Leaving home, into the unknown

 

During May 1944, many men were about to leave the shores of their homeland of America and board the Queen Elizabeth.  The ship would be a brief home for many men, from many walks of lives and many divisions of the military.  For a selected few their mission would turn out to be highly secretive, and way beyond their expectations but the outcome would be to protect and save many lives.  Those involved would not come to know the relevance and importance of their most valuable work, some not even until many years later.

 

It is difficult to understand and appreciate how those so young felt boarding the Queen Elizabeth a journey truly into the unknown.  For some their last sight of home shores as they departed on the ship would be the Statue of Liberty, for some sadly they would never see it again.

 

So, the story of the 36th Bomb Squadron begins, an elite group unlike any other in the US Airforce operating out of England at that time, who carried out the most specialist work and initially assisted and supported the work of the RAF.  Despite their name they dropped no bombs, but their work was so vital in saving lives.  Their work would centre around radio counter measures, their first major operational mission would have a contributing factor to the success of D-Day, and they would align themselves alongside the RAF 100 group, before engaging in a fully supportive role of the 8th Air Force.

 

Radio Counter Measures

 

Early signs were evident to RAF Bomber Command that the use of radio counter measures was helping to reduce bomber losses and the need to further continue and develop these measures was a necessity.

 

The American British Laboratory Division 15 (ABL-15) was set up in Britain in order to introduce the American forces to radar countermeasures and as such they were part of the Telecommunications Research Establishment (TRE) based at Great Malvern. 

 

Leading the way in secret RCM operations was the RAF 100 Group which was operating throughout local Norfolk airbases, and were already conducting operational missions and testing the equipment and techniques constantly being developed.

 

In January 1944 an attachment of selected experienced American personnel who would eventually form the 803rd Bomb Squadron (Provisional) began working with the RAF 100 Group at RAF Sculthorpe, with the engineering section training RAF ground crews on operation and maintenance of the B17 Flying Fortress Aircraft.  

 

By March 1944 this role would evolve with the newly formed squadron joining RAF operations.  This would give the US attachment their first taste of the RCM and deceptive measures being used at that time.   Examples of which being Mandrel, Jostle, Carpet and Window (Chaff as known to US forces).  

 

Techniques used by RAF 100 Group

 

As war progressed and the enemy devised their own counter measures against the allied techniques then the work at Great Malvern was ever more important and forever changing.  As we walk through the history of the 36th Bomb Squadron which evolved out of the 803rd Bomb Squadron we will discover these new technologies and the effect that they had on some of the most crucial battles of World War two.

 

How The 803rd Bomb Squadron (Provisional) evolved into 36th Bomb Squadron (RCM)

 

RAF Sculthorpe

 

The 803rd Bomb Squadron was a provisional unit established due to a need to have an RCM unit within the US Airforce.  Its initial formation came shortly after arrival at RAF Sculthorpe where soon to be squadron members would assist in the training of RAF staff on US aircraft namely the B17 Flying Fortress, before commencing operational missions with RAF 100 Group.  

 

The combination of both forces worked well meaning technical skills on both the scientific front in terms of RCM development at locations such as Malvern, and resources in experienced aircrew plus aircraft could combine into one operational front.

 

The American aircraft was most suited to be customised to carry advanced radio counter measures equipment, which was large and cumbersome at that time.  Later the B24 would be the preferred aircraft of choice.

 

This was the first step in their secret counter measures journey and would eventually lead them to forming the 36th Bomb Squadron RCM Unit affectionately known as ‘The Gremlins’.  The name itself being deceptive and hiding the true purpose of the special operations that would then follow.

 

RAF Oulton

 

On the 16th May the 803 BS transferred to RAF Oulton along with 214 Squadron of RAF 100 Group who they had been working alongside.  As many of the squadron were experienced and had already completed a tour of duty the squadron would now undergo a number of personnel changes.  This would result in several new crews gradually joining the squadron who had not yet completed an operational tour.  

 

Back in the US, some of those unsuspecting new crew members were soon to embark on the Queen Elizabeth and would be heading over the dangerous waters to enter this secretive world that was beginning to unravel in sleepy Norfolk villages.

 

By June plans were afoot for RAF Bomber Command to support D-Day operations.  RAF 100 Group would carry out vital RCM operations which would also involve the 803rd BS.

 

B17 Flying Fortresses were the first aircraft adopted by the 803rd BS and were equipped with Mandrel in time for this critical first major mission.  On the 5th June their hour had come and four B17s left the runways of RAF Oulton ready to put up their vital barrage jamming screens to deceive the enemy and obscure the multitude of Allied assaults that would form Operation Overlord.

 

Both the work of the RAF 100 Group and the 803rd BS was highly commended and the partnership between them both was beginning to become a formidable force.  This was a crucial point for the development of the 803rd and therefore their supportive role to the RAF would continue for now at RAF Oulton.  They would soon also start to introduce the B24 Liberator aircraft which would be more adept and have a higher power output to accommodate their needs.

 

So, throughout July training and missions alongside the RAF 100 Group, many with 199 Squadron would continue allowing new crew members to train and home their skills.

 

A lot of their worked involved Mandrel screening and the use of window to deceive and confuse the enemy.  The combined work of the squadron alongside RAF 100 Group also greatly assisted the RAF heavy bombers in causing diversion’s which in turn prevented them from being intercepted by enemy night fighters before they had been able to carry out their missions.  In the words of those who carried out this most valuable work: 

 

"We just went out there and we turned certain switches on and turned them off as they programmed us to do". 

 

It is important to remember none regarded themselves as heroes they simply had the opinion, they were doing their job, from our perspective now we owe them the greatest of respect.

 

England’s green and pleasant land, pastimes and beer

 

To the fresh recruits that had just travelled across the vast waters to hit our shores, the journey to England was a pleasant sight.

 

“Never in my life have I seen such a beautiful country.  The country was a lot different from that which we have in the states.  Each hill where the water ran down was all covered in grass.  We didn’t see any soil erosion.  From the Window we could see castles way up in the distant hills.  All the hills were barren of trees.  All that was growing on it was grass and a few crops.  The soil was too rocky for much farming.   Each farm was separated by high rocks.  It took years and years to build these walls” (Words of Iredell Hutton, ‘Gremlins’ veteran)

 

As they settled into their duties any downtime they had was lived to the full, and who can blame them.  Pastimes including poker, craps, and gin rummy being firm favourites.  Some developed a keen eye for darts and of course, traditionally this would be accompanied with the British favourite a pint of beer.  Our British beer, or bitter was apparently an acquired taste for some, I must admit I quite like it but maybe it was different in those days…

 

AAF Station 113 Cheddington

 

August 1944 would see a transformation and the previous provisional 803rd Bomb Squadron would cease to operate but instead there would be a restructure in order to form the new 36th Bomb Squadron RCM – Radar Countermeasures organization.  This would also mean that the new unit would move from RAF Oulton to AAF Station 113 at Cheddington.

 

RAF Cheddington, in Buckinghamshire was opened in March 1942 and was originally used to train personnel of the 26th Operational Training Unit (OTU) to fly Wellingtons, but the site was not practical in operational terms for heavy aircraft at that time.  Although modifications were carried out it was transferred to the United States Army Air Forces in September 1942.  After briefly being utilised by the Eighth Air Force 44th Bombardment group the B-24 Liberator squadrons moved to Shipdham so the RAF returned to the base.  However, by 1943 the runways had been resurfaced to accommodate heavy aircraft.  With the transfer of various units, it was to eventually become station 113 in August 1943 and transferred back to the United States Air Force.  

 

From August 1944 the base would undergo a pivotal change, it would see the dawn of a new era, special operations, special organisations and above all new technologies in the form of a multitude of electronic counter measures.   Work that was so crucial in saving lives, to the extent of which we will never know, even to this very day…

 

It was time for the new squadron to settle into life at their new base at Cheddington under the helm of their new commanding officer Major Robert Hambaugh.  A time for the ‘Gremlins’ to work their magic; ahead would lie many missions, many challenges and sadly some losses.

 

London – the capital where the spirit could not be broken

 

Once the squadron had moved to Cheddington, London was close enough to spend some time during furlough.  Although London had suffered tremendously though the blitz (along with many other English Cities) the spirit was not broken.  

 

The second wave of attacks would be in the form of firstly v1 flying bombs (Doodlebugs) and then v2s.  At the time of their stay at Cheddington it was evident that the flying bombs attacks were intensifying.  Many of the squadron had reported seeing the rockets and the devastation they caused when they had visited the capital.  Many also reported seeing them in the air, even being launched as they patrolled the skies on their vital missions.  An unmistakable flash of light was the key telling sign of the rockets.

 

The v1 flying bombs were quite disguisable by their eerie sound, it was when the noise stopped that the heart would beat faster knowing they were about to land, the question being exactly where?

The v2s were just as menacing but this time they were silent.

 

There was a concerted effort by all allied air forces to target these rocket launch sites but inevitable the rockets were still landing with a devasting effect, but yet again morale would not be broken.

 

 

© IWM (A 66194)

 

The photograph actually shows the site of the first V2 rocket impact on Britain, Staveley Road, Chiswick. Photograph taken 9 September 1944.

 

 

A brief history of the 36th Bomb Squadron whilst based at Cheddington

 

So, with the birth of the new 36th Bomb Squadron it was time to unveil their new insignia, a most distinctive and memorable sight.  It depicts a “winged radar gremlin whose body and nose consisted of radio tubes and from whose fingertips emitted the radio transmissions which fouled the enemy radar devices.  Placed between the wings above the “Gremlin” was the term RAFU meaning Radar All Fouled Up” – words from Stephen Hutton - Squadron of Deception.

 

In fact, the insignia had been designed by a former employee of Walt Disney Studios, S/Sgt Stanley L Walsh a squadron aerial gunner.

 

 

By September 1944 the squadron had fully transferred over to B-24 Liberators.  From the outside these aircraft would appear like any other bomber with only small clues in their antennas and aerials hiding a secret held deep within their bomb bays.   They were in fact carrying no bombs instead their various radio counter measures equipment.  Sometimes even the crews did not know the full extent of the capabilities of their cargo, but knowing on their arrival back at base, when the equipment was unloaded and placed under armed guard this was highly classified, top secret.

 

Operations would continue throughout October however by November 1944 their missions were about to change.  The 36BS squadron would continue to assist the RAF 100 group (namely 199 and 171 squadrons) by night but they would also now undertake day missions.

 

These daylight operations would be in support of the 8AF (8th Airforce) using a new screen which attempted to deny the enemy the ability to listen in on radio transmissions.  Evidence that technologies and counter measures where constantly being developing throughout the war with one main goal to deceive, confuse and outwit the enemy.  Without these measures we can question how different the outcome could have been.

 

It was during November that the squadron would also endue its first losses.  One of the B24s had a fateful return flight from Belgium which resulted in the aircraft crashing over France.  Although some of the crew members were able to bail out some were not as lucky.    Secondly an ill-fated take off resulted in further loss of life.  War and the tragic consequences were certainly becoming a very harsh reality for the squadron.

 

By December 1944 support of RAF 100 Group missions continued but at a much-reduced scale with more operations being carried out in support of the 8AF.  Further new techniques such as Jackal were being introduced, and the use of Mandrel continued accompanied with spoof dialogue operations.  The spoof missions involved orbiting aircraft, and the transmitting of prepared scripts over VHF with the intention of leading the enemy to think that bombers were assembling for specific missions.

 

Tragedy would strike the squadron again mid-December resulting in almost an entire crew sadly losing their lives when the Jigs Up plane crashed into rocks on the edge of Holyhead Mountain, Wales.   The crew that bailed out over the Irish sea were never found.  This was a devastating event for the entire squadron and would have a long-lasting effect on many for the rest of their lives.

 

Jackal was used for missions on the 28th and 31st Dec during the Battle of the Bulge in direct support of American ground troops.  Jackal was intended to jam German tank communications and an example of one mission involved aircraft circling over Bastogne for ten hours being shot at as the enemy predicated their paths.  This area was strategically crucial to the battle as a whole, with allied forces being pushed back it had to be defended at all costs to regain control.  Yet again they battled through thick fog and as the heavy snow fell on the ground forces below who were desperately fighting a brutal battle, they were patrolling the treacherous and hazardous skies above in order to undertake their vital role.

 

The last missions with RAF 100 Group were flown during the first few days of January 1945, with the 36th Bomb Squadron then fully supporting the 8th Air Force. They would then start to use VHF screens the purpose of which being to screen bomber division assembly and prevent the enemy from gathering information regarding the size of force, possible targets etc.  In fact, it was thought that the enemy had previously gathered a lot of information by monitoring VHF so the screening was vital to prevent further intelligence being gathered.

 

The use of Jackal was to continue into January again assisting the battles that continued in the Ardennes.  The use of Jackal was deemed effective in disrupting the German tank communications, but a potential problem was identified in it conflicting with the use of GEE-H which was used in blind bombing though the clouds.  Therefore, these operations had to be carefully coordinated as not to affect the missions of dedicated bomber squadrons also operating in the area at the time.

 

During February further enhanced VHF screening techniques were being adopted and it was a necessity to continue to advance technologies further especially with the likely onset of new German fighter jets on the horizon.

 

Further tragedy would strike again in February with the loss of an entire crew aboard ‘The Uninvited’.   This was sadly the squadrons greatest single loss.  A second incident occurred with the crash of the ‘Beast of Bourbon’ at take-off which resulted in three further crew members losing their lives.  Lives taken so young before they could ever be led to the full.  For those that survived, they had to battle on, and through adversity, bravery and courage they carried on their duties.

 

With the close of February, the dawn of a new era was on the horizon, this chapter of the squadron’s history was about to draw to an end but would be forever etched in the minds of many.   On the 27th \ 28th February the squadron would leave 113 Cheddington destined for Army Air Field Station 102 Alconbury.

 

Mother nature, the hidden enemy in the sky

 

It has to be remembered that the secrecy that surrounded the work of such squadrons involved in the RAF 100 Group, the 803rd and later the 36th Bomb Squadron meant that they had to journey into the skies in conditions where most aircraft would be grounded.

 

Fog was a severe hazard, and would result in many near misses, incidents and in some cases tragedy.  

GEE was a key navigational aid and much praised, but at times even this advanced technology of the time could be pushed to its limits, and the navigators had to home in on their skills and use the knowledge that they had built up of the area to use key landmarks and pointers to guide them home.  This too was much hampered by the fog and the intense weather conditions being experienced at the time.

 

As the harsh winter approached the impact of freezing conditions at altitude made flying conditions extremely hazardous.  It was a constant battle to keep the plane de-iced let alone the impact of the biting cold on the crew members.  Especially those members who were unfortunate enough to be operating in the extremities of the aircraft.  For some they had to endure tight, compact areas which were certainly not a comfortable ride, especially considering crew had to sit for hours in these very cramped conditions.  This was certainly true in the case of the P38 ‘Droop Snoot’ aircraft which we will cover later.

 

As part of their role involved putting up a screen (namely Mandrel) to protect and obscure the movements of the allied bomber streams their return journey could inevitably lead them straight into the path of the oncoming bombers.   Avoiding collisions was a frequent occurrence let alone the dangers of propwash (similar to turbulence which could result in violent buffeting of the aircraft), needless to say there were many near misses.

Army Air Field Station 102 Alconbury

 

Located near Huntingdon, Cambridgeshire and opened in 1938 for use by RAF Bomber Command, the station became an American base in 1942 used by Liberators.  By December these aircraft were replaced with B-17s and the base then became known as Army Air Field Station 102.

 

After being settled at Cheddington the move to Alconbury would undoubtedly affect morale, and uncertainty not helped by facilities that were overcrowded, but the overall objectives and missions of the 36th Bomb Squadron would remain unchanged in their efforts to provide vital radio countermeasures in support of the 8th Air Force heavy bombardment operations.

 

The electronic warfare still continued as the Germans developed new homing devices enabling them to locate allied air activity locations.  The ELINT system (in brief a method of gaining electronic intelligence) devised to counteract this new threat was being installed in Mosquitos and US P38 Lightnings.  

 

Concern was also centred around the threat of the German jet fighter (ME262) with crews reporting some first sightings.  The devastating V2 rocket attacks were still continuing and therefore some of the work carried out was centred around detecting, identifying launch sites and trying to understand more about these menacing devices, an example of one such project was code named ‘Big Ben’.

 

During March 1945 three P38 Lightnings from the 7th Photographic Reconnaissance Group were to join the group specially adapted to carry ELINT equipment and as such had no guns or defence just speed from the twin Allison engines and agility.  They were nicknamed ‘Droop Snoot’ and they had special equipment (receivers) in the ‘snoot’ of the plane where their operator (RCM Officer) would sit in very cramped and confined conditions.  They would carry out their radar research operations during the day with the mosquitoes carrying out similar operations at night, a collaboration of secret units trying to pool vital information.

 

 

By mid-March for some crew members their tour of duty had finally come to an end and it was time to go home.  It must have felt like a lifetime ago when they first boarded the Queen Elizabeth taking a path into the great unknown.  It had been a very long journey, but they had etched their path into history.

 

For many in the years to come they would reflect on their memories, some would revisit England, some would never return but undoubtedly, they would never forget.  For now, it was a time of hope and relief as they stepped off our shores from Liverpool this time onto the Dutch Ship ‘New Amsterdam’.  Now not a journey into the unknown but back into their loved ones arms, and the familiar surroundings of home.

 

More details of the ships can be found here

 

Ironically as they came into port at New York, they were engulfed in a dense and thick fog.  An eerie reminder of their time away.  A weather condition they had so battled on a daily basis for so long.  Finally, the fog cleared, and they crept into port, with the band playing and a big welcome home, they could finally step ashore, finally back home.

 

As the war finally begins to close

 

For those still based at Alconbury, March would see an increase in missions and a further loss of an aircraft ‘Miss B-Haven’ which crashed on take-off with thankfully no loss of life.  However, by April 1945 RCM missions for the squadron would now be complete with focus and thought then being turned to the war in the Pacific although circumstances would change on this front.  

 

In April America lost their President Franklin Roosevelt who passed away and as the news filtered through to those stationed in England, they all paid their respects.

 

By the end of April Hitler had committed suicide meaning the end of the war was finally in sight.

 

VE Day

 

May would finally see Victory in Europe - VE day (8th May), and all could finally celebrate accordingly.  For others it would be a time to reflect and remember those that would never return home. 

 

The celebrations would ensue with great exuberance, British beer drunk in abundance (even if an acquired taste for some), flares and gun fire into the air.  Unfortunately the hijinks kept the fire department busy as bales of straw was set alight by wayward flares and general over excitement but who can blame them there had been many years of hardship, losses and brutal battles that had let to this point, it was just a relief for it to be finally over and to be soon heading home.

 

'Cook Tours' were arranged from the 8th-13th May which gave an opportunity for ground staff to go on flights over Germany and "observe the results of their contributions towards victory".  The tireless hard work and efforts of the ground crew that worked all around the clock, outside in the harsh cold freezing climate to keep the aircraft operational should never be forgotten.  These tours continued into June.

 

Final words

 

Throughout it was evident of the remarkable endeavours of the entire station ground crew, from sourcing parts which was a daily struggle, to keeping the aircraft serviceable and fit to fly, to the medics and the cooks everyone played their part in order to achieve, their greatest goal, the ultimate deception in the skies.

 

For the crews that took to the air their enemy was twofold, not only the German forces but the mighty force of the most unpredictable act of mother earth, the weather.  They entered the skies when most were grounded.

 

With the assistance of scientists devising ever changing counter measures to overcome the cat and mouse game of war they were ever present in the skies.  Initially working alongside our very own secretive RAF 100 Group at bases such as RAF Sculthorpe and RAF Oulton, their work was invaluable.

 

They jammed radar, screened VHF channels, protected heavy bombers and deceived the enemy in conditions that most would generally not even consider flying in.   They assisted their comrades on the ground, confusing the might of the heavy German tanks that would have otherwise engulfed the lighter machines and jammed the German tank commanders’ communications, they truly did it all. They did not drop bombs; they did not engage in dog fights or in brutal air battles, but they took the upper hand to outwit and confuse the enemy in the open skies. 

 

So, in June 1945 they were to finally depart for home, some by sea, some in their most familiar surroundings the air taking their most valuable ground crew up alongside them.

 

Of course, as they departed there were many mixed emotions, some would never make it home, only their memories would be everlasting.  Some were tales of happiness finding their true love, others so close to finding their true love only for it to be taken away by the cruelty of war.  

 

It is without doubt that this period would have had a profound effect on many, but throughout adversity they had carried out their duties with honour and dignity.  It is now our duty to honour and remember them.

 

 

 

We shall not and must not forget.