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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Major George Preddy – 352nd FG – A tragic loss.

In Trail 8, we heard about a number of heroic tales and tragic losses. One of those, was that of one of the highest scoring P-51 pilots, Major George Preddy of the 487th Fighter Squadron (FS), 352nd Fighter Group (FG), based at RAF Bodney (Station 141)

George E. Preddy Jnr (0-430846), from Greensboro, North Carolina, was born on 5th February 1919, and graduated from Greensboro High School at the age of sixteen. Preddy became interested in flying whilst in college and made his first solo flight in 1938 at 19 years of age.

Major George E “Rasty” Preddy Jr in the cockpit of his P-51 Mustang (HO-P), #44-13321 nicknamed “Cripes A’ Mighty 3rd.” (IWM FRE 6368)

His road to war would take time and effort. His introduction to flying was as a barnstormer which led him to attempting entry into the US Navy no less than three times, each time being rejected on account of his small stature and curved spine. With each rejection came more determination, his love of flying taking him back to Barnstorming, whilst he undertook bodybuilding and stretching exercises to straighten his back. Eventually, in the summer of 1940, he applied to the USAAF and to his delight he passed all the relevant examinations. However, as the US was not yet at war, Preddy’s entrance would take yet more time and so to gain experience and better prepare himself, he joined the Army National Guard, being posted to the 252nd Coast Artillery, which went on to protect the important oil refineries on the islands of Aruba and Curaçao, in the southern Caribbean Sea.

The following year in In April 1941,  Preddy received his orders to report for flying training, from which he graduated on December 12th that same year. December 1941 saw the Japanese attack on Pearl Harbour, an attack that led to the US joining the Second World War, and an attack that led to Preddy, commissioned as a Second Lieutenant, being posted to Australia to the 9th Pursuit Squadron (PS), 49th Pursuit Group (PG) in the defence of northern Australia.

Whilst here, Preddy would fly Curtiss P-40s, he named his first plane, ‘Tarheel‘,
as a tribute to his home state. During his time here, he damaged both a Japanese fighter and a bomber in combat operations. Sadly though, in the summer of 1942, he was involved with a collision with another P-40, an accident that would kill Preddy’s friend and colleague, and leave Preddy seriously ill in hospital for another six months or so.

In the October of 1942, Preddy returned to the US, it was here that he would cross paths once again with Lt. Jack Donalson, a pilot who was also a veteran of the early Pacific theatre, and who was with him on that tragic day in July 1942. The two met at Trumbull Field, Connecticut, on January 15th 1943, where the newly formed 352nd FG were training and forming up. The 352nd would be made up of three squadrons (328th, 486th and 487th), Preddy would initially be assigned to the 487th FS.

The 352nd would continue training, their new P-47 Thunderbolts arriving three days later. With the P-47 being new, there were many accidents and losses, primarily due to a carburetor hose clamp becoming loose. Luckily Preddy avoided all such incidents and by May 1943, he and the 352nd were ready for action.

On the 7th July the 352nd arrived at RAF Bodney (newly named Station 141) a small grassed airfield not far from RAF Watton in Norfolk. With small incursions into enemy territory the first few months were generally event free. Preddy would get his first kill later that year on December 1st 1943, while flying P-47D-5-RE Thunderbolt (HO-P) #42-8500 “Cripes A’Mighty“, a name he gave to all his aircraft, so-called because it was his favourite expression. Whilst escorting bombers back from a mission over occupied Europe, Preddy noticed a formation of German fighters who were focusing their attention on stragglers, easy pickings for the experienced and deadly Bf-109s. Preddy and his squadron dived down, bouncing the Germans, causing his first victim to explode in a flurry of cannon fire.

Preddy’s first year would end with two confirmed kills, a tally that would only grow as time went on. In his second kill, he would sadly lose his wing man, Lt. Richard Grow, but for his action he would receive the Silver Star, one of many achievements Preddy would gain.

On January 29th 1944, Preddy would come close to death for a second time, when after dispatching an FW-190, he was hit by Flak and had to ditch in the sea. After spending a short time in the water he was picked up by an RAF Air Sea Rescue Walrus and returned to Bodney.

Over March and April, the new P-51 Mustangs began to arrive at Bodney, an aircraft that would lead to Preddy achieving ‘Ace’ status. On May 13th, the 487th dived down on around thirty Bf-109s, Preddy accounted for two taking his tally over the magical ‘Five’ Kills and ‘Ace’ status.

During the summer of 1944 Preddy would achieve many more ‘kills’, by now he was well on his way to becoming the leading ace in the European skies. In March he was made Operations Manager of the 487th, and promoted to Captain.

By mid July Preddy has reached 14.5 kills, all a mix of single and twin-engined aircraft, and by the end of the month, this has risen to 21.83 kills, taking him to the top spot and leading ‘Ace’ of the 352nd.

Following an escort mission on the 5th, a further mission, in which Preddy was ordered to lead on the 6th, was scrubbed due to bad weather. With the day free to themselves, the officers mess became the focus of attention and the drinks ran freely

By the time Preddy had got to bed, he was well and truly drunk, and as with many operations of the war, the weather cleared and the operation was on once more, Preddy was woken after only an hours sleep and struggled to get to the briefing. Still reeling under the influence, he took off and lead the group into battle. Worse for wear, he emptied his stomach in the cockpit and headed toward the enemy.

As the bomber and their escorts approached Hamburg, Preddy led the attack on the Luftwaffe fighters.  In the airspace between 30,000 ft and 5,000 ft, Preddy managed to shoot down six Bf-109s, with numerous hits around canopies, wing roots and fuselages. On return he was greeted like a hero, the ground crews and squadron pilots crowding his aircraft. Preddy gave a simple reply to the eager crowd, vowing “Never again” would he fly with a hangover.  Following this mission Preddy was awarded the DSC and sent home to the US for a well-earned rest on a 30 day leave.

Major George Preddy, during his return to the United States between August & October 1944. Taken at a Press Conference in the Pentagon Building.’ (IWM FRE 346)

On his return in October, Preddy was again promoted, this time to Major, whereupon he commenced his second operational tour. His involvement with the 487th would not last long though, as with his promotion came new responsibilities and the command of the 328th FS, taking over from Lt. Col. John Edwards.

The hard winter of 1944-45 tore into the souls of the ground and air forces across Europe. Severe frosts, snow and cold made Bodney a difficult place to be. But the war continued and in the forests of the Ardennes, German forces were gathering. With few flights being carried out due to thick fog and freezing conditions, the German armoured brigades under the control of Field Marshal Gerd von Rundstedt, made a daring breakthrough (Operation Bodenplatte) in what became know as the ‘Battle of the Bulge’. Ground forces made continued calls for air support, but with increasingly bad weather, few flights were able to make it.

The order then came through and on the 22nd December 1944, the 352nd were to move to Belgium and Asch (Y-29) a small grassed airfield near to Genk in the province of Limburg. The 352nd crammed all the cold weather clothing they could into their aircraft and set off. By the end of the day the Group had settled in the cold of Belgium, it was a far cry from the relative warmth of Bodney.

Preddy’s time in Belgium would be short-lived however. As the weather cleared more missions were undertaken. On Christmas Day, the 328th would have one of its finest battles, shooting down eleven enemy aircraft, but it was a victory that would be eclipsed by the loss of perhaps its greatest leader and airman.

On that day there were two missions ordered, Preddy would lead the second of the two, an escort mission into Germany and Koblenz. On the return trip, Preddy was vectored to Liege, and warned of ‘heavy flak’.  Arriving south of the city, Preddy, along with his wingman Lt. Gordon Cartee, and another pilot Lt. James Bouchier of the 479 th FG, spotted an FW-190 and gave chase at tree-top level.

On entering the area, ground forces opened fire, the Anti-Aircraft battery were American, and all three allied aircraft were hit. Lt. Bouchier managed to climb high enough to bail out, landing safely in the British sector, Lt. Cartee, also having been hit, also managed to escape and get home, but not until after he saw Preddy’s P-51, turn and dive into the ground. Major George Preddy died in the crash.

Preddy’s death was devastating for both the group at both Asch and those back home at Bodney. Festivities were subdued to say the least. Preddy’s dashing good looks and character were well-known, his relationship with his own ground crews were one of the best, he always took time out for them and praised their efforts in keeping him flying. At 25 years of age, Major George Preddy was not a born killer, just a young man who loved to fly, and to fly well.

George Preddy had flown 143 combat missions, he had has been credited with shooting down 26.83 enemy aircraft, the highest in the 352nd FG, and destroying 5 enemy aircraft on the ground. His combined total of 31.83 aircraft was just 6 short of the Group’s highest, a total that most certainly isn’t conclusive.

His commanding officer Lt. Col. John C. Meyer, who held the Group’s record and  was the fourth ranking American Air Ace, described Preddy as “the complete fighter pilot”.  A man so brave and dedicated that he would be awarded, amongst others: the Distinguished Service Cross; Silver Star (1 Oak Leaf Cluster); Distinguished Flying Cross (6 Oak Leaf Clusters); Air Medal (6 Oak Leaf Clusters); Croix de Guerre, and the Purple Heart.

In 1968 the city of Greensboro dedicated Preddy Boulevard in honour for both George and his brother. The Preddy Memorial Foundation also created a petition to have Fayetteville’s Pope Air Force Base renamed Pope-Preddy Air Force Base.
George Preddy’s career may have been short, but his influence went far and wide especially amongst those who knew of him.

Major George Preddy is buried in the Lorraine American Cemetery, just outside Saint-Avold,  Moselle, France, alongside his brother, another fighter pilot, in Plot A, Row 21, Grave 43.

Sources and further reading.

RAF Bodney appears in Trail 8.

North Carolina Museum of History website Accessed 23/8/18

Freeman, R.A., “The Mighty Eighth“, Arms and Armour, 1986

The Preddy Memorial Foundation website Accesses 20/8/18

RAF Bodney – High casualties and Heroic acts (Part 2).

After Part 1, we return to RAF Bodney to the point where the RAF had pulled out handing Bodney over to the US forces. From now on, it would be the home of the USAAF 352nd FG, its P-47s and P-51s.

Famed for the blue-noses on their P-51s, there would be high successes but there would also be many tragedies along the way.

Formed previously in September 1942, the 352nd Fighter Group (FG) composed of three Fighter Squadrons (FS): 328th FS, 486th FS (previously the 21st PS) and 487th FS (formally the 34th PS). Their journey had been both long and difficult, using elements of two squadrons who had previous battle experience in the Pacific theatre. The new 352nd would move through a series of training camps and bases across America, serving as part of the US Air Defence force before deploying overseas. From Mitchel Field, they transferred to Bradley Field (Connecticut), Westover Field (Massachusetts), Trumbull Field (Connecticut) and onto Republic Field, New York before  eventually leaving on the Queen Elizabeth arriving a week later at Bodney on July 7th 1943.

Arriving via Greenock and the Queen Elizabeth, the ground echelons of the 352nd were deposited at Watton station where they were taken by truck to RAF Watton. Pleasantly surprised by the far nicer accommodation blocks they had been used to, their joy was to be short-lived as Bodney was perhaps even worse than the original training camps they had endured back home.

Whilst the surrounding woods had been utilised for aircraft dispersal, the base was in need of an upgrade if it was to be used successfully. These improvements included the addition of steel mat and pierced-steel planking hardstands, additional taxiways and more roads constructed of both macadam and concrete. The men of the 352nd commuted daily from Watton carrying out repairs and improvements until such time as the airfield was more or less ready for occupation and they moved in.

During its time, Bodney would have two T2 hangars and five Blister hangars, accommodation would continue to be limited, allowing for around 1,700 men of mixed rank. Eleven accommodation sites were spread round the north and east of the main airfield, which included two communal sites (site 2 and 3) and two sewage works (sites 12 and 13). There were no WAAF accommodation blocks and due to initial shortages of Nissen huts, nearby Clermont Hall (originally a grand plastered brick Italian style building built by William Pilkington in 1812 as Lord Clermont’s hunting lodge*¹)  was ‘requisitioned’ and flying crews moved in, it was a complete change and total luxury compared to other bases and camps used by either the RAF or USAAF. However, following a visit from an Air Inspector, the stay was short-lived and the airmen moved back to the basic hutting of Bodney, even after strong protests from Group Commander, Lt. Col. Joe Mason.

Master Mark II glider tug at Bodney, during airborne forces Exercise ‘SNAFFLE‘ © IWM (H 31737)

During this time manoeuvres regularly took place in the local area, and between August 9th and 11th 1943, one such exercise was conducted near to Newmarket, an exercise that involved both Polish and Canadian divisions opposing each other in mock attacks. During exercise ‘SNAFFLE‘, Master Mark II glider tugs used Bodney airfield whilst dropping a range of supplies such as petrol, ammunition and ordnance to illustrate both the usefulness, and importance of such activities. This made an interesting change to Bodney and something else for the crews to focus on.

It wasn’t long however, before the first P-47s were to arrive at Bodney, and at last flying could begin again with training flights started very soon afterwards. However, maintenance and flying operations were arrested by the lack of equipment, spares and aircraft – all very typical of the build up of US squadrons across the UK. As morale sunk, a special visitor arrived at Bodney, that of Capt. Clark Gable along with a film crew who were documenting the lives of American Fighter Squadrons involved in the European war.

A line up of P-47 Thunderbolts including (PZ-T,) “Little Evey” and (PZ-Z) “Pistol Packin’ Mama” at Bodney.  (IWM FRE 2795)

On September 9th 1943, some two months after their arrival, the 352nd flew their first mission. An uneventful patrol over England’s eastern coast between Southwold and Felixstowe. For the next few mission, even those into enemy territory, similar conditions were found, the enemy were not seen and flak remained low. However, this did not mean the 352nd were casualty free.

On 13th September 1943, Lt. Arthur Eaker was killed in a local flying accident, the groups first, then on the 14th, Lt. William Alm disappeared whilst in flight over the North Sea. His aircraft P-47D (#42-22531) was thought to have been lost due to mechanical failure, he was never found.

It wasn’t until the 10th October that the pilots of the 352nd got to fire their guns in anger, when they encountered a flight of Bf-109s near to Hertogenbosch, Holland. The first kills were recorded, but it was not to be all plain sailing. Four days later on the 14th (‘Black Thursday‘), the Luftwaffe changed tactics and hit the escorts as they crossed the coastline. Leaving the bombers unescorted to their targets in Germany. Once away from their ‘Little Friends’ the bomber formations were decimated by Me-110s – something need to be done.

With more mission to Germany and escort duties, the 352nd began to cut their teeth and become battle hardened. By the turn of the year they had completed 38 missions with the loss of ten aircraft. The pilots of the 352nd had now twenty-two enemy aircraft as confirmed ‘kills’, but five of their own were killed and two others had been made prisoners of war.

A new year and new directives for fighter squadrons. in order to achieve total air superiority pilots were instructed to hunt for the Luftwaffe and destroy them whenever the opportunity arose. Every aircraft destroyed on the ground now counting as a battle credit, the same as an aerial kill. In addition, fighter squadrons were now given designated ‘zones’ to protect, and once the bomber stream had passed through their zone, the fighters were free to roam at will. The gauntlet had been thrown and the US pilots were hungry for rewards.

Early 1944 saw these directives put into action. ‘kill’ rates began to rise, but along with it casualties also mounted. By February the war-weary P-47s were looking tired and the new P-51 began to appear. The Ninth Air Force taking first pickings with Don Blakeslee, (Trail 46 and Trail 50) formerly of the ‘Eagle Squadrons’ becoming the first US squadron to have the mighty Mustangs. It wasn’t until March 1st, 1944 that the 352nd would receive their first P-51s, with seven being delivered and duly handed over to the pilots of the 486th FS at Bodney.

A battled damaged P-51 Mustang (PZ-S) of the 486th FS, in a Blister hangar at Bodney. (IWM- FRE 2803)

It would take just eight days for the Bodney crews to mark their first Mustang ‘Kill’. Capt. Ed Gignac, in P-51B ‘PZ-W’ (#43-7022), shooting down a Bf-109 in battle that saw both P-51s and P-47s of the 352nd participate.

April saw more changes and new arrivals, by now there were two squadrons of P-51s at Bodney, a new sound reverberated around the grassed airfield and with it came more new directives, As many squadrons were equipped with a mix of aircraft, it was beginning difficult to tell them apart in the hectic skies. Coloured noses, wing tips and fins were rapidly becoming markings of individual squadrons and those in charge realised that a standard form of scheming was now necessary for this new and innovative way of distinguishing squadrons.

The blue nose was born, and Bodney’s Blue-nosed Mustangs were soon to be seen at low-level attacking airfields, locomotives, vehicles, troop columns and other similar ground targets.

In May, whilst acting on escort duties for a raid over Brunswick, the group shot down 27 enemy Bf-109s and FW-190s with the loss of only one aircraft. This action earned them a Distinguished Unit Citation, for taking on a “numerically superior force of German interceptors” continuing on until lack of ammunition and fuel forced their withdrawal.

The 352nd went on to support the Normandy invasion, an operation that proved to be a fatal tragedy for one pilot in particular, Lieutenant Bob Frascotti.

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

D-Day began early for the 352nd, the night sky was dark and to assist the take off temporary runway lights had been lit. Preceding Frascotti were his compatriots of the 486th FS. During the take off, one of the preceding aircraft struck a light causing the entire collection to extinguish. In the moments that followed, Frascotti and his wing-man, Lt. Carlton Fuhrman, were plunged into total darkness. Unable to see, the two were now committed and carried on, Fuhrman slightly behind Frascotti. Within seconds of them leaving the ground, there was a sudden and massive fireball in front of Fuhrman, a fireball that was the result of Frascotti striking the new, and as yet unfinished, watch office. His aircraft, fully armed and fully fuelled, became a fireball that lit-up the night sky, and one from which Frascotti would not survive.

Blinded temporarily by the flash, Fuhrman fought to prevent his aircraft stalling as he flew through the flames and on out into the night sky, struggling to orientate himself and  unable to register his instruments due to the blinding flash. Behind him, Frascotti’s burning wreck lit up the field, one of the 352nd’s finest had been killed in a total and needless tragedy. The only saving grace from this was that every other aircraft taking off after Frascotti was able to see, a guiding light some say, and so prevented other tragic accidents from happening that night. This was the young 21 year old’s final mission, his 89th, and on completion he would have been returning home.

During D-Day the 352nd flew 116 sorties, reigning death and destruction down on the German forces below, other casualties were to follow, but none until now, as destructive and heart rendering as that of Frascotti.

The Watch Office after being hit by Frascotti’s P-51 on the morning of D-Day. (© 352nd FG, USAAF)*²

After Normandy, the 352nd went on to support the breakout at St.Lo and the airborne assault in Holland. As autumn led into winter, the temperature dropped and the weather took a dramatic turn for the worse; with heavy snow and cold winds across the continent, as the ground forces held out on the Ardennes forest knew only too well. The 352nd, like many other squadrons, were to help support the paratroops, being moved on a short-term basis to Belgium (Asch (Y-29) and Chievres (Y-84)) to join the Ninth Air Force earning themselves the French Croix de Guerre on New Year’s Day 1945.

A week earlier, on Christmas Day 1944 a second tragedy was to befall the 352nd, one that would take the life of another one of the 352nd’s finest. The squadrons highest scoring pilot at that time, Major George Preddy, a hero to many of the airmen and ground crews at Bodney, flew into an American Flak barrage put up by the US Army’s 12th Anti-Aircraft Group. His plane was hit and whilst his canopy was seen to be ejected, no chute appeared, and his body was found still in the wreckage of his beloved P-51. The news of Preddy’s death stunned the celebrations at both Asch and Bodney, no-one could believe that such a daring and brave pilot could have been lost, let alone lost to friendly fire.

April would see the 352nd return to Bodney, where they continued operations until May 3rd 1945. Their final move on November 4th would take them home to the United States, a move that left Bodney empty and a legacy that would be hard to follow. The 352nd had flown 420 missions, losing 118 aircraft with 70 pilots killed. They had been awarded 13 DSC’s, 31 Silver Stars, 336 DFCs, 1304 Air Medals and 42 Bronze Star Medals. The Group had created 52 ‘Aces’, 28 of which had achieved the status in air-to-air combat, accounting for 505 aircraft in the air with Major George Preddy achieving 27 of these himself.

With that departure Bodney fell silent, it closed very soon after the war in Europe ended on November 26th 1945, reverting back to farmland soon after.

Today Bodney falls next to the British Army’s STANTA training ground and as such parts are a military site. Some structures can easily be seen from the main road, B1108,  with signs warning of MOD activity are everywhere.  The original water tower and pump still serve the camp, a few air raid shelters exist and some buildings on the camp. Hardstands can be seen in the woods but little from the road itself.

The watch office is accessible (on farmland) where there are also a few other buildings to be found, including  number of Type 22 pillboxes, many are derelict. The main army base is on part of the former accommodation site, with a memorial outside the gate dedicated to 352nd FG and associated units.

Bodney’s memorial to the 352nd FG.

Many of the buildings that were in existence were pulled down in 2012/13 due to increased vandalism and their heavy use for Rave parties. As a result even less now stands visible telling the incredible stories of this forgotten airfield.

Sources and further reading.

*¹ Norfolk Heritage Explorer website, accessed 15/8/18

*² Photo via www.controltowers.co.uk

Frascotti’s story is told in more detail in Heroic tales.

Preddy’s story is told in more detail in Heroic Tales.

Walton, D. “Northumberland Aviation Diary” (1999), Norav Publications

Freeman, R. “The Mighty Eighth“, (1986), Arms and Armour.

There is a website dedicated to the 352nd with a link to the superb ‘Bluenoser’ magazine.

RAF Bodney – High casualties and Heroic acts (Part 1).

Much has been written about the Famous ‘Blue Nosed Bastards of Bodney‘, the 352nd Fighter Group, Eighth Air Force. Famed for their determination and ferocious attacks on Luftwaffe aircraft, they produced some remarkable results – but they also suffered some terrible losses. Nicknamed the ‘Blue Nosers‘, because of their blue nosed P-51 Mustangs, they became one of the most successful fighter groups of the Eighth Air Force. In just a two-year period (September 1943 to May 1945), they were credited with 800 enemy aircraft destroyed, either on the ground or in the air, flying a total of 420 missions. Today the airfield they served from, RAF Bodney, is a small part of the STANTA training ground used by the Army for military exercises, and whilst the airfield has all but gone, the stories and tales of the 352nd continue to live on.

In this Trail, we look again at RAF Bodney, the units and the men who served, the heroic acts and the cost paid at this small grass airfield.

RAF Bodney (Station 141)

Bodney was initially an RAF airfield, opened in 1940 as a grassed site with a hardened perimeter track. During its construction, it had 27 asphalt hard stand of mixed sizes, fifteen large and twelve small, and was designed as a satellite for nearby RAF Watton (Trail 9). Whilst primarily associated with the USAAF, it was in fact an RAF Airfield for several years, housing detachments of aircraft from its parent station.

On 2nd March 1939, 21 (Norwich) Squadron (RAF), now part of 2 Group,  moved into Watton from Eastchurch bringing with them Blenheim MK.Is which they retained until the September when they changed them for the MK.IV. Being early on in the war, they were not yet fully operational, and so were limited to reconnaissance flights over northern France. They were also joined in the August by 82 Sqn, another Blenheim squadron, and it was at this time that they began to utilise Bodney as a satellite, dispersing aircraft here away from the parent airfield.

One of the earliest casualties to occur at Bodney was that of 82 Squadron, on the 22nd anniversary of the forming of the Royal Air Force – 1st April 1940. Take off occurred at 11:00 hrs when Blenheim MK.IV #L8867, piloted by F/O. Glyn Harries (s/n 39520), along with Sgt, Herbert Kelleway (s/n 561573) and LAC. Eric Wolverson (s/n 544700), was sent to attack enemy shipping off the Danish coast. During an attack, the aircraft was hit by Flak from enemy shipping and brought down with the loss of all three  crewmen on board. Their bodies were never recovered and they are commemorated at Runnymede.

Bodney today.

By the summer of 1940, Western Air Plan W.A.4(b) was put into operation, a plan that formed part of a 16 part operations plan in the event of a German attack, and one that would focus British Air power in the destruction of German power sources. Part 4(b) focused on the advancing troop and armour columns when they crossed into Southern Holland, Belgium and France. This required aerial attacks primarily from Blenheim and Fairy Battle Squadrons, and was intended to slow or even stop the advancement.

Blenheims of 21 Squadron were assigned to this plan focusing on troop columns and bridges, but being under-powered and weaker than their adversaries, Blenheim casualties were very high and operations over enemy territory were soon curtailed.

Western Air Plan W.A.4(b) was a plan that sent many pilots to their ultimate death or capture, as the aircraft they were flying were woefully inadequate for the job in hand. A fact borne out by the brave attempts of three crewmen on June 14th. On this day, Blenheim #R3742, of 21 Squadron at Bodney, was shot down over France, the three crewmen: P/O. W. Saunders, Sgt. H. Eden and Sgt. C. Webb,  fortunately surviving the resultant crash. After making their way to the coast, finding a boat and attempting to row to England, the three men began to hallucinate through exhaustion. After the second night, P/O. Saunders ‘disappeared’, leaving only his tunic behind in the boat. After being what they thought was only 10 miles from the English coast, they were eventually picked up in France and taken to a new POW camp on the Baltic coast.

On June 24th, 21 Sqn left Bodney moving north to RAF Lossiemouth where they performed anti-shipping operations off the Norwegian coast, before returning once more to Watton (and Bodney) where they continued these low-level operations. It was whilst back here at Bodney that another of 21 Sqn’s pilots, Sqn. Ldr. Malcolm McColm, flying in Blenheim MK.IV #T2223 ‘YH-T’ would also be shot down also ending his war as a POW.

On the night of 27th/28th December 1940, he took off with his crew, Sgt.  Cecil Hann (s/n 580541) and Sgt David Shepherd (s/n 625253), to attack coastal targets. After being shot down, both Sgts. Hann and Shepherd were killed but Sqn. Ldr. McColm survived and would go on to be one of the RAF’s greatest evaders, escaping no less than seven times from German incarceration. Eventually he was sent to Colditz where he shared a room with Douglas Bader and was an active member of the Colditz Escape Committee along with Airey Neave. These would prove to be residencies that would befall many Blenheim pilots at this point in the War.

Eventually in 1941, 21 Sqn moved away to the Middle East, only to be disbanded and reformed later on, all on the same day.

Being a satellite, the facilities at Bodney were rudimentary, and remained so even when 90 Squadron (RAF) began using it during testing of the mighty B-17 (Fortress MK.I). Initially reformed at Watton on May 3rd 1941, they quickly moved to larger bases at West Raynham and then Polebrook, where the Fortresses were tested for RAF bombing missions. Unfortunately operations proved too costly with too little success for them to continue, and the B-17s were gradually phased out of RAF operations.

The water tower and pump house at Bodney are some of the structures remaining.

These coming and goings at Bodney had left 82 Sqn one of the few squadrons still in situ. Performing anti-shipping activities off the coast of the Friesian Islands, they would regularly fly over the sea at very low levels, attacking whatever ships they could find. On August 20th 1941, Blenheim MK.IV #V6445 ‘UX-E’ took off from Bodney on what was supposed to be a routine operation; at the controls was 20-year-old F/Lt. Dennis R. Gibbs (s/n 63471), with Sgt. Stanley V. Pascoe (s/n 548419) as wireless operator / gunner, and Sgt. Eric L. Cash (s/n 916895) as Observer / bomb aimer.

As the aircraft flew in low toward its target, Sgt. Cash (referred to as ‘Laurie’) released the bombs, at which point the pilot, realising how low he was, pulled up only to strike the mast of the ship they were attacking. The mast smashed the Blenheim’s perspex front severely wounding Sgt. Cash, and damaging numerous instruments, including the radio, in the process.

Unable to navigate properly, the pilot turned west and headed for what he hoped would be land. After some 6 ¹/₄ hours flying time, a point very close to the flying limit of the Blenheim, F/Lt. Gibbs, not knowing where he was, decided to put the aircraft down in a suitable field. The nose of the aircraft still had part of the mast embedded in it, which made handling and landing the aircraft even more difficult than it would have been normally.

Luckily a passing Home Guard platoon were near by, and once the aircraft had come to a stand still, they helped pull the crew out of the wreckage; Sgt. Cash was taken to Acklington Hospital whilst F/Lt. Gibbs and Sgt. Pascoe were treated for minor injuries.

Later that night Sgt. Cash died from wounds he sustained in the collision, and was buried in Chevington Cemetery. F/Lt. Gibbs and Sgt. Pascoe returned to Bodney and after a short period of leave, returned to flying duties; F/Lt. Gibbs later receiving the DSO.

Until now Bodney had not had its own squadron, but on March 14th, 1942, a unique day in 21 Sqn’s history, the unit was disbanded in Malta only to be reformed the same day at Bodney. They continued to use the Blenheim MK.IVs, placing a small detachment at Abbotsinch (now Glasgow Airport) whilst the main part of the squadron stayed at Bodney. It was also during this month that 82 Sqn departed for the far east leaving Bodney to the new 21 Sqn.

During May 1942, 21 Sqn began to change their Blenheims, replacing them with the American built Lockheed Ventura (MK.I and MK. II), the first RAF squadron to do so. Throughout the summer months 21 Sqn carried out training flights converting crews from the Blenheim onto the Ventura, a slow process as new aircraft were only being sent as few as one or two at a time. The Ventura, a former passenger aircraft, could carry a 2,500lb bomb load with a larger crew of 4 or 5 including a top turret gunner. Take offs, landings and formation flying were the order of the day until in the October 1942, when 21 Sqn finally departed Bodney for RAF Methwold (Trail 8). This move signalled the permanent break that would mean 21 Sqn would now leave Bodney behind for good.

The winter months of 1942-43 were quiet at Bodney. The gradual build up of American forces in the UK meant that more and more airfields were needed to house fighters and bombers of the Eighth and Ninth Air Forces. Through both a renewed building programme and the taking over of older RAF sites, this heavy demand would soon be met. As part of this buildup, Bodney was identified as suitable site for a bomber station, but upgrading to Class A standard never happened, and instead it was allocated to a fighter group. After being designated Station 141, it was handed over to the US forces, who quickly began to make improvements to its design.

In part 2 of this RAF Bodney – High casualties and heroic acts, we shall see how Bodney  became home to the three squadrons of the 352nd FG, The tragedies that occurred at this small grassed airfield, and how the 352nd became one of the top scoring Fighter Groups of the US Air Force.

(See part two for references).

16 Air forces Covered the Globe

The USAAF was an enormous organisation, employing some 2.5 million people during the Second World War. Its influence ranged form the United States West Coast, through Europe, Africa, the Middle East, the Far East, the Pacific and back. Organising something as big as this, especially during war-time, was a logistical nightmare.

I have made it a personal challenge to figure out how it all slotted together and have managed, in a small part, to assemble a guide to the various complicated air forces and its overall hierarchical structure.

The challenge continues, but so far it’s not bad. Maybe you could shed some light on this huge organisation and unravel its hidden mysteries. See it here.

P-51 ‘Princess Elizabeth‘ at Duxford

Princess Elizabeth was originally the P-51B ’42-106449′ of Lt William T Whisner, and latterly Lt Robert Butler, 487nd FS, 352nd FG, Eighth Airforce, and was lost to Flak on June 6th 1944. The ‘Blue Nosed Bastards of Bodney‘ gained a remarkable reputation, and were to become one of the most successful Fighter Groups of the Eighth Air force. Bodney today.