RAF East Kirkby
at War and Peace
Written by Richard Hall.
Airfield Pundit Code – EK
The county of Lincolnshire is well known for the many airfields that were built before and during the Second World War to accommodate the squadrons of Bomber Command. As the war clouds gathered over Europe during the 1930s, the perceived threat from an enemy moved from the south of England to the east, bringing an acceleration of airfield construction with the counties of eastern England becoming prime locations for the squadrons of Bomber Command.
When war broke out on 3rd September 1939, Bomber Command was immediately in action, and so began a struggle that was to last for over five grueling years; one that, in the beginning, it was not, to all intents and purposes, equipped to meet. At the war's end, most of the former airfields from which the bombers flew slipped back into obscurity, their existence a mere memory which has over time eroded. One such airfield was RAF East Kirkby, situated in the parishes of East Kirkby and Hagnaby, eleven miles north of Boston.
Airfield Pundit Code – EK
The county of Lincolnshire is well known for the many airfields that were built before and during the Second World War to accommodate the squadrons of Bomber Command. As the war clouds gathered over Europe during the 1930s, the perceived threat from an enemy moved from the south of England to the east, bringing an acceleration of airfield construction with the counties of eastern England becoming prime locations for the squadrons of Bomber Command.
When war broke out on 3rd September 1939, Bomber Command was immediately in action, and so began a struggle that was to last for over five grueling years; one that, in the beginning, it was not, to all intents and purposes, equipped to meet. At the war's end, most of the former airfields from which the bombers flew slipped back into obscurity, their existence a mere memory which has over time eroded. One such airfield was RAF East Kirkby, situated in the parishes of East Kirkby and Hagnaby, eleven miles north of Boston.
De Havilland Mosquito NF.II HJ711 and Avro Lancaster VII NX611 'Just Jane' and at the Lincolnshire Aviation Heritage Centre - Richard Hall.
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East Kirkby is unusual, as when surplus to requirements, most of the former Bomber Command airfields closed, and the sound of Rolls-Royce Merlin or Bristol Hercules aero engines would be long gone, with only the memories of those who served on or who dwelt near the airfield living on. However, at this site, the Lincolnshire Aviation Heritage Centre has established a lasting memorial to Bomber Command, where Avro Lancaster VII, NX611 Just Jane and de Havilland Mosquito NF.II HJ711 regularly carry out taxy runs, with the sound of Merlin engines once again reverberating out across the flat open landscape, just as they did during the dark years of wartime.
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As the threat of Luftwaffe attack on RAF airfields increased in the early years of the war, there was an urgent requirement to divert its attention away from more valuable assets located nearby. To this end, a number of decoy airfields, or 'K Sites' as they were known, were constructed. One of these was at East Kirkby, built in 1940 to try and lure the Luftwaffe away from attacking RAF Manby, Waddington and Scampton. The site became home temporarily to a number of dummy Armstrong Whitworth Whitley bombers. It consisted of a dummy flarepath, which, upon receipt of enemy aircraft being in the vicinity, would have been lit and machine gun posts manned. The decoy must have been effective, as there are reports that it was bombed on several occasions.
Early in the war, the RAF learnt that bombers could not fly and protect themselves in daylight against fast cannon-armed fighters. The Battle of Heligoland Bight on 18th December 1939 reinforced this when twelve Wellington bombers out of a force of twenty-two were lost while attempting to attack German Naval assets. This necessitated a change to night bombing, which in turn resulted in more difficulty in finding targets, a loss of accuracy and a higher risk of accidents. Night bombing would remain the RAF's preferred method of attack until the latter years of the war, when fighter escorts and the gradual weakening of the Luftwaffe made daylight operations more sustainable.
Early in the war, the RAF learnt that bombers could not fly and protect themselves in daylight against fast cannon-armed fighters. The Battle of Heligoland Bight on 18th December 1939 reinforced this when twelve Wellington bombers out of a force of twenty-two were lost while attempting to attack German Naval assets. This necessitated a change to night bombing, which in turn resulted in more difficulty in finding targets, a loss of accuracy and a higher risk of accidents. Night bombing would remain the RAF's preferred method of attack until the latter years of the war, when fighter escorts and the gradual weakening of the Luftwaffe made daylight operations more sustainable.
Air Marshall Sir Arthur T. Harris, Commander-in-Chief of Bomber Command - Author's Collection.
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Air Marshall Sir Arthur T. Harris was appointed as Commander-in-Chief of Bomber Command in February 1942. Up until that time, the results from the effort expended by the RAF's bomber force in bombing Germany did not reap the results that were expected. Bombing accuracy was poor due to the lack of navigational aids, and this was starkly pointed out in the Butt Report, which stated that few bombers reached what they thought was the target, and fewer still had dropped their ordnance anywhere near it.
Harris was brought in to make the Command a more efficient force, something that he did, not without a little controversy, until the war's end. Early on in his command, the radio navigational aid Gee came into operation, which improved bombing accuracy. However, the Germans quickly learnt how to jam it and so started the electronic war of measure and countermeasure, which continued throughout the bombing campaign. |
With Harris in charge, the pace at Bomber Command stepped up a gear, and he demanded more squadrons be put at his disposal to take the war to the Third Reich; this, in turn, necessitated the construction of more airfields. Within a short time of taking command, Harris launched the first Thousand Bomber Raid against Cologne, which took place on 30/31st May 1942. The need for more accurate bombing was again recognised, and Harris was ordered to establish a group of squadrons to help his crews find their targets. He was not in favour of the creation of such a unit, but from this, the Pathfinder Force (PFF) was formed under Wg Cdr D.C.T. Bennett; its role was to mark targets for the following waves of bombers. The PFF's first operation was to Flensburg on 18/19 August 1942, and they continued to operate until the end of the war, utilising ever more effective and ingenious ways of target marking.
Harris was convinced he could win the war by bombing alone; however, history and the benefit of hindsight proved this theory to be wrong, but there is no denying the immense contribution Bomber Command made in defeating the Axis powers.
Construction at East Kirkby Begins
East Kirkby's Watch Office - Richard Hall.
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In the winter of 1942 to 1943, the contractor John Laing & Son Ltd constructed East Kirkby as a Class A airfield with three runways orientated as 02-20 at 2,000 yards, 08-26 and 13-31 at 1,400 yards. The perimeter track served eight loop and twenty-seven pan-type hardstandings. Initially, two T2 hangars were constructed, followed by a B1 and later still by four more T2s in 1944 to serve No. 55 Base Maintenance. The bomb stores were located to the north/east, with the dispersed site to the north of East Kirkby village.
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The airfield was home to 1,965 male and 486 female service personnel, together with all the infrastructure that goes to make up a busy wartime station. Airfields during wartime were appointed a call sign that the Watch Tower used during radio communications with aircraft. East Kirkby was known by the delightful name of Silksheen, an appellation that conjures up almost mystical overtones.
By March 1943, Harris had built up his forces to the extent that he felt the time was now right to launch sustained major attacks on German industry in the Ruhr Valley. Bomber Command did not solely concentrate on the Ruhr during this time. To have done so would have given the Luftwaffe's night fighters, flak defences and searchlights a chance to focus their efforts on defeating the attacking bombers if they were all in the same place and at the same time. Roughly two-thirds of the Command's efforts were targeted on the Ruhr, with the remainder scattered all over Europe, which helped disperse the defences and kept the Germans guessing.
By March 1943, Harris had built up his forces to the extent that he felt the time was now right to launch sustained major attacks on German industry in the Ruhr Valley. Bomber Command did not solely concentrate on the Ruhr during this time. To have done so would have given the Luftwaffe's night fighters, flak defences and searchlights a chance to focus their efforts on defeating the attacking bombers if they were all in the same place and at the same time. Roughly two-thirds of the Command's efforts were targeted on the Ruhr, with the remainder scattered all over Europe, which helped disperse the defences and kept the Germans guessing.
The Ruhr was also in range of de Havilland Mosquitos that carried the blind bombing device known as Oboe. This electronic aid gave a better target marking accuracy and made the Command's raids more effective and efficient. The Battle of The Ruhr commenced on 5/6 March 1943 with a raid on Essen and continued until 31 July 1943 with an operation to Remscheid. On the night of 24/25 July 1943, with Hamburg the target, Window was used for the first time to confuse the enemy's radars. This countermeasure consisted of strips of metallised paper cut to a specific length that was dropped from bombers in clumps to confuse Early Warning, Ground Control Interception, Gun Laying and Air Interception radars. Initially, its use threw the defences into confusion, but as ever, the Germans learned how to overcome its effects and developed radars that were not affected by the countermeasure, so the war of cat and mouse continued.
The first squadron to arrive at East Kirkby was No. 57 (motto 'I change my body, not my spirit'), which moved from RAF Scampton in August 1943 due to its former home being closed to allow for the laying of concrete runways. Its call sign was Acquire. The unit was formed as part of the Royal Flying Corps in June 1916 and served throughout the Great War before disbanding in December 1919. Reformed in October 1931, the squadron flew Hawker Harts before converting to the Bristol Blenheim. In May 1940, the Battle of France commenced following the German invasion of the Low Countries. During this time, the unit undertook a number of reconnaissance and bombing operations and sustained losses before returning to Britain later in the month to reassemble at RAF Wyton. A move to RAF Lossiemouth saw the squadron undertake anti-shipping patrols before coming south to RAF Feltwell with No. 3 Group and converting onto the Vickers Wellington in November 1940, where it joined the strategic bombing offensive.
In September 1942, the squadron moved to RAF Scampton, joining No. 5 Group and converting to the Avro Lancaster. During its time at the airfield, No. 57 took part in the Battle of the Ruhr, with some crews being picked for the Dambusters Raid in May 1943 as part of No. 617 Squadron.
For some time, the Allies had been aware that the Germans were developing a long-range ballistic rocket, known as the V2, at a site on the Baltic called Peenemunde. So alarmed were they at the prospect of the weapon being deployed, the Chiefs of Staff ordered the site destroyed. On 17/18 August, No. 57 Squadron took part in the raid, the results of which delayed V2 production but did not stop it. One of the unit's Lancasters, ED989 DX-F failed to return with the loss of eight crew.
The first squadron to arrive at East Kirkby was No. 57 (motto 'I change my body, not my spirit'), which moved from RAF Scampton in August 1943 due to its former home being closed to allow for the laying of concrete runways. Its call sign was Acquire. The unit was formed as part of the Royal Flying Corps in June 1916 and served throughout the Great War before disbanding in December 1919. Reformed in October 1931, the squadron flew Hawker Harts before converting to the Bristol Blenheim. In May 1940, the Battle of France commenced following the German invasion of the Low Countries. During this time, the unit undertook a number of reconnaissance and bombing operations and sustained losses before returning to Britain later in the month to reassemble at RAF Wyton. A move to RAF Lossiemouth saw the squadron undertake anti-shipping patrols before coming south to RAF Feltwell with No. 3 Group and converting onto the Vickers Wellington in November 1940, where it joined the strategic bombing offensive.
In September 1942, the squadron moved to RAF Scampton, joining No. 5 Group and converting to the Avro Lancaster. During its time at the airfield, No. 57 took part in the Battle of the Ruhr, with some crews being picked for the Dambusters Raid in May 1943 as part of No. 617 Squadron.
For some time, the Allies had been aware that the Germans were developing a long-range ballistic rocket, known as the V2, at a site on the Baltic called Peenemunde. So alarmed were they at the prospect of the weapon being deployed, the Chiefs of Staff ordered the site destroyed. On 17/18 August, No. 57 Squadron took part in the raid, the results of which delayed V2 production but did not stop it. One of the unit's Lancasters, ED989 DX-F failed to return with the loss of eight crew.
On 27/28 August 1943, No. 57 undertook an operation to Nuremberg, losing Lancaster W5008 DX-B. Six of the crew were killed, with one surviving as a POW. This was to be its last from Scampton before the move to East Kirkby, which took place on the 29th of the same month. Arriving at their new home, the crews were in for a bit of an unpleasant surprise. Scampton was an Expansion Period airfield, and with it came all the creature comforts that a pre-war station offered. East Kirkby, on the other hand, had no such luxuries and facilities were sparse. There was just one pub in the village, The Red Lion.
The Red Lion, East Kirkby - Richard Hall.
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In 1985, former No. 12 Squadron Lancaster pilot Sqn Ldr Jack Currie DFC made a documentary titled The Watch Tower, which was centred around East Kirkby. Within the script, Jack makes reference to the Red Lion and states that on nights when Ops were scrubbed or not planned, there would be standing room only in the pub, and if you had a pint glass from which to drink your Batemans bitter from, you'd better hold on to it for the evening, or make use of a jam jar.
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The table within the Red Lion - Richard Hall.
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If you visit the Red Lion today, a large round table will be noted in the bar area. In the Watch Tower, Jack makes reference to this piece of furniture in that it dates from the wartime years. Upon it are carved the names of those who survived a tour of thirty operations. He also goes on to say that not many were able to leave their mark, and when one reads the losses sustained within the words that follow, it's very easy to see why. Syd Smith, a flight engineer with No. 630 Squadron, was one of the lucky ones.
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As the summer turned to autumn in 1943, the war for the Axis powers was not going well. Italy was nearing surrender, the Battle of the Atlantic was turning against the U-boats, and the Russians won a decisive victory at Kursk. At the tail end of August, Harris decided to mount raids against Berlin again, as the nights were drawing in and the cover of darkness was needed to attack this most well-defended of cities.
Avro Lancaster I PA474 of the Battle of Britain Memorial Flight. This aircraft is similar to those flown by Nos. 57 and 630 Squadrons - Richard Hall.
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Within days of arriving, under the command of Wg Cdr W.H. Fisher DFC, No. 57 Squadron undertook its first operation from the airfield to Monchengladbach on 30/31 August, with all aircraft returning safely. The squadron's first loss flying from its new home occurred on 3/4 September on an operation to Berlin. Lancaster III JA914 DX-O took off at 1930 hours and came down at Zehrensdorf with the loss of all crew. The bomber was a victim of Uffz. Fritz Brinkman of Stab JG300, which operated single-engine machines in the night fighter role.
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The windmill on Kirkby Hill - Richard Hall.
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A short distance away from the airfield to the north lies Old Bolingbroke. On Kirkby Hill near the village, the remains of an old windmill survive to this day, although it is now without sails. During wartime, the windmill's sails, according to Jack Currie, acted as a sort of weather vane for the crews flying from the airfield. If the sails were turning, the crews believed they would fly. If the sails were still, then the Red Lion would be getting custom as Ops were unlikely due to the possibility of fog.
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If they couldn't see the sails at all, it was likely to be clampus dampus already (reduced visibility), as Jack so eloquently put it, which again precluded Ops. It can only be imagined how many crews cast their eyes to the sails to try and determine whether they would fly using this simple piece of weather law.
Superstition became a way of life for crews as they tried to improve their chances of survival in a theatre where few completed their tour of thirty operations. Checking the windmill's sails, carrying a mascot, wearing a certain piece of clothing or even urinating on the Lancaster's tail wheel was often part of everyday life for bomber crews. So strong were some of these superstitions crews were known to have refused to fly unless a talisman was in place or if a certain ritual had not been undertaken by the time of their departure. As the bombers began their take-off runs, another tradition would be seen, this time by those on the ground. A gaggle of service personnel would gather and line the runway to watch the gallant crews depart, a gloved thumbs up from the rear gunner in response to their waves, possibly the last people he would ever see, perhaps the last time the spectators would see him, with the odds of returning certainly not in his favour. Over the coming months raids were mounted on Berlin, Mannheim, Munich, Boulogne, Montlucon, Modane, Hannover, Bochum, Hagen, Kassel, Frankfurt, Stuttgart, Bremen, Leipzig, Dusseldorf, Cologne, Cannes and Ludwigshafen as well as minor operations to a variety of targets, a time of very intense operations for Bomber Command.
As the war progressed, the threat from the Luftwaffe began to diminish, especially over England. However, on the night of 23 September 1943, German Intruders were seeking prey over Lincolnshire's airfields. No. 57 Squadron Lancaster I W4948 DX-S was returning from an operation to Hannover and was in the circuit to land at East Kirkby. At 0043 hours, the bomber was attacked by an unidentified aircraft, with its first burst setting fire to the Lancaster's port wing. The bomb aimer, Sgt R. C. Brown and flight engineer, Sgt A. Cherrington, succeeded in bailing out at 2,000 and 1,000 feet, respectively. The other crew members, Plt Off. G. A. Duff RAAF, Fg Off. P. N. Rolfe, Sgt H. R. Ellmer, Sgt R. P. Smith RAAF and Flt Sgt W. Prude RAAF, were lost as the aircraft crashed in a tight turn. This type of action by the Luftwaffe was highly effective and, had it been more consistent, could have had a major effect on the RAF's operations. Luckily, Hitler intervened and decreed that Intruder operations over Britain should be limited as he wanted the German public to see RAF bombers being shot down over the homeland, where he considered this would help bolster morale; once again, the Fuhrer's flawed thought processes ignored best military practice for the sake of his own views.
On 15 November 1943, a second squadron was formed at East Kirkby, No. 630 (motto 'Death By Night), equipped with Lancaster I and IIIs, which formed from B Flight of No. 57 Squadron under the command of Wg Cdr M. Crocker DFC, its callsign was Gauntley. The first raid undertaken by the new squadron was to Berlin on 18/19 November with no losses. This opening operation for the unit was to be the start of a particularly grueling time for Bomber Command in a period that would result in high losses being sustained as the air war was taken to the Reich's capital city.
At East Kirkby, living conditions were not much improved for either Nos. 57 or 630, there was talk of a lack of furniture and even floor coverings, but there was no shortage of crews and aircraft. Around this time, the Station's magazine 'The Bull' was first published as a measure to create an atmosphere of living and working together. A social club was formed, and on Sundays, dances were held. There was also a weekly event of playing gramophone records, which no doubt were eagerly looked forward to by both air and ground crews alike to take them away from the ever-present dangers of wartime operations.
The Battle of Berlin
A wartime scene is recreated in East Kirkby's Watch Office during the November 2024 Night Run - Richard Hall.
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The greatest test of the war for Bomber Command commenced on 18/19 November 1943 when an attack on the German capital, Berlin, was undertaken. Harris had decided that Berlin should be reduced to a wasteland, and in his mind, its destruction would bring about the end of the war and save the need for a costly land offensive. He wanted the US 8th Air Force to join him, and in a minute to Churchill, he stated, "We can wreck Berlin from end to end if the USAAF will come in on it. It will cost between 400-500 aircraft. It will cost Germany the war". The Americans, however, were not interested in taking this course of action and continued with their own campaign of daylight bombing.
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For the next four and a half months, Harris more or less had a free hand in pursuing his aim of Berlin's demise. Thirty-two missions were launched during the period, sixteen to Berlin and sixteen to other large cities. Crews not only had to contend with poor winter weather and long flight distances but also a reinvigorated Luftwaffe night fighter force, who had found ways of counteracting the advantages of Window and were taking an ever-increasing toll of the Command's aircraft. From a technical perspective, new models of the navigation aid H2S were being fitted to the Pathfinders, which was fortunate as the use of Oboe was out of the question due to the distance of the targets, rendering it ineffective.
In the period from August to the third week in November, heavy losses forced Harris to withdraw the Stirling from the main force, something that could be ill-afforded at the time. Harris's aim of destroying the German capital was becoming more difficult. With the withdrawal of the Stirlings, losses among Halifax bombers began to rise. This entailed a further number of squadrons being stood down from the main force. Harris had lost approximately 250 aircraft and nearly 20% of his bomb-carrying capacity due to the removal of the Stirling and the reduction of Halifax bombers from the theatre of war. These measures put an additional strain on the remaining Lancaster squadrons, who stepped up to the mark to fill the void, a measure no doubt felt by the crews at East Kirkby.
Halifaxes were utilised again later in the Battle of Berlin, but history tells us that Harris had very little time for the type. He wanted the Lancaster to be his main bomber of choice, but the Halifax, especially the III variant, was shown to be an effective aircraft and continued operations until the war's end.
The main offensive of the Battle of Berlin ran from 18/19 November to the end of January 1944, with the Command's effectiveness slowly deteriorating in the face of mounting losses. There was also a marked decline in crew morale. No.630 Squadron suffered its first two losses on 23/24 November, with Lancaster IIIs JB135 LE-L (lost without trace) and JB236 LE-O (probable victim of Hptm. Siegfried Hahn of 9./NJG3) failing to return from an operation to Berlin, with just two crew surviving into captivity.
A notable night occurred on 16/17 December when it was shown that not just the enemy but also the weather could cause casualties. An operation to Berlin by 483 Lancaster and 15 Mosquitos resulted in 25 losses to the Lancaster force. On returning to England, the bombers encountered very low clouds as they attempted to locate their home airfields, which entailed the further loss of 29 Lancasters as crews abandoned their aircraft or machines crashed. Although records are unclear, it is considered that 148 men were killed, 39 injured, and 6 lost at sea. (Source: The Bomber Command War Diaries, Martin Middlebrook and Chris Everitt). The events of this night became known as Black Thursday, with No. 57 Squadron losing JB373 DX-N, which ditched in the North Sea with just one crew member surviving.
A modern day image recreating a scene that would have been observed night after night at East Kirkby during Bomber Command's strategic bombing operations - Richard Hall.
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In February and March 1944, raids were made on lesser German cities, with two more raids taking place to Berlin before the month's end. Harris's vision of destroying the capital city had not come to fruition, with the Germans no nearer to surrendering than they were at the beginning of the bombing operations. The Battle of Berlin was over, and operations ended on the night of 24/25 March 1944. There is no question that Bomber Command had just completed its toughest test yet to date with heavy losses in both aircraft and crews. The two sides developed a game of cat and mouse, with each trying to gain the technological advantage in night fighting techniques, countermeasures, and tactics.
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One of the losses No. 630 experienced was Lancaster III ED655 LE-J, which had been borrowed by No. 619 Squadron. Taking off at 1717 hours from Coningsby, ED655 and crew were returning from an operation to Berlin on 16th February to their home base at East Kirkby in poor weather conditions. After one overshoot due to another Lancaster being slow to clear its approach and landing, ED655 made another circuit and, when coming into land, hit the ground and crashed one mile north of Old Bolingbroke. Thankfully, the crew survived, but the rear gunner was severely injured.
No. 630 Squadron suffered higher attrition in the Battle of Berlin than No. 57, including Lancaster III JB654 LE-C and JB710 LE-W, which were both lost without trace on 29 January and 20 February, respectively, having taken off, never to be seen again. In such cases where no remains are ever found, the crew is commemorated at the Runnymede Memorial. Who can imagine the thoughts of the families who never knew the fate of their loved ones or their final resting place? The photo of a son smiling back from the mantlepiece, so proud in his uniform, having qualified for his chosen career, now lost with no known grave, the hope that he may one day walk through the door, never fully leaving a family's thoughts.
No. 630 Squadron suffered higher attrition in the Battle of Berlin than No. 57, including Lancaster III JB654 LE-C and JB710 LE-W, which were both lost without trace on 29 January and 20 February, respectively, having taken off, never to be seen again. In such cases where no remains are ever found, the crew is commemorated at the Runnymede Memorial. Who can imagine the thoughts of the families who never knew the fate of their loved ones or their final resting place? The photo of a son smiling back from the mantlepiece, so proud in his uniform, having qualified for his chosen career, now lost with no known grave, the hope that he may one day walk through the door, never fully leaving a family's thoughts.
Flt Lt M. J. Beetham - rafweb.org
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During the afternoon of 12 February 1944, an accident occurred at East Kirkby, which involved an aircraft from No. 50 Squadron based at RAF Skellingthorpe. Lancaster I W4119 VN-Q was tasked to take part in a fighter affiliation exercise when, during the flight, a fire broke out in the port outer engine. The order to bail out was given, but before all could comply, the port wing broke up, sending the bomber into a spin, from which it crashed near No. 3 hangar. Of the ten crew onboard, six survived, one being Flt Lt M. J. Beetham, who in later years went on to become an Air Chief Marshal. For Silksheen, it was a lucky escape as the Lancaster could have come down anywhere on the airfield, with damage and loss of life being far worse. Beetham was to return to East Kirkby in a more orthodox manner when, in June 1945, he became a flight commander with No. 57 Squadron.
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On 19/20 February, Bomber Command suffered its highest loss to date. An operation to Leipzig resulted in seventy-eight aircraft failing to return. The bomber stream was met by a strong fighter force that pursued its prey all the way to the target. Weather and flak also played their part in exacting the heavy toll on the night. One Lancaster from No. 57 Squadron, ND503 DX-E, was lost, with six crew killed and one becoming a POW. No. 630 Squadron fared worse, with JB710 LE-W and ND532 LE-N shot down. Eleven crew were killed, with three surviving as POWs.
The worst night to date for No. 630 came on 24/25 March, when three of its Lancasters, LE886 LE-I, ND657 LE-W and ND788 LE-U, failed to return from a raid on Berlin, with seven crew killed, fourteen becoming POWs and one evading. The local railway station to East Kirkby was Stickney, and it is said that the station staff always knew when losses at the airfield had occurred, as replacement aircrew would arrive by train very shortly after.
The worst night to date for No. 630 came on 24/25 March, when three of its Lancasters, LE886 LE-I, ND657 LE-W and ND788 LE-U, failed to return from a raid on Berlin, with seven crew killed, fourteen becoming POWs and one evading. The local railway station to East Kirkby was Stickney, and it is said that the station staff always knew when losses at the airfield had occurred, as replacement aircrew would arrive by train very shortly after.
Nuremberg
There was to be no respite for Bomber Command crews following the Battle of Berlin, with trips taking place on 25/26 and 26/27 March to Aulnoye and Essen, respectively. On 30/31 March, an operation was planned to Nuremberg; this raid was to go down in the history of Bomber Command for all the wrong reasons and was to stamp another record in the book, which, for future historians, would make very grim reading.
The Main Force was sent on the eight-hour round trip to Nuremberg on 30/31 March, despite reports that weather conditions were not favourable for the raid. In total, seven hundred and ninety-five aircraft were dispatched and, in bright moonlight, were met by the Luftwaffe's night fighters, who accounted for eighty-two of the Command's bombers on the flight to the target. Conditions on the night also led to contrails forming, which made it all the easier for the night fighters to see and intercept their quarry. In total, ninety-five machines were lost on the raid, which was to be Bomber Command's biggest loss on one raid of the war. A further ten aircraft crashed in England, and one was written off due to severe battle damage. The bombing of Nuremberg was ineffective, and at least one hundred and twenty bombed Schweinfurt, the cause of this being poor navigation brought on by badly forecast winds.
No. 57 Squadron dispatched eighteen Lancasters to Nuremberg, all of which bombed; one was lost, ND622 DX-E, four crew were killed, with three becoming POWs. No. 630 Squadron dispatched sixteen Lancasters and fared much worse; eleven bombed and three were lost, ME664 LE-T, JB288 LE-H and ND337 LE-S, with thirteen crew killed and eight becoming POWs.
There was to be no respite for Bomber Command crews following the Battle of Berlin, with trips taking place on 25/26 and 26/27 March to Aulnoye and Essen, respectively. On 30/31 March, an operation was planned to Nuremberg; this raid was to go down in the history of Bomber Command for all the wrong reasons and was to stamp another record in the book, which, for future historians, would make very grim reading.
The Main Force was sent on the eight-hour round trip to Nuremberg on 30/31 March, despite reports that weather conditions were not favourable for the raid. In total, seven hundred and ninety-five aircraft were dispatched and, in bright moonlight, were met by the Luftwaffe's night fighters, who accounted for eighty-two of the Command's bombers on the flight to the target. Conditions on the night also led to contrails forming, which made it all the easier for the night fighters to see and intercept their quarry. In total, ninety-five machines were lost on the raid, which was to be Bomber Command's biggest loss on one raid of the war. A further ten aircraft crashed in England, and one was written off due to severe battle damage. The bombing of Nuremberg was ineffective, and at least one hundred and twenty bombed Schweinfurt, the cause of this being poor navigation brought on by badly forecast winds.
No. 57 Squadron dispatched eighteen Lancasters to Nuremberg, all of which bombed; one was lost, ND622 DX-E, four crew were killed, with three becoming POWs. No. 630 Squadron dispatched sixteen Lancasters and fared much worse; eleven bombed and three were lost, ME664 LE-T, JB288 LE-H and ND337 LE-S, with thirteen crew killed and eight becoming POWs.
Plt Off. Christopher Whitton Panton - Author's Collection.
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During the raid on Nuremberg, a Halifax III HX272 BM-N of No. 433 (Porcupine) Squadron flying from RAF Skipton-on-Swale was shot down by a night fighter. Five of the eight crew were killed; one of those lost was Plt Off. Christopher Whitton Panton, the aircraft's flight engineer. Chris had two brothers, Fred and Harold, who, in later years, formed the Lincolnshire Aviation Heritage Centre as a memorial to Bomber Command and as a lasting tribute to their lost brother.
In light of the night's events, No. 57 had fared well, but No. 630 not so, with 18.75% of its Lancasters dispatched lost. It should be considered that the losses sustained at East Kirkby were being emulated across countless Bomber Command airfields in Britain. Multiply the losses up, and it is not hard to see how the final count of bomber crews who did not live to fight another day reached 55,573 by the war's end. |
The losses during this period were too high for Bomber Command to sustain, and Harris's aim of defeating Germany by bombing alone did not come to fruition. Harris had had his chance, but now his influence was waning in the eyes of his superiors. To this end, the wholesale bombing of the Reich was now at an end, and Bomber Command was tasked to undertake operations of a more tactical role.
D-Day Preparations
Sunset at East Kirkby - Richard Hall.
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The first three months of 1944 had been a torrid time for Bomber Command, with heavy losses among aircraft and crews. The sad outcome of this was that there was little to show in the way of results for the effort expended. With D-Day in the planning stage, it was on 14 April that Bomber Command came under the control of the Supreme Headquarters Allied Expeditionary Force (SHAEF), with bombing operations changing from strategic to tactical. Operations were switched to targets in Occupied Europe and the transportation system (The Transportation Plan) in Western Germany.
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Harris was not all pleased that the efforts of Bomber Command were being used in such a way, but he gave his full support to the Directive. He was, however, given a bit of leeway as the Directive also stated, "Bomber Command will continue to be employed in accordance with their main aim of disorganising German industry".
In the period from 1 April to 6 June 1944, Bomber Command undertook sorties to targets throughout Occupied Europe and Germany, as well as mine-laying and operations in support of the Special Operations Executive (SOE). One raid on 3/4 May led to forty-two Lancasters lost, including one from No. 57, ND468 DX-M, brought down by a night-fighter with no survivors when homeward bound. The operation was to Mailly-Le-Camp in France, where there was a large German military camp emplaced. A combination of delays caused by issues with radio communications culminated in bombers circling, waiting for the order to attack. The delay allowed Luftwaffe night fighters to arrive and wreak havoc among the bombers.
The attack itself led to 1,500 tons of bombs falling on the camp, which destroyed barrack buildings, transport sheds, ammunition stores, vehicles, and tanks, resulting in 218 German soldiers killed and 156 injured, but luckily no French casualties.
Bomber Command's rapid expansion during the war put a strain on organisational administration, resulting in an intermediate level of command being put in place between Group HQs and individual stations. This was known as the Base System, which consisted of a Base station with either one or two sub-stations. An Air Commodore commanded the Base station, with each Base being identified by a two-digit number, the first identifying the Group and the second the number of that Base within the Group. On 15 April 1944, RAF Strubby (Nos. 227 and 619 Squadrons) and RAF Spilsby (No. 207 Squadron) joined East Kirkby in becoming 55 Base - East Kirkby.
Operations from 1 April to 6 June ended in No. 57 Squadron losing eleven Lancasters, with seventy-three crew killed and three becoming POWs. No. 630 Squadron lost nine Lancasters, with forty-five crew killed and five becoming POWs.
It was during this period of operations that No. 57 suffered its single biggest loss to date when three of their aircraft failed to return from a sortie to Braunschweig on 22/23 May 1943. The Lancasters lost were ND878 DX-B, ND879 DX-H, and NE127 DX-J; just two of the twenty-one crew members survived to become POWs. Also, on this night, No. 630 lost two Lancasters on the same operation, JB546 LE-A and ND655 LE-J; of the fourteen crew, three survived to be taken into captivity. As often is the case, worse was yet to come for the two squadrons before the war's end.
After D-Day
D-Day went ahead on 6 June 1944 and allowed the Allies to obtain a foothold in Europe, which, in due course, allowed its liberation. Supporting operations were continued by Bomber Command, which were prioritised as attacks on V-weapon sites, road and rail communications, fuel depots, troop and armour concentrations, and battlefield targets. The first week after the invasion Bomber Command flew 2,700 sorties at night in support of the landings.
On 14 June, the first daylight raid for over a year took place when elements of Nos. 1, 3, 5 and 8 Groups attacked German naval assets, threatening Allied shipping off the Normandy beaches. The raid included participation from No. 617 Squadron, who utilised 12,000 lb Tallboy bombs to attack concrete E-boat pens at Le Harve. Fighter cover from Spitfires of No. 11 Group helped to ensure that only one Lancaster from No. 15 Squadron was lost during the raid.
An operation to the synthetic oil plant at Wesseling on 21/22 June resulted in Bomber Command losing thirty-seven Lancasters; this included eleven from East Kirkby's two squadrons, six from No. 57, including one that ditched off the East Anglia coast with the crew rescued and five from No. 630. The mood on the morning of 22 June would have been sombre as the loss of eleven Lancasters, and so many crew members would have been keenly felt among the close-knit community that was an airfield in wartime. The six Lancasters lost by No. 57 were LM115 DX-M, NN696 DX-H, JB526 DX-D, LM573 DX-U, LM580 DX-L and ND471 DX-A (ditched). No. 630's losses were Lancasters LM118 LE-V, ME782 LE-N, ML795 LE-G, ME843 LE-U and ND531 LE-K. Crew losses on this one operation for No. 57 were twenty-three killed, with seven becoming POWs and five evading. No 630's losses were twenty-eight killed and seven surviving when they abandoned ME795 near Henlow.
Guy Gibson – The East Kirkby Connection
D-Day went ahead on 6 June 1944 and allowed the Allies to obtain a foothold in Europe, which, in due course, allowed its liberation. Supporting operations were continued by Bomber Command, which were prioritised as attacks on V-weapon sites, road and rail communications, fuel depots, troop and armour concentrations, and battlefield targets. The first week after the invasion Bomber Command flew 2,700 sorties at night in support of the landings.
On 14 June, the first daylight raid for over a year took place when elements of Nos. 1, 3, 5 and 8 Groups attacked German naval assets, threatening Allied shipping off the Normandy beaches. The raid included participation from No. 617 Squadron, who utilised 12,000 lb Tallboy bombs to attack concrete E-boat pens at Le Harve. Fighter cover from Spitfires of No. 11 Group helped to ensure that only one Lancaster from No. 15 Squadron was lost during the raid.
An operation to the synthetic oil plant at Wesseling on 21/22 June resulted in Bomber Command losing thirty-seven Lancasters; this included eleven from East Kirkby's two squadrons, six from No. 57, including one that ditched off the East Anglia coast with the crew rescued and five from No. 630. The mood on the morning of 22 June would have been sombre as the loss of eleven Lancasters, and so many crew members would have been keenly felt among the close-knit community that was an airfield in wartime. The six Lancasters lost by No. 57 were LM115 DX-M, NN696 DX-H, JB526 DX-D, LM573 DX-U, LM580 DX-L and ND471 DX-A (ditched). No. 630's losses were Lancasters LM118 LE-V, ME782 LE-N, ML795 LE-G, ME843 LE-U and ND531 LE-K. Crew losses on this one operation for No. 57 were twenty-three killed, with seven becoming POWs and five evading. No 630's losses were twenty-eight killed and seven surviving when they abandoned ME795 near Henlow.
Guy Gibson – The East Kirkby Connection
Wg Cdr Guy Gibson VC, DSO, DFC - Author's Collection.
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Few do not know the story of Operation Chastise, The Dambusters Raid, which took place on the night of 16/17 May 1943, but some of what the raid's leader, Wg Cdr Guy Gibson VC, DSO, DFC, did next is less well known. Following Chastise, Gibson was taken off operations and undertook a tour of Canada and America with Winston Churchill, as well as writing a book titled Enemy Coast Ahead. Gibson was far from content with not being involved with operational flying and continually agitated to be allowed to return. Eventually, his wish was granted, which led to his death and that of his navigator Sqn Ldr J. B. Warwick DFC on an operation as Master Bomber to Rheydt while flying de Havilland Mosquito B.XX KB267 AZ-E of No. 627 Squadron. On 20 September 1944, the aircraft took off from RAF Woodhall Spa, and the circumstances of the loss have never been fully explained, but they are still speculated upon to this day.
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Before his return to operations, Gibson was posted to the staff of 55 Base at East Kirkby to understudy the Base Operations Officer role with a view to him in due course taking the post. There was no substitute for Gibson other than flying, and while here, he managed to blag a flight in a Lancaster, which he then went on to pilot during an air test on 5 July 1944. The arrival at the airfield shortly after of former Dam's pilot Micky Martin in a Mosquito of No. 515 Squadron did not help matters. Gibson was taken aloft by Martin, and his enthusiasm to return to operational flying was again further fuelled. Shortly after, Gibson was posted to 54 Base at RAF Coningsby, and history resumed its course.
Breakout From Normandy
The British 2nd Army's breakout from the Normandy beachhead was code-named Operation Goodwood, and this commenced in July. Two major raids were undertaken on the 7th and 18th of the month in support of the operation by Bomber Command to attack fortified villages in the Caen area. The raids resulted in the Germans being driven out, but only after much of the landscape had been reduced to rubble. A force of nearly seven hundred bombers was tasked to the Normandy area to support American ground operations. Advances were quickly made through Northern France by Allied forces, which stopped the Germans from mounting an effective counterattack. Some raids were made into Germany, but not to the extent that had been previously seen.
During August, further raids were undertaken in support of ground operations in the Normandy Battle Area. On 7/8, 1,019 Lancasters, Halifaxes and Mosquitos attacked aiming points in front of Allied positions. A similar raid took place on 14 August, but on this occasion, bombs landed among Canadian troops, killing thirteen and injuring fifty-three; this goes to show the difficulty of precision bombing with the tools then available to Bomber Command, who were more of a strategic than a tactical force.
In August 1944, two replacement pilots arrived to join No. 630, going by the names of Monk and Nunns. It is said A Flight's Commander Sqn Ldr Millichap was heard to utter, "A holy war, that's all we need". Even in wartime, there were lighter moments.
Turning Point
The Allies made quick progress after they broke through the German defences in Normandy. Paris was liberated on 24 August, and Belgium entered in September, which yielded the vital port of Antwerp shortly after. On 14 September, Harris was released from his control by SHAEF and Bomber Command reverted back to the Air Ministry, with the caveat it was to remain ready to answer any calls for assistance from ground forces as they moved towards Germany. On 16/17 September Bomber Command's operations were in support of British and American airborne forces at Arnhem and Nijmegen, which was part of an operation known as Market Garden. The Operation ultimately failed due to the Allies overextending themselves and stiffer than expected resistance being met; any chance of the war being over by Christmas had now evaporated. Harris had no problem with providing this kind of support and remained ready to respond as required, but this only committed a small part of his now considerable force; so, what was the best way to employ Bomber Command?
Three schools of thought were prevailing at the time, which were attacks on synthetic oil production, the German transportation system and a less favoured option of a return to the strategic bombing of German industrial cities. A directive issued on 25 September to both Bomber Command and the 8th Air Force made it clear that the oil option had won with a secondary requirement to attack the German rail, waterway transport system and also tank and vehicle production. Later in the directive, it stated that when weather or tactical conditions precluded operations on the primary targets, German cities were cited for general attack. This gave Harris all he needed to continue his raids on the cities, as he did not feel attacks on the oil industry were the best use of the force at his disposal. However, many of the areas targeted were associated with oil production. Harris was obsessed with area bombing and failed to see attacks on oil were crippling the German's ability to fight. The Reich's industries were certainly still producing vast numbers of weapons, which now included the jet-powered Messerschmitt Me 262, a machine that in the right hands could have meant heavy losses to Bomber Command and the 8th Air Force, but without fuel, an aircraft cannot fly let alone fight.
During this time, Bomber Command's strength continued to grow, bombing aids improved, and electronic measures were further implemented to outwit the Germans, even cloud cover now failed to protect their cities. The Luftwaffe night fighter force was in decline, and bomber casualties were reducing. The scene was set to lead to the ultimate victory. Bomber Command ranged far and wide to targets that included Brunswick, Nuremberg, the Ruhr, Darmstadt, Bremerhaven, Bonn, Freiburg, Heilbronn and Ulm. Crews flew by day and night, their log books showing attacks on a variety of targets, which encompassed gun batteries in France, the Dortmund Ems Canal, obscure German rail yards and even the Tirpitz, which was ultimately sunk in a Norwegian Fjord by Tallboys dropped by Nos. 9 and 617 Squadrons. The extent of the raids can be seen in that 46% of the total tonnage of bombs dropped by the Command would be in the last nine months of the war.
The war was drawing near to ending but Hitler still had some surprises up his sleeve. In December 1944, the Germans launched their last offensive in the West with an attack through the Ardennes, which caught the Allies completely off guard. The plan was to drive an attack through to the port of Antwerp, thus cutting off the Allied supply route. Bad weather hampered Allied air operations, and in what was to become known as the Battle of The Bulge, initial advances were made, but the Allies prevailed and pushed the offensive back. As weather conditions improved, Bomber Command aircraft equipped with the new blind bombing aid G-H struck at enemy troop positions in Belgium and rail infrastructure behind the battlefront, impeding the Germans from moving reinforcements and ultimately leading to Hitler's last gamble in the West failing. The Germans' capacity to fight was now severely depleted, and they were unable to make good their losses.
As the end of the year approached, most of Germany's major cities lay in ruins; the Ruhr continued to be attacked, and the Allies and the Russians were advancing. However, Hitler and his henchmen showed no signs of surrendering despite the suffering of the German people.
The British 2nd Army's breakout from the Normandy beachhead was code-named Operation Goodwood, and this commenced in July. Two major raids were undertaken on the 7th and 18th of the month in support of the operation by Bomber Command to attack fortified villages in the Caen area. The raids resulted in the Germans being driven out, but only after much of the landscape had been reduced to rubble. A force of nearly seven hundred bombers was tasked to the Normandy area to support American ground operations. Advances were quickly made through Northern France by Allied forces, which stopped the Germans from mounting an effective counterattack. Some raids were made into Germany, but not to the extent that had been previously seen.
During August, further raids were undertaken in support of ground operations in the Normandy Battle Area. On 7/8, 1,019 Lancasters, Halifaxes and Mosquitos attacked aiming points in front of Allied positions. A similar raid took place on 14 August, but on this occasion, bombs landed among Canadian troops, killing thirteen and injuring fifty-three; this goes to show the difficulty of precision bombing with the tools then available to Bomber Command, who were more of a strategic than a tactical force.
In August 1944, two replacement pilots arrived to join No. 630, going by the names of Monk and Nunns. It is said A Flight's Commander Sqn Ldr Millichap was heard to utter, "A holy war, that's all we need". Even in wartime, there were lighter moments.
Turning Point
The Allies made quick progress after they broke through the German defences in Normandy. Paris was liberated on 24 August, and Belgium entered in September, which yielded the vital port of Antwerp shortly after. On 14 September, Harris was released from his control by SHAEF and Bomber Command reverted back to the Air Ministry, with the caveat it was to remain ready to answer any calls for assistance from ground forces as they moved towards Germany. On 16/17 September Bomber Command's operations were in support of British and American airborne forces at Arnhem and Nijmegen, which was part of an operation known as Market Garden. The Operation ultimately failed due to the Allies overextending themselves and stiffer than expected resistance being met; any chance of the war being over by Christmas had now evaporated. Harris had no problem with providing this kind of support and remained ready to respond as required, but this only committed a small part of his now considerable force; so, what was the best way to employ Bomber Command?
Three schools of thought were prevailing at the time, which were attacks on synthetic oil production, the German transportation system and a less favoured option of a return to the strategic bombing of German industrial cities. A directive issued on 25 September to both Bomber Command and the 8th Air Force made it clear that the oil option had won with a secondary requirement to attack the German rail, waterway transport system and also tank and vehicle production. Later in the directive, it stated that when weather or tactical conditions precluded operations on the primary targets, German cities were cited for general attack. This gave Harris all he needed to continue his raids on the cities, as he did not feel attacks on the oil industry were the best use of the force at his disposal. However, many of the areas targeted were associated with oil production. Harris was obsessed with area bombing and failed to see attacks on oil were crippling the German's ability to fight. The Reich's industries were certainly still producing vast numbers of weapons, which now included the jet-powered Messerschmitt Me 262, a machine that in the right hands could have meant heavy losses to Bomber Command and the 8th Air Force, but without fuel, an aircraft cannot fly let alone fight.
During this time, Bomber Command's strength continued to grow, bombing aids improved, and electronic measures were further implemented to outwit the Germans, even cloud cover now failed to protect their cities. The Luftwaffe night fighter force was in decline, and bomber casualties were reducing. The scene was set to lead to the ultimate victory. Bomber Command ranged far and wide to targets that included Brunswick, Nuremberg, the Ruhr, Darmstadt, Bremerhaven, Bonn, Freiburg, Heilbronn and Ulm. Crews flew by day and night, their log books showing attacks on a variety of targets, which encompassed gun batteries in France, the Dortmund Ems Canal, obscure German rail yards and even the Tirpitz, which was ultimately sunk in a Norwegian Fjord by Tallboys dropped by Nos. 9 and 617 Squadrons. The extent of the raids can be seen in that 46% of the total tonnage of bombs dropped by the Command would be in the last nine months of the war.
The war was drawing near to ending but Hitler still had some surprises up his sleeve. In December 1944, the Germans launched their last offensive in the West with an attack through the Ardennes, which caught the Allies completely off guard. The plan was to drive an attack through to the port of Antwerp, thus cutting off the Allied supply route. Bad weather hampered Allied air operations, and in what was to become known as the Battle of The Bulge, initial advances were made, but the Allies prevailed and pushed the offensive back. As weather conditions improved, Bomber Command aircraft equipped with the new blind bombing aid G-H struck at enemy troop positions in Belgium and rail infrastructure behind the battlefront, impeding the Germans from moving reinforcements and ultimately leading to Hitler's last gamble in the West failing. The Germans' capacity to fight was now severely depleted, and they were unable to make good their losses.
As the end of the year approached, most of Germany's major cities lay in ruins; the Ruhr continued to be attacked, and the Allies and the Russians were advancing. However, Hitler and his henchmen showed no signs of surrendering despite the suffering of the German people.
The memorial to Liberty of Belle near Old Bolingbroke - Richard Hall.
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As the new year of 1945 approached, there was one more loss at East Kirkby, but this time, it involved an aircraft from the 8th Air Force. On 29 December 1944, Boeing B-17G 42-97479 Liberty of Belle of the 327th Bombardment Squadron of the 92nd Bomb Group took off from Station 109 Podington to bomb a railway bridge over the Moselle near Bullay. The raid aimed to prevent the reinforcement of German forces taking part in the Battle of The Bulge. While forming up over the Wash, Liberty of Belle suffered an engine failure and was ordered to abort the mission, ditch the bomb load and head for the nearest airfield, in this instance, East Kirkby.
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Flying to an unfamiliar site, the pilots of the B-17 made an initial approach but were not lined up and were warned off to undertake another circuit. A second attempt to land was again waved off, but as the Flying Fortress flew to the north of the airfield the aircraft lost height, stalled and crashed near Old Bolingbroke with the loss of all crew. There is talk of hauntings at East Kirkby, and one is said to be that of an airman dressed in USAAF flying gear who is seen walking towards the Watch Office. In Jack Currie's documentary The Watch Tower, he makes reference to the B-17 crash and the subsequent sightings of the ghostly airman, stating that maybe one of the crew wanted to tell those in the tower just what it was like to be on that aircraft on the day they were waived off.
Towards Victory
Official History HMSO 1961 - In the last year of the war, Bomber Command played a major part in the complete destruction of whole vital segments of German oil production, in the virtual dislocation of her communications system and in the elimination of other important activities.
Official History HMSO 1961 - In the last year of the war, Bomber Command played a major part in the complete destruction of whole vital segments of German oil production, in the virtual dislocation of her communications system and in the elimination of other important activities.
Air and ground crew discuss the night's operation at East Kirkby - Richard Hall.
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The last major attack by the Luftwaffe took place on 1 January 1945 and was in support of the Battle of The Bulge. Operation Bodenplatt was planned to catch the Allies off guard and so gain air superiority to allow the stalled advance of the German Army and Waffen SS on the battlefield to continue. The attack was a surprise, and many Allied aircraft were lost on the ground. However, the operation was ultimately a failure, with the Luftwaffe losing many machines and, more crucially, pilots, which could not be replaced at this stage of the war.
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Harris now had a strength of over 1,400 aircraft, which at its peak would reach 1,625 bombers, most of them Lancasters. Losses continued to fall due to the overwhelming air superiority held by Allied air power. Over the coming months, Bomber Command, in conjunction with the 8th Air Force, systematically reduced Germany's capacity to fight by pounding them by day and night.
Precision attacks on bridges and viaducts by No. 617 Squadron flying from RAF Woodhall Spa utilised Bomber Command's latest weapon known as the Grand Slam, which weighed in at 22,000 lb and required modified Lancasters (B1 Special) to carry the ordnance. Main Force raids continued against rail centres, marshalling yards, canals and aqueducts, while Fighter Command and the 8th Air Force shot up anything that moved on the ground or didn't move for that matter.
In February Bomber Command was ordered to take part in Operation Thunderclap. A series of raids on major communication centres immediately behind the Eastern Front were planned, which were packed with refugees fleeing from the Russians and with wounded troops. It was envisaged that such raids would produce transport and communication problems on a massive scale and aid the advance of the Russian West, with the view that it would hasten the war's end. Stalin was putting pressure on Churchill to assist the Russian forces advance, and the British Prime Minister was keen to use Allied heavy bombers to achieve this end. Opposition from his own ministers failed to deter Churchill, who ordered plans to be drawn up to attack Berlin, Chemnitz, Dresden and Leipzig.
On 13/14 February, Bomber Command raided Dresden in what was to become one of the most controversial attacks of the war, which still causes arguments to this day. The city was raided in two waves, the second of which caused a firestorm that consumed an estimated 50,000 people. It is considered that this raid unfairly turned opinion against Bomber Command, Harris and his crews. No medal was struck for the Command at the war's end, which caused resentment from the crews for many years until this was addressed, partially, by the awarding in 2013 of a Bomber Command clasp. Many veterans saw the clasp as an insult for their sacrifices, and many never claimed the award. Harris was following the orders he'd been given, but when the chips were down, he needed the support of Churchill; this was denied and can be seen very much as a betrayal and the scapegoating of Bomber Command's Commander in Chief along with his brave crews; a very sorry episode indeed.
The perils of operational flying were very evident on 2 March 1945 when it was shown that it was not just the enemy who caused losses but also the fickle hand of fate. Lancaster III ND572 DX-F of No. 57 Squadron was undertaking a fighter affiliation exercise near Metheringham when it collided with Lancaster III ME473 EM-N of No. 207 Squadron based at RAF Spilsby. Both aircraft fell to earth at Fen Farm Ruskington with the loss of sixteen crew members. Some years later, in 1995, the crash site of ME473 was excavated by the Lincolnshire Aviation Recovery Group. It was during this dig that the body of a crew member was found and later identified as Sgt R. C. Banks. The recovered remains of the Lancaster subsequently went on to be displayed at the Lincolnshire Aviation Heritage Centre, where they can be seen to this day.
Operation Gisela
At this point of the war, there was not much of a threat expected from the Luftwaffe, especially over England. This idea was, however, dispelled on 3/4 March 1945 when intruders (Luftwaffe night fighters) were in action over England as part of Operation Gisela. Over 140 Luftwaffe crews were briefed to carry out a mass intruder mission over England. The operation aimed to attack RAF bombers as they were returning to their home airfields, a time when crews were likely to be relaxing and, therefore, off their guard following a long and arduous trip. In total, the intruders brought down twenty-three bombers and one Mosquito and damaged twenty more aircraft. The Luftwaffe didn't have it all their own way, with eight night fighters failing to return. This type of action was highly effective and, had it been more consistent, could have had a major effect on the RAF's operations.
At this point of the war, there was not much of a threat expected from the Luftwaffe, especially over England. This idea was, however, dispelled on 3/4 March 1945 when intruders (Luftwaffe night fighters) were in action over England as part of Operation Gisela. Over 140 Luftwaffe crews were briefed to carry out a mass intruder mission over England. The operation aimed to attack RAF bombers as they were returning to their home airfields, a time when crews were likely to be relaxing and, therefore, off their guard following a long and arduous trip. In total, the intruders brought down twenty-three bombers and one Mosquito and damaged twenty more aircraft. The Luftwaffe didn't have it all their own way, with eight night fighters failing to return. This type of action was highly effective and, had it been more consistent, could have had a major effect on the RAF's operations.
Junkers Ju 88R-1 360043 D5+EV, similar to those used during Operation Gisela - Richard Hall.
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Luckily for Nos. 57 and 630 on this night, they sustained no Lancaster losses to enemy intruders, although one Junkers Ju 88 did join the East Kirkby circuit. Once it was known a Bandit was in the vicinity, all airfield lighting was switched off and denied any airborne victims, the Ju 88 shot up the MT Section and No. 57's Briefing Room with 20-mm cannon and machine gun fire. Five personnel within the Briefing Room were wounded, with one, Fg Off. A. Heeley, dying later of his injuries.
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There were no casualties in the MT Section, but ten vehicles were damaged. An earlier order to remove anti-aircraft guns was quickly rescinded in light of the Luftwaffe's ongoing ability to cause trouble when it was thought they posed little in the way of threat.
The End In Sight
Further raids were carried out in February leading into March, and it was on 16/17, during an operation to Nuremberg, that the Luftwaffe night fighters showed they could still exact a heavy toll. During this raid, twenty-four Lancasters were brought down, including one from No. 630 Squadron, with the loss of all crew. Even at this late stage of the war, misery and loss came to haunt the Lincolnshire airfields at a time when most crews considered they might just survive.
Raids in March continued to a variety of targets, which included shipyards, U-boat pens, railway yards, bridges and the few remaining oil plants. The last losses for No. 57 occurred on 20/21 March, one through an accident and one due to enemy action. Lancaster I RA530 DX-Y took off from East Kirkby at 2345 hours on an operation to the synthetic oil plant at Bohlen but, within minutes, crashed into a house at the nearby village of Stickney. Four crew were killed and two injured, one of whom succumbed to his injuries on 1 April. There were no reports of injuries to those within the house. The final loss sustained was Lancaster I LM653 DX-Q, which failed to return along with its crew from an operation to Halle. On 10/11 April, an operation to Leipzig to bomb Wahren railway yards saw No. 630 Squadron's final losses with Lancasters I ME739 LE-T and RF122 LE-S both failing to return, six crew were killed, six became POWs, and two evaded.
Nuisance raids by Mosquito aircraft continued to Berlin, with the last major raid by 512 heavies taking place over Potsdam on 14/15 April. Much of Germany had been overrun by this time, but ports still needed to be captured. To facilitate this, Bomber Command attacked the Island of Heligoland on 18 April, which guarded the approach to Hamburg and also the coastal batteries at Wangerooge, which defended the ports of Bremen and Wilhelmshaven.
With the end of the war in sight, there were still dangers that could occur that were not related to the enemy. One such incident took place at East Kirkby on 17 April. In the early evening, No. 57 Squadron Lancasters were being prepared for an operation to Cham. A fire broke out under Lancaster I PB630 DX-N, which led to a series of explosions wrecking NN765 DX-, PD347 DX-P, RF195 DX-, LM673 DX-U and ND472 DX-I and damaging fourteen other bombers. No. 3 hangar, along with the farmhouse at Hagnaby Grange, were also caught in the explosions, and both were damaged. Assistance was sought from both RAF Spilsby and Coningsby to bring the fires under control, and it was not until 18 April that the area was deemed safe. The accident claimed the lives of four ground personnel as well as injuries to others. There were a number of very brave acts undertaken during the incident. For this, awards were made, which included an MBE for Flt Lt J. MacBean, Armaments Officer, George Medals to Fg Off. Grebby Station Fire Officer and Flg Off Gott and BEMs to Cpl Foster and LAC Brown.
East Kirkby's squadrons flew their final mission on 25 April 1945 to Berchtesgaden, Hitler's Eagle's Nest and the local SS Guards barracks. The last raid by the RAF's heavy bombers took place on 25/26 April to an oil refinery at Tonsberg in Norway. Following this, Bomber Command went on to more peaceful operations of repatriation of prisoners of war and the dropping of food supplies (Operation Manna) to starving Dutch civilians.
The very last operation flown by Bomber Command was on 2/3 May when Mosquitos of No. 8 Group and Halifaxes of No. 100 Group raided shipping at Keil. Even at this late stage, losses continued, with one Mosquito and two Halifaxes failing to return. After just under six years, the war was finally over for Bomber Command.
During the period of operations from 1 January to 3 May 1945, No. 57 Squadron lost eight Lancasters (excluding those in the accident on 17 April), with forty crew killed. No. 630 Squadron lost eight Lancasters, with thirty-seven crew killed, six becoming POWs with two evading.
Unconditional Surrender
On 8 May 1945, the war in Europe ended with the signing of a document entitled the German Instrument of Surrender. Its terms dictated the total unconditional surrender of Germany, and the day became known as Victory in Europe Day (VE Day). On the day itself, at East Kirkby station, personnel paraded at 1430 hours to hear the Prime Minister's victory broadcast over the Tannoy system. In the evening, a celebration dance was held. It can only be wondered at the fun that was had, but it would have been tinged with sadness and reflection of all those who had not returned. How many left the dance briefly to go outside to shed a tear in private while they remembered a face sadly absent from the crowd of revellers?
RAF East Kirkby was just one of the many airfields that took part in Bomber Command's campaign over Europe. Nonetheless, it would have experienced the whole range of human emotions: fear, sorrow, anger, despair, hope, joy and sadness that goes with groups of people who did not know if they or their loved ones would live to see another day. Yet despite this, all those stationed here got on with their jobs and contributed to the defeat of the brutal regime that was Nazi Germany.
It should also be remembered the impact on the lives of families, friends and those who knew, or even those who didn't know; the dead, missing, injured and maimed had while in the service of their country, the effects of which spread out like ripples on a pond.
In the years No. 57 Squadron flew from East Kirkby, it lost 90 Lancasters through operations and accidents with 437 crew killed, 97 becoming POWs, 20 evading, 2 interned and 4 injured. No. 630 Squadron lost 72 Lancaster, with 368 killed, 59 becoming POWs, 28 evading, 6 interned and 15 injured.
A listing of all Nos. 57 and 630 Squadron Lancaster losses can be found here: Nos. 57 and 630 Squadrons Losses Operating From East Kirkby
Post War
As activity wound down at East Kirkby, there was a need to dispose of some of the ordnance that was still in place on the airfield. A number of bomb disposal flights took place where squadron Lancasters would fly to predesignated jettison areas to release their now unwanted loads. One such flight took place on 15 June 1945 and involved No. 630 Squadron Lancaster III PB344 LE-R. Taking off, the Lancaster set course for the jettison area. Three-quarters of an hour later, a radio message was received giving the aircraft's position; after this, nothing was heard or seen of PB344 and her crew again. A search was conducted, which yielded no result, and this was to be the squadron's final loss.
With the war in Europe at an end, there was a rumour that No. 630 would move to RAF Skellingthorpe, but this was not to be the case. On 17 July 1945, a farewell dance was held in the squadron's Briefing Room, and the next day, a parade was held in front of the squadron's Commanding Officer, after which it was stood down. No. 630 had sealed its place in the history of Bomber Command and the RAF. During its existence, the unit flew over 2,400 sorties, including participation in all raids during the Battle of Berlin, and was awarded over sixty decorations.
Although the war in Europe was at an end, the conflict in the Far East was not, and this necessitated the need for the Long Range Bomber Group, or Tiger Force, as it was known. The plan was for the force to mount bombing operations against Japan. One of the squadrons chosen for this detail was No. 57. Training practice began in navigation and high-level bombing. The unit also participated in Operation Dodge, the repatriation of POWs from Italy and the Mediterranean. On 27 July 1945, No. 460 Squadron RAAF arrived at East Kirkby from RAF Binbrook to participate in the preparations for Tiger Force. Again, for the crews of No. 460, the airfield lacked the facilities that they had enjoyed at their previous home, which had the luxuries of an Expansion Period site.
On 6 and 9 August 1945, the USAAF dropped the atomic bombs that would destroy Hiroshima and Nagasaki. Fearing that similar fates would be meted out to more of their cities, Japan surrendered on 15 August. Tiger Force was no longer required, and on 17 August, training was halted. East Kirkby's two resident squadrons, however, continued to assist with Operation Dodge.
Towards the end of August, three Avro Lincolns arrived at the airfield to join No. 57 Squadron and form the Lincoln Conversion Flight. Eight crews were selected to fly the Lincolns, but progress was slow due to problems with the aircraft, particularly the Merlin 85 engines. The Lincoln was originally known as the Lancaster IV, but due to the differences between it and the Lancaster, notably a higher fuel load, improved armament, a larger wing span and higher speed, a new name was required. While the chosen crews got to grips with the Lincoln, Nos. 57 and 460 continued with their passenger flights from Italy.
News came through in October 1945 that No. 460 Squadron was to be disbanded. A final mission was undertaken on 4 October by their Commanding Officer, Wg Cdr H. Swann DSO DFC, to overfly the Australian War Memorial at Amiens. Following that, a parade and party were held at East Kirkby before the final disbandment on 10 October. Also departing in the same month was one of No. 57's long-standing Lancasters LM715 DX-C, an aircraft that had achieved eighty missions.
In November 1945, 55 Base closed, and No. 57's Lancasters were flown off the airfield for storage and scrapping. On 25 November 1945, the squadron was disbanded, only to be reformed the next day at RAF Elsham Wolds with crews from the disbanded No. 103 Squadron and the former No. 57.
No. 57 Squadron had been in almost constant action throughout the war and, by its end, had flown over five thousand sorties for the loss of one hundred and seventy-two of its aircraft. Nearly two hundred awards for gallantry were made to its crews. Following the war, No. 57 went on to fly the Avro Lincoln, Boeing B-29 Washington, English Electric Canberra, Handley Page Victor, Lockheed Hercules and the Grob Tutor.
East Kirkby was now devoid of bombers, and very soon, many items of equipment were dispersed to other sites. Furniture, blankets, and bicycles were all disposed of, and no doubt, some of them went to the local populace. On 1 January 1946, the airfield was placed under Care and Maintenance; however, flying would again return in the not-too-distant future.
Located very close to East Kirkby is the airfield of RAF Coningsby, and its airspace was getting a little congested, as at the time, two squadrons of Avro Lancasters and one of de Havilland Mosquitos were competing for room to fly and train. East Kirkby's runways were now empty, and very soon, one of Coningsby's units, No. 139 Squadron with its Mosquitos, was making use of the airfield's facilities to carry out circuits and bumps; the roar of Merlins was once again heard. No. 139 had been one of the first squadrons into action in the war when its Bristol Blenheims took off on the 3 September 1939, the day war broke out, to photograph the German Fleet.
In October 1946, it was noted that the runways at Coningsby were beginning to show signs of wear, ultimately leading to No. 139 detaching its Mosquitos to East Kirkby in August 1947, from where they flew until February 1948 before returning to their home airfield once runway works had been completed. On 14 March 1947, No. 231 Operational Conversion Unit equipped with Mosquitos, Oxfords, and Ansons formed at Coningsby, and they, too, joined their No. 139 counterparts at East Kirkby while the work to their home airfield was completed. East Kirkby was now to have its own runway issues when an inspection on 3 February 1948 showed they were crumbling. This spelled the end of flying, and the airfield was closed. Ordnance was still present on the site at this time, and in July 1948, a start was made on clearing the remaining bombs. Within a couple of months, the job was done; it looked like the end was indeed here for East Kirkby, but the story was not quite over.
The Americans Arrive
Political tensions in the early 1950s saw the USA wanting to extend its nuclear capabilities so that any target was within its reach. The plan was to have a fleet of bombers at instant readiness for every hour of every day all under the control of Strategic Air Command. A worldwide chain of airfields was required from the Arctic to the Far East and Britain, which was the staunchest of allies to the Americans.
Political tensions in the early 1950s saw the USA wanting to extend its nuclear capabilities so that any target was within its reach. The plan was to have a fleet of bombers at instant readiness for every hour of every day all under the control of Strategic Air Command. A worldwide chain of airfields was required from the Arctic to the Far East and Britain, which was the staunchest of allies to the Americans.
In early 1951, an agreement was reached with the British Government to provide additional airfields for the Americans in the UK. The US would, on the whole, cover the construction costs under the name of the 3rd Air Force, with the 7th Air Division formed to support the expected bomber units that would rotate through Britain.
East Kirkby was selected for use by the 7th Air Division, and an extensive refurbishment programme took place, which involved extending runway 08/26 by 3,800 feet and the construction of a 200-square-yard concrete pan for aircraft parking. The station was reactivated on 17 April 1954 by the 3931st Air Base Group (ABG) in preparation for the operational units. In November, the 3197th ABG replaced the 3931st and maintained the airfield as a temporary base for units deployed from the USA. One aircraft was based at East Kirkby during this time, a Douglas C-47D Skytrain, which was used for administration duties and pilot proficiency flights.
The expected bombers never came, but the airfield was used by units of the Military Air Transport Service, which worked in the area of search, rescue and evacuation. Operational units that arrived were the 61st, 63rd and 64th Air Rescue Squadrons, each working on a ninety-day rotation. The units flew Douglas SC-47s, and its role was that of special duties, which included the rescue of crews shot down behind enemy lines. The SC-47s were fitted with long-range fuel tanks and rocket-assisted take-off bottles and were kitted out as air ambulances. In addition to the normal crew, the aircraft carried a special navigator and undertook long-range flights, usually at low level and out of radio contact.
The Bowling Alley dating from the USAF era remains intact near the airfield - Richard Hall.
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The airfield at East Kirkby became something of a little America as the base was largely self-sufficient, with its own PX and clubs (Messes). One enterprising local even built a Hamburger Bar near the main gate. The village roads also soon saw a very different form of motoring as Pontiacs and Chevrolets cruised through, taking their drivers and passengers to local billets at Skegness and the Abbey at Revesby.
By 1958, the Americans were starting to leave, with the final unit disbanding on 1 August 1958. East Kirkby was formally handed back to the Air Ministry on 31 October and deemed inactive on 31 December. |
Back To The Land
The memorial to Nos. 57 and 630 Squadrons - Richard Hall.
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After this time, the airfield returned to agriculture and was sold off between 1965 and 1967. In the early 1970s, the airfield's runways were broken up and reclaimed, but the 3,800-foot extension of 08/26 was left in place and was used for a time by Pawnee crop spraying aircraft, gliders and other light machines. To commemorate East Kirkby's wartime service, a memorial was erected near the former guardroom and dedicated on 7 October 1979.
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East Kirkby was one of twenty-seven airfields that served Bomber Command in Lincolnshire during the Second World War. Its existence in wartime was short, but during that time, its personnel and Lancasters left their mark. However, unlike many former Bomber Command airfields, it did not simply fade back into obscurity. A new lease of life was granted when the Lincolnshire Aviation Heritage Centre was created on part of the former airfield, and today, visitors are able to gain an understanding through the myriad of displays, buildings and artefacts that make up the collection of what life was like on a typical wartime bomber station.
East Kirkby was one of twenty-seven airfields that served Bomber Command in Lincolnshire during the Second World War. Its existence in wartime was short, but during that time, its personnel and Lancasters left their mark. However, unlike many former Bomber Command airfields, it did not simply fade back into obscurity. A new lease of life was granted when the Lincolnshire Aviation Heritage Centre was created on part of the former airfield, and today, visitors are able to gain an understanding through the myriad of displays, buildings and artefacts that make up the collection of what life was like on a typical wartime bomber station.