Spitfires Galore! – RAF Ludham (Part 3)

In the previous parts of RAF Ludham, we have see how it got off to a slow start and how Spitfire squadrons used Ludham for off shore patrols. We saw how the airfield was handed over to the Americans and redeveloped with concrete runways and a new watch office. Now it was the turn of the Royal Navy to use Ludham, an experience they would rather have not had.

Being only four miles from the Norfolk coast, Ludham (or HMS Flycatcher, RNAS Ludham as it was now known) would have normally been ideal for the Royal Navy, however, this was not the case. The RN had recently set up the Mobile Naval Airfields Organisation, (MNAO) and was looking for a suitable location for its headquarters. The RN had considered locations as far away as the Far East, but in desperation had turned to the RAF for help with a suitable site. The RAF offered Ludham which the Royal Navy reluctantly accepted.

A small party arrived at Ludham and took charge, led by Commander (A) J.B. Wilson and Captain L.J.S. Edes. The airfield still being closed to flying, was commissioned for use by the RN on September 4th.

The purpose of the MNAO, which had by now changed names to Mobile Naval Air Base (MONAB), was as a facility providing airfield facilities working in conjunction with the Fleet as they progress across the Pacific toward Japan. They would take control of captured airfields or otherwise construct their own, thus providing air support and maintenance work for Royal Naval aircraft*¹. The range of aircraft that Ludham would cater for included: the Avenger; Corsair; Expeditor; Firefly and Hellcat.

The creation and structure of MONAB is complex, each unit consisting upward (and sometimes in excess) of 1,000 personnel a number that would cause great problems for those at Ludham. With new personnel coming in, the numbers would exceed those that Ludham could realistically cater for and so many were put up in tents or other temporary accommodation. The winter of 1944 – 45 being one of the worst, eventually turned Ludham into a bog, cold, wet and very muddy! Ludham soon became a terrible place to work, let alone live! The RN decided to split the MONAB so that only the Receipt & Dispatch Unit was based at Ludham, which in itself led to more complications. As time went on, the RN began searching for a more suitable location, one with good road and rail connections as well as better accommodation facilities.

The whole saga ended up being so poor, that by January the RN were almost as desperate for a new location as they were before being offered Ludham. In February, the Air Ministry offered Middle Wallop, an airfield under the control of 7 Group RAF. On the 16th, the transfer occurred and RNAS Ludham ceased to be, Middle Wallop taking on the both the role and the name HMS Flycatcher.

After the Fleet Air Arm vacated Ludham, the airfield was handed back to RAF control, although many of the functions continued to be carried out by the remaining Naval personnel. In mid February, the former Station Commander of Matlask Sqn. Ldr. P. G. Ottewill (previously awarded the George Medal) arrived to formally take over control of Ludham. His arrival would signify the definitive end of the Navy’s links, and the last Naval personnel finally moved out on the 24th.

Ludham wouldn’t stay quiet for long though. Within days of the Navy’s departure two new squadrons would arrive bringing back the old favourite, the Spitfire, with the arrival of both 602 and 603 Sqns.

Armourers set the tail fuses on a clutch of 500lb bombs in front of a Spitfire XVI, 603 Squadron, Ludham, March 1945. The bombs were destined for V-2 sites in the Netherlands (© IWM CH 14808).

Both 602 (City of Glasgow) Squadron and 603 (City of Edinburgh) Squadron were Auxiliary Air Force (AAF) Squadrons, devised out of the remnants of the First World War, and led by Sir Hugh Trenchard. Post war apathy however, prevented the official formation of this force until 1924 when a Bill was passed in Government making them both legal and official. Initially designed to be ‘reservists’ they were to be located near to the city of their name and would be called upon to protect that region in the event of an attack. Manned by a cadre of regulars and non-regulars, the Auxiliary Air Force officially came into being on January 17th, 1939. Throughout the war the AAF, sometimes seen as ‘part-timers’, were responsible for a number of both high ranking officials and remarkable feats. Indeed, the AAF were a force to be reckoned with, the first Luftwaffe aircraft shot down over Britain*² (the ‘Humbie Heinkel‘) going jointly to both 602 and 603 Sqns in an attack over Edinburgh.

602 (City of Glasgow) Sqn had the honour of being the first of these AAF units to emerge from this Bill, being formed on 12th September 1925 at Renfrew, Glasgow. 603 (City of Edinburgh) Sqn joining them not long after on 14th October 1925 at Turnhouse. Throughout the war years both units would move around covering the length and breadth of Britain (603 even having postings to Egypt) before reuniting here at Ludham in February 1945.

February 1945 had been a wintery month, the poor weather causing several missions to be postponed, with all commands of the Allied forces suffering. 602 Sqn returned from France to Coltishall, after which they moved between Matlask, Swannington and back to Coltishall before arriving here at Ludham on February 23rd 1945. The following day, their sister squadron 603 Sqn, arrived having been abroad operating with Beaufighters. Their arrival here at Ludham meant that 12 Group would have six operational squadrons in the vicinity, all dedicated to defeating the V2 rocket menace that was plaguing London and the south east. Upon moving in, neither squadron took long to settle, and the general consensus was that Ludham was a ‘good airfield’ to be based at, especially compared to Matlask and Swannington!

By this time 602 would have the Spitfire XVI which allowed for a 1,000lb bomb-load. This would be used not only against ‘Big Ben‘ (V2) sites, but bridges, railways and other communication lines across Holland and western Germany. 603 Sqn had the LF XVIE Spitfire, capable of carrying a more modest 500lb bomb load (either as 2 x 250lb or 1 x 500lb bomb) as a dive bomber, a role that the Spitfire was not designed for. As might be expected, a friendly rivalry had grown between the two squadrons resulting in a competition to see who could hit the most locomotives or other vehicles. This resulted in numerous ground attacks being carried out, some 1,008 hours being flown by 603 Sqn alone.

The daily routine continued with the bombing of sites in Holland as ‘Ramrod‘ missions. Crews from Matlask, Swannington and Coltishall all joining the Ludham crews. These sorties focusing on the V2 rocket sites, the Haagsche Bosch taking a particular pasting  in these last few cold days of February 1945.

Following information provided by the Dutch resistance, these Spitfires would patrol, with, pretty much, ‘free-reign’ over the Dutch countryside concentrating on areas around The Hague. Woodland became a source for many attacks, the Germans being particularly clever at hiding mobile V2 sites in such areas. Pilots, being acutely aware of Dutch civilians, would look for any traffic movement on roads around these areas and these were to be ‘fair game’, civilian traffic unlikely to be roaming so freely at this time.

Pilots of No. 602 Squadron study targets in Holland, with the aid of a large-scale map and target photographs in the Operations Room at RAF Ludham (possibly March 1945). This was part of a series of ‘posed’ photographs. Note the pilots names on the lockers and the seat-type parachute on the top of one. The pilots are (left to right): P.O. W. J. Robert, F.O. R. F. Baxter (the famous TV presenter, Raymond Baxter), Sgt. S. Gomm, W.Off. L. T. Menzies, W. Off. Crossland, Sgt. T. L. Love, W. Off. J. Toone and W. Off S. Sollitt. (© IWM CH 14810)

Attacks would normally come in from between 6,000 and 8,000 ft, diving down at about 70^o, letting bombs go at around 3,000 ft. It was a difficult attack, keeping the target in the sights whilst avoiding flak and keeping the aircraft together. On one occasion, a Spitfire was seen to lose its wings pulling out of a dive too quickly, the bombs still attached to their mounts.

The whole of March saw similar patterns, attacks on railway yards, locomotives, transport facilities, trucks and V2 sites.

By April,  the war was all but over, with which came a final move for both 602 Sqn and 603 Sqns to Coltishall. Prior to this, on the 3rd, the two squadrons were given an ‘Easter gift’ in the form of a day out on the Norfolk Broads. For 603 breakfast finished at 10:30 at which point the bar opened for Guinness, providing a liquid recreation for those who wished it. Other 603 Sqn crews took boats up to the Broads where they joined with 602 crews spending the day relaxing on its quiet waterways.

On the 4th the order to vacate Ludham came through, the airfield was busied, sorting and packing equipment and tools, and on the 5th all aircraft, ground staff and equipment of both squadrons departed in shuttle flights for Coltishall – another link had been broken.

However, this was not to be the end of Ludham. Even as the Nazi war machine ground to a halt, Ludham would continue on, with two more squadrons arriving. Throughout the war the Spitfire in its various marks had been the main type to use Ludham, this was no different, 91 Sqn bringing the Spitfire XXI (8th April), and 1 Sqn the F.21.

There time here at Ludham was filled with mass formation flying, cross-country flights, dive bombing practise and regular parties. The crews even enjoying time fishing and boating on the Broads. Events were becoming so predictable that almost anything different was news, on August 1st Fl. Lt.R. (Tac) Brown became a father, a baby son being recorded in the ORB for that day!

Both units would stay until mid / late July 1945, at which point they departed, 1 Squadron heading to Hutton Cranswick, the Spitfire being the last piston-engined fighter aircraft to fly with this prestigious unit before taking on jets; and 91 Sqn to Fairwood Common, again the Spitfire seeing the end of piston engined aircraft before the dawn of the jet age. With their departure, the end had now come for Ludham as an active military airfield. The site was closed, put into care and maintenance and eventually sold off for agriculture.

By the time it closed Ludham had developed from a basic satellite station to an airfield in its own right, with the addition of three hard runways, twelve pens, nine hardstands and the addition of (US type) single and double hardstands. It also had one type T2 hangar and four blister hangars – one of which survives today although not in its original location.

As with many of Britain’s wartime airfields, Ludham returned to agriculture, the runways were dug up and many of the buildings pulled down. Some remained used for agricultural purposes and part of one runway was left, used for crop sprayers and private light aircraft, one of the blister hangars was uprooted and placed on the end of the runway. Those buildings that were left decayed, including the two watch offices. In 2000 – 01, they were restored, and in 2005, Historic England (entry No: 1393540) designated both buildings as Grade II listed, as an “exceptionally well-preserved example of a Second World War control tower.” However, they were both left empty and the inevitable happened again, they began to decay and fall into disrepair once more a state they exist in today*³.

Dotted around the perimeter (a mere track) are a handful of buildings, defensive posts and firing butts, all remnants of Ludham’s once chaotic but meaningful past.

Ludham airfield rests between the villages of Ludham (to the south west) and Potter Higham (to the south east). The main A149 passes to the eastern side and the entire site is circumnavigated by a minor road. From this road, the majority of remnants can be seen, with good views across the entire site. A small private road leads up to the watch offices, and parts of the peri track and runways are still in evidence. Various buildings and structures can be found around this track too, some hidden in private gardens and utilised for storage.

Ludham started out as a satellite airfield, its future seemingly never intending to be major. But, circumstances dictated otherwise, eventually becoming a major player in the front line against enemy shipping, the V2 menace and as a safe haven for returning aircraft, limping home from battles over occupied Europe. If that isn’t sufficient for an entry in the history books, then what is?

The full story of RAF Ludham appears in Trail 58.

Sources and further reading.

National Archives: AIR 27/253/24 
National Archives:AIR 27/2107/15
National Archives: AIR 27/2107/19
National Archives: AIR 27/1164/17
National Archives: AIR 27/1164/14
National Archives: AIR 27/2078/31
National Archives: AIR 27/2080/29
National Archives: AIR 27/4/33

*¹ For further information and a detailed explanation of MONAB, including photographs and history, see The MONAB Story – A history of the mobile airfields of the Royal Navy website.

*² The shooting down of the ‘Humbie Heinkel‘ can be read in Trail 42 – East Lothian, Edinburgh’s Neighbours. 

*³ Historic England Website Listing 1393540

Simpson, B., “Spitfire Dive-Bombers versus the V2” Pen and Sword (2007) – for further information about Spitfires used against the V2 rockets.

RAF Snailwell – Where life was far from Slow (Pt2)

After part 1, we return to  Snailwell, to see how the American influence played its part at Snailwell and how the build- up to D-day affected life at this small grassed airfield.

The squadron was assigned to the 350th Fighter Group (FG) who would eventually transfer to the Middle East. It would be the 347th’s sister squadron the 346th who would later convert Hurricane Mk I #LB640 target tug into a two-seat liaison plane.

Hurricane Mk I #LB640 after being converted into a two-seat liaison plane.  IWM (UPL 17052)

As they were a new squadron the 347th would initially have no ground echelon, they were still being formed and prepared for transportation over the Atlantic from their base at Harding Field, Louisiana. They would arrive in the UK in the November and after a short period at Snailwell, the entire squadron would move out to RAF Kings Cliffe in Northamptonshire, before moving away to the warmer climate of the Middle East.

The winter of 1942/43 saw further detachments being based here at Snailwell. In conjunction with the US forces were 170 Sqn, who remained here from the end of October through the winter until February 1943. After a short spell away they made a brief one day stop over before being moved to RAF Odiham.

The January of 1943 saw yet more short stays. On the 17th 182 Sqn arrived with Typhoon IBs. Based at RAF Sawbridgeworth in Hertfordshire, 182 Sqn were finding it hard to get in any flying at all, as the heavy winter rains had clogged up the metal PSP runways with thick mud preventing the aircraft from taking off.

Two days earlier 70 ground personnel had been dispatched from Sawbridgeworth to Snailwell in preparation for the forthcoming training operation. Operation “Shatter” as it was designated, would be a mock attack on gun emplacements on the outskirts of Thetford Forest. On the 17th, the ten aircraft were sent from RAF Sawbridgeworth led by Sqn. Ldr Pugh along with a further four from the detachment at RAF Hunsdon. On arrival they found their sister squadron, 181 Sqn also with Typhoons, already here for the Army Cooperation training operation. A large party was given that night in honour of the new 182 Sqn crews. The next day, a preliminary attack was made on the target by eleven 182 Sqn aircraft, who made runs over both the dummy and real guns in a “full frontal attack”. The following day, a complete squadron attack was made with the aircraft having to be airborne in under 4.5 minutes. For the first time since forming, all the canons on the Typhoons are fully loaded with live ammunition and a full squadron scramble was undertaken.

Aerial photograph of Snailwell airfield looking south, 26 July 1942 (IWM RAF_FNO_67_V_6032)

In the afternoon a four ship formation was loaded up with 2 x 250 lb bombs and a further attack was made. This attack ended the training session for 182 Sqn and the next day they return to the muddy runways of Sawbridgeworth.

Two months later on March 8th 1943, 181 Sqn was reunited with her other sister squadron 183 Sqn here at Snailwell. After a number of short training flights covering just four days, 183 Sqn departed the Cambridgeshire airfield leaving 181 Sqn here until the end of the month.

Throughout 1943 much of the same was to happen, short stays for training missions were the order of the day.  309 Sqn flew the Mustang MK.I and Hurricane VIs. The Polish squadron became renowned amongst the Allies when F/Lt Janusz Lewkowicz flew a Mustang I to Norway and back strafing targets at Stavanger just to prove the point that the Mustang had the range!

Another squadron, 613 Sqn also brought their Mustangs along in July, and 184 Sqn arrived with Hurricanes. 247 Sqn brought back the mighty Typhoon, each of these squadrons carrying out training flights, some for as little as two days others for more prolonged periods.

As the end of 1943 drew a line under the busy ebb and flow of visiting squadrons, 1944 would see a rather more settled year. After a single RAF squadron, 527 Sqn, moved in and then out two months later, the  build up to D-day would see big changes at Snailwell.

The invasion of Europe was destined to be the largest invasion build up the world had ever seen, and southern England was to be the primary area in which this build up would take place. With the creation of the Ninth Air Force, whose primary purpose was to provide assistance to the forth coming Normandy landings, more and more airfields were going to be required. Whilst front line units would be directly involved in operations over the Normandy coast, there would need to be a major service and maintenance support network, if the invasion were to succeed. This service was to be carried out by a series of  six Tactical Air Depots (TAD) all falling under the command of the IX Air Force Service Command, via two Advanced Air Depot Areas (AADA).

One of these depots, the 3rd Tactical Air Depot based at RAF Grove some 55 miles from London, were responsible for the maintenance and repair of Douglas A-20 ‘Havocs’ and P-61 ‘Black Widows’. Because of the increasing demand for maintenance facilities, the 3rd TAD took over the facilities at RAF Snailwell, moving in two Mobile Repair and Maintenance Squadrons, the 33rd and 41st, in preparation for maintenance operations. Their primary role was to make field modifications to the aircraft in preparation for operational roles, as a result of which the A-20s became a regular feature around the airfield. After only a short time though it was realised that the 41st would not be required here, and so they returned to RAF Grove. To replace them, a specialist team were brought in – the 51st Service Squadron. By the time D-day had passed, the pressure at Grove had subsided and so both units were able to return home from Snailwell. With that, the American connection with Snailwell ended.

As the war drew to a close so too did both operational flying and training flights. The RAF (Belgian) Initial Training School used the airfield sharing it with nearby RAF Bottisham. In March 1946, the Belgians pulled out returning to their own country now free from the Nazi tyranny that had dominated it for so long.

Snailwell then closed, standing empty and gradually returning to agricultural use. Many of the buildings were pulled down but some hung on for several years being used for agricultural purposes. The Blister hanger, sheds and training buildings remained for a number of years, certainly until the mid 1990s, but gradually even these were removed with little evidence of their existence being left today. The airfield was then dissected by a major road development in 1975, remaining parts being bought up by the British Horse Racing School who now own a large portion of the former airfield. High hedges and gated access restrict most access to the former site, (the Icknield Way long-distance route does pass along side these tracks and borders the former airfield from which remnants can be seen) leaving the last few sections of concrete hanging on as reminders of the airfields once proud and hectic existence.

With a mix of repair and maintenance units added to the pot, the war years for Snailwell were far from slow. The regular ebb and flow of detached units for training flights, and the occasional permanent flying unit, saw a wide range of aircraft types and nationalities grace the skies of this small area of Eastern Cambridgeshire. With little evidence of its existence left today, Snailwell, and its proud history, would seem to have been lost, replaced by Horse racing and the desire for the high stakes demanded by the equestrian market.

From Snailwell, we head west, deeper in to the area owned by the Horse racing fraternity. Here we see on every street corner evidence of this now popular sport, well groomed bushes that surround neatly cut turfs, on what now remains of Britain’s wartime heritage. Our next stop on Trail 55, is the pinnacle of these activities, the former RAF Newmarket Heath.

Sources and Further Reading.

*¹ Official Directorate of Works drawing (WA7/395/41) IWM UPL 17710

British History Online (Snailwell) website.

National Archives AIR 27/1563/9

National Archives AIR 27/954/6

National Archives AIR 27/1135/1

Niall Corduroy. “Whirlwind: Westland’s Enigmatic Fighter“Fonthill Media, 2017.

RAF Snailwell – Where life was far from Slow (Pt 1).

In the latest Trail around Britain’s airfields, we visit four airfields so close that as the crow flys, they are a mere 12.5 km from the first to the last.  It is an area to the east of Cambridge, a large University City that now dwarfs the River Cam the narrow waterway that gave the city its name. The final airfield we visit lies on the outskirts of the city itself, and is probably more famous for its more recent operations under Marshalls of Cambridge, the Aerospace and Defence Group.

Our first stop though takes us through prime horse racing land, through the home of the Jockey Club and an area divided into studs and stabling, not for live stock, but for horses.

Our first stop in Trail 55 is the former RAF Snailwell, a small airfield where life was far from slow!

RAF Snailwell (USAAF Station 361).

Snailwell lies  just outside of the town of Newmarket in the county of Cambridgeshire now infinitely famous for its horse racing. The village of Snailwell from which the airfield takes its name, lies on the northern edge of the former airfield which is now  owned, as is much of this area, by the British Racing School who vehemently protect it from prying eyes.

Sitting to the north of the Bury St. Edmunds railway line, the airfield opened in the Spring of 1941, after the levelling of ten Bronze age Barrows (ancient burial grounds) as a satellite for RAF Duxford located to the south-west. The airfield would go through an ever changing number of roles including: Army Co-Operation, training, and as a fighter base performing low-level attacks on shipping and land based targets. It would also see a wide range of aircraft types from the small trainer to the powerful tank-buster the Typhoon. Opened as a technical training airfield, it passed to the control of 28 (Technical Training) Group whose headquarters were located in London. It fell under the command of Air Commodore John Charles ‘Paddy’  Quinnell, an avid lover of sailing who had a distinguished military history that extended back to 1914, first with the Royal Artillery and then with the Royal Flying Corps.

As a small grass airfield, Snailwell was by no means insignificant. It had three grass runways the largest being just short of 1,700 yards long, whilst the second and third were 1,400 yards in length. The main runway crossed the airfield on a south-west to north-east direction protruding out of the main airfield area. Aircraft were dispersed on concrete hardstands, a mix of twelve ‘Fighter’ style Type B hardstands (capable of holding two aircraft side by side but separated by a bank) along with two 50 ft diameter ‘frying pan’ style stands. They also had the use of a Bellman hangar, and ten blister hangars for servicing and maintenance of aircraft*¹.

To the north, hidden amongst the trees was a bomb store, with separate fusing buildings, tail stores, incendiary and component stores, access to the site being via a 12 ft wide concrete road.

In all, there were only a few permanent personnel at the airfield, accommodation was only erected for around 1,100 officers and enlisted men in Nissen huts over just two sites; Dormitory site 1 and 2, which were supplemented with a mess site and sick quarters. It is known that later users were camped in tents around the airfield perimeter – not ideal accommodation by any means. Unusually, the technical area was widely spread with many buildings being away from the airfield hub. The watch office, at the centre of this hub, was designed to 12779/41 and had an adjoining meteorological office attached, an unusual addition for this type. There was also a wide range of buildings, AMT trainer, two Link trainers, flight offices, sleeping shelters, parachute stores, fire tender huts and numerous associated maintenance stores and sheds.

During construction of the airfield a local road was closed, and a lodge, built at the turn of the century, utilised as a guard room for the airfield. This building later passed to the Jockey Club for use by its employees.

The initial users of the airfield were the Army Co-operation Squadron  268 Sqn RAF, who arrived at Snailwell with Lysander IIIs on April 1st 1941. Being a slow aircraft it was ideal as a reconnaissance aircraft, flying patrols along the coast of East Anglia, looking for any sign of an invasion force. After arriving at Snailwell from Bury St. Edmunds, the three Echelons immediately began training, three photographic sorties taking place on the very day they arrived. In the days that followed, combined Army and Air Force exercises were the order of the day, after which the squadron took part in intensive gas training along with routine flying. However, 268 Sqn would not settle here, yo-yoing between Snailwell and numerous other stations no less than eleven times between their first arrival, and their last departure to RAF Odiham on May 31st 1943.

A Lysander at Duxford’s Battle of Britain Airshow 2019.

In the May of 1941, 268 Sqn would swap their ‘Lizzies’ (as they were affectionately known) for the Tomahawk IIA, an aircraft they kept until changing again to the better performing Mustang I a year later. These Tomahawks would perform a range of duties including – whilst based at RAF Barton Bendish in Norfolk – early morning ‘attacks’ on Snailwell as part of a Station Defence Exercise. These involved mock gas and parachute attacks along with low-level strafing runs. Being little more than a field, Barton Bendish provided no accommodation for visitors, and so the aircrews slept in tents overnight.

During the August of 1941 the first of Snailwell’s many short stay squadrons would arrive. 152 Squadron would use Snailwell for a period of just one week whilst transiting to nearby RAF Swanton Morley. Operating the sleek Spitfire IIA, the brain child of R.J. Mitchell, they would perform fighter sweeps, along with convoy and bomber escort duties. Arriving on the 25th, the only major event occurred on the 28th when the squadron escorted seventeen Blenheims to Rotterdam, Sgt. Savage being the only 152 Sqn pilot to be lost during the mission. The next day, ‘A’ flight searched for signs of him, but sadly found no wreckage nor any sign of Sgt. Savage.

Being a small airfield Snailwell was often home to detachments of squadrons, usually whilst on training. One such unit arriving on November 31st when 137 Sqn posted a detachment here whilst the main body of the squadron stayed at RAF Matlaske further north in Norfolk.  Operating the heavily armed escort fighter the Westland Whirlwind, they would perform escort duties for Lysanders, searches for downed aircraft and ‘X’ raid interception duties. Many of their patrols covered Great Yarmouth on the East Anglian coast in an area to the east of the airfield.

Designed in 1937, the Whirlwind had many teething problems with the engines proving to be a particular issue. After purchasing only 112 examples of the model, 137 would be one of only two squadrons who would use it in any operational role. After moving to Matlaske, 137 began a series of training operations, posting a detachment of aircraft to Snailwell whilst preparing to commence anti-shipping operations in the North Sea.  Once operationally ready, the unit moved north to RAF Drem (August 1942) before returning once more to Matlaske where further training would take place; ‘B’ Flight replaced ‘A’ Flight at Snailwell until both were reunited at Snailwell in late August. Anti shipping operations continued from Matlaske, with their final sortie occurring on August 20th in which an enemy Ju 88 was intercepted – the aircraft evading its pursuers in bad weather. Moving across to reunite the squadron on the 24th, 137 would perform their first operational sortie from Snailwell in early September, a feint attack against Lille. Designed to attract the Luftwaffe fighters into a trap, the twelve Whirlwinds and their fighter escorts failed to sight one enemy plane and all returned to their respective bases not having fired a shot. After this, the Whirlwinds were fitted with bombs and further training followed, but by mid September, they had left Snailwell and were heading for RAF Manston in Kent.

The summer of 1942 would be a busy period for Snailwell, with several squadrons utilising the airfield. At the end of March 56 (Punjab) Squadron would bring  the Hawker Typhoon MK.IA, a model they would begin replacing virtually immediately with the MK.IB. The April of that year was mainly taken up with practice formation flying and aircraft interception flights, before the squadron also moved to Manston in Kent. 56 Sqn would return briefly to Snailwell over the June / August period, but this would be short and they would then depart the airfield for good.

On June 15th 1942, a new squadron would be formed here at Snailwell. Under the command of Sqn. Ldr. F.G. Watson-Smyth, it would have two flights ‘A’ and ‘B’, each led by a Flight Lieutenant. 168 Sqn, initially flying the Curtiss Tomahawk II, was formed from the nucleus of 268 Sqn, and would remain here only until their aircraft and equipment had arrived. Being allocated RAF Bottisham as their main station, they would stay at Snailwell for a mere month. During this time aircraft would have their squadron numbers painted on, and Sqn, Ldr. Spear would give dual flying training to all pilots in a Fairy Battle.

Toward the end of June Sqn. Ldrs. Watson-Smyth and Bowen would visit Bottisham to discuss and prepare the accommodation arrangements for the squadron’s forthcoming arrival. Further deliveries of supplies took place and by the 26th there were seven Tomahawks on charge. On the 13th July, at 14:35 hrs, twelve Tomahawks took off from Snailwell and flew in formation to their new base at Bottisham, a mere stones throw from their current location. The move had begun and 168 Sqn would leave Snailwell for good.

In the August, whilst transiting to North Africa, 614 Sqn would place a detachment of their Blenheim Vs here, a further detachment being placed at Weston Zoyland with the main body of the squadron at Odiham. Coinciding with this was also a detachment of 239 Sqn with Mustang Is, making  Snailwell a very diverse station indeed.

With the arrival of autumn in the October of 1942, Snailwell took a very different turn, being handed over to the US Ninth Air Force Service Command who brought in the Airacobra, one of the few wartime fighters to use a tricycle undercarriage. Transferring across from Duxford, the parent airfield of Snailwell, the 347th Fighter Squadron (FS) were a brand new squadron, only being activated that very same month.

In part two we see the early American influence, and how this small grass airfield played its part in the build up to D-day.

The full page can be seen on Trail 55 – Around Newmarket.

RAF Milfield – Arguably One of Britain’s Most Significant Airfields.

High up in the northern most reaches of England is an airfield that has repeatedly appeared in the memoirs of many RAF and USAAF pilots. Not because it was a busy front-line station dealing with the constant battle against marauding enemy bombers, but more simply because it was a training station. However, this airfield was no ordinary training facility. It operated a large number of aircraft whose pilots played a major part in both the Normandy landings and the drive on through France and the low countries. In this, the next trail, we visit Northumberland, and a place where ground attack pilots honed their skills, perfecting the use of rockets, canon and bombs, in the destruction of enemy troop convoys, trains and tanks. The first stop on this trail is an airfield that is arguably one of Britain’s most significant airfields – RAF Milfield.

RAF Milfield.

RAF Milfield lies a short distance from the village it takes its name from, at the foot of the Cheviot hills on an area known as the Millfield Plain. It is an area steeped in history. On this site, evidence has been found of Neolithic hearths, storage pits and post holes.  There is also evidence of two Bronze Age circular houses and a further three rectangular houses dating back to the ‘Dark Age’; an age that probably pre-dates the Anglo-Saxon conquest of the area from around AD 547.

This area was also the scene of many fierce and brutal battles between the English and the Scots, The Battle of Homildon Hill and the Battle of Flodden were both fought within a few miles of this very site. In both these conflicts, heavy casualties were suffered by both sides, and it is therefore, an area that is both used to war, and one that is rich in historical interest.

The Perimeter track is now the public road, parts lay visible alongside with associated dispersal pans.

As a military aviation site, Milfield came into being during the First World War. One of several such sites in the region that was used as little more than an emergency landing ground by 77 Squadron who were based further north at Edinburgh. Known at the time as Woodbridge, it would be a quiet little site that would soon disappear, quickly returning to its agricultural roots once war was over.

As a second war with Germany seemed inevitable, the need for new airfields became evermore apparent, and so the Air Ministry implemented the airfield expansion scheme. This programme developed so quickly that by 1942 there was a front line airfield opening at the rate of one every three days! As the German forces moved ever more quickly, and the Fall of France led to the Battle of Britain, the need for fresh, well-trained pilots became paramount. With home reserves drying up, the Commonwealth became an untapped source that would fill the ever-increasing void that was becoming a thorn in the side of the RAF.

Trained only in basic flying techniques, these crews had to be battle hardened and fit for action in a matter of weeks or even less. Initial training operations were mere ‘lip-service’ and recruits often had as much chance of killing themselves as they did the enemy they were intended to down. To meet this demand, numerous training stations were created, manned mainly by Operational Training Units (OTU), they were governed by the various arms of the Air Command: Fighter, Bomber, Naval, Transport etc.

At these training sites, crews would in essence, perform a ‘post-graduate’ training exercise, where they would be assembled for the first time and trained in their respective roles on the aircraft they would be expected to fly operationally. Milfield would be designated as one such station, and was initially identified as a suitable location for a bomber command site. Following requisition of the land in early 1941, the green-light for development was given, the process was put into place, and RAF Milfield was born.

Before any bomber crew would use Milfield though, it would pass from Bomber Command control over to Fighter Command whose focus would now be fighter pilots, and in particular, those specialising in both ground attack and dive bombing techniques.

As pilots came from all across the world, their training standards were some what disjointed, and so a refresher course bringing all crews up to the same standard would be required. This was a role that Milfield would fulfil. Working in conjunction with its satellite station a  few miles to the east, RAF Brunton, Milfield crews would spend some 9 to 10 weeks in total on flying techniques, both solo and formation flying, with the more advanced training taking place at RAF Brunton.

Nestled between the main road and the River Till, Milfield would be built to bomber station specifications, the three runways being wood chip and concrete one of 1,400 yards and two of 1,100 Yards. During development and subsequent handover to Fighter Command though, the new Class ‘A’ airfield standard would come in to being, requiring all airfields to be built with a longer runway specification. However, being a fighter training site, these were not imposed and whilst two of the runways were extended (1,800 and 1,300 yards) they were not to the full Class A specification.

The runway threshold is still surviving, note the close proximity of the hills in the background.

As a training airfield it would be exceptionally busy. An expected turnover would be a new course starting around every 3 weeks, which would mean a considerable number of aircrew and aircraft; in excess of 100 air frames would be located here at Milfield at any one time. The primary fighter aircraft at this point would be the Hurricane with other examples including the Miles Master and Magister. To repair and maintain the aircraft, two T2 hangars were constructed with a further eight blister hangars located around the dispersal areas. Squadron dispersal huts were spread around the perimeter, with the technical area and main hangars being located to the south-eastern side. Accommodation, designed to be temporary, was dispersed over 13 sites, and would be designed to accommodate in the region of 1,650 staff, both male and female. Like many airfields though, this figure was surpassed with the actual ‘on roll’ totals varying considerably reflecting the constant movement of staff. Including the numerous support staff, it is believed that some 3,300 people were employed at Milfield at its height.

Adjacent to the airfield was the former Galewood Farm House, an old farm building used as an Officer’s mess during the airfield’s operational life. Destroyed in the 1960s, it was once part of an estate that adjoined the airfield, and was previously home to Josephine Butler. Josephine was the leader of a national women’s political campaign in Victorian England, who campaigned on behalf of prostitutes, abused and trafficked women until her death in 1906*¹. Now commandeered by the military, a snooker table with lights powered by a generator was placed inside, and nearby stood the NAAFI theatre, the recreational building showing the usual films to keep the personnel entertained.

It was during this construction period that the first enemy action would occur over Milfield. On September 1st 1941, at 23:00 hrs, six bombs were dropped in the vicinity of Milfield. A crater 72 feet wide and 10 feet deep was recorded, the road was blocked and telephone lines were brought down. Also during this time, and whilst not officially open, aircraft would land at Millfield, presumably as test landings or after getting into difficulty. One of the first casualties here was that of Sgt. James B Spangler (R71573) RCAF flying Hurricane V7044 on 25th June 1941, who was “killed in the course of a training flight” whilst flying with 59 OTU. This tragic accident would be a sign of things to come.

Because of the nature of training flights, accidental deaths on or around Milfield would become fairly common. These included on October 6th, 1941, Hurricane MK. I W9177 which was forced to Bellyland in a field near to Stocksfield just west of Newcastle-upon-Tyne. On 13th December 1941, Sgt. Norman Clunie Pow, (R83911) RCAF, again of 59 OTU, crashed in Hurricane P3809. Sgt. Pow was just 25 years of age and was buried some several hundred miles away next to RAF Sutton Bridge in Lincolnshire, another training station.

Sgt. Pow’s grave at Sutton Bridge.

As a training airfield, no operational front line squadrons would use Milfield, other than a detachment of 184 Sqn Hurricane IIDs between 1st December, 1942 and 1st March, 1943. The only other use of Milfield by ‘front line’ units would be as a transit base in the early post-war months.

The first full unit to arrive was that of 59 Operational Training Unit (OTU), arriving in the August of 1942.

59 OTU were originally formed at Turnhouse in December 1940, and operated amongst other things, the Hurricane, the Magister, the Fairy Battle and finally Hawker’s Tempest, all in a training capacity. After spending some five months at Crosby-on-Eden, the unit transferred to Milfield where they trained pilots in the ground attack role. As with many training stations, casualties were high, with many accidents happening through either pilot error or mechanical defects. Many of the Hurricanes used here were veterans themselves, beaten and patched up following intensive fighting in the Battle of Britain, many were long past their sell by date.

One of the first accidents to occur was that of Sgt. K. Dole, RCAF, who stalled whilst performing aerobatics – either authorised or not. His aircraft, a Hurricane MK.I ‘V7316’, MF 89 of ‘Z’ flight 59 OTU, crashed on farmland near Cornhill in August 1942. Luckily Sgt. Dole was unhurt, and the aircraft was salvaged; being repaired and sent to operations in the Middle East. The same fate however, did not fall to P/O J. Methum, who was killed in early September 1942, when his Hurricane MK.I ‘V6840’ crashed in a forced landing a few miles away to the east. The aircraft was written off in this most tragic of accidents.

The dangers of training became evermore apparent over the next few months, Saturday 27th March 1943 being particularly poor for 59 OTU with two crashes on the same day.  Hurricanes Mk.I ‘W9184’ and ‘W9121’ crashing in forced landings and night landings respectively. Both pilots were killed that day; Sgt. Robert MacFadzean (s/n: 1349862) born of US resident parents, and Welshman, Sgt. Gordon Cullener (s/n: 1383311).

Four months after 59 OTU’s arrival, No 1 Specialised Low Attack Instructors School  (SLAIS) would also be formed here (7th December, 1942) another unit that used the Hurricane and the Magister. One of the Chief Instructors of the School would be Squadron Leader J.H. “Ginger” Lacey DFM and Bar, a Battle of Britain Veteran who ended his career with 28 confirmed kills.

Hurricane MK.IID of No. 1 Specialised Low Attack Instructors School being refuelled and rearmed by Ground crew, including a WAAF, on a wet dispersal at Milfield. The fairings covering the two Vickers 40mm anti-tank guns beneath the wings have been removed and a warning notice hung from the barrel. (IWM CH 18134)

Low flying, in even in the relative safety of Northern England, was not immune from accidents, mishaps or misjudgements by the pilots. On 21st February 1943, Hurricane MK.II ‘HW731’ of the SLAIS hit an obstacle one mile north of Beal, the pilot escaped unharmed and after nursing the aircraft back to Milfield, it was repaired and converted for ground training purposes as ‘4616M’.

As flying training continued, so too did the number of accidents, burst tyres, engine malfunctions and fires, pilot error and collisions accounting for a wide range of them. On April 27th 1943, two Hurricanes collided in mid-air whilst performing formation flying. Both airmen, F/Sgt Davies and F/O Thompson were killed; an event that was mirrored in the following July when Hurricanes ‘P3475’ and ‘V7173’ also collided again with fatal results. New Zealander Charles Humphrey (s/n: 421056) is buried locally.

On May 1st 1943, 59 OTU transferred from 81 Group to No. 9 Group, at which point 81 Group was disbanded. No 9. took over 81’s responsibility, and it remained primarily a training arm of the Royal Air Force. For 59 OTU though, little would change.

On September 16th 1943, a B-17F-BO  (42-30030) named ‘Old Ironsides‘ ran out of fuel whilst returning from La Rochelle. The pilot Lieutenant Henry J Nagorka, decided to ditch in the sea near Farne Islands, off the Northumbrian coast. The aircraft quickly filled with water and in under four minutes she had disappeared beneath the waves.

During the ditching two crewmen were lost, waist gunners: S/Sgt. Ed Christensen and S/Sgt. Claude Whitehead, whilst the tail gunner S/Sgt. Harris lost a leg. Those that survived managed to climb into a dingy and sailed to St Cuthbert’s Island where they awaited rescue. Upon being saved, they were transferred to Milfield, where they were collected by another B-17 from the USAAF. However, as Milfield was a fighter airfield and its runways hadn’t been extended to Class A specifications, there were doubts about the aircraft’s ability to get off the ground on the short space available. To overcome the problem, the hedges at the end of the runway were removed and steal planking temporarily laid, the problem never arose though as the B-17 along with its additional human cargo left Milfield safely.

B-17F ‘Old Ironsides’ 42-30030, was lost at sea on the 16th September 1943 with the loss of two men. (IWM UPL 28296)

On January 26th 1944, both 59 OTU and the SLAIS were disbanded and a new unit formed, the Fighter Leaders School (FLS). The School had its origins in 52 OTU formed at Chedworth, and was in January, created as a unit in its own right. Formed through the need for more ground attack pilots in preparation for the forthcoming invasion, it was a unit that would take on the responsibility for the majority of the RAF’s ground attack crews. One notable figure of the FLS at Milfield was Bob Doe DSO, DFC & Bar, another veteran of the Battle of Britain. He would later return to operational duties after his short stay here in Northumberland.

Using the codes HK, OQ and MF, the FLS operated a number of aircraft predominately Spitfire VBs, and Spitfire MK IXs along with a handful of other marks. It later went on to adopt the Sabre engined Typhoon IB. In total over 130 aircraft would be used by the  Milfield unit, an incredible amount of aircraft on one site at any one time. Milfield continued to be in the spotlight.

It was also during this time, early 1944, that the USAAF would begin to send their pilots to Milfield to train on their ranges. With them, came a variety of US built aircraft, P-38 ‘Lightnings’, P-47 ‘Thunderbolts’ and the P-51 ‘Mustangs’. The brainchild of General Quesada, the plan was to train Ninth Air Force pilots in the art of dive bombing, skip bombing and low-level attacks, techniques that would become paramount if the push through France and on into Germany was to succeed. The arrival and increased use of Milfield by the US crews gave an indication that the impending invasion was drawing ever closer.

One of the earliest accidents for the FLS was in March of 1944, when Mohawk MK.III AR633 of 510 Squadron was hit by a Typhoon (JR509) of the Fighter Leader School on take off. Also on this day, a Spitfire MK.IIa (P8549) of the FLS tragically blew up in mid-air during a dive bombing attack on the Goswick ranges. The pilot of the Spitfire, F/Lt. Bouquen, a Belgian, was killed in the incident.

About a month later, a flight of four P47D Thunderbolts from the 366th FS (358th FG) from RAF Raydon attached to Milfield, were carrying out practice strafing attacks on a military convoy. During the climb out of the attack, one of the Thunderbolts (42-25530), piloted by 1st Lt A. Serapiglia collided head on with Spitfire Mk 1 ‘R6762’ which was preparing to land at nearby RAF Eshott. In the collision, both pilots Sgt. Kai Knajenhjelm a 19-year-old Norwegian and Lt. Serapiglia were killed. After the investigation it was deemed that all future exercises should be performed “outside of local flying areas” of nearby airfields, something that perhaps seems obvious today, but reflects the hectic and often frantic skies over northern England in the 1940s.

A further accident to befall the Americans occurred on May 27th 1944, when a P-38 ‘Lightning’ #42-67425, of the 392nd FS, 367th FG piloted by Dueron H. Robertson, of the Ninth Air force, suffered a landing accident. The aircraft suffered major damage in the crash.

One of the benefits of attending the FLS was the diverse range not only of nationalities: Dutch, Czech, Canadian, Australian, New Zealand and South Africans to name but a few, but also the range of aircraft used. At the end of courses, trainees – now fully fledged fight pilots – were sometimes given the opportunity to try out other types of aircraft. An action that no doubt put the fear of God into the Station Commander who was heard to have shut his door and say “to hell with it”*² . A number of other incidents occurred during this hectic time, which saw, by the end of December 1944, the FLS being absorbed into the Central Fighter Establishment based at RAF Wittering. Following this, the staff at Milfield all moved out, and momentarily peace prevailed once more.

Between mid December 1944 and into early January 1945, 56 OTU was reformed. Previously at RAF Sutton Bridge in Lincolnshire, it brought new aircraft, to the area, and Northumbria now reverberated to the radial engines of the Typhoon IB and the Tempest V; as four squadrons operated the aircraft using the codes FE, GF, HQ and OD. A collection of other aircraft types also graced the skies of this now highly significant airfield, Spitfires, Tiger Moths, Leopard Moths and Magisters to name but a few.

Even though the war in Europe was winding its way toward its conclusive ending, priority for aircraft was given to this purposefully created unit, and practice flights continued in earnest. The skies remained busy and accident numbers remained high.  In the space of one month between mid January and mid February 1945, there were no less than 8 incidents involving aircraft from Milfield and 56 OTU. As with many incidents here, poor weather, engine failures and pilot error were the causes of many  aircraft abandonment, pilot injuries and tragically deaths. In these eight incidents six involved Typhoons and two involved Tempests.

MG & Cannon Range building, one of the few remaining structures at Milfield.

March and April were similar stories, accidents, mishaps and deaths continued to plague Milfield, with pilot error accounting for a larger number of the accidents. Perhaps one of the most bizarre incidents took place on March 8th 1945 when the leader of a Spitfire squadron ‘deliberately’ attacked a Typhoon Mk.Ib ‘MP187’ of 56 OTU, killing the pilot F/O. R Smith of the Royal Canadian Air Force. The Typhoon was commonly mistaken for the Luftwaffe’s Focke Wolf 190, a formidable beast that became the scourge of the USAAF bomber formations.

The closing stages of the war didn’t bring a respite either. Saturday 12th May saw a collision between Tempests ‘EJ685’ and ‘NV759’ an event that killed an instructor pilot. Even after the war’s end, accidents continued to occur, with June, July, August and September all witnessing  further deaths and incidents. August 23rd saw Typhoon ‘SW638’ collide on the ground with two other aircraft, both those struck were written off whilst the ‘offending’ aircraft was badly damaged.

At the end of the war, and over just a two-day period, the only two operational units to use Milfield would arrive, using it as a transit stop. Both 164 Squadron and 183 Squadron would arrive and depart on the same day 16 – 17th June 1945 bringing with them yet more Typhoons.

Eventually, nearly nine months after the war’s end, on February 14th 1946, 56 OTU were disbanded, but not before one final roll of the dice when the life of an RAF pilot was taken. On January 29th 1946, whilst on a “Camera Exercise” and after performing a slow roll ten miles west of Holy Island, Tempest Mk. V EJ859 piloted by F/Lt. Vincent Parker (s/n 42356) RAFVR, an Australian aged 27, dived into the ground killing him. In a cruel twist of irony, F/Lt Parker was killed after having survived as a prisoner of war since 16th August 1940. He had remained in a German POW camp until its liberation at the end of hostilities, returning to England in June 1945, his post-war, peacetime life had been shorter than his life in captivity.

The departure of 56 OTU signified the end of the RAF’s interests in Milfield, and although not a front line operational airfield, it had become a very active and played a highly significant role in fighter training and development. Used to train both new and experienced pilots, it had become one of the RAF’s top fighter pilot training stations, developing pilot’s proficiency in low-level weapons delivery techniques. No matter how dangerous the training got, crews had continued to pass through, morale had  remained high and the standards were never dropped. Of the 1,200 pilots who had passed through here, many went on to make their names as the top ground attack pilots of the Second World War.

Immediately after the war, many of the accommodation huts were used to house Latvian soldiers, many staying here up until 1950. Local people were then housed in refurbished WAAF blocks before moving on to more permanent housing in the local village.

Soon after, Milfield began its decline with many of the buildings being demolished over the coming years. During the cold war era, the two T2 hangars were designated storage units for dried foods and emergency rations, thankfully a role that never had to be called into operation.  Eventually the runways were dug up and removed for hardcore, quarrying took over the southern end of the airfield and much of the surface layers were removed in the process.

During the 1970s investigations were carried by Air Anglia into the possibility of commencing commuter flights to European cities, but the project failed to ‘get off the ground’ and the service was scrapped before it ever developed into anything more than investigative flights.

Now partly returning to agriculture, a small section of the airfield has been retained by the Borders Glider Club*³ . The battle to keep gliders and flying here alive, being a long and difficult one. Through this small organisation, that operates only at the weekends, the spirit of flying lives on, and Milfield continues to fight for survival, a fight that has been both emotive and historically significant in the battle for the skies over Britain. The T2s have now gone as has virtually all the remaining buildings. A stone statue built by an Italian POW who was employed on the local farm, stands on private land, marking what was the official entrance to the airfield during the war years, it is clearly visible from the road side.

One of two sculptures, one made by an Italian POW, the second copied by an RAF serviceman.

Located four miles north-west of Wooler and Visiting today, there is little evidence of the former airfield left. Small sections of the perimeter track are now the public road, but alongside the road,  the remainder of the track can just still be seen. The north-western end of the runway is also visible as are a small collection of dispersal pans.  The MG & Cannon Range building still stands, minus its roof it is rapidly decaying, it has a very short life left.

Interestingly, as a training airfield, Milfield used both a Fisher Front Turret Trainer and Hawarden Trainer, a simulation trainer that used the fuselage of a Spitfire to train pilots in interception techniques. A model suspended from the ceiling up to 60 feet away from the pilot could be moved forwards or backwards by operating the opposite movement of the Spitfire’s throttle. As the Spitfire ‘accelerated’ the model moved backwards along a rail, rather similar in design to a 1970’s child’s toy. During these sessions a range of flying skills could be tested, interception and aircraft recognition, throttle control and cockpit procedures included. A primitive method that was state of the art in 1941. Sadly neither of these exist today.

Two memorials are located at this site, the first in a public car park to the western end of the airfield, next to the Maelmin heritage trail. The second is located outside the club house of the Borders Gliding Club, approximately on the site of the former watch office, itself no longer there. This memorial was commissioned by the club entirely through donations and is their way of acknowledging the sacrifice of those who flew from Milfield.

Milfield is arguably one of the most significant airfields of the Second World War, many Spitfire, Hurricane and Typhoon pilots quote it in their memoirs, their time here short but memorable. Here ground attack pilots cut their teeth, low-level strafing and dive bombing techniques being honed to absolute perfection. The battle for Europe would certainly have been more difficult were it not for those daring young men who passed through this remote but historically important airfield.

After we leave Milfield, we head east, toward the coast and the satellite of Milfield. A small airfield, it too played a major part in the development of ground attack crews and it too saw many accidents and losses through its training programme. From here we go to RAF Brunton.

Sources and Further Reading.

*¹ A website tells the story of Josephine Butler’s life, and another has photos of Galewood farm-house.

*² Dunn, W.R., “Fighter Pilot: The First American Ace of World War II“,  1996, The University Press of Kentucky, Page 118.

*³ Border flying club website

The Friends of Berwick and District Museum and Archives website provide information about the archaeological history of Milfield.

A book has been published about RAF Milfield, a complementary website gives fabulous personal detail of life at the airfield and is well worth a visit.

Photos of those stationed at Milfield can be seen through the BGC Flckr account.

RAF Swanton Morley – Small but rich in history.

In this Trail, we return to Norfolk and take in three former airfields each of notable historical value. Our first is probably better known as an Army barracks than it is an RAF airfield, but, for the duration of the Second World War, it would be home to a number of different aircraft types and to a range of international crews. Amongst the many residents here would be those from Poland, the Netherlands, Australia and New Zealand. We start our journey at the former RAF Swanton Morley.

RAF Swanton Morley

Following the end of hostilities in 1918, Britain’s defences and in particular the RAF, were cut back dramatically. From around 250,000 personnel (the worlds largest air force) to just under 30,000 by the early 1920s, the reductions were both severe and widespread. Political in-fighting between the three armed forces and the Government had seen the RAF lose out significantly, and under the terms of the ‘Ten year Rule’, expansion was prevented, and so little could be done to redress the declining situation.

During the 1930s, world developments (and in particular those in Germany) raised the threat of yet another war, at which point the Government realised that Britain’s defences were now totally inadequate and in dire need of redevelopment and expansion.

Their response was a series of expansion ‘schemes’  which would not only reshape the organisation of the RAF, but would cater for the huge increase in numbers of personnel that would be required to raise an adequate fighting force .

Considered lacking in direction by many, these early schemes surprisingly paid little attention to future needs, and so no real provision was made for supporting aspects such as training, maintenance or supply.

Scheme A, approved in July 1934, would set the bench mark at 84 home-based squadrons, a figure that was still woefully inadequate compared to the might that was building up across the channel. Each scheme would build on and replace the former, taking into account layout, new developments and the materials available – but all under the monetary restrictions of the 1930’s depression.

By the time war came, Scheme ‘M’ had been implemented (November 7th 1938), which called for 163 home based squadrons involving 2,500 aircraft for Britain’s home defence. It was under this scheme that Swanton Morley would be built.*¹.

Initially designed as a fighter station, construction began in 1939, and one of the criteria for this scheme was to include type ‘C’ hangars. However, being incomplete by the outbreak of war, it was caught in the transition period between temporary and permanent aircraft storage. The ‘C’ types were cancelled in favour of three ‘J’ types, only one of which was actually built – this left Swanton Morley with considerably less hangar space than was actually required. Unfinished, the airfield opened on September 17th 1940 under the ownership of No. 2 Group Bomber Command.

As war broke out, a small detachment of 107 Squadron Blenheim IVs were based here. 107 Sqn were widely spread with other detachments at: Lossiemouth, Newmarket, Hunsdon, Horsham St. Faith and Ipswich, whilst the main squadron was based at RAF Wattisham. As part of 83 Wing, 107 would be joined by a further detachment from 110 Sqn the following month, also bringing the twin-engined Blenheim IV.

It was a No. 2 group aircraft that famously made the first sortie over the German frontier on the very day war broke out, and then on the second day, Monday September 4th 1939, a flight of four 107 Sqn aircraft and one 110 Sqn all from RAF Wattisham, dropped the first salvo of bombs on German ships at Wilhelmshaven . It was from one of these aircraft (Blenheim IV ‘N6240’) that Observer, Sergeant George Booth, and AC1 L. J. Slattery would become the first British Prisoners of War, captured when their Blenheim was shot down by German defences. None of the five aircraft returned, a rather disastrous start to the war for the RAF.*²

Work continued at Swanton Morley throughout the next two to three years, and eventually accommodation blocks were raised, hard perimeter tracks laid and four T2 hangars erected. Around twenty hardstands were created although many aircraft were still dispersed on the grassed areas around the technical site. A bomb store was developed to the south, and lighting added to the three runways, but despite of all the improvements, upgrades and developments, it was felt Swanton Morley did not warrant having any hard runways and so they continued to remain as grass.

It wasn’t until the end of October 1940, that Swanton Morley would have its own squadron of aircraft, 105 Squadron arrived bringing their Blenheim IVs to compliment those of 107 Sqn and 110 Sqn. With two detachments at Lossiemouth and Luqa (Malta), 105 would take part in anti-shipping sorties and attacks on targets in the low countries. A successful unit they swapped these for the Mosquito IV in November 1941, becoming the first operational squadron to receive these highly manoeuvrable aircraft, taking them to nearby Horsham St. Faith in the following month.

A Blenheim of 105 Squadron passing over a fiercely burning enemy merchant vessel (© IWM (C 1940)

One of Swanton Morley’s earliest casualties was a 105 squadron aircraft, piloted by F/O. D. Murray DFC with Sgt’s C. Gavin and T. Robson. The aircraft, Blenheim IV ‘T1890’, was brought down over Brussels with the loss of all three crew members.

It was during August of 1941, that the first of many units would arrive – No. 152 Squadron. Like so many other squadrons around the country, their stay was to be short-lived taking their Spitfire IIAs to Coltishall the following December.

Coinciding with 105’s departure, was 226 Squadron’s arrival. At the end of December 1941, 226 Sqn would bring a new twin-engined aircraft to the grounds of Swanton Morley, the Douglas Boston. The Mk III was proving to be a formidable medium bomber and night-fighter, featuring improved armour, larger fuel tanks and its two Wright Twin Cyclone engines providing 1,600hp each. 226 Sqn were to later replace the MKIIIs with the MKIIIAs in January 1943 under the lend-lease agreement and then very shortly afterwards, with the B-25 Mitchell II. 226 Sqn operated these aircraft for almost a year at Swanton Morley before moving on to Hartford Bridge and the continent in 1944, thus becoming Swanton Morley’s longest standing squadron.

It was with 226 Squadron that the United States would make its mark on the war. On June 29th 1942, with both Eisenhower and Churchill present, twelve RAF Boston IIIs were sent to bomb the Marshalling yards at Hazebrouck, one of these aircraft (AL743) was flown by an all American crew. A rather ‘unofficial’ entry into the conflict, it was made more formal on Independence day, July 4th 1942 when six U.S. crews joined 226 Squadron in a low-level attack against Luftwaffe airfields in Holland. Twelve RAF aircraft took off a few minutes after 07:00 hrs and flew low and fast over the North Sea toward Holland. After splitting up to attack their designated targets, one group encountered severe flak and was badly beaten, one aircraft crashing whilst another had an engine knocked out. Before the pilot could regain control, the aircraft, Boston AL750, scraped the ground coming remarkably close to a complete disaster. However, the pilot Major Charles Kegelman, managed to regain control and nurse the stricken aircraft back to Swanton Morley. Of the twelve Bostons sent out, two U.S. and one RAF crewed aircraft failed to return. A baptism of fire that resulted in a 30% loss of the U.S. Air Force contingency. For their bravery, three DFCs were awarded to the U.S. crews, with Major Kegelman receiving a D.S.C. from Major Gen. Dwight D. Eisenhower, American commander in the European war theatre. This made Major Kegelman the first member of the United States forces in Europe to be decorated for gallantry against the enemy.

Whilst not the first U.S. involvement nor their first casualties of the war, their actions did officially bring the United States into the European conflict.

Sergeant Bennie Cunningham, Technical-Sergeant Robert Golay, Major Charles C Kegelman and Lieutenant Randall Dorton in front of a Boston bomber. (Roger Freeman Collection IWM)

1943 would go on to prove to be an eventful year for Swanton Morley. With the Allied invasions plans taking shape, a new force was needed to support those destined to take to the Normandy beaches. The creation of the Second Tactical Air Force (TAF) in November 1943, was designed to meet that challenge and with it came changes at Swanton Morley.

Ownership now passed from Bomber Command to the Second TAF, and many units that would operate from here were part of that force. Following a relatively short stay by 88 Squadron (30th March 1943 – 19th August 1943) flying both the Boston III and IIIA, No. 305 (Weilkopolski) Squadron would arrive bringing the first Polish crews to Swanton Morley. Being the fourth and final Polish bomber squadron to be formed, they arrived in early September bringing Wellington MK Xs with them. Whilst serving in Bomber Command, the Polish had amassed some 1,117 sorties in which they had lost 136 brave young men as either killed or captured.

After arrival here, 305 Sqn changed their Wellingtons for Mitchell IIs and in line with the Second TAF objectives, began attacking targets around the Cap Griz Nez region. Being daylight operations, this was something new for the Polish crews, but one they relished and carried out well. In November after only being at Swanton Morley for two months, the Polish crews left leaving 226 Sqn with only a small detachment of 98 Squadron Mitchells for company.

At the end of 1943, three days after Christmas, No. 3 Squadron arrived bringing  a new breed of aircraft with them – the single-engined Typhoon IB, which they kept at Swanton Morley until February 14th 1944. No. 3 Sqn had been one of three founder squadrons of the Royal Flying Corp in 1912 and they remain one of the few squadrons to retain an active role today, flying the aircraft’s namesake, the modern Eurofighter Typhoon.

Whilst here at Swanton Morley, No. 3 Sqn carried out duties that the ill-fated Hawker Typhoon performed well at, low-level ground attack and anti-shipping roles. Dogged by development problems – engines fires and deadly levels of Carbon Monoxide in the cockpit – the Typhoons suffered terrible problems throughout their wartime service, subsequently virtually every model was scrapped at the end of war.

February 1944 was all change again at Swanton Morley. A detachment of 107 Squadron would return after a couple of years absence, and with their arrival came the departure of 226 Sqn after just over two years of being at Swanton. On the thirteenth of that month, they left for Hartford Bridge in Hampshire, in preparations for the Allied invasion at Normandy.

In the two months that followed, Swanton Morley began its wind down, a move signified by a number of short stay units. Each of these would however bring a wide range of nationalities, including crews from the Australian unit No. 464 (RAAF) Sqn, from 25th March 1944 to 9th April 1944. Then came 180 Sqn (12 – 26th April 1944) a short-lived unit that survived just under four years before disbandment only to be reformed as No. 69 Sqn.

Coinciding with 180 Sqn was the Auxiliary Squadron, No. 613 Sqn with Mosquito VIs. This too would disband at the end of the war also to reform as 69 Squadron. Then as April drew to a close another international unit would arrive and depart, a New Zealand unit, No. 487 Sqn (RNZAF)  also bringing Mosquito VIs – an aircraft they used in conjunction with 464 Sqn in the attack on the Amiens prison earlier on.

Finally for two weeks in May 1944 (6th – 18th), a dutch contingency arrived in the form of No. 320 Squadron. 320 Sqn was formed out of evacuated Dutch airmen along with a handful of Fokker T-VIIIW seaplanes which they used until spares were no longer available. Here at Swanton Morley they had lost their seaplanes and were now flying Mitchell IIs, wreaking their revenge by attacking enemy communication lines and airfields. After the war the crews of this unit were transferred to the Royal Netherlands Navy and 320 was disbanded as an RAF unit.

Before arriving at Swanton Morley, No. 320 Sqn flew a handful of Fokker T-VIIIW float-planes, that they had brought with them when the Netherlands fell to the Germans. Here, one is being serviced at Pembroke Dock, August 1940. (© IWM (CH 1042)

Coinciding with the invasion of Normandy in June 1944, the Bomber Support Development Unit (BSDU) transferred across from RAF Foulsham. Developed under the wing of 100 Group, they used a range of aircraft to investigate and develop electronic counter measures and radar technologies for aircraft.  At Swanton Morley, this involved nine Mosquitoes, MK XIX and XXX, to operate in both operational and non-operational duties. The BSDU (and 100 Group) were responsible for a range of electronic devices including Serrate, Hookah, Perfectos and Mandrel to name but a few, and were involved in some 114 operations, claiming  five air-to-air victories.

The USAAF were to play another small and final part in the life of Swanton Morley, when on 25th July 1944, B-24H ’41-29402′ “The Mad Monk” of the 786th BS, 466th BG, took off from nearby Attlebridge. It clipped some trees causing it to crash-land at Swanton-Morley; the aircraft was so severely damaged it was condemned and salvaged for spares.

Another near disaster was averted at Swanton Morley when Mosquito NFXXX (MM797) of the BSDU crashed after take off on the night of 2nd-3rd January 1945. On take off, with a full fuel load, the port engine began leaking glycol at a furious rate. Too low to bail out, the pilot, Flt. Lt. Harry White DFC, put the aircraft down on the frozen ground. After both pilot and co-pilot were pulled from the wreckage by local farmers, the aircraft exploded creating a ferocious fireball that destroyed the air frame completely.

Eventually the war came to a close, the ‘Window’ research station was transferred to the BSDU and in the summer 100 Group was disbanded. With that Swanton Morley fell quiet and no further operational units would serve from here.

In the closing months of 1946, No. 4 Radio School moved in using Avro’s Anson, and Percival’s Proctor and Prentice aircraft. Various ground units also used the site but gradually flying all but ceased. Eventually on September 15th 1995, Battle of Britain day, the RAF Ensign was lowered and RAF Swanton Morley was officially closed. A small private micro-light club took over part of the site, but in 1996 the Army claimed the airfield forcing the club to close. It remains in the hands of the Army today as the ‘Robertson Barracks’, named after Field Marshal Sir William Robertson and no flying takes place.

Swanton Morley’s history was fairly rare, in that it never had any concrete runways and boasted to be one of the longest lasting Worlds War 2 grassed airfields. It had, at its peak, one – ‘J’ Type hangar and four – ‘T2’ hangars. Its watch office, built to drawing 5845/39, included a Met Section and is now thankfully, a Grade II listed building making it one of the best originally preserved examples of Watch Office designs.

Swanton Morley had four T type hangars. All but one have been demolished. This one remains in private ownership.

Many of the original buildings have gone and either their concrete bases left or more modern replacements put in their place. Some of the concrete pathways have been removed as have all the dispersal pans. The bomb store is now a field and all but one of the hangars were demolished – the remaining one being re-clad.  A number of pill boxes and air-defence structures also remain, but like the main airfield site it is all securely kept behind very high fences and armed guards.

The public highway circumnavigates Swanton Morley, but views are best achieved from the main entrance. As with all active military sites there is a no stopping rule, but as you pass, careful observations will reveal some of the main buildings of the accommodation area.

Swanton Morley retains some if its historical features, and they are all in the care of either the Army or the local farmer. As the MOD holds this site, many of these features are well hidden from public view, but for now at least, this along with the preservation order on the watch office, does at least mean Swanton Morley’s past is in part ‘protected’ for future generations.

From Swanton Morley we visit two more airfields in the area, Hethel, a USAAF base with its own museum and Hingham an airfield that had possibly the shortest life of any UK airfield.

Sources and further reading

*¹ Royal Air Force Historical Journal No. 35

*² Chorley, W.R., “Bomber Command Losses of the Second World War, V1, 1939-40″, Classic, 1992

Norfolk Heritage Website

Freeman, R.A., “The Mighty Eighth“, Arms & Armour, 1970

Bowman, M., “100 Group (Bomber Support)”, Pen & Sword, 2006