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

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.

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 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

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)

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.

Group Captain P C “Pick” Pickard (centre), Commander No. 140 Wing, flanked by Wing Commander I G E “Daddy” Dale, Commanding Officer of No. 21 Squadron RAF (to Pickard’s right), and Wing Commander A G “Willie” Wilson, Commanding Officer of No. 487 Squadron RNZAF, visit No. 464 Squadron RAAF at Hunsdon, prior to a daylight raid against flying-bomb sites in the Pas-de-Calais. 464’s Mosquitoes (FB Mk VIs) have been loaded with 250-lb MC bombs for the operation: HX913 ‘SB-N’ can be seen in the background (@IWM HU 81335).

Between 1944 and 1945, 140 Wing would carry out many daring low-level bombing raids against V weapons targets, along with a key Gestapo building and a prison in occupied Europe. These particular raids were designed to both free captive resistance fighters and destroy important Gestapo documents. Operation Carthage took place in Denmark and occurred whilst the wing was based at RAF Fersfield in 1945, but the first, Ramrod 564 or ‘Operation Jericho’ as it has since become known, took place whilst they were based here at Hunsdon in early 1944.

There is a lot of speculation around Ramrod 564, many of the official records are missing, inaccurate or even vague. The operational record books for the four squadrons involved (three Mosquito and a Typhoon) are recorded as ‘secret’ and contain no details other than aircraft, times and dates.

However, we do know that the Operation, formulated by Air Vice Marshal Basil Embry, would be critical, even the amount of explosive itself had fine limits. Time was also of the essence, as several prisoners were thought to be destined for execution and so a time limit was placed on when it needed to be done by. The exact time of day was also critical, they needed as many guards to be in one place as possible, and the prisoners needed to be safely gathered together out of harms way. So, a time of 12:00 pm precisely on a date between 10th and 19th February was chosen, as both the guards and prisoners would be having lunch at this time. In the attack, six Mosquitoes would breach the outer wall in two places, whilst a further six would bomb the main prison buildings allowing the prisoners to escape whilst killing as many guards as possible.

Embry elected himself to lead the attack, but this was blocked by those higher up, As a result, and much against his wishes, Embry therefore had to choose a successor. Group Captain Percy C. Pickard (D.S.O. and two bars, D.F.C.) was chosen, but even though he was known as an expert pilot and leader, Embry was not convinced of Pickard’s ability to complete the job at such low level. Despite his reservations though, Embry duly informed Pickard of the decision and preparations for the operation began in earnest.

On February 18th that year, a day after the initial planned attack and in extremely poor weather, 19 Mosquitoes including a photo reconnaissance MK.VI (from the Operational Film Production Unit (OFPU) for propaganda purposes),  took off to attack, breech and destroy the walls and main building of the Amiens prison. A famously brave act, it resulted in the death of 3 crew members; Gp. Capt. Percy C. Pickard, and Flt. Lt. John A. Broadley, (RNZAF), both in Mosquito HX922, ‘EG-F’ and Flt. Lt. Richard W. Samson, (RNZAF) in Mosquito MM404 ‘SB-T’. Samson’s pilot, Sqn. Ldr. A. I. McRitchie survived his crash and was taken as a prisoner of war. Two Typhoons from 198 Sqn escorting the Mosquitoes are also thought to have failed to return (the ORBs don’t confirm this). Considered a success at the time, evidence has since come to light to suggest that the operation was ‘unnecessary’, and may have failed to achieve anything more than a successful PR role (see end note). ^*1

(A better quality version is available on the Pathe News website.)

All that aside, the raid took place at very low level and in poor weather, with bombs dropped against the wall with delayed fuses. There was little resistance on the flight in and Typhoons provided higher cover when it was needed.

The route would take the Mosquitoes from Hunsdon to Littlehampton – then via appropriate lattice to Tocqueville – Senarpont – Bourdon – then one mile South Doullens – Bouzincourt – two miles west-south-west to Albert – Target – Turn right – St. Saveur – Senarpont – Tocqueville – Hastings and back to Hunsdon.

During the flight out, four Mosquitoes and three Typhoons of 198 Sqn became lost in swirling snow and were forced to turn back as they had now lost contact with their main formations. The remaining crews flew on, but whilst over France a fifth Mosquito, flown by Flt. B. Hanafin, suffered engine problems and was also forced to turn back. On his return journey his was attacked by Flak from which he was seriously injured. Helped by his navigator the two were able to land back at RAF Ford where he was given medical treatment for his injuries.

Just three minutes behind schedule, the first wave of three aircraft followed the main road toward the prison’s eastern wall at tree top height. The second wave would attack the northern wall. Wg. Cdr. I. Smith 487 Sqn went in first dropping the bombs with 11 second fuses against the wall.

Wing Commander I Smith, Commanding Officer of No. 487 Squadron RNZAF, at Hunsdon (©IWM CH 12649)

The third and fourth waves attacked the south-eastern main building and north-western end respectively. Chaos then ensued inside the prison, as over running bombs had caused some damage inside and some prisoners were injured or struggled to escape.

Noting now that the walls and prison had been breached, the signal to abort was issued over the VHF radio probably by both Pickard and the OFPU Mosquito flown by Flt. Wickham (both the code word “Red, Red, Red” and who sent it are also disputed) instructing the four aircraft of the 21 Sqn Flight not to bomb. The message was heard by the flight, when they were between 2 and 4 miles out from the target, and so returned to base without dropping their payload.

During all this time, FW.190s continued to swarm and various dogfights took place between them and the Typhoons, but not before they had attacked some of the fleeing Mosquitoes who also returned fire.

It is unclear at what point in the attack that Pickard was shot down, but a Focke Wulf 190 flown by the ace Feldwebel Wilhelm Mayer, severed his tail sending his aircraft to the ground near to Saint Gratien. The resultant crash killing both occupants.

The story goes that Pickard had left his dog ‘Ming’ at RAF Sculthorpe, their previous airfield,  to be looked after whilst he was away. On the day he was shot down, 18th February 1944, the dog fell gravely ill. Pickard’s wife, Dorothy, went to get him and sensed, that after seeing the state of the animal, that Pickard had been killed . It took months for Ming to recover, and some years later whilst living in Rhodesia, Ming went outside, looked up to the sky as he always did when Pickard was flying, heard a whistle, collapsed and died.*⁶

Of the 700 prisoners detained inside the prison that day, 258 of them escaped,102 were killed and 74 were wounded*⁷, but the success remained secret from the public for a further eight months. With so much speculation surrounding the attack, it will no doubt remain one of the mysteries of war, but it was without doubt, an incredibly brave and daring mission that cost the lives of three superb young airmen.

A podcast using eyewitness accounts from the Imperial war museum can be heard through their website.

The Amiens raid was not the only daring low level raid carried out by the wing whilst at Hunsdon however. Airfields along with the Hazmeyer electrical equipment factory at Hengels in Belgium, were also attacked at low level. On this particular operation Mosquito MM482 was hit by intense flak setting the starboard engine on fire. As a result, the aircraft flown by Canadian Sqn. Ldr. A. W. Sugden with navigator Fl. Off. A. Bridger, was lost and both men were listed as missing. Having been with the squadron since 1942 they were considered ‘old timers’ by the others and were sorely missed.

The three squadrons of 140 Wing would soon depart Hunsdon though, leaving the joy of success and the turmoil of a thousand questions behind them. 464 went first on March 25th whilst 21 and 487 Sqns would both leave mid April, both moving to RAF Gravesend in Kent.

However, a month before the wing moved away, another Mosquito squadron would move in temporarily, meaning the airfield was awash with the aircraft of varying types. 409 (RCAF) Sqn’s time would be short, remaining here for just over a month before departing mid May, but they would return in June that same year staying for a further two months. Their final departure on the 25th August 1944, would end their association with Hunsdon for good, a move that took them to the continent and forward bases across the low countries.

Between June and the end of 1944, no less than six squadrons would come and go, most of them moving to the continent as the allied advanced progressed toward Germany. Each of these units would bring further Mosquitoes with them, with marks ranging from the MK.II and VI (418 Sqn); to the XIII with 29, 264 and 48 Squadrons, on to the XXX with 219 and 151 squadrons.

The longest to stay of these six units would be the first, 29 Squadron. Formed in 1915, they have operated almost continuously ever since, with just a short break between the wars and some reformation post war. Today they are based at Coningsby in Lincolnshire and are the southern most QRA Squadron currently flying Typhoons. They were in 1987, the first operational squadron to be equipped with the Tornado F3.

An air raid shelter now exposed.

At Hunsdon in 1944 though, the move would come as a surprise and with some reservations, but once here, it was considered to be an ‘improvement’ on West Malling. 29 Squadron would fly the NF. XIII Mosquito, arriving here on June 19th that year. The NF.XIII was the first variant night fighter to have the strengthened wing of the FB.VI, with increased fuel load and Merlin 23 engines. One such example, HK428 ‘RO-K’built at Leavesden, joined 29 Sqn at RAF Ford in early 1944.

On October 24th that year, during a flight test at Hunsdon, the aircraft suffered an overheating starboard engine and inactive flaps whilst in poor visibility. As a result the aircraft overshot the runway and crashed into a hedge causing the starboard undercarriage to collapse further damaging the aircraft. HK428 was subsequently repaired and passed to the Gunnery School at Catfoss in early 1945. It was eventually one of many that met the scrap man’s axe in 1946.*⁴

The Squadron would carry out patrols and intruder operations and whilst many of these were ‘uneventful’, several enemy aircraft were shot down including both Ju. 88s and Me. 110s. The last months of the war though were not all plane sailing. On July 1st, an accident during a flying test resulted in the loss of two good airmen and friends, Flt. Lt. John Barry and Fly. Off. Guy Hopkins.  A second Mosquito was hit by light flak at 500 feet on the 5th. Flying home on one engine, the aircraft made and emergency landing at RAF Ford, but somersaulted on the ground writing the aircraft off. Thankfully, and remarkably, in this instance neither crewman sustained any injury.

As the allies advanced more intruder missions took place. On some days the squadron was “let loose” to pick and locate their own targets, many choosing road or rail stock, damaging many trains as a result. The rest of the year and into 1945 would be the same. Intruder missions, ‘Flower‘ Operations (attacks against German night fighters at their airfield) brought some results. Then almost as quickly as they arrived they were given notice to move once more, and a huge party on the night of February 22nd 1945 preceded their departure to Colerne

Two other units arrived at Hunsdon after 29 Sqn, those of 418 (25th August, 1944) and 219 (29th August 1944) Squadrons. With all these Mosquitoes there must have been little room for any more aircraft as Hunsdon quickly filled  up with the type. 219 Sqn would quickly move out though, leaving what little space there was for a new unit, 488 Squadron who moved in the day prior to 219’s  departure. The last of this group of units to arrive that year was 151 Squadron. All but 151 transferred to the various airfields on the continent whilst 151 remained in the UK, leaving Hunsdon on March 1st 1945. It had certainly been a busy period at this Hertfordshire airfield.

1945 would be a reflection of the hectic movements of 1944. However, it would also bring a greater variety of aircraft as detachments arrived posted away from their main unit. It would also bring a slight change of role, as the range of twin engined Mosquitoes departed, single engined fighters came in.

The first would be a small detachment of 285 Sqn Hurricanes who resided here between January and June, followed in the beginning of March by 154 Sqn with Mustangs and Spitfires. 154 Sqn time here would be very short though, sadly ending their days here, just eighteen days later.

Almost at the same time, these units would be joined by 501 Sqn and 611 Sqn, 501 also ending their days of active duty here with their Tempest Vs, whilst 611 would swap their Spitfire VII for Mustang IVs before moving off to Peterhead and disbandment also. Both these units would however rise again the following year being reborn as the jet age dawned, to live on for a few more years.

442 Sqn, another Canadian unit, ended the flurry of units arriving in March that year when they brought Spitfire IXEs back for a spell from the continent, being stationed recently at B80 (Volkel) and B88 (Heesch), they had seen action first hand before arriving here. They soon replaced these aircraft with Mustangs though, moving on to RAF Digby in May as the war ended. 442 were also a short lived squadron, only being formed at Digby in February 1944. Their operational life had lasted just eighteen months.

April and May saw the last of the front line squadrons to reside at Hunsdon. The closing days of April saw 441 with Spitfires and 287 Sqn with a detachment of Tempests Vs. Both these units would move on elsewhere before they too saw the curtain fall, and their days as operational units cease. Like its sister squadron, 441 had only been operational for eighteen months, being formed in unison. In fact, their entire operational record matched to the day, even when they moved abroad.

Hunsdon then closed to operational activity, being used to receive returning men and materials up until mid 1946 whereupon it was placed into Care and Maintenance and allowed to run down. The tower was demolished very soon after the war ended, and the site was returned to agriculture. In total, Hunsdon’s crews accounted for over 220 enemy aircraft destroyed or damaged – a remarkable feat in any airfield’s chapter.

One of the original dispersal pans.

Today Hunsdon remains one of the more accessible airfields of Britain. A number of public footpaths criss-cross its boundaries allowing unprecedented access to it. It is still an active site, allbeit much reduced – a small microlight operation exists here and has done since 1997. Using three small grass runways it has brought life, in albeit a small part, back to this old wartime airfield.

The perimeter track and narrow sections of all its runways still exist today and can be walked using a variety of footpaths. Along these paths and off to the sides can still be seen examples of runway lighting, drainage, inspection covers and even a small number of buildings.

The parachute store is one of the most notable of these, used by the farmer for storage, it is located at the north-western side of the airfield near to the former admins site and where the tower would have stood before being torn down. Also near here is the fire tender shed, now home to the local shooting club, a number of latrines \ wash blocks can also be found hidden amongst the trees to the south-east. The battle headquarters rests nestled amongst the crops still watching over the site, and small defence trenches and shelters can be found to the north and again these are visible from public footpaths. A number of airfield defences buildings in the form of pill boxes and an Oakington style pillbox can also be found around the site.

Many of these examples are buried amongst the undergrowth and are most easily seen in winter when the thorns and vegetation are at their lowest. Careful searching will also reveal a number of minor archaeological examples but again best in the winter when crops and weeds are minimal.

To the northern side of the airfield, next to where the microlight site is based, is a memorial to the crews of all nationalities who were based here all those years ago. Formed from a propeller boss of a Mosquito, it was donated to by the former Mosquito Museum (now de Havilland Aircraft Museum), it stands proud looking down what was the length of the secondary runway. A further memorial plaque can also be found on the wall of the village hall.

Hunsdon is a small site with a big history. It played a large part in trials of new innovations, carried out night intruder missions, and attacked with daring at low-level, at the very heart of the Gestapo. Hunsdon and its crews proudly earned their place in the annals of world history.

After walking Hunsdon we travel the short distance to the north-east to the outskirts of Bishop Stortford and a little known about airfield that is all but gone. We go to RAF Sawbridgeworth.

Further Reading and Sources (RAF Hunsdon)

^*1 – The Amiens raid is one that has become embedded in history and is beyond doubt an incredible and daring low-level raid that succeeded in its aim. However, official records seem to have many errors, anomalies or missing details that it is very difficult to ascertain the accuracy of these historical ‘facts’.

The ORBs for each of the four squadrons give no details other than an ‘operation to France’, some crew names and aircraft numbers. There is no record of the use of the word ‘Jericho‘ but there are two sides to this story.

Some authors including Rowland White “Mosquito” and John Laffin “Raiders – Great Exploits of the Second World War“, both cite Basil Embry as the creator of the name ‘Jericho‘ before the missions took place, whilst Robert Lyman “The Jail Busters” cites a French film, made in 1946, as the author of creator of the name. Some believe the name was created by various media outlets since then whilst others say that Embry created the name after the operation had been carried out. It is however, widely considered that it was a post-war name as the original operation was ‘Ramrod 564‘ and none of the ORBs use the name ‘Jericho‘.  To further add mystery, the use of the title ‘Renovate‘ has also cited, but records in the National Archives show this as the secret VHF code word to be used by aircraft on the operation and not the Operation title.

The name aside, and more recently, one of the French Resistance fighters revealed his doubts about the operation, and considers that it may have been nothing more than a propaganda operation or a diversionary attack linked to D-Day. One book (one amongst many) on the subject has been written by author Simon Parry and historian Dr Jean-Pierre Ducellier entitled ‘The Amiens Raid – Secrets Revealed‘ and is published by Red Kite. It goes into the details of the raid and possible reasons behind it.

There have also been theories that it was an MI6 operation but due to the nature and secrecy of the mission, little evidence is publicly available to substantiate this.

Of those who lost their lives, both Pickard and Broadley are buried in St. Pierre Cemetery, Amiens, whilst Sampson is buried in the Poix-de-Picardie cemetery in the Somme region.

*² There is further information and personal stories about Tubinlite operations on RAF 23 Squadron, and they can be found on the 23 Squadron Blog site (1) and (2).  All ten were raised to squadron status on 2nd September 1942, but due to administration problems, five were not established until 8th September 1942)

*³ McCloskey, K., “Airwork – A History“. The History Press, 2013 (An excellent account of Airworks and  their part in the Turbinlite project).

*⁴ Thirsk, I., “de Havilland Mosquito – an Illustrated Story Vol 2” 2006, Crecy Publishing Limited.

*⁵ Photo from vintage wings website.

*⁶ Gunn, P.B., “Flying Lives – with a Norfolk Theme“, Peter Gunn, 2010

*⁷ National Archives, archived documents available via the old website

McCloskey, K., “Airwork – A History” History Press, 2012

National Archives: AIR 27/704/9; AIR 27/2001/1 – 19; AIR 27/33/21; AIR 27/704/39; AIR 27/704/11; AIR 27/1045/27; AIR 27/1045/33; AIR 27/1045/37; AIR 27/1802/55; AIR 27/1802/57; AIR 27/342/11

Vintage Wings of Canada Website

For information on building the memorials at Hunsdon and Sawbridgeworth visit Hertfordshire Airfields Memorial Group website.

The full story of RAF Hunsdon can be read in Trail 25.

RAF Hunsdon – The Arrival of the Mosquito (Part 3)

In Part 2, we saw how the Turbinlite system failed to produce what was expected of it, and eventually the system was scrapped and the squadrons disbanded. Those left at Hunsdon continued the night operations but soon they too would depart this Hertfordshire airfield leaving room for an influx of Mosquitoes – de Havilland’s ‘Wooden Wonder’.

On May 5th 1943, 85 Sqn would officially receive its squadron badge, although it was a former World War One Squadron, it had never been officially presented with it, and time had caught up. With the whole squadron lined up outside the Bellman Hangar, A.O.C. 11 Group, Air Vice Marshall H.W. Saunders, C.B.E., M.C., D.F.C., M.M., gave a speech highlighting how well the squadron had performed; shooting down ninety enemy aircraft in France, fifty in the Battle of Britain and a further twenty in night operations whilst at Hunsdon. He went on to highlight the number of decorations its crews had been awarded: four D.S.Os; seventeen D.F.Cs; three D.F.Ms, and Bars to both the D.F.Cs. and D.F.Ms. He then presented the station badge to the Commanding Officer Wing Commander Cunningham. At this point it was announced that the squadron would be moving south to West Malling in Kent and he wished the squadron good luck.

With just a few more days left before departure,  operations continued and on the 8th, three more JU. 88s were spotted but intercepted by Spitfires from other squadrons before the Mosquitoes could get to them. It was not to be the glorious ending 85 Sqn had hoped for.

After a farewell dinner for both 85 and 3 squadrons in the officer’s mess, preparations began for the move. Three Harrows arrived to collect  personal belongings and equipment, and then, on the 13th, 85 Squadron departed, all ten aircrews performing individual flypasts over the watch office to show their respect and thanks to those who had worked along side them, it was a sad day for Hunsdon.  The Harrows once loaded, departed shortly after with the main ground party departing by train soon after that.

The dispersals and accommodation did not remain vacant for long though, they were immediately taken over by a new squadron, 157 Squadron along with their servicing wing 3081 Servicing Echelon.

The new squadron was also a Mosquito Squadron, transferring in from Bradwell Bay. Night patrols had been the order of the day and these continued, and even as the squadron moved into their new home a Do. 17 was intercepted and shot down near Felixstowe.

Mosquito II of 157 Sqn being refuelled at Hunsdon, 16 June 1943. (©IWM CH 10312)

During the day, personnel took to painting and refurbishing the dispersals, whilst at night patrols continued on, an F.W. 190 falling victim to Flt. Lt. H. Tappin DFC and Fly. Off. I. Thomas in Mosquito S.727

The remainder of the month and into June involved further night patrols,  many being cancelled due to poor weather, whilst on the ground yet more decorating took place, with all crews taking part.

June then saw the temporary arrival of 515 Sqn with Defiants moving in from Heston. On June 1st, all aircraft had been received at Hunsdon with the rear party arriving later by road. As soon as 11 Group Headquarters had been notified of the squadron’s readiness, the order came though to move sections to forward bases ready for night operations. Eight aircraft immediately took off from Hunsdon but poor weather curtailed any further flights and they all returned the next day without taking part. This routine pretty much set the scene the remainder of the month. Shortly after arriving here 515 would start to accept the Beaufighter, a remarkable step up from the Defiant and an aircraft they would take when they left Hunsdon for Little Snoring in December that year.

Then in July, a new version Mosquito began to arrive with 157 Sqn – the MK.VI. ‘Ranger‘ patrols became a priority, attacking freight locos across the enemy network. On the 19th August, the Sqn claimed their 100th victim, a landmark number that was acknowledged by Sector Commander Group Captain Harris.

The next few months were a  mix of sporadic contacts but few engagements, ‘uneventful’ patrols and cancelled flights due to poor weather. The arrival of a Lancaster out of fuel in early October, a Wellington damaged by flak and a lost B-17 possibly heightening the excitement on the airfield.  A large portion of this time was taken with sports including shooting until finally ‘discouraged’ by local landlords.

Remains of the latrines and drying rooms.

157 Sqn however, wouldn’t remain at Hunsdon for much longer, departing with their Mosquitoes for Predannack in November that same year. A relatively uneventful stay at Hunsdon had finally come to an end.

Movements into and out of Hunsdon would continue in November, with the arrival of yet another Mosquito unit, 410 (Royal Canadian Air Force) Squadron. The unit would stay here on three separate occasions throughout 1943 and 1944, each time being for a short period only before moving on again elsewhere. Each stay would bring a new model Mosquito: MK. VI, MK.XIII, and finally the MK.XXX before moving off to the continent in 1944 and their eventual disbandment in June 1945. Whilst the squadron was primarily Canadian (seventy-two personnel), it also consisted of sixteen RAF personnel and four Americans, making it a multinational mix of aircrew, officers and ground crews.

It was whilst at their previous station, West Malling, that they would make the first ‘kill’ of 11 Group, when on the 5th November, a Mosquito piloted by Flg. Off. Green and his navigator Pt. Off. Goodhew, intercepted an Me. 410 and shot it down approximately 15 miles from Dungeoness. Three days later they would arrive at Hunsdon, where a turn in the weather prevented any further kills for the unit for the remainder of the month.

Training flights were managed on the odd occasion, intercepting friendly bombers with camera guns along with several Mahmoud exercises. On the 26th November tragedy struck when on one of these flights Flg. Off. J.J. Blanchfield in Mosquito DD669 struck the target Mosquito DZ259 flown by W.Off. C. James and his navigator Flt. Sgt. T. Levine. Both crews reported that they were bailing out, but both Blanchfield and his navigator Flg. Off. K. Cox, were killed in the accident.

The squadron’s  remaining time at Hunsdon was much similar, training flights, the odd operational scramble and bad weather persisted to the end of the year. But in December, one Mosquito flown by Flg. Off. “Joe” Schultz and Flg. Off. Williams manged to shoot down no less than three Dornier 217s in an epic air battle in which they themselves narrowly missed being the victim.

After vectoring onto the initial target, Schultz managed to shoot it down even though the Dornier tried to evade the attack by both attempting to fly into cloud and carrying out violent evasive movements. After dispatching this aircraft, Schultz pursued a second aircraft which exploded some 50 feet ahead of him, causing his own aircraft to jolt as it passed through the debris. A third Dornier gave a more difficult challenge, and even though both its engines were hit, the crew continued to return fire whilst the pilot made aggressive and violent defensive movements. The Mosquito in return, had its instruments put out of action and both engines hit, causing a fire in one. Luckily, this extinguished itself, but the second engine then failed altogether. Schultz managed to safely land the aircraft at Bradwell Bay using the single damaged engine, a remarkable feat considering the damage to the Mosquito and its components.

During the month, yet another new version Mosquito began to arrive at the squadron in addition to those already on station. By the end of the December, when they finally departed Hunsdon for Castle Camps, they had on their books: two Mosquito MK.IIs, one MK.III, one XII and seventeen XIIIs. A squadron Magister was also registered, but the Oxford they had, had struck a hill severely injuring the pilot, Flt. Lt. M.A. Cybulski DFC at Winter Hill, Belmont near Bolton. Flt. Lt. Cybulski had completed his tour of duty and was transferring to 9 Group when the accident happened.

New years eve 1944 would undoubtedly bring the most significant of the RAF units to Hunsdon and the one for which it is most famous. The arrival of  21 Sqn, 464 Sqn and 487 Sqn combined together to form 140 Wing, would see a number of dare-devil raids against German targets which, like the dams raid of 617 Sqn, would be forever discussed by historians.

The full story of RAF Hunsdon can be read in Trail 25.

RAF Hunsdon – The end of the Turbinlite (Part 2)

In part 1, we saw how Hunsdon was developed and how the new Turbinlite system was developed. However, things don’t quite go to pan the system falls doesn’t meet expectations.

After taking on Hurricanes IIB/C at Martlesham Heath in April, 3 Squadron arrived at Hunsdon from Stapleford Tawney, and like 85 Sqn, would remain here until mid May 1943, when it took its Mosquitoes to West Malling.

Pilots and aircraft of 3 Sqn would make their first appearance at Hunsdon on the 2nd August 1941 when twelve pilots arrived to practice formation flying with crews of the special Havoc Flight created earlier in May. These initial twelve would be followed by another twelve on the third, and then ten more crews on the sixth. The two squadrons would perform practice night flights together, formation flying and ‘dog fighting’ tactics with drogues. By the 10th, the bulk of the squadron had moved over leaving only a detachment both at Manston and Shoreham, where crews undertook both dawn and dusk patrols over southern England and over enemy airfields looking for bombers either landing or taking off.

Hurricane IIC, BD867 ‘QO-Y’, 3 Sqn, at Hunsdon. The exhausts have shields over them to help prevent them being seen whilst on night fighter operations. (@IWM CH 3509)

The combined practice flights would take Hunsdon’s 3 Sqn and the Turbinlite Flights aircrew well into the summer and autumn of the following year, progress being marred by continuing poor weather. GCI (Ground Control Intercept) training and formation flying between the two units took up the majority of the time whilst they were here, however, both dusk and dawn patrols in their Hurricanes gave the pilots of 3 Sqn a little respite from the routine of formation flying with the two Special Flights.

September 1941 then brought the second of the two Special Flights to Hunsdon. On the 20th, 1459 (Fighter) Flight, the penultimate of the ten, was formed here also operating both Havoc Is and Boston IIs, Fs and IIIs. The last of the Flights to make up the ten units would follow just after, being based in northern England at RAF Acklington.

It was quickly found that the Turbinlites not only had a lack of firepower, but poor speed as well, so they were soon demoted to being used solely as a searchlight platform with 3 Squadron’s Hurricanes taking over the main role of interceptor.

With the formation of a new squadron at Croydon, 287 Sqn would have detachments spread far and wide including one here at Hunsdon. Staying here for virtually the entire war, they would fly a range of aircraft including: Blenheims, Hudsons; Lysanders; Hurricanes; Masters; Defiants; Martinets and Spitfires. Even as a detachment flying support flights, they were the longest resident at Hunsdon but never achieved the same status as many of those that were to be based here.

After the turbulence of 1941, 1942 would initially bring a much calmer time at Hunsdon, with less movements in or out of the airfield, although staff changes did cause problems for some units. Changes were initially relatively small, the first of which wouldn’t come until the July of 1942, when a small detachment of 605 Sqn Bostons arrived. After being reformed the month before, at RAF Ford, the small group remained here until mid March 1943, when after taking on the Mosquito, they transferred to Castle Camps in Essex.

605 had previously been posted to Batavia where the majority of ground personnel had been captured by enemy forces. Those that were left were posted to various units and the squadron disbanded. Its reformation at Ford would be a slow process, but gradually it would receive both men and aircraft, accepting machines from 23 Squadron as it also eventually took on the Mosquito.

Whilst based here at Hunsdon, they would primarily carry out training, performing cross country flights,  searchlight co-operation flights and gunnery practice. Navigation also came under scrutiny with logs being examined by the squadron’s navigation officer. By the end of August though, all was well and the personnel returned to Ford thus reuniting the entire squadron once more.

As was the case with many other airfields, training and support flights also used the same airfields, training pilots in new and more modern ways to fly. Hunsdon was no different, and in August a new Flight fulfilling this role was created here at Hunsdon. 1530 Beam Approach Training (BAT) Flight, who were formed specifically to train pilots to land in the dark, or poor weather, using a ‘beam’ (formally blind approach) or radio system. They remained here for some time eventually moving to Wittering where they were disbanded later in 1944.

It would also be in August 1942, that Hunsdon’s resident 85 Sqn would take on the Mosquito, the MK.IIs being a major change from the Havocs previously used. It would only be a trickle of aircraft at first, with just a small number of the ‘Wooden Wonders’ being received by the month’s end.

The trickle continued into September as did the nightly Havoc patrols. On the 7th, Sgt. McCormick sighted what he believed to be a Ju. 88, and closed in for the attack. After following the aircraft he managed to close to 150 feet at which point he opened fire on the starboard engine which quickly caught fire. The aircraft fell from the sky and was later seen burning on the sea below. It was confirmed not as a Ju. 88 but as an He.111 distinguished by its fixed rear-firing machine gun in the extreme end of the fuselage.

September 1942 then brought yet more change. At this point it was decided to raise all ten Turbinlite squadrons to squadron status. The date decided upon was September 2nd 1942. However, due to administration problems, only five could be raised on that date, the remaining five being raised six days later on the 8th of the month. By then, all ten Turbinlite training Flights had been disbanded and reformed as operational squadrons.

With that, 1451 became 530 Sqn on September 8th and continued to operate from Hunsdon, whilst 1459 became 538 Sqn and was relocated to Hibaldstow.

The reformation meant that flights were initially curtailed for 530 Sqn. The poor September weather then added to the issue meaning that flying was at best sporadic. Two further support Hurricanes soon arrived for the squadron taking the total available to four. But their arrival did not ease the situation, the poor weather and other factors continuing to dominate operations to the point that little operational flying took place at all.

October fared little better. More poor weather combined with the fact that three of their four Hurricane pilots (all American), were transferred to the US Army Air Corps, meant that 530 Sqn was unable to progress the way it had hoped. It had been a very poor start for the operational Turbinlites.

By November there were a total of eight Hurricane pilots, some of which had transferred in from O.T.Us, but all were lacking night flying experience. As a result, they were rushed through a night flying course at Hunsdon and were passed as ‘operational’ by the month’s end. However, the problems did not end there. Formation flying in good weather was considered difficult and in visibility of 2,000 ft or less, impossible. This meant that the required number of night flights were not being made which held back all operational flights. Compounding this, continuing bad weather had by now turned the ground very soft and a number of aircraft were getting bogged down in the mud. In addition, whilst aircraft serviceability was generally good, a few had experienced wrinkling of the skin over the air frame and were now awaiting an inspection before being allowed to fly. By now, the crews must have been wanting 1942 to draw to a very quick close.

And to a close it came. December brought rumours of the demise of the Turbinlite squadrons causing uncertainty amongst the personnel. Continuing bad weather had curtailed all but the most urgent of flights. Lectures prevailed bringing escape tactics and Luftwaffe organisation information up to date. A new Havoc was brought in for testing with a new windscreen deicing system, unfortunately this was found unsatisfactory, so a new hot air method was suggested by the squadron and tested under the same conditions. This proved much more successful.

Christmas celebrations then kept the personnel occupied and were ‘livelier than expected’ primarily due to the inclement weather. Crews in the meantime being kept on standby in case the weather turned and operations became necessary again.

The battle headquarters.

With New Year 1943, came the news that the Turbinlites were indeed being disbanded. Of the ten squadrons formed, only five made successful enemy intercepts – Turbinlite was not a great success and as a result, on the 25th January, 530 Squadron along with all other units, ceased to exist and all personnel were scattered amongst other squadrons.

The end of the Turbinlites meant that Hunsdon only had two operational units at this point, both 85 and 3 Sqn continuing to fly from the airfield when they could. The early part of the year, brought considerable fog and cold weather, the fog preventing flying on many occasions, which hampered test flights for 3 Sqn on their new Typhoons when they arrived in February.

By mid May though, both these units were to depart also, 3 Squadron transferring to West Malling, with the Mosquitoes of 85 Sqn joining them soon after, but not until after a very important ceremony.

The full story of RAF Hunsdon can be read in Trail 25.

RAF Hunsdon – The beginnings of Turbinlite (Part 1)

In Trail 25 we head to the south once more, to the west of Harlow, and to two wartime airfields; one of which played a major part in striking a blow at the very heart of the Nazi regime.

The county of Hertfordshire is an area popular with commuters to both London and the technological towns of Harlow and Bishops Stortford. Being north of London, it is also close to Stansted airport, itself an ex World War II airfield. Hertfordshire has some beautiful countryside, delightful little villages and quaint country pubs. It is also an area with a wealth of history.

Our first stop is a small airfield nestled in the heart of this beautiful countryside. It is situated north-east of the village that gives it its name, RAF Hunsdon.

RAF Hunsdon

The Hunsdon Village sign reflects its history and links to the RAF.

Even before Hunsdon was built, it is referenced in some areas that the site was being used for a detachment of 107 Squadron Blenheims, then based at RAF Wattisham and later Leuchars. This may have been part of the ‘Scatter’ directive given to squadrons in the immediate period before war was officially declared, and was thought to occur between May 1939 and March 1941.  However, there are no references to this in the official squadron files and so this action is doubted. However, if this were the case, then it would certainly suggest an early use of the site before it was developed into a fully operational airfield, and it may have been an indication that an airfield was on its way in the near future.

The site was earmarked for development in 1940, with construction occurring over the period October 1940 to March 1941, after which the first squadron moved in. It was built by various construction companies and incorporated two asphalt runways; the main running east-west reaching 1,750 yards in length after its later extension, with a second running north-east to south-west  extended to 1,450 yards; both were built to the standard 50 yard width. Aircraft dispersals, maintenance and storage buildings consisted of eighteen ‘twin-engined’ hardstands; sixteen blister hangars (a mix of ‘Over’ (4) and  ‘Extra Over’ (12)) and a Bellman hangar. There was also a fuel dump and accommodation buildings for up to 2,240 airmen and some 276 WAAFs, all located across eight dispersed sites.

A large number of operational units, (in excess of twenty-five) would pass through its doors throughout its relatively short life, providing Hunsdon with a multinational mixture of crews and a number of aircraft types.

The airfield itself lies within a stone’s throw of London and so its initial role was that of night fighter operations covering London and the south / east area.

The first recognised squadron to make its mark at Hunsdon was 85 Squadron on May 3rd 1941, transferring across from RAF Debden flying Defiants and Havoc MK.Is. The move across on the 3rd went smoothly with personnel and equipment being transferred across in lorries and 32 seat busses, the majority of personnel arriving later that day.

The Parachute store now holds farm machinery.

On arrival at Hunsdon, personnel of ‘A’ Flight were immediately billeted on the aerodrome close to their dispersals, whilst those of ‘B’ Flight were housed on Number 2 Site, located about a mile or so from the main airfield area. Personnel of both the Headquarters Flight and the servicing Echelon were billeted even further away, about four miles in fact, at Gilstone Park. The officers meanwhile, had the better accommodation, being billeted in a house called ‘Boningtons’ believed to be the former home of “Mr. Brooke Bond” the family of the P.G. Tea empire. It is thought that the family purchased the house in 1940, moving out of their London residency to avoid the blitz. Unfortunately, it was rather a short lived purchase as the property was requisitioned by the RAF not long after!

By the end of the 4th, all 85 Sqn personnel were in and unpacked at Hunsdon, and so night flying duties could commence straight away with patrols taking place over the Felixstowe area. Immediately, a Heinkel He.111 was vectored onto, and a skirmish took place in which both aircraft both gave and received machine gun fire. The Luftwaffe bomber came off worst though, and was last seen diving into cloud firing a white verey pistol, either as a resignation of the fight or possibly as a distress signal to any would be rescuers.

Over the next few nights further contacts were made and several Ju. 88s were either confirmed or claimed as shot down. The squadron was performing well, morale was high and all was looking good.

The night of the 13th could have been different for some though. On his return from a patrol, Fly. Off. Hemingway’s instruments failed and with little choice, he gave the order to bale out. After his operator, Sgt. Bailey, had departed the Havoc, Hemingway followed, both men landing in close proximity to each other in the grounds of Much Hadam Hall (a grade 1 listed building built in the early 1700s). Whilst both airmen were safe, Hemingway’s was not the model jump, as he came to rest in a tree in the grounds of the hall. Bailey fared little better, landing rather ungainly on a bucket not too far away. This was Hemingway’s third successful bale out of a stricken aircraft, his previous two both occurring during the Battle of Britain.

On May 17th, Wg. Cdr. Peter Townsend, now with a DSO, flew to Great Massingham, Flt. Lt. Marshall flew to Odiham to test the runway and Flt. Lt. Rabone flew to Heston from where he collected a special and secret Havoc which was to be tested by the squadron. The first flight of this new variant occurred on May 23rd, and was quickly followed by a second aircraft on the 28th, After this, they would then begin testing both aircraft as a new night flying platform.

This particular type of aircraft was the forerunner of what became known as the Turbinlite Havoc, a new design that was the brainchild of one Sidney Cotton.*³

The main runway has been reduced to a track.

With the help of William Helmore, Cotton took out two patents; GB 574970 and GB 574118, each one relating to this new idea. It would be Helmore (an Air Commodore) who would then develop the idea further turning it into what would become commonly known as the Turbinlite system.

Originally designated Air Target Illumination, Cotton’s idea was passed to the Alan Muntz Company, who in conjunction with G.E.C., developed it into what was at the time, the most powerful searchlight in the world, and one that would fit neatly into the nose of a Douglas Havoc, or Boston as it was known in the RAF.

The light was so powerful that it would require a staggering forty-eight batteries each stored in the bomb bay of the aircraft, adding an additional weight to the aircraft just short of 2,000lbs. The light was so strong (1,400 amps) that it would discharge in less than 12 seconds meaning its use was limited to short searches only.

Havoc Mark I (Turbinlite), AW400, on the ground at Burtonwood, Lancashire. This aircraft served with Nos. 1422 and 1454 (Turbinlite) Flights, and with 1459 (Turbinlite) Flight/538 Squadron RAF, before transfer to the USAAF in April 1943. (© IWM ATP 10654C)

The first full prototype Turbinlite aircraft fitted with the unit was Boston W8254 and was flown by Acting Squadron Leader A. Clouston of 1422 (Night Fighter) Flight formed at Heston on May 12th 1941. The Flight would then operate a number of these aircraft, along with several other types which included the only Turbinlite Mosquito; along with a Defiant, Wellington and Hurricane.

Heston was the home of Airwork, an aviation company set up by two ex-Cambridge students and soldiers of the great war, Sir Henry Nigel Norman and Alan Muntz.  Their vision, was to create the best aerodrome near London, a dream that would cost Norman his life and Muntz to lose his son. Airwork would go through many changes during its life, taking on several Government contracts including a range of flying schools to train RAF pilots throughout the Second World War. These included RAF Digby, RAF Grangemouth, RAF Scone (Perth) and RAF Linton-on-Ouse.

Airwork would themselves modify a further four Bostons, with a further sixteen being modified by the Heston Aircraft Company. A third batch was then developed at RAF Burtonwood, giving a total of nine flights for training and ten operational squadrons comprising just short of 100 aircraft in all.

It was soon realised however, that the Bostons lacked firepower and so the company began to look at the Mosquito as a possible replacement aircraft. Only one Mosquito was modified (W4087, a Hatfield built F.II) at Heston, but this idea, unlike the Boston, failed to progress any further than the prototype stage, and no other aircraft were converted.

The Only Mosquito converted to carry the Turbinlite.*⁵

The Turbinlite project quickly gained pace, but the units wouldn’t be raised to squadron status until September of the following year. In preparation, ten special Havoc flights were created to train crews to operate the aircraft. The first of two, formed at Hunsdon (and the first of the ten) was 1451 (Fighter) Flight on May 22nd 1941. The Flight used several examples that included both Boston IIIs (AL469 and Z2280) and Havoc Is (AE470 and AW405). It also utilised a Cygnet and Tiger Moth for pilot training. By the end of the month, 85 Sqn had flown a total of 505 hours, 482 of them undertaken in Havocs, with 213 of these being on night flights.

On August 9th 1941, 85 Sqn were joined here at Hunsdon by 3 Sqn, one of the original three squadrons to have been formed by the Royal Flying Corp. Created on May 13th 1912, when the Air Battalion of the Royal Engineers was absorbed in to the month old Royal Flying Corps, 3 Sqn joined both 1 and 2 Squadrons as the oldest units to have operated in the RFC. As such, its history is long and very distinguished.

In Part 2 we see how the Turbinlite develops, and how, as the war goes on, the first of Mosquitoes arrive.

The full story of RAF Hunsdon can be read in Trail 25.

Captain Edwin Swales VC, DFC RAF Little Staughton.

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 (fourth from right) and his crew with their Lancaster ‘M’ Mother *⁹

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)

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.

‘Hut 380’, a Second World War remnant- the former chapel which was restored in 2023 and occupied by the new Heritage centre.

The enormous accommodation blocks and technical sites were sold off, but these and many of the remaining buildings were left to decay whilst planners gave thought as to what they should be used for. In 2008, the four T2 hangars were demolished, along with eight blister hangars, leaving just one remaining on the east side of the airfield. However, like a phoenix, Sculthorpe returned from the dead yet again, this time part of the enormous STANTA training area, with the RAF, the Army Air Corps and the USAF using it for manoeuvres, seeing such diverse models as the V-22 Osprey tilt wing aircraft using it for paratroops and rehearsals of supply drops over its enormous runways; much of this activity taking place at night. Even up until recently, C-130s had also been seen operating over here, again rehearsing quick ‘stop-‘n’-go’ drops, something that continues in part to this day.

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.

In remembrance of the 47th BW, 50th anniversary reunion, 2002.

The post war ‘All Ranks Club’ housed a small exhibition of artefacts and information about Sculthorpe, depicting its post war life, and includes many interesting photos. The exhibition is open at certain times throughout the year allowing visitors to view them and talk to the volunteers some of whom actually served here at the base. In 2023/24, the Heritage Centre moved into the former Chapel after the staff refurbished the premises. The previous accommodation being returned to the public as a club house, its original purpose.

In 2022, a memorial was finally erected by the Airfields of Britain Conservation Trust outside the former main gate, and the original airfield sign was returned to the Heritage centre making its last journey home again.

The original airfield sign had come back to Sculthorpe.

Sculthorpe was once a bustling airfield, it was home to some of the world’s heaviest bombers, and a mecca for aviation enthusiasts and plane spotters alike. Today, it is a decaying industrial site, a mix of old buildings and new developments; a remnant of the Cold War, it clings on to life by the skin of its teeth, maybe, just maybe, the Phoenix will rise up once more and spring into life once again.

The full story can be read in Trail 21.

Sources and further information (Sculthorpe).

*¹ National Archives – AIR 27/1924/17

*² Gunn, P.B., “Flying Lives – with a Norfolk Theme“, Peter Gunn, 2010

*³, *5 Cahill, W. “The Unseen Fight: USAAF radio counter-measure operations in Europe, 1943 to 1945” Journal of Aeronautical History Paper, 2020/06

*⁴ 21 Sqn ORB Summary of Events 1943 Oct 01 – 1943 Nov 30, AIR 27/264/19

*⁵ Cahill, W., “The Unseen Fight: USAAF radio counter-measure operations in
Europe, 1943 to 1945” Journal of Aeronautical History, Paper 2020/06

*⁶ The Spyflight Website which gives considerable detail into the flights.

*⁷ Gunn., P. “Sculthorpe – Secrecy and Stealth, A Norfolk Airfield in the Cold War.” The History Press, 2014. (An excellent and well researched book that tells the in-depth story of Sculthorpe and the lives of those connected with it. A definite read for those wanting to know more).

*⁸ Aviation Safety Network Website.

*⁹ Davies, P. “B/EB-66 Destroyer Units in Combat” Osprey Publishing. 2021

Thirsk, I., “de Havilland Mosquito – an Illustrated Story Vol 2” 2006, Crecy Publishing Limited

National Archives: AIR 27/1924/19; AIR 27/1935/19; AIR 27/1326

Photos of Sculthorpe in its heyday can be seen on the Sculthorpe  Air Base website.

Further information and personal stories can be found on the 214 (Federated Malay States) Squadron website.

RAF Sculthorpe – The age of the Jet Bomber (3)

In Part 2, the war finally came to an end and Sculthorpe closed only to be reopened as a Very Heavy Bomber Base. Reconstruction has taken a number of years and although not fully ready, it starts to accept its new residents.

The first of the aircraft, two of Boeing’s huge B-29s, touched down at Sculthorpe on the 7th February 1949 late in the afternoon. However, six others also deployed to Sculthorpe, had to divert to RAF Lyneham due to the pilots not being able to see the runway in the bad weather. These aircraft would not arrive in Norfolk until later on, and so it was not to be the grand opening that many had wished for.

The deployment of US heavy bombers was seen by some as an extension of the US, and that Britain was becoming a ‘puppet’ of the US Government. The British Government try to make it clear to the public that this was not the case, and that these aircraft were only here on a temporary basis (90 day rotations), and that they were both ‘invited ‘ and did not have a nuclear capability. The Press on the other hand, did not see it quite so clearly.

It didn’t take long before the US 92nd Bomb Group were established at Sculthorpe. A veteran group of the Second World War, the 92nd had a prestigious history and one they would preserve and build upon. Formed of three squadrons, 325th BS, 326th BS and 327th BS, their numbers would swell staffing levels to almost 1,400, including both RAF and US personnel.

Various officials attended Sculthorpe’s many opening events, but the start of a new era was marred by a tragic mishap in late February, when an armourer,  Corporal Turcell, was killed when one of the B-29’s guns he was cleaning  accidentally discharged. It would unfortunately be the first of many tragedies to befall those at Sculthorpe over the coming years.*⁷

In March the airfield was officially opened with both the Union Flag and the Stars and Stripes being raised simultaneously. Behind the scenes however, construction work continued, with only half of the proposed six ‘Z’ blocks ready to take new residents and only sixty-two of the proposed married quarters being completed, it was far from ready.

A large part of Sculthorpe has been left to rot, piece by piece. These are the former RAF HQ and later the USAF Wing HQ.

The work carried on throughout the initial deployment and 90 days quickly passed. The 92nd’s placement at Sculthorpe soon came to an end and no sooner had they arrived then they began their journey back home to the United States. A relatively uneventful opening had come to a close.

The next of the rotations would take little time in coming. The intensity of each deployment getting greater each time, and even though the Berlin Blockade had come to an end, tensions remained very high right across Europe.

As the 92nd pulled out, a further three squadrons of B-29s began to arrive. Having already been in Japan, the three units the 343rd, 344th and 345th BS began by carrying out a number of exercises with the RAF, which included over June and July, the first multinational exercise code named “Foil“. Like many that would follow, this involved mock attacks by US and RAF bombers whilst fighters from the UK, US and Netherlands attempted to intercept them using camera guns. A successful exercise it gave rise to some interesting comparisons between the US and RAF aircraft, with many surprises in store.

As with the first deployment, the arrival of the B-29s did not all go to plan though, as on July 21st 1949, whilst transferring across from the US, one of them #44-62191 ‘suffered problems’ when its number 3 engine caught fire causing it to crash in an orchard at West Walton, 2 miles east of Wisbech in Cambridgeshire. The aircraft, a Boeing B-29A-65-BN, had a crew of twelve on board, and when it became clear that they were not going to make it, they  decided to abandon the aircraft and leave it to its fate.

All twelve of the crew successfully departed the aircraft landing nearby, but in doing so, two of them sustained serious, but not thought to have been life threatening injuries after exiting. The worst, suffered by the pilot, was a possible fractured skull whilst a second crewman suffered a fractured leg; it is believed both airmen made full recoveries. The aircraft itself ultimately crashed, landing in a field east of the small Fenland market town. The remains were quickly retrieved and some parts ended up in the local Fenland and West Norfolk Aviation Museum located in Wisbech. Now sadly closed, they were transferred to the Sculthorpe Heritage Centre located at Sculthorpe.

The 90 day rotations continued unabated. The next deployment bringing two different models; firstly the 63rd BS (43rd BG) with the extended B-29 the B50A ‘Stratobomber’ along with three refuelling aircraft the KB-29M, also a modified version of the B-29 with its turrets removed and refuelling facilities added.

What was perhaps more significant with this move was that the B-29 ‘Lucky Lady II‘ was part of this group. She and her crew had completed a ninety-four hour flight non-stop around the world, being refuelled four times in the air. This achievement sent out a major message to all those would be aggressors, wherever they may be in the world, that they were not beyond the range of the US heavy bombers.

As 1949 drew to a close, one other unit, 19th BS (22nd BG), would complete its rotation at Sculthorpe replacing the 63rd in November. It too brought another version of the B-29 the RB-29, a reconnaissance version of the heavy bomber. In support of this, a further unit would arrive in December, the 23rd Reconnaissance Squadron, bringing yet more versions of the B-29 to the airfield.

Tragedy then struck again in June 1950 when an RB-29A #42-94081, took off on a routine air test and gunnery exercise. During the exercise the outer engine was hit by the aircraft’s own guns setting it on fire. The aircraft was then difficult to  control and the pilot ordered the crew to bale out. As the B-29 hit the sea, three airmen, including the captain were still onboard; he failed to reach the aircraft’s dingy and sadly died as a result. Of the thirteen airmen on board seven lost their lives that day.

The watch office in a setting sun. This was ‘secretly’ demolished at short notice in March 2022.

The east/west crises continued with the war in Korea. The threat of an escalation spilling over into Europe led to a call for all US bases in Europe to be brought to full strength and further sites opened. Sculthorpe began its preparations and as the 301st BG and the 72nd Strategic Reconnaissance Squadron both departed for other UK bases, the site was left ready for the arrival of the 97th Bomb Group  and their B-50Ds.

This move signalled the beginning of a huge influx of men and machinery at Sculthorpe. Anti-aircraft batteries were brought in, along with ground units to defend the site from any possible attack. A range of aircraft support units also arrived boosting staffing considerably. With just over 400 RAF personnel, 1,800 US personnel and in excess of 600 army personnel, the quantity of men and women on the base was now as high as it had been during the Second World War.

With further deployments and new, larger aircraft arriving, not only was the need for further accommodation matched by the need for larger additional hardstands for the new bombers – the B-50 and B-36 ‘Peacemaker’, but the runways had to be extended even further, and an additional 1,200 feet was added calling for yet another diversion of the local road network.

In early 1951, after some friction between the RAF and US staff on the base, Sculthorpe, like both Mildenhall and Lakenheath, was officially handed over to the US forces, and although they all retained their RAF designation, they would be operated and maintained by US personnel; a standard that applies even today. It was a move that finally ensured America had its desired firm and permanent foot hold on UK soil.

The Cold War would then take a more devious turn. The arrival of the 323rd Reconnaissance Squadron (of the 91st Strategic Reconnaissance Wing) began its 90 day rotation with RB-45C ‘Tornados’, a reconnaissance version of the B-45 four engined bomber – the first if its kind to land on British soil. After landing at RAF Manston, the 323rd moved to Sculthorpe, where it would carry out ELINT (Electronic Intelligence Gathering) and mapping operations of western Europe. This intelligence gathering was not new, but since the end of the war, it had become more clandestine and difficult due to the clamp down by the Soviets on western spies.

Sculthorpe had now entered a new world, the Soviets had developed their own atomic bomb, and using a B-29 obtained at the end of the Second World War, reversed engineered it to provide a means by which to deliver it. The West had to find out more, and aerial reconnaissance was the only viable method with which to establish the location and number of such facilities.

There then followed extensive talks between the US and British Governments regarding Soviet ‘overflights’, western aircraft flying through Soviet airspace photographing and recording Soviet ground positions, SAM sites, airfields etc. Whilst not a new tactic, it was certainly a dangerous one, and one that could lead to all out atomic war should it go wrong.

Sculthorpe’s last remaining Blister hangar in a low setting sun.

As a result of these talks, the ‘Special Duties Flight Sculthorpe’ was formed, working in conjunction with the various squadrons of the 91st Strategic Reconnaissance Wing. RAF crews consisting of two pilots and a navigator, were flown to America for a period of extensive training on the RB-45. By the end of 1951, the course was complete and they returned to Sculthorpe to continue with further training along side crews of the 91st Wing in Norfolk.

This was a British unit, led by Squadron Leader John Crampton (who replaced the initial choice Sqn. Ldr. Micky Martin of the ‘Dambusters’ fame, as he had failed a high altitude medical examination) and was designed in part, to perform deep penetration flights into Soviet airspace carrying out reconnaissance missions for Britain’s planned ‘V’ Bomber force. It would also supply the Americans with substantial information for their own tactical use.

Four RB-45Cs were converted (including one spare), flown to RAF West Raynham they were stripped of all their American markings (allowing them to deny any knowledge of such activity) before their RAF insignia were applied (The RAF would deny ever having operated these aircraft). They were then returned to Sculthorpe as British aircraft operated by British crews. The flights would be code named Operation ‘Ju-jitsu‘, and would follow the same track that the British ‘V’ bombers would take in the event of all out war.

Initially three routes were chosen, one of which took the aircraft close to Moscow; a second flew to the Baltics and the last to southern Russia. To ‘protect’ crews, they were issued with false papers and maps, and told, if caught, to explain that, rather implausibly, they had simply become incredibly lost! Failure of the mission would therefore require a high degree of gullibility on the part of the Russians.

Only two such flights were ever made, each with three aircraft; the first on 17th/18th April 1952, and the second on 28th/29th April 1954*⁶.  The first occurred without any Soviet intervention, but they were understandably outraged and an investigation was carried out immediately.

After the first flight, the crews were congratulated by General LeMay, and the unit was then disbanded. However, it was reformed again, also at Sculthorpe, in 1954 (after a second such temporary reformation in September 1952 which was quickly disbanded again) and a second flight was made. This time the Soviets were ready for them. After having evaluated their air defence network they were far better prepared and the RAF crews were at a much greater level of danger than during their initial flights.

Whilst Soviet SAMs (Surface to Air Missiles) were impotent in that they had no guidance system, and it was thought Flak was unable to reach the high flying RB-45s, the trip would still be a dangerous one and strict radio silence was to be maintained by the crews. The flight itself turned out to be relatively uneventful, but Squadron Leader Crampton did witness Flak, and noticing that, whilst generally ineffective, it was indeed exploding at their height. Bursts were sufficiently close to convince the crews on board that a hasty return to the West was the better option, and a halt was called to the flight.

Some time after the operation, it was revealed that Soviet Mig pilots were instructed to ram the RB-45Cs as they had no suitable radar with which to track the intruders. However, no such contact was made and so thankfully the need never arose.

The unit was then again disbanded and all flights by them ceased for good. The consequences and risk of flying over Soviet territory now considered far too high.

1952 was a busy year at Sculthorpe, it went on to see the deployment of the 47th Bomb Wing (formally the 47th BG) of the Strategic Air Command from the United States. This wing consisted of the 84th, 85th, and 86th BS, along with the 420th Refuelling Sqn and the 19th Tactical Reconnaissance Sqn. These units operated a number of aircraft types including both the aforementioned B-45C and RB-45C, along with the B-66, KB-29, and KB-50 aircraft.

The 47th was activated on March 12th 1951, initially as the 47th Bombardment Wing (BW) but with just two squadrons – the 84th and 85th. As a new unit, it had the honour of being not only the first, but the only jet powered medium bomber Wing in the US Air Force. With NATO becoming more established and nuclear weapons arsenals expanding at a great rate of knots, the 47th were posted to Sculthorpe to provide an airborne nuclear strike force in support of NATO forces  who would be operating on the ground in any future conflict.

The B-45 achieved many “firsts.” It was the first US four-engine jet bomber to fly; the first American production jet bomber; the first jet bomber capable of carrying an atomic bomb; and the first multi-jet reconnaissance aircraft to refuel in mid-air. These were based at Sculthorpe between 1952-1958, with the 47th Bomb Wing (Light) along with RB-45Cs from the 19th Tactical Reconnaissance Squadron and Royal Air Force (RAF) Special Duty Flight. These RAF RB-45 crews flew highly classified reconnaissance missions deep into communist territory. (National Museum of the USAF)

A year later, a third squadron would arrive to join the Group, that of the 422nd BS. Within a month or two of its arrival though, the unit was re-designated as the 86th BS a move that brought it in line with its two sister squadrons. For six years the 47th would operate out of Sculthorpe acting as a nuclear support unit for NATO forces in Europe.

The influx of US personnel not only impacted on the immediate and local community, but much further afield as well. In 1953, it cemented strong relations with the people of Norfolk as a whole and in particular those of the coastal town of Hunstanton, when severe floods claimed over 300 lives nationally and 100 locally; some of these were families of those located at the base living in austerity houses near to the seafront.

However, it was more the actions of the personnel at Sculthorpe that led to this unique relationship. When the floods came, staff at Sculthorpe rallied round and attempted rescues of those stranded by the high waters. One such man was 22 year old Airman 2nd Class, Reis Leming of the 67th Air Rescue Squadron, who even as a non-swimmer, braved the freezing waters to rescue no less than twenty-seven people using dinghies from B-29s. His brave and selfless act won him the Soldier’s Medal from the US forces and the British George Medal.

Airman 2nd Class, Reis Leming of the 67th Air Rescue Squadron was awarded the George Medal for his brave act on the night of 31st January 1953.

Various other personnel also received awards for their bravery. These included Staff Sergeant Freeman kilpatrick, (George Medal); Airman 1st Class Jimmy Brown  and Technical Sergeant John Germaine (Queen’s Commendation for Brave Conduct); Airman 1st Class Jake Smith (British Empire Medal) and Major Julian Perkinson (Honorary Member of the Order of the British Empire). Both Leming and Kilpatrick have roads in Hunstanton named after them and a plaque dedicated to those who lost their lives stands by the town’s war memorial alongside the Union Flag and the Stars and Stripes*⁷.

As the 1950s progressed the influx of personnel reached its maximum with some 10,000 personnel being associated with the airfield. The 47th remained the main force located at Sculthorpe but as a division, there would be other, more tactical short range aircraft, also present here. At any time, the 47th could put up between forty and fifty aircraft*⁷, predominately the B-45, in response to events either in Europe or across the world.

Joint operations continued between the Americans and RAF; including ground forces carrying out training operations ‘attacking’ the airfield to test the defenders in case of war, and training flights assisting gunnery battalions along the north Norfolk coast.

The build up of nuclear weapons also increased, weapon sizes were now more modest although the punch they packed was considerably greater than the original bombs dropped on Hiroshima and Nagasaki. Smaller and faster aircraft could carry these weapons and both were being stored at Sculthorpe. The unfortunate release of this information, soon became media headlines, and quickly became widely known. This plainly identified Sculthorpe as a major site from which any future nuclear attack would come.

The swelling of personnel numbers at Sculthorpe would be further aided by the arrival of the 19th Tactical Reconnaissance Squadron (TRS) and yet more RB-45Cs. Headed by the wartime and Korean veteran Major John Anderson, they would photograph Soviet movements along with installations both along and over the delicate east-west border.

In the final part, Sculthorpe maintains its status as a leading nuclear bomber base, housing US bombers and reconnaissance aircraft on this enormous site. East-West relations deteriorate further but there is hope for the future. In the meantime, bigger and more powerful jet bombers arrive.

The full story can be read in Trail 21.

RAF Sculthorpe – The War ends and the Americans arrive (2)

In Part 1, we saw how Sculthorpe was developed and how it became an airfield in its own right. 2 Group had taken charge and brought in it light bombers, but all would no go to plan.

Meanwhile 464 and 487 Sqn had both been flying operationally, October 9th being the blackest day yet for the New Zealanders, when twelve Mosquitoes were dispatched for the first operations over occupied territory. An attack on Metz was planned but owing to bad weather only one or two aircraft managed to find the target. After dropping their bombs it wasn’t clear whether the target was hit or not, but worse news was yet to come. The formation, which had been dispersed due to poor weather, was being led by Wing Commander Alan G. Wilson DFC along with his navigator F.O. Donald C. F. Bridgman of 487 Sqn. During the attack the formation encountered severe anti-aircraft fire, and Wilson’s aircraft (HX965) was repeatedly hit. The navigator sustained mortal wounds and the aircraft was set on fire. In a desperate attempt to clear the fire, Wing Commander Wilson had to douse the flames with his hands resulting in extensive burns and injury. After fighting the fire, Wilson managed to eject the now smouldering material from the aircraft, but considerable damage had been done. Now flying on his own with his mortally wounded companion beside him, Wilson showed extreme courage and determination, flying the stricken aircraft back to England where he made a successful crash landing at RAF Manston in Kent.

Blocks adjacent to the Guard Room.

A second aircraft (HX912), flown by Flt. Lt. Phillip C. C. Kerr and F.O. Bernard J. E. Hannan (464 Sqn) – was less lucky, both pilot and navigator being killed when the aircraft dropped its bombs at low level. It is believed the subsequent explosion also blew up the Mosquito they were flying.

On a separate operation to attack the aircraft engine factory at Woippy in France, Mosquito  HX938 piloted by Sqn. Ldr. Walter F. Wallington DFC and navigator P.O.  James H. Fawdrraf, dropped its bombs by accident and crashed. This time, both airmen managed to bail out, but some thirty people on the ground were killed. Sqn. Ldr. Wallington managed to evade capture but P.O. Fawdrraf was not so lucky and was soon picked up by German ground forces.

The same fate did not befall two more 487 Sqn airmen that day. Flt. Lt. Edgar W. P. Court and Flt. Lt. Jack B. Sands were both killed when their Mosquito (HX937) blew up whilst flying on one engine near to Antwerp. It had been a very sad day for the Wing, and the loss of several ‘good’ men would be deeply felt by both squadrons.

More rain and strong winds eventually turned Sculthorpe into something that resembled a “seaplane base”, by the end of the month, the entire site was waterlogged. The winds were so severe they were reported to have lifted hut roofs off their mountings causing even more problems for those inside.

On the 22nd – 23rd October, the foul weather momentarily broke and allowed for some bombing practice to take place. On return  from the range, one of the 464 Sqn Mosquitoes (HX948) overshot due to an electrical failure with its instruments and crashed onto a hedge at the end of the runway blocking a road as it did so. On the 23rd, in more foul weather, one of 487’s Mosquitoes ‘T’ for Tommy (HX831), did exactly the same thing, coming to rest only feet from the wreck that was previously a Mosquito. As if that was not remarkable enough, a few minutes later one of 21 Sqn’s aircraft (HX956) also overshot, colliding with the 3-ton crane that had been brought in to recover the first aircraft, landing directly on top of the wrecked Mosquito! Miraculously no one was hurt in any of these incidents, but according to 21 Sqn’s ORB “considerable loss of public property sustained“, presumably referring to the pile of wood chippings now sitting at the end of the runway.*⁴ The fact that no one was hurt was a miracle in itself, and all the cockpits remaining intact was a sight that gave the personnel at Sculthorpe a great belief in the strength of the Wooden Wonder! But the catastrophe would begin a series of events that would eventually lead to 140 Wing leaving Sculthorpe for good.

By October’s end, the crews of all squadrons were now fully conversant with the new Mosquito, and the supporting Conversion Flight was disbanded; specific training units taking on the role elsewhere.

The harsh winter of 1943-44 would see a special visitor come to Sculthorpe. Wing Commander Leonard Cheshire arrived to discuss, with Pickard, the plausibility of dropping food and clothing to his brother in Sagan (Salag Luft III) using the Mosquito. Cheshire knowing Pickard’s vast experience, thought he was the ideal person to speak to. Whether this was a personal effort to provide comfort to his brother or whether Cheshire was considering the Mosquito for low level precision attacks is not known, but the latter befell the Wing not long after Cheshire’s visit.

The December of 1943 would then bring major changes here at Sculthorpe. On New Year’s Eve, two months after the initial three Mosquito accident, the Wing, along with Pickard and all three Mosquito squadrons, would leave the Norfolk site, taking their Mosquito VIs to RAF Hunsdon. A much smaller airfield, where the overcrowding experienced at Sculthorpe must have been considerably worse.

It was from Hunsdon that Pickard would famously make his last flight. A story goes that Pickard had left his dog ‘Ming’ at Sculthorpe to be looked after whilst he was away. On the day he was shot down, 18th February 1944, on the Amien raid, the dog fell gravely ill. Pickard’s wife, Dorothy, went to get him and sensed that Pickard had been killed after seeing the state of the animal. It took months for Ming to recover, and some years later whilst living in Rhodesia, Ming went outside, looked up to the sky as he always did when Pickard was flying, heard a whistle, collapsed and died.*²

The departure of the Wing effectively left Sculthorpe with no operational units, until on January 6th 1944, when a new and very different squadron began to move in.

Crews from 214 (Federated Malay States) Squadron based under 3 Group at Downham Market, arrived in two waves, the initial group coming across in early January 1944, whilst the main body continued  operations flying their Stirling bombers. Those that arrived here quickly settled in, but a lack of decent paths meant that initial training was mixed with the unenviable task of digging and laying of new paths. Whilst attending lectures and link training were the primary tasks for the pilots and Flight Engineers, the gunners and other aircrew were given the more ‘practical’ task of constructing the new paths ready for the remainder of the squadron’s arrival.

Sculthorpe’s bomb store was relocated in the late 1950s and was nuclear capable.

Then on the 25th, the remaining crews and staff of the squadron departed Downham Market, thus ending their link with 3 Group. Once here, flying circuits and more lectures became the order of the day. Additional training on ‘Monica‘ equipment, fighter affiliation tasks and local cross countries then took the squadron to late spring at which point operations began to take place.

The arrival of 214 Sqn heralded more than just a new bomber squadron though, for they would not be flying the Stirling as they had been; instead, they were set up as part of 100 Group, becoming an official member in mid January 1944. Their arrival here would not only see them change Groups but would also see them convert to the American built B-17 ‘Flying Fortress’. Now designated 214 (BS) Sqn,  their arrival would bring another major change to Sculthorpe, a change that would continue for the next five months, but would have repercussions for many years to come.

Operating in the Electronic Warfare role within 100 Group, they would carry out radio jamming operations, an early form of Electronic Counter Measures (ECM). The urgency of the conversion, led to the unit taking on fourteen UK based B17-Fs , their ordered ‘G’ models being used as a trade off*³.

The British B-17 (designated Fortress I, II and III) crews were joined by personnel from various U.S. units. Their role was to train and support the air and ground crews in both flying and maintaining the new aircraft, a role they performed well, right into the early summer of 1944. The set up was so successful that American personnel were soon posted in to fly alongside the RAF crews, thus expanding the influence of the Group.

Flying along side other bomber formations, 214 Squadron would use systems including ‘Monica‘ to track or jam enemy radar, they performed ‘spoof’ missions to entice enemy fighters up to them rather than the main force that was attacking targets elsewhere; a rouse that worked well initially.

Fortress B Mark III, HB796, at Prestwick, after being fitted with radio counter-measures equipment by Scottish Aviation Ltd. It served with No. 214 Squadron from November 1944. Equipment fitted included American AN/APS15 radar in the large radome under the nose, ‘Airborne Cigar’ (ABC) radio-jamming equipment (shown by the large aerial on top of the fuselage), and an ‘Airborne Grocer’ aircraft radar jamming installation, the aerials of which can be seen on either side of the tail turret. HB796 failed to return from a bomber support mission on 9 February 1945. (© IWM ATP 13090E)

Other operations flown by the Group, included: jamming or swamping German radio communications, jamming navigation aids and searching for new signals that may suggest new or improved German radar.*³ The successes of 100 Group, prompted the setting up of the U.S. 803rd (Prov) BS (H) in March that year, a US Group who would learn from, and perform in the same role as 214 Sqn. Initially taking six veteran crews, all having reached 25 missions, from 96th BG at Snetterton Heath combined with those already at Sculthorpe, they would soon build up to a strength of twelve aircraft all based here at the Norfolk airfield. Of these initial six all but one were fitted with Carpet and Mandrel jamming equipment, whilst the sixth (B-17G) had jammers and search equipment in the form of SCR-587 and Hallicrafters S-27 VHF signals intelligence receivers (SIGINT) to track Luftwaffe radar and radio transmissions.*⁵

However, the initial set up of the unit was seen as ‘messy’ and disorganised with no real focus, a problem that led to delays in preparation, organisation and training. As D-day appeared over the horizon, the U.S. group was distinctly lacking in preparation and action was needed fast. To assist in the training and operations of the Fortress, a further new separate unit was also set up here at Sculthorpe.

From April 24th 1944, 1699 (Fortress Training) Flight who operated each of the Fortress I, II and III, carried out the conversion and training role for these crews, and to speed the process up, they also used the B-24 Liberator along with some smaller examples such as the Avro Anson and Air Speed Oxford. By this time, personnel at Sculthorpe amounted to some 104 RAF Officers, 233 Senior NCOs, 705 airmen, 190 WAAFs of various ranks and 1,073 US Officers, NCOs and airmen*^7.

Then, five months after their arrival, both 214 Sqn and the 803rd were both posted out to RAF Oulton, (May 1944), where they continued with their ECM roles. The 803rd, now commanded by Lieutenant Colonel Clayton Scott, began to work on the support of Operation Overlord, and even as late as June 5th, equipment was still being fitted to the aircraft. The Fortress Training Flight moved with the two ECM units and in October it was disbanded and immediately reformed as 1699 (Bomber Support) Conversion Unit, a designation it used for a year before being renamed once more.

The departure of the three squadrons (along with the resident non-flying units) was not a coincidence, for Sculthorpe had been earmarked for redevelopment into a Very Heavy Bomber base (VHB). As soon as the personnel had moved out, it was placed into ‘care and maintenance’ and the workmen from Taylor Woodrow moved in; taking up residence in the now empty nissen huts on Site 3.

‘Z’ type Barrack Block (named so due to their shape – many of these are now in serious dilapidation)

The end of the war in 1945, didn’t unfortunately bring an eased peace. Tensions with Russia and a possible threat from the east meant that discussions had already started between the US and UK authorities over staging American heavy bombers on UK soil. This was not a decision taken easily; firstly, it would put Britain firmly on the front line in a war with Russia, and secondly, these bombers would need a significant infrastructure to support them. Runways would need to be extended to a minimum of 8,000 feet long and 200 feet wide with an additional 1,000 feet for any unintended overrun. Specialist buildings would be needed, larger dispersal pans required and hangars able to house the aircraft would also have to be erected.

With all that in mind, a number of sites in Lincolnshire,  Kent and East Anglia were identified as possibles, one such airfield in the eastern region being Sculthorpe. It, like Lakenheath, already had a strong string to its bow, already having sufficient buildings to house the 10,000lb atomic bomb should the need arise. It was also, already a substantial size with good room for extension and further development. These factors essentially saved the life of Sculthorpe and for several decades after the end of the Second World War would see it really come to the fore and become a major player in not only British, but world aviation as a whole.

And so, US development specialist moved in, after which followed a period of sustained redevelopment of the site. This included the removal and reinstatement of longer runways along with the construction of twelve very heavy bomber hardstands. Surrounding public roads were also diverted and further properties were demolished to make way for the airfield’s expansion. New accommodation blocks, ‘Z’ blocks, were built, and new married quarters were created. The whole process took around three to four years to complete during which time the station was basically closed with only an occasional use keeping it alive; one such operator being the 1510 Beam Approach Beacon System Flight (BABS) based at nearby Bircham Newton.

A further deterioration in east-west relations then led to the Berlin crisis and what has famously become known as the Berlin airlift. The political situation in Europe essentially forced the hand of both Governments to make a final decision, one which resulted in the deployment of sixty (2 Bomb Groups) Very Heavy Bombers at various UK airfields. Whilst these deployments were on a temporary basis only, the decision would however, be the first step on the ladder to the US establishing itself officially, on UK soil for many years to come.

The lack of use over the last few years had meant however, that much of the accommodation at Sculthorpe had deteriorated to an unacceptable level. Damp and rot had set in and more work was now needed to bring it back up to standard before further deployments could take place. Even as this was being carried out though, bombs and other supplies along with, in February 1949, an advanced party of US personnel from the 92nd Bomb Group, began to arrive. As they passed through the main gate so began a new page in Sculthorpe’s history,  and soon it would be ready to be an active base once more.

By December 1948,  Sculthorpe, operating as a satellite to RAF Marham, began to prepare for its official opening. A somewhat premature move as reconstruction work was still going on and there was much to do before the airfield would be truly ready for its new residents.

In Part 3, Sculthorpe develops further, it receives its new residents and a new page is turned. As relations with the East becoming difficult, a new age dawns and nuclear weapons become the way forward.

The full story can be read in Trail 21.