingly the Lancaster squadron would fair much better than many of its counterparts, particularly those flying Halifaxes and Stirlings, losing only one aircraft, DS630 to the enemy, unlike other squadrons, which were decimated by the Luftwaffe and air defences surrounding the German capital. Of the seven crew on board this aircraft, three were picked up after spending six days drifting in a dingy off the Dutch coast.

The remainder of August was much similar. Training flights and further operations, including mine laying off the West Frisians Islands and the French coast, saw the month draw to its end. Whilst comparatively quiet in terms of losses, the squadron was none the less racking up a steady score of ‘failed to returns’.

In August, Little Snoring would become one of those airfields that would bear witness to an incredible act of bravery one that like so many others would become one of those little known about stories of the war.

On the night of August 23rd – 24th 1943, Berlin was again attacked. On this raid Lancaster ‘KD802’ ‘M’ flying with 207 Sqn from RAF Langar, was attacked by a Ju 88 night fighter. The rear gunner, Sgt. R. Middleton, managed to return fire achieving some strikes on the enemy aircraft, which led to it catching fire and crashing. But Sgt. Middletons determined efforts did not prevent the enemy aircraft from getting his own hits on the Lancaster, causing a fire in both the starboard wing and fuselage. In addition t this, the tail plane and all its controls had also been damaged and the pilot was struggling to maintain control over the burning aircraft.

P.O. McIntosh ordered the bombs ditched at 22:49 hrs. With a lighter load he then turned for home in the hope of reaching home or at least safer territories. In a desperate effort to extinguish the fire, Sgt. Middleton then volunteered to climb out of the fuselage onto the wing, something that had been tried by others in similar situations, but it was a risky and daring challenge. The pilot P.O. McIntosh, refused to grant permission, fearing the the rear gunner would be lost in the strong winds, a risk he was not prepared to take.

Remarkably the aircraft reached the North Sea, McIntosh considered ditching the aircraft fearing its time was almost up, but before he could take action, the navigator announced that they had in fact reached England and the safety of home. Coming in from the north, the first suitable airfield they came across was Little Snoring.

Fuel was now low, and with the landing gear down one of the aircraft’s engines cut out, but using all his skill and training, McIntosh manged a successful and safe landing

The aircraft was written off, so extensive was the damage caused by the fire, but the crew were all safe and uninjured thanks due to an amazing feat of courage and determination by the crew to get the aircraft back home.

In part 2, 115 Sqn’s time at Little Snoring draws to a close. The Lancasters depart and a new aircraft arrives. With it, comes new ownership and a change in operations.

The full story can be seen in Trail 22.

Trail 34 a visit to former RAF Oulton

Laying quietly between the airfields at Matlaske and Swannington is another one of Addison’s 100 group’s small collection. An airfield that not only saw a variety of makes and models, but a range of nationalities as well, each having a remarkable story to tell. In the second part of Trail 34, we travel a few miles south and visit RAF Oulton.

RAF Oulton.

RAF Oulton in 1946, taken  from the north. (IWM)

Although an RAF base, Oulton was also home to the heavy American bombers the B-17 and B-24. However, they were not used in their natural heavy bomber role, but a more secret and sinister one.

Initially built as a satellite for the larger bomber base at Horsham St. Faith, Oulton originally only had grass runways. It would later, in 1942, be upgraded to class ‘A’ standard, which would require the construction of three concrete runways, a new tower and bomb store and upgrading to the technical site. Runway 1 (2000 yds) ran east-west, runway 2 (1,400 yds), north-east to south-west, and runway 3 ran approximately north-south and was also 1,400 yds. All were the standard 50 yards wide and would be connected by thirty-two loop style hardstands and eleven pan style hardstands. Uncommonly, Oulton would also have four T2 hangars (three to the eastern side and one to west, two of which would later hold Horsa gliders) and a further blister hangar.

The majority of the technical area was to the eastern side of the airfield next to the main entrance and along side Oulton Street. The two bomb stores were located to the north and western sides of the airfield well away from personnel and aircraft as was common. The first of the two towers, was built to drawing 15898/40, which combined the tower and crew rooms; the second built later to drawing 12779/41 (adapted to the now common 343/43) brought the airfield in line with other Class ‘A’ airfields.

One of the huts used for agricultural purposes today.

Throughout the war personnel accommodation utilised the grand and audacious Blickling Hall. A seventeenth century building that stands in a 4,777 acre estate that once belonged to the family of Anne Boleyn. Owned more recently by Lord Lothian, he famously persuaded Churchill to write to Roosevelt declaring Britain’s position and poor military strength. Lord Lothian was a great entertainer dining with many notable people including Joachim von Ribbentrop, Hitler’s foreign Policy advisor and close friend. A number of other notable events took place at Blickling, including, in early 1945, Margaret Lockwood raising eyebrows when she and James Mason arrived to film ‘The Wicked Lady’ .

In the early 1940s, the hall was requisitioned by the RAF, officers were billeted inside the ‘wings’ whilst other ranks were put up in Nissen huts within the grounds. The lake was used for Dingy training and the upper floors allowed for baths albeit with cold water!  In total some 1,780 personnel could be housed in and around the estate.

For the first two years between 1940 and 1942, Oulton airfield was the home to Blenheims, Hudsons and Beaufighters, each undertaking a light bombing or anti-shipping role as part of 2 Group.

First came 114 sqn on August 10th 1940 with Blenheim IVs. Apart from a small detachment at Hornchurch, they stayed here until the following March whereupon they moved to Thornaby. Their most notable mission was the mid-December attack on Mannheim, an attack that would signify the start of the RAF’s ‘area’ bombing campaign.  A short spell of three months beginning April 1941 by 18 Sqn, preceded their return later in November and then subsequent move to Horsham St Faith.

Like many airfields during this time, units moved around and it was no different for 139 Sqn. With their Blenheims and later Hudsons, they would leapfrog between Horsham St. Faith and Oulton throughout 1941 only to disband and reform returning in 1942 with Mosquito IVs.

A few buildings remain on the site, many are fighting a losing battle with nature. The main entrance to the airfield is just to the right of this building.

It was during this time in late 1941 that Hudson conversion flight 1428 would be formed at Oulton with the sole job of training crews on the Hudson III. They would remain here until the following May, at which point they were disbanded.

The re-establishment of 236 Sqn in July 1942 with Beaufighter ICs meant Oulton performed as part of Coastal Command for a short time. The success of 236 in torpedo strikes, led to a new wing being formed at North Coates with 236 leading the way, they departed taking their Beaufighters with them. This left a vacancy, that would soon be filled with a new twin-engined model, the Boston III and 88 Squadron.

88 Sqn were split over 6 different airfields before being pulled together here at Oulton. They retained two of these detachments, one at RAF Ford and the other at RAF Hurn, and their arrival and start of operations at Oulton, would be tarnished with sadness.

On October 31st 1942, a month after they arrived, ground crews were unloading a 250lb bomb from 88 Sqn Boston ‘W8297’ when it suddenly went off. The resultant explosion destroyed the Boston and killed six members*¹ of the ground crew. The youngest of these, AC2 K. F. Fowler, was only 19.

After having suffered serious losses in France whilst claiming the first RAF ‘kill’ of the war, they were the first unit to fly the new Boston, and would continue to undertake dangerous daylight intruder operations. Flying daring, low-level missions, they would attack shipping and coastal targets before supporting the allied advance on D-day. Their most famous attack was the renowned bombing of the Philips works in Eindhoven, which resulted in the loss of production for six months following the raid. Ninety-three aircraft took part in the raid, all flying beyond the reach of any fighter escort, a factor that no doubt resulted in the heavy casualties sustained by 2 Group on that mission*² .

Two Nissen huts would have been next to this building, and according to the site map, it was part of the rubber store.

In March 1943, the Boston IIIs left and Oulton passed to Addison’s 100 group. As with many other airfields in this part of Norfolk, 100 group were using them to fly missions investigating electronic warfare and radio counter measures. This move to 100 Group would bring a major change for Oulton.

The now satellite of Foulsham would soon be seeing larger and heavier aircraft in the form of the American Fortress I (B-17E), II (F), III (G) and Liberator VI (B-24H). This change required extensive upgrading; the construction of hard runways, updating of the accommodation, new technical buildings and a second, updated tower, along with further storage facilities. The airfield was closed throughout the operation, and with the completion in May 1944 operations could begin almost immediately.

Both USAAF and RAF crews moved in. 1699 Flight were providing conversion for crews to fly the heavy bombers for their parent Squadron 214 Sqn, whilst the American 803rd BS, 36th BG flew radio-countermeasures in their B-17s and later B24s. This move here allowed their own parent station RAF Sculthorpe, to also be extensively redeveloped.

The Americans stayed for three months whilst their work was undertaken, but the RAF units remained until the end of the war. After 1699 Flt. had completed conversions, 214 changed Fortress IIs for IIIs and flew these until disbandment on July 27th 1945.

On August 23rd 1944, 223 Sqn reformed at Oulton. Having previously been flying the twin-engined Baltimore, the new unit would have to get used to much larger aircraft very quickly, a task they commanded with relative ease. They flew the heavier Liberator IVs, and Fortress IIs and IIIs until their final disbandment a year later.

Both 214 and 223 flew the heavy bombers now bristling with electronics. Using a range of electronic gadgetry such as ‘window’ ,’H₂S’ and ‘Mandrel’, they had their front turrets painted over or removed and electronic equipment added. ‘Window‘ chutes were installed in the fuselage of the aircraft and a heavy secrecy enveloped the airfield.

The winter of 1944 proved to be one of the worst for many years, crews worked hard in the snowy environment, relaxing where they could at the nearby pubs, one nicely placed next to Blickling Hall and the other directly opposite the entrance to the airfield.

Both units would participate in a number of major, high prestige operations, providing radio jamming and window curtains for the bomber formations. ‘Spoof’ operations were common, diverting enemy fighters away from the real force and playing a daring game of cat and mouse with the German radio operators. As the war drew to a close, so too did the operations from 214 and 223. Eventually in July 1945 both Squadrons were disbanded, 214 being the renumbered 614 squadron, with 223 having to wait until 1959 before being reborn as a THOR missile squadron.

With the withdrawal of the heavies, the end was near for Oulton. After being used for storage of surplus  Mosquitoes for a year it was closed and sold off. The end had finally arrived and Oulton closed its gates for the last time.

Oulton airfield stands as a  reminder of the bravery of the light bomber and ECM crews; today many of the original buildings still remain, used for agricultural purposes and even by the National Trust.

One of the few buildings that remain, the former squadron offices.

Whilst the general layout of the airfield has changed with the addition of farm and ‘industrial’ units, its layout can still be recognised. The majority of the runways still exist, now housing poultry sheds, and large sections can easily be seen from the roadside. Luckily, even some of the original huts from the technical area are also in existence and ‘accessible’.

Approaching from the north, the first reference point is the memorial. Standing at the crossroads on the north-eastern corner, it serves as a pointer directly in line with the centreline of the Runway 2. Behind you to your right is the former sick quarters, here would have been an ambulance station, Static water tank and sick quarters, now all gone. Turning right here, keeping the airfield to your left, you pass along the northern boundary, within a short distance of what would have been the perimeter track.

The first sign is a pillbox. This was placed next to the special signals workshop which consisted of three small buildings. Now overgrown, this maybe a Vickers Machine gun Pillbox, different to ‘standard’ pill boxes as it has a concrete ‘table’ beneath the gun port designed to support the heavier gun and tripod.

Further along this road, to your right, is the first and main bomb store. A small track being the only visible reminder, the walls having been removed long ago. The large concrete ‘pan’ being the entrance, on which farm products are now stored.

The second store and USAAF quarters were further along this road, again all trace has gone and it is purely agricultural now. Retracing your steps, go back to the memorial. At the crossroads, ahead of you, was Number 1 accommodation site, now all farm buildings, but formerly the officers, sergeants quarters and airman’s barracks.

Turn right here and as you drive down Oulton Street, there are a number of original buildings back from the road in a small enclave. The National Trust own part of these and use them to restore historic textiles, one of these buildings being the squadron offices. The main entrance to the airfield is further along this road and now an insignificant farm gate, allowed to grow and fill in, the path buried beneath the grass. Beyond this, you can see some remaining buildings across the field, truly overgrown and very dilapidated, these are possibly the crew locker and drying rooms. Continue on along this narrow road and you arrive at the pond. Behind the pond, stands a well-preserved hut and smaller buildings. These were the main workshops, rubber store and general stores, now holding agricultural products and waste material. Certainly they are some of the better preserved buildings on the site. Further along, the road crosses the main runway, here it is full width on both sides of the road. Poultry sheds stand on the main section, whilst farm waste resides on the left.

The eastern end of the main runway.

Continuing on and the road crosses the third runway, where we turn left. We can now see the site of one of the four T2s, the road at this point using the original perimeter track before it departs away to the north.

From here, we return north, head back past the airfield and return to the main road. Here we turn right and follow the road for a few miles east through the woodland where we arrive at Blickling Hall. The accommodation sites here, include the No.1 and 2 WAAF sites, NAAFI, No. 4 and 5 accommodation site and various service sites.

The east wing of the Blickling Hall is now a museum, formerly the barracks and still shows the original paintwork. A range of uniforms, photos and personal stories can be seen and read.

There are virtually no remnants of the other sites which were primarily Nissen huts. Footpaths do allow you to walk through these, now natural spaces, walking in the footsteps of former airmen and women.

Next to the Hall, is the church of St. Andrew, in here is a small collection of artefacts and a roll of honour for those who died at Oulton. Also here is the sole grave of Sergeant L. Billington, who died on March 4th 1945 at the young age of 20. He was part of a crew in a Fortress III (B-17) on window duties. As the aircraft was returning from its mission, it was attacked by a JU 88, causing it to crash on the airfield boundary. All but two of the crew were killed*³, their bodies being buried in different locations. A sad end to another young life at Oulton.

The Roll of Honour at St. Andrew’s Church, next to Blickling Hall.

RAF Oulton housed a range of aircraft types and nationalities. Their role encompassed many important duties and missions that certainly helped defeat the Nazi tyranny. Many of these young men, led the way in today’s electronic counter measures and electronic warfare. The daring missions they led, firmly embedded in our history, and now the remnants of Oulton stand as a reminder to both their sacrifice and dedication.

Notes and Further Reading.

*¹ The ground crew were:

E.J. Bone, Aircraftsman Ist Class
H. Bramham, Aircraftsman 2nd Class
A.C. Emery, Aircraftsman 2nd Class
K.F. Fowler, Aircraftsman, 2nd Class
F. Packard, Leading Aircraftsman
A. Torrence, Leading Aircraftsman

Source Aircrew remembered website.

*² National Archives, RAF Bomber command diary 1940.

*³  The crew were:

P/O H Bennett
Sgt. L Billington
F/S H. Barnfield
W/O LJ Odgers (RAAF)
F/S W Bridden
F/S LA Hadder
F/S F Hares
Sgt. A McDirmid (injured)
W/O RW Church (injured)
Sgt. PJ Healy

Source: Chorley, W.R., RAF Bomber Command Losses 1945, 1998, Midland Counties.

RAF Oulton Museum, Blickling Hall.

If visiting the airfields of North Norfolk, then a stop at the grand 17th Century Blickling Hall is a must. Here, not only do we have a house that dates back some 400 years, but an estate that goes back even further to the 15th Century, and once belonged to the Boleyn family. A mix of Jacobean architecture, grand paintings and tapestries complement a library that contains one of the most historically significant collections of manuscripts and books in England. Walks that take you through a 4,800 acre estate of gardens, wild meadows and woodland, are brimming with wildlife. Even on busy days, you cannot fail to enjoy the peace and tranquillity, the inviting waters of the lake and views over the Norfolk countryside.

But equally important, you have a house that once belonged to Philip Kerr, 11th Marquis of Lothian, Britain’s Ambassador to the United States. Lord Lothian, played a major part in Britain’s war, convincing Churchill to write to Roosevelt, explaining the consequences of a Nazi victory in Europe and the poor defensive position Britain lay in at that time.  A letter that began a chain of events including Lord Lothian’s speech to the American people, that eventually led to the ‘Lend-Lease’ programme being initiated and arms allowed to flow into Britain.

Blickling Hall, the Museum can be found in the buildings to the right hand side.

A few miles from Blickling, is the airfield RAF Oulton, part of 100 Group commanded by Air Commodore Addison, whom the farm at RAF Foulsham is named after. Oulton utilised much of the house and grounds of Blickling, billeting officers in its ‘wings’ and other ranks in Nissen huts within its grounds. The lake was regularly used for dingy training, the upper floors allowed for bathing in baths – a real luxury for aircrews in the Second World War.

Housed within one of the ‘wings’, is a small museum, the RAF Oulton Museum.

The museum itself is situated in the upper floors on the eastern side, utilising one of the former barrack blocks used by the RAF. The original paintwork still colours the walls and a ‘mock’ billet has been recreated using original furniture sourced from local shops, auctions and through donations.

The museum holds a unique collection of photographs, personal letters and stories gathered over a number of years accumulating into a fascinating record of life at RAF Oulton only a few miles away.  The winter of 1944-45 was one of the worst on record and many of the photographs show crew members relaxing in the snow on and around the base.

Letters tell of the local people, their connections with the base, the pub outside the main gate formerly the ‘Bird in Hand’, (now a private residence) and the Buckinghamshire Arms next to Blickling Hall, (still a pub) where crews would spend their evenings and ‘free’ time.

Log books and uniforms from those stationed at Oulton, along with a mix of original artefacts and replica newspapers, all help to recreate the atmosphere of an RAF billet. It is packed with historical and personal information – a real gem for those interested in history and life on the RAF base.

A great little museum, it is certainly worth a visit.

More information about Blickling Hall and the RAF Museum can be found on the National Trust Website.

Mosquitoes abound – RAF Swannington

This airfield forms another in a short trail through this part of north Norfolk. An area littered with the remnants of war and aviation history.  As we continue south through the narrow lanes of the Norfolk countryside, we find the almost forgotten airfield at Swannington.

RAF Swannington

Swannington was one of the last airfields to be opened during the Second World War, hence very few units were permanently based here. This considered, an appreciable amount of it remains visible even today.

Also known as Haveringland, construction was started as early as 1942, but it didn’t actually open until 1944. It utilised much of the forests of nearby Haveringland Hall along with large parts of its estate. The hall itself, a rather large and grand building, was blown up at the end of the war following requisition damage and then being classed as ‘surplus to requirements’ by the MOD!

Once the forest area had been removed, work could begin, and a number of accommodation sites were erected. Haveringland Hall itself became the Officers mess, with various accommodation sites constructed all around it, all located to the east of the airfield. In 1944 there were 154 Officers (of both RAF and WAAF ranks) along with 1239 other ranks stationed here although accommodation was provided for around 2,500.

Former Sergeants Mess in use Today

Designated a class ‘A’ airfield, Swannington would have two T2 hangars and one B1, three runways (1 x 2000 yds and 2 x 1,400 yds) and 36 loop style hardstands.

100 Group became the immediate owners of Swannington and instantly placed two squadrons of de Havilland’s Mosquito at the base – No. 85 and 157 Squadrons. 100 Group were formed in November 1943 to investigate and oppose the electronic warfare operations being conducted by the Luftwaffe. To counter this threat, a number of airfields in this area were utilised, Swannington being one of them.

Using a range of new devises and tactics, 100 Group operated a range of different aircraft, predominately the heavier bombers: B-24s, Lancasters, B-17s, Halifaxes, Wellingtons along with the smaller and more agile, Mosquito.

On May 1st 1944, following a successful tour at West Malling*¹ , the first Mosquito XVIIs of 85 Squadron arrived at Swannington.

Having a history that extended back to the First World War, 85 Sqn had been in France to support the B.E.F then, re-equipped, they participated in the opening skirmishes of the Battle of Britain. After taking on a new role as a night fighter squadron and moving to Yorkshire, they transferred to 100 group with their move to Swannington. Here they began supporting bombing missions, seeking out enemy night fighters before they attacked the bombers and then loitering over their airfields as they returned.

The Mosquitoes had proven so successful in all operations that 85 Sqn were moved back to West Malling for a short period to combat the increasing threat from the V-1 ‘Doodlebugs’. Their stay in Kent ended in the following August, at which point they returned to Swannington upgrading to the Mosquito XXX before moving off again, to RAF Castle Camps.

157 Squadron joined 85 at Swannington on May 7th 1944 with the Mosquito XIX, later upgrading to the NF.30 with its superchargers and a new radar. 157 had been the first squadron to receive the NF.IIs earlier in March 1942 with the delivery of both W4087 and W4098*² .

157 Sqn’s arrival would not be the best. Three days after their arrival, Flight Lieutenants Tweedale and Cunningham would take off for an Airborne Interception (AI) training sortie in their Mosquito XVII. On their return, the aircraft would crash, losing its starboard undercarriage, and whilst neither officer was injured, it would be the first ‘casualty’ of 157 Squadron whilst based at Swannington. A very successful fighting unit, they would not be immune from further incidents, some to the embarrassment of their crews.

Whilst on patrol on November 21st 1944, Mosquito MM629 ‘RS-Y’ piloted by Flying Officers A Mackinnon and G Waddell, were shot down in error by another Mosquito of the same squadron, who believed them to be a Ju 88! Both crew members parachuted safely into enemy territory but managed to evade capture returning home within 12 hours.

Portions of concrete remain in the Technical Area.

157 Sqn would also transfer with 85 Sqn to West Malling, undertaking ‘anti-diver’ or ‘Doodlebug’ sorties; operations that saw 157 Sqn claim a total of 36.5 flying bombs, whilst 85 claimed some 18.

157 Sqn then returned to Swannington with 85 Sqn at the end of August 1944 and as with 85 Sqn, they upgraded to the MK XXX Mosquito. They, unlike 85 Sqn however, remained at Swannington until disbandment on 16th August 1945. By the end of operations at Swannington, both 85 Sqn and 157 Sqn had completed a touch under 2000 sorties between them, with 108 enemy aircraft destroyed and 19 damaged.

Toward the end of 1944 and early 1945, four other fighter squadrons would visit Swannington. 229 and 451 (Australian) Squadrons came first in the November of 1944; in a move initiated by poor weather, they would come from nearby waterlogged Matlask. 229 brought Spitfire IXs which within a month they would replace with LF XVIEs. This was followed by a swift departure to nearby Coltishall where they were disbanded and renumbered 603 (Auxiliary) Sqn in the following January.

It was a similar story for both 453 (Australian) Sqn with their Spitfire LF XVI, and 602 Sqn with their Spitfire XVI, both swinging like a pendulum between Matlask and Swannington and Swannington and Coltishall. 453 Sqn then transferred to Kent and eventually the continent whilst 602 Sqn followed 229 to Coltishall where they were disbanded on May 15th 1945. These late model Spitfires were now escorting daylight bombing raids such was the strength and superiority of the Allied Air Force over Europe.

Portions of the Perimeter track remain, some of it in full width.

These four squadrons, 602, 229, 453 and 451, were to join forces with 124 and 303 to tackle the new V-2 rocket, strafing and bombing the launch and control sites. It was on the 14th February 1945, that 602 Sqn pilot Sgt. T “Cupid” Love fired upon a rising V-2, the first (and only) record of any such incident occurring. An account of the event appears in Raymond Baxter’s log, and he explains how it was fortunate that the shots missed, for had he hit the rocket, it would no doubt have exploded ending the lives of himself and his fellow crews.

As the war came to a close and German forces were thought to be amassing troops at Kiel for a final assault on Norway, Mosquitoes from 157 Sqn were sent along with those from 8 Group to attack airfields in the area. These were to be some of the last attacks carried out by RAF aircraft in the European Theatre.

Their final departures signalled the end of operational duties for Swannington. The site was used for storage of surplus materials, mothballed Mosquitoes and numerous Merlin Engines until the RAF finally pulled out in 1947. Future plans for an upgrade to the airfield were abandoned, and the site was then sold off, it has since become a mix of agriculture and forestry.

Swannington’s Stand By Set House is used for storage.

The majority of Swannington airfield is best seen from the eastern side. Approaching from the north, you first come across the former technical site that marks the top right corner of the site. Turn right here and you will see the location of one of the T2s, a farm building now stands here and behind it the location of the tower and a small number of ancillary buildings. These are today shrouded in trees and large bushes, which prevents any real sighting of them. Sadly the current condition, which is believed to be quite poor, is difficult to verify from this point on the roadside. Large portions of concrete denote the perimeter track and access routes to the technical area. Across the road from here, other buildings do still remain and are easily seen from the roadside. A small portion of the north-east / south-west runway also remains here, virtually full in its width.

Turning back on yourself, turn right and drive past the technical area to your right. Poultry sheds and farm buildings now stand here, but the shape of the hardstands are easily recognisable. On your left are more concrete structures and piles of rubble from former buildings. After a sort distance you arrive at the perimeter track, this crosses the road and is full width at this junction. A gate to your left allows access to the distant church, and by driving along here you traverse the actual perimeter where many Mosquitoes would  have moved on those night missions in 1944/45. The distant round-towered Church was so close to the perimeter that aircraft were often parked next to  the church yard, a rather eerie and stark reminder to those crews boarding the aircraft at this point. Stopping at the church the enormous size of the track can again be seen,  virtually full in its width, photos exist of a Mosquito also standing here in this very same position.

Outside this church, is a memorial dedicated by the ‘Airfields of Britain Conservation Trust’, the only ‘official’ memorial on the site. The church itself is locked, but two graves within the church yard and a bench dedicated to two members of the same family can be found here. The bench, dedicated to Lt. Cdr. M. Auckland and Flt. Lt. W. Auckland, both Harrier Pilots stands near the gate, whilst the older graves, F.O J. Edwards (Navigator) and Corporal C. Mace, can be found behind the church.

Flying Officer Edwards (s/n) 172240) was killed when his Mosquito TA392 ‘RS-K’ developed trouble whilst returning from an intruder mission. The aircraft crashed close to the airfield and both he and his pilot, Flt. Lt. W. Taylor, lost their lives. *³

Before returning, look across to the north to the small wooded area and you will see the Squash courts, standing in  what was the Haveringland Hall estate. Now return back to the road, and turn left, follow the road south. You will cross, a short distance away, the remains of the east-west runway, followed shortly by the returning perimeter track. Carry on to Clay Lane, and turn right. To your left is a small farm and a track that leads away over private land. This is the entrance to the bomb store, it circles round and rejoins the road further along, both now narrow and restricted to farm traffic only.

The Grave of F.O. J Edwards, Killed 22nd December 1944, age 22.

From here it is best to retrace your tracks, go back along Clay Lane, turn left and head north. On your right is a turn into the Haveringland Hall Holiday Park. A number of buildings remain here, the squash court, former sergeants mess and standby set house and most in good condition. The woods around here also contain many derelict remains and foundations of former structures. Some visible others shrouded by growth, many are too dangerous to explore.

Swannington had a short life, and many of the crews that passed though here went on to achieve great things. Swannington though wasn’t without its drama. Because of the nature of the operations carried out from here, losses were incurred, many fatal. The later part of 1944 saw a particularly high number of accidents and crew losses, many of these young men never being found.

The remaining buildings at Swannington stand as a silent reminder of the activities of 100 Group. Along with the brave Mosquito and Spitfire crews are all those who fought a long and hard battle against Hitler and his terror weapons. Whilst the Griffons and Merlins have gone, their memories have not.

Sources and further reading.

*¹ 85 Squadron was previously commanded by Wing Commander ‘Cats Eyes’ Cunningham, who became famous for downing 20 enemy aircraft during hostilities. He later went on to be a test Pilot for de Havilland, testing the DH Comet – the worlds first jet airliner. He received a number of awards and achieved a number of aviation firsts, He died in 2002.

*² de Havilland Mosquito, An Illustrated History Vol 2, Ian Thirsk, Crecy Publications.

**³RAF Bomber Command Losses of the Second World War, W.R. Chorley, Midland.

Spitfire Dive-Bombers versus the V-2, Volume 2, Bill Simpson, Pen and Sword Books, has a good account of the V-2 war by the RAF Squadrons.