1st. Lt. William G. Rueckert, 93BG, 409BS, RAF Hardwick

May 1, 2024May 7, 2023 / Aviationtrails / 6 Comments

In early 2020, I posted an article about the crash and subsequent death of William G. Rueckert of the 93rd BG, 409 BS at RAF Hardwick in Norfolk. Since posting this article, I was contacted by his son, ‘Little Bill’, who has very kindly sent me a collection of photographs, letters, documents and a considerable amount of information around both his father’s life and his tragic accident. I wholeheartedly thank Bill for this – in some cases – very personal information, which has helped to build a bigger and more detailed image of the life of William Rueckert. This has been added to the page and is included here with Bill’s permission. I am republishing this in honour of the man who gave his all for freedom.

The journey of how ‘Little Bill’ found out the details of his father’s death was a long and somewhat difficult one, as many of the official records were destroyed in the St. Louis fire. It was made more difficult by the fact that at home, 1st. Lt. William Rueckert was never talked about by Bill’s mother and step father (2nd Lt. Leroy H. Sargent), and as Bill was only two and a half years old at the time of his father’s death, he knew little of him. It’s only since Bill’s mother sadly passed away in 1994 that Bill has been able to make proper enquires, kick started by the discovery of a copy of the “Ladies Home Journal” in the attic of her house. All Bill knew before this, was that his father was a pilot and that he died in a crash in England.

Ladies Home Journal (Jan. 1945) The magazine that started Bill’s journey to find out about his father.

Since then, Bill has written an article for the “STAR”, a journal for “AWON” (American War Orphans Network) and he has been given an article published in the ‘Weekender’, a supplement published by the Eastern Daily Press*¹ newspaper in Norwich, UK, written in December 2014; the title of which was “No Greater Love”, an article about Bill’s mother and father.

His journey also allowed him to make friends with David Neale, an officer of the “Friends of the 2^nd “, an organisation he joined not long after. Since then, he has travelled to England on many occasions, including attending the 2nd Air Division American Library Dedication in Norwich, in November 2001; visiting Madingley Cemetery and the former Hardwick airfield (owned and run by David Woodrow) where Bill’s father lost his life. He has also donated a replica of William’s Purple Heart to the local church at Topcroft, who honour both him and all those who served at Hardwick, every year.

This is 1st. Lt. William Rueckert’s story.

William Gamble Rueckert (S/N: 0-420521) was born June 9th 1920, in the Lutheran Hospital, Moline, Illinois. His father, Reuben Franklin Rueckert (26) was a chief electrician whilst his mother, Fay Wilforim Gamble (24) was a Housewife.

At school, William was a model student, developing a studious and conscientious approach to his studies. He worked hard at all he did, continuously achieving high grades; a work ethic he would carry and continue throughout his short life.

Dorothea ‘Dee’, Little Bill and William

At 18 years of age William joined the Cavalry Reserve Officers’ Training Corps (ROTC) at the University of Illinois, becoming a member of the ‘Scabbard & Blade‘, an Honorary Military Society that promotes and develops the “Five Gold Stars”: Honour, Leadership, Professionalism, Officership, and Unity. Here William studied law and used his passion for reading, particularly the classics like Shakespeare and Proust, to continue to achieve those high grades he was known for. His reputation for hard work and dedication was his bedfellow.

Whilst in the Cavalry, William got the nickname ‘Square John‘, he took to fencing and riding, whilst enjoying ‘Breaded Veal chop’ and listening to Ernie Pyle, an American journalist who would become one of the most famous war correspondents of World War II. One of the rules as a Cavalry Cadet was that you had to carry a ‘handkerchief’, this was used to fulfil the joyful operation of cleaning your horse’s rear, a very unpleasant but ‘necessary’ duty.

On graduating, William would be presented with a sabre from his class, fulfilling both roles of president of the Cavalry Officers’ Club and as a Cadet Major. The sabre would remain in the family home for many years after.

William ‘Square John‘ Horse jumping,

It was at University, on April 29th 1939, that William met on a blind date, his wife to be, Dorothea Griffiths, the woman he later referred to as ‘Dee’. Even before meeting up, the two were destined to face problems, a faulty car doing its utmost to prevent William from getting to his destination on time. But as a lover of dancing, William charmed Dee with his dance floor moves, and they turned out to be the perfect match, Dee forgiving William’s lateness and agreeing to see him a second time.

The two became inseparable, and within a year they were married, on June 10th, 1940, when William was just one day over 20 years old. The ceremony took place at Clinton, Iowa, but it would be here that the second of their problems would arise. Angry at the marriage, William’s mother objected, stating that he was too young to be legally married. Successfully, and much to the anger of William and Dee, she had the marriage annulled. However, the two were not to going to accept that, they simply ran away to repeat the wedding and reinstate their marriage vows in a new ceremony – love had conquered all.

William and Dee’s second Marriage Certificate

After leaving the Cavalry and returning to his studies, he graduated from the University of Illinois with a Bachelor of Science in Commerce and Law on June 9th, 1941. William and Dee then moved to 64 Sommers Lane, Staten Island, on the southern edge of New York, Dee’s home town. William managed to secure himself a job with the Bethlehem Steel Co. a company that would become a major supplier of armour plate and ordnance to the U.S. armed forces. Here William worked in the accounts department, whilst all the time continuing to work for his law license with the New York State Bar.

William’s University Certificate

With the war in Europe escalating, William, being a reserve at this time, was called up under President Roosevelt’s Defence plan, in August 1941, and he was sent to the Maintenance Officer Company, 35^th Armoured Regiment, Fourth Armoured Division Pine Camp, Watertown, New York. He served as a 1st Lt. Artillery Officer in Company ‘A’, 1st Battalion. It was here that the dedication and hard work that he had shown throughout his education would shine through yet again, quickly standing out from other cadets. William also stood out on the ranges, soon winning himself a medal for artillery and rifle shooting.

A heavily pregnant Dee joined William at Watertown not long after his call up, remaining at home as a ‘Housekeeper’ whilst William went about his duty. The love between them never faltering once. In an interview after his death, Dee described William as “Sweet” saying that “Even after we were married, he would telephone for a date and arrive home with flowers and candy.”

It was this love for each other that produced at 5:45pm on December 1st, 1941, the same month as the Japanese attacked Pearl Harbour, their first child, William Griffiths Rueckert (Little Bill). Bill being born in a small Catholic Hospital just outside the base at Watertown. In those first few years of his life, Bill would grow very fond of his father, a father who would sadly be taken away from him far too soon. William and Bill developing a mutual love for each other.

Four years after his military career had begun with the cavalry, and one year after leaving the Armoured Division at Pine Camp, William would make a big change in his career, resigning his commission and volunteering for the United States Air Corps. In Bill’s words referring to why his father left the Army he said: “After four years of wiping his horse’s ass, and looking up at the new way to travel, he had the flying bug“.

William Rueckert’s life then changed forever. In 1942 as a 1st Lt. Trainee Pilot, he left New York, Dee and his son, and moved to the West Coast Training Centre whose headquarters and administration centre was at Santa Ana Airbase in California.

Early Flight Training.

William would have progressed through several stages of training, from primary to basic, then on to advanced flying and eventually to the heavy bombers. This would take him through many courses at several sites. After primary flight training, he would have gone onto basic flying. Here a nine week course of some 70 hours or so would have taught William more basic flying skills, including: instrument flying, aerial navigation, night flying, long distance flying, radio operations and etiquette, and finally formation flying.

One of these first stations would be Lemoore AAF in California. Whilst here, William would learn firsthand the perils of flying, when on May 20th, 1943 he was involved in a mid air collision with another aircraft piloted by Air Cadet Donald. W. Christensen (S/N: 39677502). Sadly, Christensen would die in the crash whilst William would suffer a wound to the forehead.

I have, since the original post, been able to establish beyond doubt that this is the accident that Dee refers to, although she would later retell the event believing it was a B-24 at a Biggs Field, El Paso, in Texas.

The Army Air Corps used a range of aircraft to train pilots in basic flying, one of the more powerful and complex models was the single engined aircraft the Vultee BT-13 (replaced by the Vultee BT-15). On that day (May 20th, 1943) William was flying solo in BT-15 #42-1957 at Lemoore AAF, and was approaching to land.

The official records (crash number 43-5-20-6)*⁸ held at the Air Force Historical Research Agency, states that:

“At 17:02, May 20, 1943, while upon final approach at Lemoore Field at the termination of a routine training flight, Student Officer, 1st. Lt. W.G. Rueckert collided with A/C D.W. Christedsen [sic].

Both airplanes were approaching the field in the usual manner. The wind was slightly from the right at 10 mph. Position of the approaching ships gave the control ship stationed on the south-west corner of the mat no cause for alarm. A/C Christensen in ship 32 was in front below and to the right of Lt. Rueckert in ship 12. Several hundred yards from the south-west edge of the mat. Lt. Rueckert noticeably dropped the nose of his ship which struck the A/C Christensen’s airplane behind the canopy. Both airplanes remained in contact and fell to the edge of the mat from a height of about 50 feet. A/C Christensen plane landed on its back, exploded and burned killing A/C Christensen immediately. Lt. Rueckert’s landed nose first, broke clear of the other plane and the pilot jumped out and attempted to extinguish the blaze with his fire extinguisher. He sustained a cut on his forehead and shock. The fire truck and ambulance arrived immediately afterward, put out the blaze and conveyed Lt. Rueckert to the hospital.

Lt. Rueckert stated that he never saw A/C Christensen’s plane in the traffic pattern.

It is probable that one or both pilots were making improper correction for wind drift although witnesses were located at angles which made it impossible to verify this fact.”

The enquiry that followed concluded:

“Failure of pilot in airplane to look around. Poor correction for drift on the part of one or both pilots. Lack of control tower in the vicinity of mat. Present control tower is approximately four thousand feet from the scene of the accident.“

Dee would later retell the story to Bill, describing how she went to the hospital and how she had to remove little splinters of the shatter windshield from William’s forehead for weeks after the crash. It had been a hard lesson learnt for William.

On completion of the basic course, he then transferred to the multi engined Advanced Flying Course at Stockton Field*⁴, California, the Air Force’s first west-coast Advanced Flying Field. Here William was enrolled in Class 43-H.

On the Advanced Flying Course at Stockton Field, William would have undertaken a further seventy hours of multi-engined flying, formation flying, night flying and instrument flying using standard training aircraft such as the: Curtiss AT-9, Beech AT-10 or the Cessna AT-17 / UC-78. Upon completion of this course, William would receive his wings and a Commission.

Whilst William was here at Stockton Field, his son Bill, would reach his first birthday and William would send a heartfelt letter home telling Bill how much he missed him, and looked forward to spending time with him again. In his opening paragraph William said to Bill: “This eventful year you have quickly grown from an infant, into one grand, little boy, and I’m certainly proud of you, Billy.”

William’s letter to Little Bill on his first birthday

The course lasted well into 1943, and on August 30th, Lt. William G. Rueckert graduated received his wings and his commission – his dreams were slowly becoming a reality.

For his next posting, William would be transferred to Kirtland Field, New Mexico (formerly known as Albuquerque Army Air Base, being renamed Kirtland Field in 1942 after Colonel Roy C. Kirtland), which specialised in navigation and bombardier training. The aircraft used here were the twin-engined Beechcraft AT-11 or the Douglas B-18 Bolo aircraft. Although split into three specialist schools, it also trained entire crews ready for the heavy Bombers the B-17 and B-24. It would be here that William would have his first encounter with the B-24 ‘Liberator’.

On October 28th 1943, William passed his instrument flying test, and by the time he was finished at Kirtland Field, he was a qualified pilot instructor on B-24s. With this under his belt, William was now ready, his flying training completed, he would transfer again, this time to Biggs Field, El Paso, Texas.

It would be here at Biggs Field that the family would be reunited once again, Dee and Bill joining William on the base’s accommodation. It would also be here that Dianne, Bill’s sister, would be born. Dianne sadly passing away in 2007.

Little Bill in El Paso. The boots, he tells me, he still owns today!

Dee’s account of the accident that is now believed to have been the Lemoore AAF collision was retold later to Bill. Her account of the day’s events being sketchy. I am continuing to search for evidence of this but it is unlikely that William was involved in an accident whilst here at El Paso.

Finally, the draw of the war led William to requesting a post overseas. But before departing, he would pick his own crew members, Harold Emerson Roehrs – his co-pilot, and Jimmy Gardner – his navigator, both of whom he had become good friends with at El Paso.

Later in life, Harold Roehrs would write his own biographical account, “Harold’s Story“, in which he mentions William in a dedication. William being the one who taught Harold to fly a B-24, something Harold had to prove to his Commanding Officer Major (later Lt. Colonel) Thermand D. Brown. In doing so, Harold flew Major Brown around the skies of Hardwick until he was convinced, and convinced he was! In his book, Harold pays homage to William saying of him: “My pilot and friend who shared his knowledge and taught me how to fly a B-24 Liberator“. William being one of those many people who helped shaped Harold’s life.

L to R: William, Jimmy and Harold at El Paso

Left to Right: William, Jimmy and Harold at El Paso

The three friends would all be posted together to RAF Hardwick, Norfolk, England to join the 409th BS, 93rd BG, 20th Combat Wing, Eighth Air Force, in April 1944. All three serving in the same crew.

The three left Biggs Field travelling to Forbes Field, Topeka, Kansas at the end of March 1944, where they would collect their B-24 to fly to England. The aircraft was loaded up and they took off heading over the southern route.

Off to War.

“Harold’s Story” is dedicated to many including William Rueckert.

Harold detailed the journey in his book “Harold’s Story”*³, shining an immense light on the enormity of the trip, one that was made by many crews transporting themselves and aircraft across the vast southern hemisphere to a war very far away.

The journey would be broken into stages, each covering many miles, with hours of flying over water. Much of the journey taking in hot humid days broken by the cold nights, the time when they would fly the most.

The first part of the journey took them from Topeka to West Palm Beach on Florida’s southern point, then via Aguadilla, Porto Rico, to Georgetown in British Guiana. The crew would then fly onto Belem in Brazil before arriving at Fortaleza, their last stop before the next leg and the Atlantic.

The crossing of the Atlantic, then took the crew from Fortaleza, across the monotonous waters of the southern Atlantic Ocean. They were aiming for Dakar on the Cape Verde Peninsula, Africa’s most westerly point. The 1,928 miles would take them exactly twelve hours and thirty-five minutes, and cross four time zones point to point.

After a nights rest, the crew then flew from Dakar to Marrakesh in Morocco, where they waited for five days until the notoriously poor British weather cleared sufficiently for them to proceed. Finally, they were given the go-ahead, and the last leg would take them around neutral Spain and Portugal, wide of the Bay of Biscay, arriving finally at the US Staging post RAF Valley in Wales. (RAF Valley, had been designated a major staging post for US arrivals along with St. Mawgan in Cornwall and Prestwick in Scotland).

As in many cases, the aircraft flown over by the crews was not the aircraft they would keep as part of their operational unit. The new aircraft being taken and flown by ferry crews to other operational squadrons. From Valley, crews would make their way to Liverpool where they would then be transferred to their assigned squadrons, William, Jimmy and Harold making their way to Hardwick by train. The journey not being a direct one, would lead to them arriving at Hardwick (Station 104) on April 24th 1944.

Formed only two years earlier on 22nd April 1942, the 409th was to be William’s only operational squadron. Having won three D.U.C.s already for operations over Europe including, the raid on the Romanian oil fields at Polesti, and the enormous raids of February 1944 ‘Big Week’, the 93rd were already a battle hardened group.

A B-24 Liberator (YM-H, serial number 42-95258) of the 409th Bomb Squadron, 93rd Bomb Group (IWM FRE 3762)

“Ted’s Flying Circus” as they were to be known, were very much in the front line of operations, taking part in the preparations for D-Day, completing much of their bombing missions over the Normandy area. Here they focused on cutting German supply lines and vital communication routes across France.

First and last Mission.

William’s first and only mission, was on May 1st 1944, one week after his arrival at the base. It was to be an early morning flight, take off at 05:00. Mission 332 was for more than 500 heavy bombers of the 1st, 2nd and 3rd Bomb Divisions, to attack V- Weapons’ sites in northern France. These “Crossbow” operations were designed to destroy launching areas for the Nazi Terror weapons the V-1s that were targeting London and the South East. On that day William and Jimmy decided to volunteer to fill the vacant co-pilot and navigator spots in the crew of pilot Second Lieutenant Albert Schreiner (s/n: 0-805532) on B-24 ‘Joy Ride‘ #42-7621, leaving his other regular crewmen behind at Hardwick including Harold. William’s work ethics playing one last card as he wanted to get familiar with combat missions before taking his own crew out.

2nd Lt. Schreiner, a veteran pilot from Gloucester County, New Jersey had been along a similar path to William’s, the ‘green’ newcomer. A Cavalry man he had enlisted in 1941, joining the National Guard before transferring across to the Air Corps.

On the night before the mission, William visited the local church at Topcroft, here he said his prayers in preparation for the following day’s flight. The church having strong links with the base, continues to honour the crews today.

The next morning, May Day 1944, two missions were planned, the first to the V Weapons site at Bonnieres, the second to a Brussels railway yard. About half the aircraft managed to get airborne for the first sortie, then it was the turn of ‘Joy Ride’.

The engines roared into life, 2nd Lt. Schreiner had signed the aircraft off fit for flight after a fuse for heating the suits had been replaced; the brakes were released and the aircraft began its roll along the perimeter track to the end of the runway where it sat waiting. After the signal to go was given, the engines were brought to full power, the brakes released and the aircraft shook and shuddered its way down runway 020 heading south. As it reached almost mid point it began to lift off, and when about 20 – 30 feet in the air, Schreiner gave the order to raise the undercarriage. S/Sgt. Monnie Bradshaw, the Top Turret Gunner / Flt. Engineer reported all instruments were well. He reached down to the undercarriage levers, when suddenly the aircraft hit the ground with an almighty sound.

A heavy landing tore off the left undercarriage leg and the nose wheel collapsed. Unable to gain any height, the aircraft crashed down and slid along the rest of runway 020 spinning round several times before ending up at the crossing with runway 032. Flames had by now engulfed the bomb bay and fuselage, Bradshaw pushed open the top hatch striking the Navigator 2nd Lt. James E. Gardner, on the head. Not seriously injured, both men escaped from the aircraft through the hatch, the top turret now resting on the nose of the stricken B-24, the fuselage engulfed in fire.

In the B-24 lined up behind William’s aircraft was Radio Operator Sgt. Cal Davidson who was stood between the pilot and co-pilot, a common practise on ‘night’ flights which allowed the pilot to focus on the instruments whilst the Radio operator watched the runway. Watching carefully between the rows of burning oil drums that lit the darkened runway, Davidson had a grandstand view of the incident that unfolded in horrifying detail in front of him. He described how he watched as William’s B-24 carrying a full load of fuel and bombs, took off from Hardwick’s north-south runway 020. In his diary that day, Sgt. Davidson wrote*⁵:

“May 1 Blue Monday. No sleep last night as we were called for a mission, briefed at 2:00 and scheduled for a 4:00 take off flying the “War Goddess” to go on a practice mission before going to the actual target. As we sat on the runway next in line to take off, the plane ahead of us didn’t make it off crashing and exploding about 2/3rds of the way down the runway. Flames shot up and lit up the whole field. As I was standing between the Pilot and Co-pilot, the three of us watched stunned at what had just happened. Neast [The pilot: John K Neast] put his head down on the controls and said “O God why did this happen?”. He’d never taken off in the dark before and said he was all set until this happened. The tower sent up red flares and told all remaining crews to get out of their planes. Once out of the plane with the engines quiet you could hear the 50 calibre bullets going off and the 500 lb bombs began exploding. Colonel Fiegel Base Commander and our Sq. C.O. Major Brown had tears in his eyes as he told us it was a 409th plane. Major Brown is one of the finest officers I have ever met.”

He then goes onto say:

“One of those killed was a young French-Jewish boy from our barracks and had the bunk next to mine. We had nicknamed him ‘Frenchie’ ”

‘Frenchie’ was Radio operator Sgt. Sheldon Sheinfine, who claimed to be probably the only French-Jew in the Eighth Air Force, he shared a barrack hut with Davidson, having adjacent bunks. Davidson himself, cleared out Sheinfine’s belongings almost immediately, and his loss, and the loss of the crew, had a great impact of Davidson.

Sgt. Cal Davidson (laying down front)

Two nearby Groundcrew Sgt. Harry Kelleher*² and Sgt. Johnny Findley also witnessed the crash. Sgt. Findley was closest and recalled how he heard “the squeaking sparks flying off, as the plane slid along the runway“. Then he watched as it “burst into flames as it continued down 020 north-south to 032 runway“. Findley ran over to one of the ejected crew members holding him until rescue crews arrived. Sgt. Kelleher leapt into a jeep and raced over to the crash site picking up a further two crewmen. “At that point” Kelleher said ,”the gas tanks exploded knocking over the jeep“. That was enough and they made a quick exit, in Kelleher’s words “they got the hell away.”

Standing on dispersal number 8, Engineering Officer Captain Thomas H. Jackson also saw the aircraft “crash and burn“, as it slid along the runway it “burst into flames“.

Another witness, ground crewman Corporal Johnny Fridell Jr*⁷, who was standing by runway 020 as the B-24 slid along on its belly, described sparks flying from the aircraft until it reached the crossing with 032, spinning around catching fire. Fridell then jumped into a shelter fearing what was about to happen. Over the next half an hour, seven of the 500 lb bombs on board the B-24 exploded, the full complement of fuel caught fire and the ten ammunition boxes containing nine yards of .50 calibre bullets, began exploding too. It was a massive fireball from which it was unlikely anyone would survive.

Standing on the balcony of the control tower, the Commander Colonel Leland Gordon Fiegel, also watched as the lumbering B-24 came down onto the runway and caught fire. From where he stood, he didn’t think the damage was any more worse than “an ordinary belly landing“, but noted how “the fires increased rapidly in their intensity“.

The tail section of B-24 “Joy Ride” after the crash.

Ground crewman Cpl. Johnny Fridell , along with rescue crews, then ran toward the fireball to try and help anyone they could. Miraculously, of the total number of crew, three were uninjured: Navigator 2nd Lt. James Gardner, Waist Gunners S/Sgt. Harold Loucks and T/Sgt. Kerry Belcher, mostly located within the rear of the aircraft between the bomb bay and the tail. Two further crewmen received injuries; Top Turret/ Flight Engineer S/Sgt. Monnie Bradshaw and Tail Gunner Sgt. Anthony Constantine. The remaining five, including Rueckert, were killed: Pilot 2nd Lt. Albert Schreiner, Bombardier 2nd Lt. Paul Sabin, Radio Operator S/Sgt. Sheldon Sheinfine and Nose Gunner Sgt. John Dalto. All of these were located in the front portion of the aircraft. The fire and explosions were so intense only a single thumb was found by rescuers.

The remains of Reuckert’s B-24.

By 16:00 RAF Bomb Disposal crews had managed to remove and deal with the remaining bombs, it was thought at this stage the aircraft may have suffered from prop wash, a devastatingly dangerous effect caused by preceding aircraft creating turbulent air.

The explosion caused such damage that it created a huge crater closing the two main runways for five days. The mission was scrubbed (22 aircraft had already gotten airborne and carried on), red flares being fired into the night sky instructing crews to abandon their aircraft and return. For the next week all aircraft had to take off using the short runway and climb up over nearby woods approaching Topcroft village. As a result of the difficulty in doing so, there were subsequent crashes at Hardwick, with aircraft falling into the woods beyond the airfield. The crater and burnt debris of William’s B-24 leaving a stark reminder of the dangers of flying a heavy bomber laden with combustible and explosive materials.

Dee finds out!

For seventeen days Dee knew nothing of her husband’s fate. At home, she had been working on the new family flat at St. George, on the north-eastern corner of Staten Island, whilst living a few miles away with her family at Castleton Corners. Dee had been writing letters every day, in many cases two or three times a day, but unbeknown to her they were not reaching her husband very quickly – if at all.

To Dee, the old furniture with scratches and rips from the dogs they had owned held fond memories of their early days together. The many moves they had made as William had been posted from one training airfield to another, were emphatically etched in their structure.

Dee was at her mum’s house on May 18th when the buff telegram arrived. With ‘Western Union’ emblazoned across the top and two tell-tale red stars*⁶ in the bottom left corner, Dee knew exactly what it meant, she didn’t need to open it. As the tar stained hand of her father held it out to her, her life fell apart. The man she had adored for the last five years was gone, the moment she, and all serving personnel wives’ feared, had happened. She became ill and slid towards depression. Seeing the changes in her, Dee’s mother took charge, she gave up her own job and took Dee and the two children in. Encouraging Dee to go out and get a job, as she cared for Bill and Dianne and nursed Dee back to full strength.

Gradually, Dee recovered and got her life back on track. Small reminders would never be far away though, each one bringing William back to her thoughts. Not long after his death, flowers he had ordered only days before the accident, finally arrived on Dee’s doorstep.

The Telegram that brought the terrible news to Dee

The dreaded Telegram that brought the news of William’s death to Dee

Shortly after the 20th, a confirmation letter arrived from the War Department in Washington D.C. In three short paragraphs it confirmed that William had been “killed in action on 1 May 1944 over England.” It said nothing about the incident, as these are “prepared under battle conditions and the means of transmission are limited“. Signed by Brigadier General Robert H. Dunlop, it told Dee that William’s service had been “heroic“.

Back in the UK, those that had escaped, particularly William’s good friend James ‘Jimmy’ Gardner the Navigator, went into shock. He was sent to London to recuperate, before being sent home. In later years Bill tried to talk to him about the crash, but the shutters came down and Jimmy understandably turned away from Bill. In June 1944, Harold, Bill’s other good friend from their days at El Paso, would convince Col. Brown of his flying abilities, being approved as a pilot and then assigned another crew, he would go on to complete 37 missions with the 93rd at Hardwick.

In the official enquiry that followed the crash the engineer stated that all engines were running OK, each at 2,600 rpm with 49” M.P. (Manifold Pressure) in each one; recognised as sufficient power to achieve a good take off with the load being carried by the bomber. Schreiner’s training record was scrutinised and found to be in order. The pre-flight mechanic’s report was checked and several eye witness accounts were taken. After deliberations the committee apportioned 100% blame to the pilot Lt. Schreiner’s night take off technique, saying that he had allowed the aircraft to land again without realising what he had done. As a result, the committee recommended modified training for all crews to include further training in night take off and landings.

The first page of the accident report which blamed the pilot for his ‘take off technique’. Note the misspelling of William’s name.

Rueckert’s remains was initially buried at the Cambridge American Cemetery and Memorial at Madingley, a few miles outside of Cambridge, along with the pilot 2nd Lt. Albert Schreiner. Later on, William’s mother asked Dee if his body could be returned to Illinois to be placed along side his father in the family plot in Moline. Dee, still angry at her attempts to stop the marriage, and knowing there was little more than bricks in the coffin, agreed to the move and the coffin was returned in 1952. Of the others, Bombardier 2nd Lt. Paul Sabin was buried in section 14 of the Mount Carmel Cemetery, Raytown, Jackson County, Missouri, and Radio Operator S/Sgt. Sheldon Sheinfine was buried at the Beth Israel Memorial Park, Woodbridge, Middlesex County, New Jersey. Sheinfine was only nineteen years of age. The last crewman to lose his life that day, was twenty-one year old Sgt. John Dalto, who was buried in the Long Island National Cemetery, East Farmingdale, Suffolk County, New York. The average age of the crew that day was only 20 years old.

At the end of the war, one of William’s original crewmen stopped off at Dee’s to explain that William had volunteered to fly in ‘Joyride‘ that fateful day, the purpose being to gain experience before taking his own crew into heavily defended enemy territory.

Since discovering a lot more about his father’s death, his son ‘Little Bill’, has repeatedly returned to Hardwick and has become very good friends with the site owner David Woodrow. William’s wings and wedding ring were never recovered from the crash site, and remain buried in Hardwick’s 032 runway, where the concrete patch stands today.

On the farm that now stands in the place of Hardwick airfield, is a small museum, maintained by a volunteer crew set up by both David Neale and David Woodrow. The farm also has a memorial to the 93rd BG and regularly honours those who served. During the time the airfield was open, a pond was located in this area, into this pond aircrew who had passed their statutory mission number were thrown, a right of passage that allowed them to go home. Many however didn’t, choosing to stay on and serve for longer.

Following the accident, 1st. Lt. Rueckert was awarded the Purple Heart, as was the pilot. His son Bill, has since donated a replica of the medal to the church at Topcroft, the church William visited the night before his death.

William Rueckert’s certificate for his Purple Heart.

Inside the church, a plaque sits on the wall remembering the 668 men who never returned to Hardwick from missions. William’s name also appears in the St Paul’s Cathedral Roll of Honour, on page 365.

William G Rueckert was a brave young man who, like many others, went to fight a war a long way from home. Doing their duty came above all else, but like many others he longed to see his wife and family. Sadly, that day never came, and William lost his life serving the country and people he loved.

RAF Hardwick and the story of the 93rd BG whilst based here appears in Trail 12

William G Rueckert appears on the World War II Honours list of Dead and Missing, State of New York 1946 Page 136.

Sources, notes and further reading.

Much of the basic information used was supplied by William Rueckert (Little Bill) through emails, and all pictures (unless stated) were donated and used by kind permission from Bill to whom I am truly grateful.

*¹ The Eastern Daily Press ‘Weekender’ was published on December 13th 2014.

*² Sgt. Harry Kelleher went with the 39th BG when it took part in the Polesti raid. His rank was that of Non-flying Ordnance ground crew. However, it is believed he joined Captain Llewellyn L. Brown’s crew taking the position of Ball Turret Gunner on the B-24 #41-24298 ‘Queenie‘ which was hit by flak and diverted to Sicily. Harry had been denied the opportunity to fly in the bomber by his superiors, but went anyway. He is credited as Ball Turret Gunner on the ‘American Air Museum’ website having been awarded the Air Medal and the Distinguished Flying Cross. Harry had relayed the story to Little Bill before passing away, however, none of the crew have ever verified his claim and no other record seems to exist of it.

*³ Extracts from “Harold’s Story” written by Harold Emerson Roehrs, William’s best friend, were kindly given to me by Bill. The book I believe is now out of circulation.

*⁴ The History of Stockton Field can be found on the Military museum website, including images of Stockton Field taken during the war.

*⁵ Email from Cal Davidson to Bill Rueckert 25/8/04, courtesy of Bill Rueckert.

*⁶ One Red Star would signify Missing in Action or wounded, whereas two meant they were killed. Hence anyone seeing the telegram would know before even opening it what it meant. Dee’s father owned as company that repaired water tanks on top of the skyscrapers using tar, hence his hands were always covered with it.

*⁷ Corporal John L. Fridell Jr (s/n: 14077456) was one of the ground crew for ‘The Sleepy Time Girl‘ also referred to as “Sleepytime Gal‘ which completed 135 missions without returning once with mechanical problems.

*⁸ Accident number 43-5-20-6 Lemoore Army Air Field provided by the Air Force Historical Research Agency.

All quotes regarding the crash of the B-24 are from witness statements taken from the War Department Investigation, Report of Aircraft Accident Number 0000198.

USAAF Training Aircraft Fuselage Codes of WW II website

Abandoned and Little known Airfields website has a very interesting collection of photographs and information on Lemoore AAF.

Kirtland Air Force Base Website

MyBaseGuide website

Aviation Archaeological Investigation & Research website.

El Paso Times Website.

2Lt. Thomas E. Cartmell Blog by Michael John Hughey, MD

My sincere thanks go to Bill for allowing me to publish his father’s story and to all those who have contributed comments, corrections and information about the accident. I am continuing to search for further information, if / when this arrives, I shall add it to the text.

RAF Glatton Mural

April 13, 2024January 29, 2024 / Aviationtrails / 8 Comments

There are many memorials and murals around the world dedicated to those who lost their lives or served on wartime airfields fighting the Nazi tyranny. In the UK these amount to hundreds if not thousands, and every now and again, one springs up and looks stunning.

At Conington, the former RAF Glatton, now a training airfield which utilises one of the three original runways, is one such mural, dedicated to those of the 457th Bomb Group who served with and flew missions from the airfield between February 21st, 1944, until April 20th, 1945.

Glatton airfield was built in the last months of 1942, by the 809th and 862nd Engineer Battalion (Aviation) of the U.S. Army, as a class ‘A’ airfield, and would be of a standard size and shape catering for some 3,000 men and women of mixed rank.

The only units to use the airfield were the four bomb squadrons: the 748th, 749th, 750th, and 751st Bomb Squadrons of the 457th Bomb Group, 94th Combat Bombardment Wing of the 1st Bombardment Division. Flying B-17s, they would take part in some of the most horrific battles of the air war, losing some 729 personnel as either killed, missing or taken prisoner, dropping just short of 17,000 tons of bombs in 237 missions.

After training at Rapid City Airfield in South Dakota, the 457th would enter the war with a real baptism of fire. On Monday 21st February 1944, the combined forces of the USAAF and the RAF were involved in the ‘Big Week‘ campaign. Officially known as Operation ‘Argument‘, it was designed to smash the German aircraft industry in one fell swoop. For an entire week the allies pounded the industrial regions of the Rhine, as one of the war’s biggest joint operations, it didn’t nevertheless prove to be as definitive as planned.

They would attack ball bearing plants, aircraft factories and oil refineries. Helped prepare the way for the invasion and took part in Mission 311, on April 22nd 1944, a mission that became famous for the operation in which US forces lost more aircraft to enemy intruders than at any other time in the war.

They would also attack coastal defences, railways, fuel depots took part in the attacks at St. Lo.

Many special visitors would also be seen at Glatton airfield, including in March 1944, YB-29 #41-36963 ‘Hobo Queen‘*⁸ which took off from Salina Airbase in Kansas piloted by Colonel Frank Cook, as part of a plan to ferry B-29s to China to bomb Japan from airfields there.

On April 20th 1945, the 457th flew their final operational mission, attacking the marshalling yards at Seddin, to the south of Berlin. With the end of the war just around the corner there was little resistance from either ground forces or the Luftwaffe, none of the 457th aircraft taking hits or suffering any damage, it was virtually a ‘milk run’.

Following VE day, the 457th flew POWs back from Europe to England, then with no further action to undertake, the airfield was handed back to the RAF’s No. 3 Group under the control of Bomber Command operating both the Avro Lancaster and Consolidated B-24 Liberators flying out to the Middle East.

By June the war for the 457th was over. The men and machines were transferred back to the United States with the aircraft leaving Glatton between May 19th and 23rd, and the ground echelons sailing on the Queen Elizabeth from Gourock in Scotland, at the end of June. After arriving at New York there was 30 days rest before the men assembled at Sioux Falls. Here the axe fell and the 457th was no more, the four squadrons being disbanded for good and the Group removed from the Air Forces inventory.

Glatton itself was eventually closed and the site was then sold off in 1948, mostly returning to agriculture.

Since then, a training company has taken over part of the airfield, T6 Harvard Ltd, a small light training company, have operated out of Glatton since 2021 providing flying training for pilots on a variety of aircraft including both Chipmunks and Harvard aircraft.

On the side of one of their buildings is a mural, painted by Nathan Murdock, a Peterborough artist, who created the design as a commission by the company owner Julie Churchill, and depicts a Lockheed/Vega B-17G-70-VE Fortress, #44-8557 of 748th Bombardment Squadron on its 234th mission, April 18, 1945. On board that day and depicted in the painting are: Roy Truba; Craig K Winters; Joseph Taylor; William Thistle; Luther Smith; Louis Domato; John H Taylor; John Miller and Harvey Henkel.

This crew was the last 457th crew to sustain a loss in the war when the aircraft was hit by flak over the marshalling yards in Freising on April 18th, two days before their last mission. Following the strike, the crew safely parachuted from the damaged plane, but Sgt. John T. Miller, the engineer, was killed. The rest of the crew landed safely but were soon captured and taken prisoner by the Germans. All were liberated by allied forces ten days later.

The mural was completed and then dedicated on August 19th, 2021 by the U.S. Air Force Col. Abe Jackson, EUCOM JAC commander, who said “Today symbolises an opportunity for us to recognise the significant contributions of those Airmen who came before us,”*¹

The mural can be easily seen behind the clubhouse, which also has a display of photographs and memorabilia relating to the 457th and their time here at Glatton. It is a stunning piece of art work, not least of all becasue it is painted onto corregated metal, and is well worth a visit if you are in the area.

The mural depicting the crew and B-17 #44-8557 can be seen behind the clubhouse.

457th Bomb Group crew in 1945. Back row left to right: Roy Truba (Bombardier), Craig K Winters (Navigator), Joseph Taylor (Co-Pilot) and William Thistle (Pilot). Front row left to right: Luther Smith (Tail Gunner), Louis Domato (Radio Operator), John H Taylor (Ball Turret Gunner), John Miller (Flight Engineer) and Harvey Henkel (Right Waist Gunner). (Names taken from an original photo on the American Air Museum website).

Sources and further reading.

*¹ 501st Combat Support Wing Website

T6Harvard Ltd flying details can be found on their website.

The full history of Glatton can be read in Trail 6.

RAF Hunsdon – The Mosquito Bites (Part 4)

March 30, 2024January 27, 2024 / Aviationtrails / Leave a comment

In Part 3, we saw how Hunsdon and gone through various squadrons, operating the ill fated Turbinlite system which was soon withdrawn, and onto the arrival of the Mosquito, a deadly aircraft that could out run every German aircraft at its introduction. It was now time to bite, and the bite would come directly at the heart of the Gestapo.

In one of the war’s most famous attacks, so many questions would be asked, but answers would be short-coming and the truth may never come out.

The new wing, previously formed at Sculthorpe, would consist of the three multinational squadrons, a ‘British’, Australian and New Zealand unit, and all would be based at Hunsdon as part of the RAF’s Second Tactical Air Force (2TAF) designed to support troops in the forthcoming invasion.

Captain Edwin Swales VC, DFC RAF Little Staughton.

February 23, 2024January 28, 2024 / Aviationtrails / 6 Comments

The Royal Air Force was made up of many nationals including both those from the Commonwealth and those from across the globe.

In Bomber Command, and the Pathfinders in particular, one man stood out not just for his nationality, but for his bravery and dedication in the face of death.

That man was one Acting Major*¹ Edwin Essery Swales VC, DFC based at RAF Little Staughton on the Bedfordshire / Cambridgeshire border.

Swales was born on 3rd July 1915, the son of Harry Evelyn Swales and Olive Essery, in Inanda, Natal South Africa. He was one of four children whose father was a farmer. Whilst Edwin was young, his father, Harry, died from the influenza epidemic that claimed some 50 million lives after the First World War. Without a father, the family were unable to maintain the farm, and so they moved away to Berea in Durban.

Once of high school age, the young Edwin Swales attended Durban High School, he also joined the Scouts learning valuable skills with like minded youngsters, that would help in him in later life. After leaving school Swales landed himself his first job, working at the international branch of Barclays Bank in Durban. But with with war looming, Swales like many young men at the time, was drawn to military service, and so he joined up, posted to the Natal Mounted Rifles where he achieved the rank of Sergeant Major.

Whilst with the Mounted Rifles, Swales served in several locations including: Kenya, Abyssinia and North Africa where he fought bravely alongside his compatriots and the Eighth Army under Montgomery. He would remain with the rifles until January 1942 at which point he transferred to the South African Air Force, obtaining his wings on 26th June a year later. Two months after this milestone, he, like many others from across the commonwealth, was seconded to the Royal Air Force ensuring his position overseas.

Swales (s/n: 6101V) like many new recruits to the Royal Air Force, would undergo a tense period of retraining, eventually being posted to fly heavy bombers within Donald Bennett’s 8 Group – ‘The Pathfinders’. His first and only posting, would be at Little Staughton with 582 Sqn.

During his short time at Little Staughton, Swales would fly a number of missions piloting Avro’s delight, the four engined heavy bomber the Lancaster.

Swales took part in many operations over occupied Europe, including the ill-fated attack on Cologne on December 23rd 1944, which saw the loss of five aircraft from 582 Sqn. In total, eight aircraft from seventeen flying from both Little Staughton and Graveley were lost that day including the lead bomber flown by Sqn. Ldr. Robert Palmer who himself was awarded the Victoria Cross for his actions.

On that day, an Oboe mission that went terribly wrong, Swales heard the instruction to bomb visually releasing his bombs at 12:51hrs. Flak and fighter attacks were so ferocious, that Swales, like many others in the formation, had to take “violent evasive action” to shake off persistent and accurate attacks from fighter and ground based gunners. He was able to return his aircraft and crew safely to Little Staughton landing at 14:35*²

The action taken by Swales that day was indicative of his determination to succeed and protect both his aircraft and crew, and one that would be repeated time after time by the airman. As a result, it was seen fit to award Captain Swales the DFC for his action that night, his citation stating:

This Officer was pilot and Captain of an aircraft detailed to attack Cologne in December, 1944. When approaching the target, intense anti-aircraft fire was encountered. Despite this, a good bombing attack was executed. Soon afterwards the aircraft was attacked by five enemy aircraft. In the ensuing fights, Capt. Swales manoeuvred with great skill. As a result his gunners were able to bring effective fire to bear upon the attackers, one of which is believed to have been shot down. Throughout this spirited action Captain Swales displayed exceptional coolness and captaincy, setting a very fine example. This Officer has completed very many sorties during which he has attacked a variety of enemy targets^*³

Within two months of the operation and at the time his award was being awarded, Swales would be in a similar position again. This time as Master Bomber leading the formation and directing the bombers to the target.

On that night, only ten days after the historical attack on Dresden, 367 Lancasters and 13 Mosquitoes from 1, 6 and 8 Groups were detailed to attack the city of Pforzheim to the north-west of Stuttgart. This would be the only attack on the city during the war and it would prove almost as devastating as both Dresden and Hamburg.

Flying along side Swales that night in his Lancaster III PB538 ‘N’, were seven other crewmen, including two navigators as was commonplace for Oboe fitted aircraft.

On the run in to the target, the Lancaster was badly mauled by night fighters who successfully put one engine and the rear turret guns out of action. But undeterred, Swales remained on station guiding the following bombers onto the target with the greatest of precision.

When he was finally satisfied that the attack had been carried out successfully, he left his station and turned the aircraft for home. It had been difficult to keep the Lancaster flying, but Swales had persevered in order to complete the job. But he was now easy prey for enemy fighters and inevitably more attacks came.

Soon a second engine was put out of action and flying controls were damaged further with some now completely inoperable. With a reduced speed and difficult flying conditions he headed for the allied lines, where he hoped to get his crew out safely.

All those on board made the jump to safety, leaving just Swales at the controls of the failing Lancaster. As if someone had been watching over them, just as the last man left, the Lancaster finally gave up the struggle and dived into the earth – Edwin Swales was still sat at the controls when it was found later on.

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

Following the death of Captain Swales, Air Chief Marshall Sir Arthur Harris KCB, OBE, AFC, Chief of Bomber Command, personally write to Swales’ mother saying: “On every occasion your son proved to be a fighter and a resolute captain of his crew. His devotion to duty and complete disregard for his own safety will remain an example and inspiration for all of us.”*¹⁰

For his action, bravery and dedication to duty, 29 year old Edwin Swales, a prominent rugby player and South African “who only had to smile at his crew and they were with him all the way“*⁵ was awarded the Victoria Cross posthumously, the second such award to go to an airman of RAF Little Staughton, just one of three to the Pathfinders and one of only four South Africans to be awarded the Victoria Cross during the war. His citation appeared in the Fifth Supplement to The London Gazette, of Friday, the 20th of April, 1945:

Air Ministry, 24th April, 1945.

The KING has ‘been graciously pleased to confer the VICTORIA CROSS on the undermentioned officer in recognition of most conspicuous bravery:.—

Captain Edwin SWALES, D.F.C. (6101V), S.A.A.F., 582 Sqn. (deceased).

Captain Swales was ” master bomber ” of a force of aircraft which attacked Pforzheim on the night of February 23rd, 1945. As ” master bomber,” he had the task of locating the target area with precision and of giving aiming instructions to the main force of bombers following in his wake.

Soon after he had reached the target area he was engaged by an enemy fighter and one of his engines was put out of action. His rear guns failed. His crippled aircraft was an easy prey to further attacks. Unperturbed, he carried on with his allotted task; clearly and precisely he issued aiming instructions to the main force. Meanwhile the enemy fighter closed the range and fired again. A second engine of Captain Swales’ aircraft was put out of action. Almost defenceless, he stayed over the target area issuing his aiming instructions until he was satisfied that the attack had achieved its purpose.

It is now known that the attack was one of the most concentrated and successful of the war.

Captain Swales did not, however, regard his mission as completed. His aircraft was damaged. Its speed had been so much reduced that it could only with difficulty be kept in the air. The blind-flying instruments were no longer working. Determined at all costs to prevent his aircraft and crew from falling into enemy hands, he set course for home. After an hour he flew into thin-layered cloud. He kept his course by skilful flying between the layers, but later heavy cloud and turbulent air conditions were met. The aircraft, ‘by now over friendly territory, ‘became more and more difficult to control; it was losing height steadily. Realising that the situation was desperate Captain Swales ordered his crew to bale out. Time was very short and it required all his exertions to keep the aircraft steady while each of his crew moved in turn to the escape hatch and parachuted to safety. Hardly had the last crew-member jumped when the aircraft plunged to earth. Captain Swales was found dead at the controls.

Intrepid in the attack, courageous in the face of danger, he did his duty to the last, giving his life that his comrades might live.*⁶

His body was removed from the aircraft in which he gave his life and was interned at the War Cemetery at Leopoldsburg, in Belgium, Section VIII Grave C.5.

In honour of Captain Swales, two memorial stones were laid and revealed outside his Durban High School on Armistice day 2009. One in the Memorial Courtyard of the School and the second on the Memorial Wall of the Natal Mounted Rifles also in Durban. In attendance were both his niece, Professor Edwina Ward, and Lt. Gen. Carlo Gagiano, Chief of the South African Air Force.

In 2013, Swales was also awarded the “Bomber Command” clasp to be worn on the 1939 – 1945 Star already awarded.

Edwin Swales was indeed a very brave man, who through sheer determination managed to save his crew in spite of the dangers facing him. His award was in no doubt deservingly awarded.

The story of pals Edwin Swales and Robert Palmer both of whom won VCs posthumously whilst at RAF Little Staughton.*⁷

The story of Captain Swales appeared in a newspaper cartoon “Heroes of the Air War”.*⁸

RAF Little Staughton appears in Trail 29.

Sqn Ldr. Robert Palmer’s story appears in Heroic Tales.

Sources and further reading.

*¹ the documents showing Captain Swales’ promotion to the rank of Major only reached the UK authorities after his death and as a result he was cited as being a Captain. (South African Aviation Foundation)

*² National Archives 582 Operational Record Book AIR-27-2052-18

*³ Supplement 36954, to The London Gazette, 23rd February 1945, published 20th February 1945, page 1070

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

*⁵ International Bomber Command Centre National Archive website.

*⁶ Fifth Supplement to The London Gazette, of Friday 20th April 1945. Published on Tuesday 24th April 1945, Supplement 37049, Page 2173.

*⁷ “Newspaper cuttings concerning awards of Victoria Crosses,” IBCC Digital Archive, accessed November 11, 2023,

*⁸ “Heroes of the Air War (No. 39) Captain Swales,” IBCC Digital Archive, accessed November 11, 2023,

*⁹ Photo The South African Legion of Military Veterans website

*¹⁰ South African Aviation Foundation website

RAF Sculthorpe – The Cold War continues but the end is in sight (4)

February 10, 2024January 29, 2024 / Aviationtrails / 8 Comments

In Part 3, Sculthorpe had undertaken reconnaissance flights over Soviet territory risking all out war with the Russians. New bombers were arriving and Sculthorpe had reached its heyday. As the Cold War continued, new aircraft would arrive and mistakes will happen.

Mid 1955 would then see a change leadership at Sculthorpe with the departure of the Station Commander Colonel M. Jones, himself a veteran of the famous Tokyo raid led by General Doolittle. He would be replaced, in time, by another veteran, the former commander of RAF Attlebridge, Brigadier General Joseph Holzapple.

It was during this same year that a further and more serious disaster would strike at the heart of Sculthorpe personnel, when on the 9th December, an F-84F (#52-6692) of the 55th Fighter-Bomber Sqn/20th Fighter-Bomber Wing, was flying from Sculthorpe on an instrument training flight. Whilst over the Derbyshire countryside the aircraft flown by Lieutenant Roy Evans, a 24 year old from Polaski, Tennessee, ran low on fuel and suffered an engine flame out. After several attempts to relight the engine, Evans decided it was time to eject as the aircraft was losing height. The tower at RAF Burtonwood, could hear the pilot but he could not hear them, as he informed them that he was leaving the aircraft. At the time of the ejection the jet was said to be at about 2,500 ft and losing height rapidly.

Evans ejected, landing on the moors east of Hathersage injuring his ankle in the process. The aircraft meanwhile, hit the ground at around 300 miles per hour, some six miles away at Lodge Moor Hospital in Sheffield. The Thunderstreak struck the roof of Ward ‘North Two’ ploughing through Ward ‘North One’ before eventually coming to rest in two parts by the garage and mortuary. One person inside the hospital was killed whilst seven others received minor injuries and shock*⁸.

One version of The Daily Mirror of 10th December, led with the story with the headline “Pilotless Jet Crashes on Hospital“, and gives details of the incident which could have been much worse as the jet narrowly missed a huge petrol storage tank and ambulance station. Whilst Lieutenant Evans survived this incident, he would later lose his life in another accident this time involving a reconnaissance version of the F-84 the ‘Thunderflash’ (#52-7349) on 21st August 1958 in Morocco.

Throughout the closing years of the 1950s, Sculthorpe and the 47th remained at the forefront of the nuclear tactical force. But changes were coming and already the move toward nuclear missile delivery systems was happening. The Tornado was becoming old and outdated yet it remained as the main aircraft with the USAF in Europe. The RB-66A ‘Destroyer’, a Douglas built all weather reconnaissance aircraft was being developed at this time, and would soon be delivered as a direct replacement for the Tornado. The RB-45s had performed well, but their record was not flawless either, a matter borne out in 1953 when between March 9th and 13th May, there were five incidents due to engine fires in RB-45As. In all there were thirty-seven serious mishaps including seven serious engine fires which marred the B-45’s record at Sculthorpe, some of which had resulted in fatalities*⁹.

Douglas RB-66B #54-506 Between 1957 and 1959; it flew with the 19th TRS (66th TRW) (wikipedia)

Advances in in-flight refuelling were also made their presence felt. At Sculthorpe three KB-50 tankers joined the KB-29s of the 420th Air Refuelling Squadron bringing the advancement of three point refuelling replacing the single boom as used previously. The change would not be smooth though as on February 2nd 1957, two of the Sculthorpe aircraft collided in poor weather near Morigny, twenty miles from Saint-Lo (Manche), Normandy, thirteen crewmen were killed as a result of the crash.

The arrival of the RB-66A ‘Destroyer’ in early 1958 was quite a step forward for the crews at Sculthorpe. Training and conversion courses became a priority, and the aircraft was generally liked by those who flew it.

The thought of nuclear weapons being stored locally raised a number of issues. People were naturally concerned about the security and safety of such weapons being located on such an important airbase, and in particular what the consequences of any accidents would be. Their fears were fuelled in 1958 when a weapons technician suffering from mental illness, locked himself in an atomic ‘bunker’ with a pistol for some eight hours.

The US authorities naturally played down the event, not quite reaching the point of denying it ever happened, but local people connected with the base, knew better. The base was put into ‘lock down’ and all staff were confined to quarters. Eventually the crisis was aired in the Commons, but reassurances from the American authorities did little to alleviate the worries of the local people.

By the summer of 1958, the B-45s’ days had finally come to a close and they were replaced by the B-66. But the introduction of any new aircraft can be difficult and the B-66 was no different.

One of the first incidents to befall the type at Sculthorpe was on April 14th 1958, when B-66 #54-0422 of the 19th TRS crashed on approach to Sculthorpe whilst attempting a blind landing. The weather at the time was good, but the aircraft was under instruction from the tower and so operating in ‘blind’ conditions. In the accident, which occurred just four miles from the airfield, all three crewmen were sadly killed.

In other cases, a number of aircrew found themselves without hydraulic fluid due to leaks in the undercarriage system. Unable to lower them by hand, they were faced with a difficult decision, and it would not be long before the first such incident would take place.

On July 3rd 1958, RB-66B #54-433 of the 19th TRS, was approaching Sculthorpe after having ‘gone around’, and was unable to lower the port landing gear. Both the starboard and nose wheels were down but the crew were unable to release the port. Deciding to eject from the aircraft, they set the autopilot to take the aircraft out to sea and then ejected.

Unfortunately, and for whatever reason, the aircraft flew in large circles until running out of fuel some twenty-six minutes later crashing just short of thirty miles from the airfield. There were no injuries in the accident but it would be one of several similar incidents to befall the model.

In all though, the B-66 at Sculthorpe only suffered four fatal accidents during its time in Britain, a rather more favourable record than that of its predecessor*⁹.

Long range operations of the 47th BW were gradually taken over by other branches of the US Strategic Air Command (SAC), reaching such a point that inevitably, the 47th’s services were no longer required. On June 22nd, 1962 they were officially disbanded and staff posted elsewhere. The designation was removed from the US military inventory and their remarkable achievements condemned to the history books. Cold War tactics now changing with long range bombing being replaced with more short range tactical aircraft and missiles.

Their departure left just two units at Sculthorpe, the 420th refuelling squadron and a detachment of a weather squadron with a handful of WB-50Ds. Any possibility of a nuclear air strike from Sculthorpe was now completely eliminated.

After this, political talks and imposed de-escalation strategies between the Cold War factions, prevented further deployment of large-scale US bombers on European soil, and so further deployments on this scale would not be seen again in the UK.

Gradually, as nuclear deterrents turned to both missiles and naval based platforms, Sculthorpe’s activity began to slow. Speculation then grew as to the future of the airfield. As early as 1961 it was suggested that there was truth in the reports and that the airfield would close in the near future, a rumour that came as a blow for the locals who had developed good relationships with the Americans.

A year later the announcement was made that it would close, and a gradual run down began. The bitter-sweet pill was made worse by the announcement that the US were also ‘phasing down’ Alconbury and Chelveston, whilst also closing RAF Bruntingthorpe in Leicestershire, all ex-wartime airfields extended by the US in the Cold War.

A possible reprieve due to the Cuban Missiles crises led to nothing, and the gradual wind down continued. By March 1964, the number of US personnel on the base stood at around 1,700 plus their dependants, a few civilians and Air Ministry employees*⁷. The 420th then with their outdated KB-50s also departed, and with no staff to administer, the admin and support group (7375th Combat Support Group) was also disbanded. There would be no more operational units to serve at Sculthorpe.

Then the base was returned to RAF ownership, and quickly placed into care and maintenance once more, held open by only a small detachment of support staff. Sections of the site were then sold off and preparations made for the disposal of the rest of the airfield. Some of the housing was retained however, for use by staff at various other airfields locally, primarily West Raynham and Marham.

For two years the base languished. The usual vandalism and stripping of any useful materials took its toll and the the base quickly fell into disrepair. However, all was not yet lost, two years after its closure in 1966, Sculthorpe saw yet another reprieve, when the USAF returned once more after being given their marching orders by the French. The base would act as both a storage facility and a support airfield for the American units at RAF Lakenheath, but the extensive damage was going to take time to repair and cost a considerable amount of money.

Grand ideas for the future of the base were put forward, even using it to test Concorde, the Anglo-French Supersonic airliner that would eventually end its days following a tragic crash in France. But none of these ideas materialised and Sculthorpe remained a standby base used for dispersing aircraft from other airfields.

This reprieve lasted for the next twenty years, but with minimal staffing and no operational units, it was a shadow of its former self. This change of luck did however, temporarily bring new life back to the airfield, with American F-4 Phantoms, C-130s, Galaxys and A-7 Corsairs appearing regularly. The RAF, needing a similar facility for RAF Bolthole operations (used when other airfield runways were resurfaced) also used Sculthorpe as a temporary base; Coltishall for example, basing their Jaguars here temporarily. As a storage facility it would also be used to store and convert foreign aircraft, F-100s, F-104 ‘Starfighters’ and T-33s from air forces overseas. French Mysteres and North American Sabres were also brought here for scrapping and disposal, first bids going to local museums, a process that went on well into the late 1980s. Sculthorpe became a mecca for plane spotters for at least another few years.

Eventually, with the Cold War ending, all this too ceased and in October 1992, Sculthorpe was officially closed, and the remaining handful of staff were posted out elsewhere.

The rise in ‘Soviet Aggression’ and post conflict tensions during the Cold War had secured the immediate post-war future of Sculthorpe. Not only were atomic weapons stored here ready, but a wide range of US aircraft that would otherwise not have been seen on British soil, were also based here. The demise of world peace had been the saviour of Sculthorpe’s future.

Looking at Sculthorpe, it is hard to believe its origins were in the Second World War. Being a real monster of the Cold War, Sculthorpe is clinging on by the skin of its teeth. The accommodation blocks that once housed 10,000 personnel have decayed and are severely vandalised, refurbished areas are now sold off and accommodating local families. A small industrial area has been developed from the technical area, and the local farmer grazes his cattle on the far reaches of the site. Many of the older original buildings have been left to rot and fall down. The MOD still retain ownership of the main part of the site, with a large part of the ancillary areas in private hands, such ownership does prevent some access but a good deal of the site is visible from permissible points.

The original guard-house is no longer manned, and a number of other buildings close by are also empty. A small public track that once took eager plane spotters to the rear of the airfield, still allows views across the north of the now quiet site where a blister hangar continues to stand alone. The control tower that was visible in the distance from this point was demolished with little or no warning in 2022, and a number of original Nissan huts and Second World War buildings still remain hiding amongst new buildings and old developments.

The original name board returned to Sculthorpe 2023.

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

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

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

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

RAF Sculthorpe

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

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

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

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

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

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

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

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

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

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

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

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

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

The Commissary and BX next door are still on site today

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The crew of ‘Meat Hound‘ were:

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

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

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

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

Sources and Further Reading.

Missing Air Crew Report 4269

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

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

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

Squadron Leader Robert Palmer V.C., D.F.C and Bar.

December 23, 2023October 26, 2023 / Aviationtrails / 10 Comments

There are many stories of great bravery as a result of action over occupied Europe during the Second World War; all are a test of human endurance pushing the human body to its limits and beyond. In some such cases, the recipient received the highest honour that could be bestowed on any member of the armed forces – the Victoria Cross.

One such award went to a Pathfinder, one of only three to go to the entire Group. Donald Bennett, the commander of 8 Group, himself even said he would not award such an accolade to any living person, it was not therefore given lightly, nor easily obtained.

In this instance the recipient was a pilot based at RAF Little Staughton on the Cambridgeshire – Bedfordshire border. It was a short lived airfield and only had two operational squadrons use it, both squadrons were part of the RAF’s Pathfinders.

This is his story.

Robert Anthony Maurice Palmer, the older brother of Douglas, was born on July 7th, 1920 in Gillingham, Kent, son of Arthur Palmer and Lilian Skuse. His father, Arthur Palmer, had served in the Essex and West Kent Regiments during the First World War before joining the fledgling Royal Air Force in May 1918. He would remain in the Air Force as an instructor at RAF Duxford until being demobbed the following year.

Sqn Ldr. Robert Palmer (IWM HU 1996)

Arthur and his stories of flying, reinforced by the exploits of the 1920’s aviation pioneers, would inspire Robert, and fuel his desire to enter the world of flight himself. It was a desire that would enable him to fulfil his dreams but ultimately lead to his death.

After attending his first school, Cecil Road in Gravesend, Robert would join The County School for Boys, in Darnley Road, Gravesend, run then by the Reverend Samuel Lister.

Once his school life was over, Robert obtained his first job, joining the Borough’s Surveyor’s Office where he showed good potential before volunteering as a pilot for the Royal Air Force Volunteer Reserves on 22nd August 1939. Given the initial service number of 758016 (later 115772), Robert was awarded the initial rank of Aircraftsman II/ under training pilot. The following day he was promoted to the rank of sergeant, before being transferred from Hastings to Rochester, his first training post. Between then and June 1941, Robert worked through a number of training units starting with No.12 Flying Training School followed by No. 15 Officer Training School. During his short time here, he would gain good grades and show his true potential as a future pilot within the Royal Air Force.

Once qualified, Robert Palmer would be posted to his first operational squadron, 75 (New Zealand) Squadron flying Wellington ICs at RAF Feltwell in Norfolk, the date November 16th 1940.

The move was designed to give Robert the experience of life in an operational unit. Being shepherded by the experienced P. Off. Morton, he would gain a good understanding of the huge responsibilities a pilot in an operational unit would have. Whilst at Feltwell, Robert would continue to grow and show further good potential as a pilot now in Bomber Command.

Robert’s stay at Feltwell would last for just ten days, transferring to his own aircraft with 149 Squadron at RAF Mildenhall on the 26th of November. Here Robert would have to gather and mould a new crew, creating a camaraderie that would hopefully keep them both alive and together, through some of the worst battles that the RAF were likely to experience. The operational schedule was so intense that it would take just three months for them to complete their first tour of thirty operations.

Now as a seasoned pilot, he and his crew who had jelled together so well, were to be split, each one being posted to a different training unit where they could share their experiences and knowledge to other crewmen. Robert was sent to No. 200 Training Unit arriving in February 1941 where he remained for a year. Five months into the posting, he would be promoted to Temporary Flight Sergeant*¹, a grade he remained at until January 28th 1942, at which point he was discharged on appointment to a Temporary Commission as Pilot Officer within the RAFVR, a promotion that came with another transfer to No. 20 Operational Training Unit (OTU) at Lossiemouth in Scotland, again as an instructor. This appointment was confirmed and he officially became a Flying Officer in October 1942.

Some ten days after his appointment, he was sent to No. 1501 Beam Approach Training Flight learning to land on instruments, a course that lasted a mere week, Robert then returned to 20 OTU where he remained as instructor for a further year. He, like many instructors, was keen to get back into operational flying, and pressed his superiors for a transfer back to a front line squadron.

It would be whilst at the OTU that Palmer would come into contact with Squadron Leader Ian Bazalgette DFC. another pilot who would go onto the be awarded the VC posthumously. Bazalgette recognised the potential of Palmer and put in a recommendation for his transfer to a front line unit.

Robert’s wish then came true. After a short spell training on Mosquitoes at the RAF Warboys based 1685 Mosquito Training Unit and the Pathfinders in early November 1943, he transferred out, being posted to 109 Squadron at RAF Marham, Norfolk, a front line squadron within the Pathfinders’ Group. Thirteen days after his arrival, he would be promoted again, this time to Flight Lieutenant.

The Pathfinders were commanded by Donald Bennett and were an ‘elite’ group of pilots and aircrew, who had proven themselves to be excellent flyers. Arthur Harris, the Commander in Chief of Bomber Command had been completely opposed to the idea of an elite unit, citing a drop in morale as the cream of his bomber squadrons would be taken away to form a new unit. But 8 Group came into being and Flt. Lt. Robert Palmer was soon one of them.

109 Squadron were about to receive the Mosquito XVI to supplement the Mk, IX they already had, and with both variants, the unit transferred from Marham to RAF Little Staughton on the Cambridgeshire / Bedfordshire border some 60 miles south-west. The move in April 1944 would be Robert’s final transfer.

As a Mosquito pilot, Robert would undertake many operations whilst here at Little Staughton, and in recognition of both his gallantry and his devotion to duty, he was awarded the Distinguished Flying Cross (DFC) on June 30th, 1944. *²

It was then, a combination of this devotion to duty and the fact that he quickly reached the milestone of 100 operations, that led him to receive a second DFC in the form of a bar on his first; an accolade that acknowledged his determination to succeed and his skill as a pilot. *³

With two DFCs under his belt, Robert Palmer would soon receive his final promotion, being granted the rank of acting Squadron Leader on 10th December 1944.

December would prove to be the end of the line for Sqn. Ldr. Palmer though. After flying his last Mosquito operation on December 6th in ‘MM171’ to Osnabruck, he would soon change to Avro’s baby the Lancaster. On the 23rd, two days before Christmas, he was assigned to fly in a daylight raid to Gremberg, a daring raid that would use Oboe to pinpoint the target. As a Pathfinder, his role was to identify the target and drop markers/bombs for the following bombers to bomb on. It was a dangerous and daring mission and one which Sqn. Ldr. Palmer and his navigator Flight Lieutenant George Russell, would lead as Master Bomber in a 582 Sqn aircraft with Flight Lieutenant Owen Milne and his crew.

The morning was cold, wet and foggy, simply described as “miserable” by Bill Lanning*⁶. After dragging themselves out of bed and performing their morning ablutions, they headed off to the mess hall for a hearty breakfast of egg, bacon and beans, the standard morning feast for those flying on ops that day.

At briefing, the two crews met, Russell remaining quietly reserved whilst Palmer was introduced to Milne’s crew. The target was revealed and the various experts gave their reports: escort, weather, flak, bomb run etc.

By 09:30 briefing was over and the various crews made their way to the locker room and parachute stores to collect their belongings for the flight. The temperature was expected to be at -20^oC, it would be very cold.

Palmer’s take off time was recorded as 10:27, but the mission was already doomed. Over England two Lancasters at the rear of the last flight, misjudged the distance between them and collided with the loss of both crews. Meanwhile, Palmer leading the operation, had become separated from the main formation, his two flights were alone and undefended as their escort raced to catch-up. Flying on Oboe meant they would have to fly both straight and level for fifteen minutes before they could drop their bombs, in daylight and clear skies this would be suicidal. The 6/10 cloud they had been promised didn’t materialise, and it was indeed clear and cloudless.

Flak came first. Very quickly the German gunners found their mark and aircraft were peppered with shrapnel. A reserve Pathfinder Mosquito flying alongside, went first and soon Palmer’s Lancaster was also hit. Two engines were quickly put out of action, flying controls were damaged and even though the aircraft was difficult to fly, Palmer maintained a straight and level approach. Four minutes from the target the Luftwaffe pounced. Determined not to let Palmer and his two flights through, they hounded the formation some of whom had by now, begin to scatter. Communications had all but broken down but still Palmer continued on. Although “burning fiercely” he successfully bombed from 17,500 ft, laying his eleven 1,000 lb general purpose bombs spot on the target.

Within seconds of dropping their explosive bomb load, Palmer’s aircraft took further devastating hits and it began to fall from the sky. All but one of the crew would die that day. A very short statement details their loss: “aircraft are missing”.*⁵

Palmer stayed at his station commanding the aircraft until the end, an act of selfless heroism and bravery trying to save his fellow crewmen before himself. For his actions he was awarded the Victoria Cross posthumously.

The 24 year-old’s citation appeared in the Fourth Supplement to The London gazette of March 20th 1945*⁴

“This officer has completed 110 bombing missions. Most of them involved deep penetration of heavily defended territory; many were low-level “marking” operations against vital targets; all were executed with tenacity, high courage and great accuracy. He first went on operations in January, 1941. He took part in the first 1,000 bomber raid against Cologne in 1942. He was one of the first pilots to drop a 4,000 lb. bomb on the Reich. It was known that he could be relied on to press home his attack whatever the opposition and he bombed with great accuracy. He was always selected, therefore, to take part in special operations against vital targets.

The finest example of his courage and determination was on the 23rd December, 1944, when he led a formation of Lancasters to attack the marshalling yards at Cologne in daylight. He had the task of marking the target and his formation had been ordered to bomb as soon as the bombs had gone from his, the leading aircraft.

The leader’s duties during the final bombing run were exacting and demanded coolness and resolution. To achieve accuracy, he would have to fly at an exact height and air speed on a set course regardless of opposition.

Some minutes before the target was reached, his aircraft came under heavy anti-aircraft fire, shells burst all around, two engines were set on fire and there were flames and smoke in the nose and in the bomb bay.

Enemy fighters now attacked in force. Squadron Leader Palmer disdained the possibility of taking avoiding action. He knew that if he diverged the least bit from his course, he would be unable to utilise the special equipment to the best advantage. He was determined to complete the run and provide an accurate and easily seen aiming-point for the other bombers. He ignored the double risk of fire and explosion in his aircraft and kept on. With its engines developing unequal power, an immense effort was needed to keep the damaged aircraft on a straight course. Nevertheless, he made a perfect approach and his bombs hit the target.

His aircraft was last seen spiralling to earth in flames. Such was the strength of the opposition that more than half of his formation failed to return.

At 24 years old, Squadron Leader Palmer was an outstanding pilot. He displayed conspicuous bravery. His record of prolonged and heroic endeavour is beyond praise”.

Sqn. Ldr. Robert Anthony Maurice Palmer (s/n: 115772) was buried in the Commonwealth War Cemetery at Rheinberg, Plot: 14. Row: C. Grave: 13-14 along with the other’s in the crew.

In honour of Sqn. Ldr. Palmer, the Grammar School he attended continues to pay homage to his brave and selfless act by hanging both his portrait and his V.C. citation in the school hall. A nearby church, St Peter and St Paul Church located at East Milton Road, Milton, Gravesham has his name inscribed above the Lych Gate at the church entrance. He is also remembered at the Rheinberg War Cemetery, Germany. At his former home in Denton, a plaque was unveiled in 2006 by then mayor, Raymond Parker.

RAF Little Staughton appears in Trail 29.

Those on board that day were:

Pilot – Sqn Ldr. Robert Palmer VC, DFC and Bar; (RAFVR), age 24, s/n:115772
Pilot – Flt. Lt. Owen Strachan Milne, (RAFVR), s/n: 132625
Navigator – Sqn Ldr. Albert Leslie Carter, DFC, (RAF), age 29, s/n:44553
Navigator – Flt. Lt. George Russell DFC, (RAFVR), age 21, s/n:129583
Wireless Op. – Flt. Sgt. Bert Nundy, (RAFVR) age 21, s/n: 1671822
Gunner – Fl. Off. William Dalgarno, (RAFVR), s/n:161283
Gunner – Flt. Sgt. R K Yeulett (RCAF), (survived taken as POW)

Sources and further reading.

*¹ The London Gazette, Issue 35531, page 1754, dated April 21st 1942.

*² The London Gazette, Fourth Supplement of Tuesday June 27th 1944, dated Friday 30th June 1944. Issue 36589, Page 3089

*³ The London Gazette, Issue 36831, Page 5634, dated 8th December 1944

*⁴ The London Gazette, Fourth Supplement of Tuesday 20th March 1945, dated Friday 23rd March 1945, Supplement:36997, Page:1593

*⁵ National Archives Operational Record Books 109 Squadron December 1944 AIR 27/855/9

*⁶ Lanning, Bill. A personal account recorded for The International Bomber Command Centre, which also includes other eyewitness and personal accounts of that day.

National Archives: AIR 27/855/10

Feast, S., “Heroic Endeavour“, Grub Street Publications, 2006

RAF Pathfinders Archive Website.

Commonwealth War Graves Commission website.

Kent online newspaper website 17th December 2019

Gravesend Grammar School Commemorative Archive website

IBCC website

Australian Flt. Sgt. Rawdon H. Middleton VC (RAAF) 149 Sqn RAF

November 29, 2023May 7, 2023 / Aviationtrails / 10 Comments

Pilot Officer Rawdon Middleton (RAAF)*¹

Middleton (s/n: 402745) was born on 22nd July 1916 in Waverley, New South Wales, Australia. Son of Francis and Faith Middleton, he was educated at Dubbo Hugh School. Nicknamed ‘Ron’ by his friends, he was a keen sportsman excelling at many sports particularly cricket and football. After leaving school, he worked as a ‘Jackaroo’ (cattle handler) until joining the Royal Australian Air Force on the 14th October 1940 under the Empire Air Training Scheme. He learnt to fly at Narromine, New South Wales and then was sent to Canada for further training in preparation for his posting to the UK. He finally arrived in Britain in September 1941, as a second pilot, and his first operational squadron was No. 149 Squadron RAF, who were flying Short Stirling bombers out of both Lakenheath and nearby Mildenhall in Suffolk.

Five student pilots from No. 7 Empire Air Training Scheme (EATS) course at No. 5 Elementary Flying Training School (5 EFTS) Narromine. They are left to right: Aircraftman (AC) Gordon Orchard; AC Douglas Scott; Leonard Reid; Pilot Officer (PO) Douglas Wilberforce Spooner (DFM); PO Rawdon Hume Middleton*²

Middleton’s first experience of operations, was in a Short Stirling over the Rhur, the industrial heartland of Nazi Germany. After spending a short time with 149 squadron he moved temporarily to No. 7 Squadron (RAF).

In July 1942, as first pilot, he was given his own aircraft and crew, it was also around this time that he returned to 149 squadron.

Their first mission together would be on July 31st, to bomb the strategic and heavily defended target, Düsseldorf. Middleton and his crew would continue to fly together and took part in other prestigious missions; namely Genoa on the 7th of November and his 28th mission, Turin on the 20th November. His 29th and final mission, would take place on the night of 28/29th November 1942.

In the early evening of the 28th he took off in Stirling BF372 coded ‘OJ-H’ as part of the raid on the Fiat works in Torino, Italy, along with 227 other aircraft which included – 117 Avro Lancasters, 46 Short Stirlings, 45 Handley Page Halifaxes, and 19 Vickers Wellingtons.

Middleton’s crew consisted of: Ft.Sgt. Leslie Anderson Hyder, Ft. Eng: Sgt. James Ernest Jeffrey, Bomb Aimer F.O. G. R. Royde, Wireless Operator: Sgt. John William Mackie; Gunners: P.O. N. E. Skinner, Sgt. D. Cameron and Sgt. H. W. Gough. Three of these had already completed their tour of 30 operations and could have left. However, their dedication to Middleton kept them together.

The mission would take the aircraft over the Alps and the Stirling, laden with bombs and fuel combined with having a notoriously poor ceiling, had to negotiate through the mountains rather than fly over them. A factor that often resulted in a high number of casualties.

Once over the target area, OJ-H was subjected to an extreme flak barrage. With poor visibility, Middleton had to make three passes over the target area to enable his crew to positively identify it. It was on the third pass that a shell burst hit the cockpit. The resulting damage was severe, and fragments had hit Middleton’s head badly injuring him. His right eye was lost and his skull exposed. There were further hits on the aircraft’s fuselage causing considerable damage to the control systems and airframe. Knocked unconscious by the blast, Middleton lost control and the aircraft plummeted through the skies to an altitude of around 800ft. The second pilot, Fl.Sgt. Hyder eventually managed to take the controls, release the bombs over the target and then pull the aircraft into a climb, safely reaching 1,500ft.

With his aircraft severely damaged, Middleton had a choice, get his crew to bail out over occupied France and certain capture, fly to Africa or head back to England; a journey that would last over 4 hours and put the aircraft at risk of attack and the crew in danger. Wanting to give them a fighting chance of getting home, he opted for the latter, and set a course for England.

Middleton was buried with full military honours at St. Johns Church, Beck Row. Suffolk.*³

The aircraft experienced a number of attacks as they crossed occupied France, but Middleton, fighting for survival, kept reassuring the crew that he would get them home. Eventually, and against all the odds, they made the English coast, and once over land Middleton ordered the crew to bail out. Five crewmen left the stricken aircraft whilst the other two remained to help him control it. Turning for the Channel, Middleton ordered the two remaining crew members to bail out, whilst he stayed at the controls, steadying the aircraft.

By now the Stirling was very low on fuel and it finally gave up the fight and crashed at 03:00 on the morning of November 29th 1942. Middleton, too injured and too weak to escape the wreckage, drowned within the aircraft fuselage. His two crew members, Sgt. James Ernest Jeffrey (576050) age 19 and Wireless Operator Sgt. John William Mackie (994362) age 30, despite escaping, also drowned. Both the bodies of Sgt Mackie and Sgt. Jeffrey were washed ashore later that day on the 29th.

Middleton’s body remained in the aircraft, but was eventually freed from the wreckage by the action of the sea, and was washed ashore on Shakespeare Beach, Dover, in February 1943. His remains were taken to RAF Lakenheath and he was buried in St John’s churchyard, Beck Row, within sight of his airfield in Suffolk, with full military honours. Middleton was only 26 and only one mission away from ending his tour and returning home.

For his action, dedication and bravery, Flt. Sgt. Middleton was posthumously awarded the Victoria Cross, the first to any serving member of the R.A.A.F in World War II. He was also posthumously awarded a commission as Pilot Officer, backdated to mid November before his sortie to Turin. Thirty years later, in 1978, Middleton’s V.C. was presented to the Australian War Memorial, in Canberra for safe keeping and preservation.

For their actions, the other crew members received three DFMs and two DFCs. Fl.Sgt. Leslie Hyder (DFM) was injured, P.Officer. N. Skinner (DFC) was also injured, along with Sgt. H. W. Gough (DFM). F.O. G. R. Royde (DFC) and Sgt. D. Cameron (DFM) escaped unhurt.

The London Gazette published a report on 12th January 1943. It said:

“Fl. Sgt. Middleton was captain and first pilot of a Stirling aircraft detailed to attack the Fiat Works in Turin one night in November, 1942. Very difficult flying conditions, necessitating three low altitude flights to identify the target, led to excessive petrol consumption, leaving barely sufficient fuel for the return journey. Before the bombs could be released the aircraft was damaged by anti-aircraft fire and a splinter from a shell which burst in the cockpit wounded both the pilots and the wireless officer. Fl. Sgt. Middleton’s right eye was destroyed and the bone above it exposed. He became unconscious and the aircraft dived to 800 ft. before control was regained by the second pilot, who took the aircraft up to 1,500 ft. releasing the bombs, the aircraft meanwhile being hit many times by light flack. On recovering consciousness Fl. Sgt. Middleton again took the controls and expressed his intention of trying to make the English coast, so that his crew could leave the aircraft by parachute. After four hours the badly damaged aircraft reached the French coast and there was once more engaged and hit by anti-aircraft fire. After crossing the Channel Fl. Sgt. Middleton ordered the crew to abandon the aircraft. Five left safely, but the front gunner and the flight engineer remained to assist the pilot, and perished with him when the aircraft crashed into the sea”.

Funeral service for 402745 Flight Sergeant Rawdon Hume Middleton, the RAAF’s first VC winner. He was buried with full military honours in a country churchyard near his station. Air Vice Marshal H. N. Wrigley represented the High Commissioner for Australia (Mr S. M. Bruce) and the RAAF. The graveside service was conducted by Squadron Leader H. C. Thrush of Prospect, SA, RAAF Chaplain. (Australian War Memorial Public Domain)

Middleton’s citation read:

“Flight Sergeant Middleton was determined to attack the target regardless of the consequences and not to allow his crew to fall into enemy hands. While all the crew displayed heroism of a high order, the urge to do so came from Flight Sergeant Middleton, whose fortitude and strength of will made possible the completion of the mission. His devotion to duty in the face of overwhelming odds is unsurpassed in the annals of the Royal Air Force”.

In honour of Middleton’s bravery, Number 1 RAAF Recruit Training Unit at RAAF Base Wagga has renamed the club in his name, the “Middleton VC Club”, and he also appeared on one of the 1995 Australian 45c stamps. The dining hall located at the nearby (now American) base at RAF Mildenhall in Suffolk, has also been named in his honour.

Fl. Sgt. Rawdon Hume Middleton, VC (RAAF) 149 Sqn RAF, St. John’s Church, Beck Row, Suffolk.

Middleton was a brave and dedicated young man who gave his life to save those of his crew. Each and every one of them acted with the highest dedication, sadly for some, it cost them dearly.

Sources

*¹ photo courtesy of Australian War Memorial, image 100641, Public domain.

*² photo courtesy of Australian War Memorial, image P01019.003, Public domain.

*³ Photo courtesy of Australian War Memorial, Image SUK10501, Public domain

*⁴ Photo courtesy of Australian War Memorial, Image SUK10500, Public domain

RAF Little Staughton – Winner of Two VCs. Part 2

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The entire story can be read in Trail 29.

Sources and further reading (Little Staughton)

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

*² Historic England Website accessed 17/9/23

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

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

National Archives Operational Records:

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