Great Dunmow
GREAT DUNMOW: Military aerodrome (Aka EASTON LODGE)
Note: These three pictures were obtained from Google Earth ©
As can be seen the outline of the WW2 airfield is still clearly visible today, 70 years later.
Military users: WW2: Sept 43 to Oct 44 - USAAF
386th Bomb Group (Martin Marauders)
Oct 1944: RAF 38 (Airborne Forces) Group
190 & 620 Sqdns (Short Stirlings)
3 & 4 Glider Servicing Echelons + ‘G’, ‘J’ & ‘M’ Sqdns
GPR (Airspeed Horsas)
1526 BAT Flt (Airspeed Oxfords)?
Operational & Refresher Training Unit? (Armstrong-Whitworth Albermarles, Airspeed Horsa gliders and DH Tiger Moths)?
620 Sqdn was later a HAS unit, (Halifax Airborne Support), towing gliders
Post WW2 (VE Day at least): 38 Group Stirlings were replaced by Mk.III and Mk.VII Halifaxs
Location: W of Little Easton village, 6nm E of Bishops Stortford
Period of operation: 1943 to 1958
Runways: WW2: 15/33 1829x46 hard 11/29 1280x46 hard
04/22 1280x46 hard
NOTES: According to the amount of RAF personnel based here in late 1944, (2233 including 320 WAAFs), a major RAF Fighter Command base in WW2. I later learnt that 38 Group was under Fighter Command control which seems rather odd. In his very detailed book STIRLINGS IN ACTION WITH THE AIRBORNE FORCES Dennis Williams goes to great lengths to describe the activities of 38 Group 190 and 620 Squadrons at this airfield but makes no mention of an ORTU or BAT Flight also being based here. Indeed, there are no signs of these aircraft being present in the many pictures taken here and used to illustrate the book. I cannot remember where I found this reference but is it actually a mistake?
This book is well worth reading, (despite the immense detail), because it gives a good account of these two squadrons involvement in SOE operations plus Operation ‘Market’ at Arnhem and ‘Varsity’ for the Rhine crossings. Many personal accounts from people who served here are included which also describe the living and working conditions. One aspect I found especially interesting was the details of the many diversions required for a variety of reasons when returning from SOE missions abroad, as far afield as southern France to Norway. They landed all over the shop ranging from PETERHEAD in Scotland to St MAWGAN in CORNWALL.
One outcome was that 38 Group aircrews became very expert at navigation as SOE operations invariably meant small numbers, from solo to two or three aircraft, being despatched to locate remote small DZs (Drop Zones). And, these crews each operated the mission pretty much independently, maintaining radio silence. It seems a great shame that their exploits and expertise have not received greater recognition. Should anybody point out they didn’t share the same dangers that Bomber Command aircrews experienced I’ll say just one word – Arnhem!
A COUPLE OF COMMENTS
A couple more points of interest I’d say? The Station Flight comprised a Tiger Moth, an Airspeed Oxford and two ‘elderly’ Spitfires.
Things certainly livened up on the 5th Nov 1944 when thirty B-17 Fortresses from the 401st Bomb Group based at DEENETHORPE diverted here, a similar occurrence taking place, also involving B-17s in Jan 1945. Also, although I suspect I am easily impressed, reading that in the autumn of 1944 the glider bods had about one hundred Horsas parked up on the airfield does induce the feeling that “Gosh” or “Whow” might be an appropriate response?
CELEBRATIONS
On the 15th September 1945 several Halifaxs from 620 Sqdn at GREAT DUNMOW took part in the first International Battle of Britain air shows, flying to ALDERGROVE, CHILBOLTON, FAIRWOOD COMMON and HOLMSLEY SOUTH. The display at CHILBOLTON, (at least?), involved towing a Horsa plus performing a solo low pass during the show. Three aircraft flew to The Hague in The Netherlands to demonstrate a supply drop. I’m astonished these air shows first took place so soon after the war in Europe ended and indeed the VJ Day, (Victory over Japan), celebrations took place in the UK on the 2nd September.
JUST ANOTHER POINT
In his excellent book PILOT Joe Patient DFC makes this comment. “…I had been promoted and appointed CO of M Squadron GPR with effect from 18 April, 1945, and allocated a Tiger Moth for personal use.” I imagine that the perks of being in Command pretty much reflects the company car status regime? In those days some CO’s had a Spitfire allocated albeit probably an obsolete Mark? During the ‘Battle of Britain’ the great Air Vice Marshall Keith Park had a Hawker Hurricane for his personal runabout.
Should you like laughing, (a pastime frowned upon by most northerners of course), and delight in having your ‘Flabber’ ghasted, I can highly recommend the before mentioned book.
ANOTHER EXAMPLE
Joe Patient DFC also has these stories to tell whilst CO of M Squadron GPR (Glider Pilot Regiment) at GREAT DUNMOW. (Joe had nearly completed two Tours on Pathfinder Mosquitos). The RAF often showed a remarkable ability, when aircrew having completed a Tour or more on Ops, (would divert pilots especially?), to other sections in which they had no expertise, could not pass on their operational knowledge, and basically had to ‘learn the ropes’ as a beginner. Can anybody explain the logic behind this strategy?
“On one of my rounds of inspection, I saw a Mosquito land and went to meet it. The pilot, who had about an hour’s business to attend to at Station HQ, said he would have no objection to my flying it so long as it was not pranged. What a joy to fly a real aeroplane again. Joe and Mossie Mk 30 MT 481 were united for half an hour.”
“Tom McGeorge was a JP and greatly respected farmer in Milden Pound in the Lavenham neighbourhood of Suffolk. I forget how I became friends with him and his wife, Connie, but I remember introducing him to flying by landing in one of his fields in the Tiger Moth when staying there for the weekend.” It was common practise from the earliest days of flying in the UK for pilots, both civil and military, to ‘pop in’ to visit using a suitable field. A practise today definitely frowned upon, except by the microlight fraternity perhaps? And yet, it does appear such behaviour only rarely presented problems.
Without any doubt we have lost the knack of landing safely in a suitable field. Isn’t that odd? A skill deemed no longer required.
“Another house guest at the time was Colonel H. Todt from the US Air Force base at Lavenham, who was interested in the fact that I had carried out sixteen sorties for the US. I had taken with me an article from Illustrated magazine on 24 March, 1945, showing two pictures of myself involved in briefing. The caption read, ‘The cream of Britain’s fighting forces.’ Todt’s remark, ‘You know what cream is Joe? The scum off the milk.’ ”
“Colonel Todt expressed a wish to see the gliders, so I invited him to Great Dunmow. When he arrived with jeep and driver, I sent the driver back saying that I would take the Colonel back to Lavenham by air after he had looked round and had lunch. I gave him experience of the Tiger Moth on the way to Lavenham, ending up with a display of aerobatics over the airfield. After landing, he asked if he could make a circuit solo. I agreed so long as I could do the same on the B17 (Flying Fortress). He arranged this, naturally with a safety pilot in the other seat. I was astonished how docile and easy it was to fly. She seemed to handle just like an overgrown Anson, that wonderful, viceless old lady."
"Todt’s flight in the Tiger Moth, however, caused me a number of anxious moments as a wind had developed and it was only after two overshoots that he managed to get it down. I had visions of a Court Martial if he had pranged it.”
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