Scampton Airfield History - BCAR.org.uk Scampton Airfield History (Map edited to show runways) © Crown Copyright/MOD 2010 Airfield Code: EGXPGoogle Earth Co-ordinates: 53Â°18'31.9"NÂ 0Â°33'9.9"WWartime Runways: 01/19 4500ft x 150ftÂ - 05/23 6000ft x 15ftÂ - 11/29 4200ft x 150ftCurrent Runway: 05/23 9000ft x 200ft Station History RAF Scampton, just north of Lincoln and adjacent to the A15, needs little introduction; famous as the home of the Dam Busters and the Red Arrows. The airfield was originally a WWI aerodrome known as Brattleby. Following the end of WWI, Brattleby closed and by the end 1920, the hangars and most of the other buildings had gone.

The site was one of a number of WWI locations to be surveyed as possible airfield sites under the expansion schemes in the mid-1930s and on 27 August 1936, RAF Scampton, as it was to be known, opened as a bomber airfield under 3 Group. The airfield was built to the standard Expansion Period design. A grass-surfaced flying field was fronted by four âCâ Type hangars, beyond which was the technical site with its permanent brick-built structures. To the east and south of the technical site, but still within the camp, barrack blocks, messes, dining rooms and semi-detached married quarters were constructed, again to permanent, brick-built designs. When WWII broke out Scampton was within 5 Group and home to 49 Squadron and 83 Squadron, who had arrived at the airfield on 14 March 1938 with their Hinds. Both squadrons had replaced their Hinds with Hampdens by November 1938. The Hampdens were active from the beginning of the war, although the initial targets were restricted to shipping; land targets not authorised until May 1940.

In December 1941, 83 Squadron converted to the Manchester with 49 Squadron converting to the same type in April 1942. History has shown the Manchester to have been a poor design with both squadrons suffering losses in flying accidents. It would have been both squadronsâ relief when they received the replacement for the Manchester, the Lancaster in mid-1942. On 15 August 1942, 83 Squadron moved to Wyton, Cambridgeshire to join the Pathfinder Force and its replacement, 57 Squadron, arrived from Feltwell, Norfolk on 4 September. On 2 January 1943, 49 Squadron left the airfield, moving to Fiskerton, leaving 57 Squadron as Scamptonâs sole unit. That was until 23 March 1943, when a secret squadron formed at the airfield and the squadron was numbered 617, becoming famous as the Dam Busters. By now the grass runways at Scampton were in a very poor state and the airfield closed for the construction of concrete runways.

On 29 August 1943, 57 Squadron left for East Kirkby and 617 Squadron left the next day for Coningsby. Scampton reopened in July 1944, having been brought up to Class âAâ standard. On 15 October 1944, 53 Squadron arrived from Kirmington, the squadron seeing out the war at the airfield and was disbanded there on 28 September 1945. On 5 April 1945, 625 Squadron arrived from Kelstern, disbanding on 7 October 1945. Scampton was retained post-war and continued to house bomber units. It played a major role in the Cold War and later became a training establishment. At present it is the home to the Red Arrows the RAFâs aerobatic display team. Aircraft and Squadrons Scampton | The Dambusters The Dambusters Scampton Scampton Airfield Scampton is sited just north of Lincoln and to the west of Ermin Street. This site was first used in the First World War when it was known as Brattleby.

The airfield opened in 1916 and at that stage comprised only temporary wooden huts and six hangers. The airfield was used for a short period for anti-zeppelin patrols but was then taken over by No. 60 Reserve Squadron in April 1917 flying Avro 504’s and RE8’s. In July 1918 the three squadrons that had been at the station during the previous twelve months were combined to form No. 34 training depot station operating Sopwith Camels and Dolphins. At the end of the first war training came to a halt and in 1919 the airfield was closed. By 1920 all the buildings had been removed and the land was back under agriculture.As part of the RAF expansion in the late 1930’s a new airfield on the site was planned. In 1935 work commenced and comprised an arc of C type hangers in the south east corner plus substantial brick built barrack blocks, workshops and messes. The original accommodation was tented however and wooden huts were used for some of the administrative buildings and messes.

On August 27th 1936 the airfield officially opened as part of No. 3 group before being transferred to No. 5 group on March 10th 1939. The airfield was still incomplete at this stage. No. 9 Squadron were flying Heyfords and then came No. 214 Squadron with Virginia and Harrow aircraft. Handy page Harrows followed along with Harts, Audax and Vickers Wildibeast and No. 49 Squadron and 83 Squadron then took over the airfield and re-equipped with Handley page Hampdens. At the beginning of March 1940 Fairey Battles of 98 Squadron arrived but soon moved on to RAF Finningley. During April bomber command commenced its mine laying campaign (‘gardening’) particularly in the North Sea area. This was the main work of the airfields squadrons for the first two years of the war. ‘Babe’ Leroyd of No. 49 Squadron won the first bomber command Victoria Cross whilst flying from Scampton on August 12th 1940 when attacking the Dortmund-Emms canal.

Shortly afterwards in September 1940, 83 Squadron won the second Victoria Cross when Flt Sgt John Hannah managed to put out a fire in his Hampden despite the fact that two other crew members had bailed out. On February 9th 1941 the Luftwaffer visited Scampton and dropped a stick of bombs across the flare path. The next night an intruder followed one of 49 Squadrons aircraft home after a raid on Willhelmshaven and shot it down at Langworth five miles from the airfield. On May 12th a JU88 was shot down over the airfield, the crew all being killed and buried in Scampton churchyard on May 14th 1941. In December 1941 Avro Manchesters arrived for 83 Squadron. By May of 1942 these aircraft were being replaced by Lancasters. 49 Squadron followed suit soon afterwards. 83 Squadron moved to Watten in August 1942 to become part of the Pathfinder Force and three weeks later 57 Squadron arrived from Feltwell but did not become operational until mid October.

57 and 49 Squadron took part in many operations with their new Lancaster Bombers. 467 Squadron formed at Scampton on 7th November 1942 but soon moved to Bottisford and 1661 heavy conversion unit also occupied the airfield from November until December 1942. In January 1943 Scampton was designated No. 52 Base 5 Group with control of Dunholm Lodge and Fiskerton. At this stage the airfield still had no concrete runway and heavily laden four engine bombers were churning up the surface badly. On March 15th a photo flare exploded in a parked Lancaster and the resulting fire and explosion destroyed four other fully bombed up Lancasters. Two of the aircraft disintegrated completely. In March 1943 617 Squadron was formed at the airfield. On May 10th No. 5 Group servicing flight was established with the task of assisting all units in the group with any technical problems. During June 1518 BATF with Oxfords moved away from the airfield. 617 continued to operate from the airfield.

On August 29th 57 Squadron left for East Kirkby and 617 Squadron left for Conningsby on 30th. Scampton was then formally closed and work started on runway construction and general expansion, which then lasted for nine months. During this period Scampton still controlled the operations from its satellite and the airfield remained the home to several training units. One of these was the Air Crew Commando School, which moved in from Warsall Hall and involved training crew in the art of escape. On July 13th 1944 the airfield opened again and No. 1690 Bomber Defence Training Flight arrived from Syreston. The unit had Spitfires, Hurricanes and Martinet Target Tugs with the role of providing fighter affiliation training for all squadrons in 5 group. In October 1944 Lancasters of 153 Squadron arrived and Scampton was then transferred to No. 1 Group on 30th of the month. No. 52 Base moved to Syreston and Scampton became No. 15 Base with Fiskerton and Hemswell as satellites.

627 Squadron arrived on April 2nd 1945 and the unit took part in operations ‘Manna’ ‘Dodge’ and ‘Exodus’. It was disbanded on October 7th 1945. Following the outbreak of peace Scampton was retained as a permanent RAF station and held the first Battle of Britain day on September 15th 1945 with over fifteen thousand people attending. In January 1946 57 Squadron which by now had re-equipped with Lincolns moved to Lindholm and Scampton was left without any resident flying unit. No. 1 Group major servicing unit however had taken over from No. 5 Group servicing and had the task of disposing of surplus Lancasters. The airfield was closed for some considerable time due to the appalling weather in the winter of 1946/47. In January 1947 Bomber Command Instruction School moved in flying an assortment of Mosquitoes, Spitfires, Wellingtons, Lancasters and Lincolns. This later became the bomber command instrument rating and examination flight.

On July 17th 1948 Superfortress bombers of the 28th bomb group USAF arrived at the airfield. This unit was replaced on October 8th 1948 by 30 B29 Washington aircraft of the first bomb group on January 15th 1949. Lancasters and Lincolns of 230 OCU were the next unit to occupy the airfield. The following years were quiet with Shackletons occasionally using the airfield along with some Fortresses and Constellations of the US Navy. In July 1953 10 Squadron occupied the airfield with Canberra B2 bombers. On June 1st 1955 the station was closed and placed on care and maintenance. Work however was carried out at a great rate to make the airfield capable of operating the new generation of V Bombers. The old wartime runway pattern was replaced by a single 9,000ft runway with more land being obtained on the North and East sides of the old airfield.

On May 1st 1958 the airfield reopened as a class 1 airfield and 617 Squadron reformed here with Vulcan B1’s. Several other squadrons operated Vulcan B1 and B2 from the airfield and in 1972 the Hastings radar flight joined 230 OCU at the airfield. 35 Squadron joined the airfield in January 1975 but in 1979 it was announced that all but one of the V bomber squadrons would be disbanded and be replaced by Victor Tanker squadrons from Marham. The Vulcan conventional role was retained until 1982 when Scampton reverted to a training role with the Central Flying School arriving in 1984. RAF Scampton was placed on Care and Maintentance for a period from 1996 until the Red Arrows took up residence again. Today the station hosts the Royal Air Force Aerobatic Team (RAFAT) (Red Arrows), No 1 Air Control Centre (1ACC), Control and Reporting Centre (CRC) Scampton, and the Mobile Meteorological Unit (MMU).

The airfield was also known as Brattleby and Brattleby Cliff Google Earth Co-ordinates: RAF Scampton | Haunted History of Lincolnshire Haunted History of Lincolnshire The Haunting of RAF Scampton There have been many reporting’s of paranormal phenomena around the base. Reporting’s of 40’s music being heard from within the walls when no one has been on the premises, sightings of pilots and the deep sounds of aircraft taking off and landing are but some of the claims. The appearance of the buildings only adds to the ghostly feel of the place. The base gives a feeling that it has stood still in time with its dull buildings, corrugated iron shelters and pre war style design. Perhaps the most well known story is that of the ‘Dambusters’ black Labrador, ‘Nigger.’ He was hit by a car and killed and his grave can still be seen on the grounds today. There have been numerous sightings of ‘Nigger’ including one by five people working at the base who reported seeing a black dog run silently past them to the officers mess without even looking at them. The ground was covered in snow, yet the dog never left any paw prints.

In the late 1980’s, the ‘Red Arrows’ were said to be jinxed and cursed due to a rather unlucky string of accidents. In 1987 two Hawk Jets touched wings over Welton and both crashed to the ground. Three months later, Flight Lieutenant MacLachlan was killed after attempting to perform a roll which went badly wrong. After this, the Arrows were banned for a few months and then reinstated. Only a month after, the curse struck again as a Pilot was forced to eject his plane after it caught fire. There have been numerous incidents since then and some would wonder if the recent fatalities are a result of the ongoing curse. Our experience I had often listened to my Grandads rather sceptical view on whether pop music could be called music and how people who experience anything paranormal were usually thoroughly drunk. For me, my Grandads scepticism made the story he told me more believable than any other. After all, why would someone who poked fun at ghost stories create one themselves? Many years after it had happened, the family were telling stories of their ghostly experiences and he told us of his.

About twenty years ago, he was driving past RAF Scampton, a route he would often take at night on his way home from work. It was an icy cold night, so he was driving slowly on the slippery road when a ghostly white figure walked out in front of him. There was not enough time for him to stop and he flinched as he drove straight into the man. Once the car had stopped, he looked back confused after there was no thud from hitting the man, only to see him still stood there, now turned round facing the car, waving and with a smile on his face. My Grandad described how the man was wearing an RAF uniform with his jacket over one shoulder. How strange, seen as it was a cold winter’s night. After staring back at the figure in the mirror for what felt like forever, but was in fact a couple of minutes, the figure walked across the rest of the road and disappeared. My Grandad promised he was not drunk and still didn’t believe this was proof that the paranormal exists. He always believed there was an explanation for these strange occurrences, although he could never explain this. On visiting the base myself, I didn’t see anything out of the ordinary.

The place certainly has an eerie feel and at times I felt the hairs go up on my neck, but I put that down to the spooky image of the place. The History of RAF Scampton The airfield was originally opened in 1916 as a home defence flight station named Brattleby. RAF Scampton was then opened in 1936 on the same site. It is best known for the setting of the formation of the Dambusters. The Dambusters only got their name after they were sent to carry out operation Chastise, the attack on the Ruhr Valley Dams in Germany in 1943. At the start of World War two, the RAF base was transferred to Bomber command and certain squadrons specialised in areas such as low level mine laying and bombing the opponents ships etc. A total of 266 aircraft were lost from Scampton during the war. Fifteen were Manchesters, 155 were Hampdens, and 95 were Lancasters. In 1954, the airfield was used for the location of the film ‘The Dambusters,’which told the story of the 617 squadron.

It retells their mission to use the bouncing bomb, which would be dropped at low level over water and bounce over the torpedo nets, finally sinking under the water to create maximum damage when they exploded. The pilots would use Lincoln Cathedral and the surrounding roads to help them locate the airfield which made the trainee’s job much easier. The final Vulcan flight from RAF Scampton was in 1982. Today, it is the base for the famous ‘Red Arrows’ which are the Royal Air Force’s Aerobatic Team. It has its own museum and guided tours are available around the old hangers and runways which are packed full of history stretching over two wars. Leave a Reply Media clip Details Summary The final days of 617 Squadron based at RAF Scampton in Lincolnshire. The famous Dambusters squadron faces an uncertain future as the plane they fly, the Avro Vulcan, is withdrawn from service. Description Part one. A caption introduces the film: RAF Scampton, Lincolnshire 2nd December 1981 Crews from 617 Squadron are seen in the base canteen, being scrambled and then the take off is shown under the main titles.

We then see similar scenes using archive footage to provide a background to 617 Squadron and their most famous mission, the Dambuster raids in Germany. Archive of world war two bomber crews preparing for take off, testing of a bouncing bomb and stills of the Dambusters crew, their commanding officer Guy Gibson and Barnes Wallis who designed the bouncing bomb (audio from the Dambusters film is also included) and material of the 617 Squadron survivors meeting King George VI after the successful raid. There is also a shot of a Lancaster flying over a dam in Derbyshire (probably from Dambusters feature film). Archive film providing a brief history of the Avro Vulcan bomber follows. This includes air to air shots and material from the 1952 Farnborough Air Show. We are then introduced, via captions, to the current members of 617 Squadron: Flight Lieutenant Mike Kay (captain); Flight Lieutenant Chalie Brakewell (Navigator Plotter); Flight Lieutenant Austen Dancey (Navigator Radar); and Flight Lieutenant Paul Beech (co-pilot). They are seen preparing for a flight and being briefed. By voice-over they each describe their role and how they plan a mission.

The crew are then seen boarding the Vulcan, making final flight checks, taking off and their training flight is seen from both inside the aircraft and air to air. The crew are seen drinking in the mess and in voice over they describe their feelings at coming to the end of their postings. Part two. 8th December 1981. Squadron Leader Chip Brunson arrives to tell the crew that they have nine flying hours left before the squadron is disbanded. The ground crew are then seen at work preparing a Vulcan for flight. 11th December 1981 Wing Commander John Herbertson (Officer in Charge 617 Squadron) briefs the crew for their final sortie. However there is heavy fog and the flight is in doubt. The Scampton kitchen staff are seen presenting a cake to the crew to mark their final flight. This is followed by scenes of high-jinks as the crew are 'kidnapped' by the ground crew and locked in a hangar. Archive material from the Dambusters feature film is then seen which cuts into the final Vulcan take-off (in fog).

The Vulcan is seen flying low over a dam in the Derwent valley in Derbyshire (location used by the Dambusters for training flights) with audio from the Dambusters film. Following the final flight the crew celebrate with drinks in the mess and discuss their future. A final caption says that 617 Squadron disbanded and left Scampton on 31st December 1981. Credits Central Independent Television wishes to thank the Royal Air Force for its co-operation in the making of this film.<br />Excerpts from The Dambusters by courtesy of EMI Studios<br />Cameraman - Gary Pinches<br />Sound Recordist - Bill Dodkin<br />Dubbing Mixer - Richard King<br />Production Assistant - Sheila Ford<br />Film Editor - John McCarthy<br />Produced and Directed by David Wright Tags Thunder & Lightnings - Airfield Viewing Guide - RAF Scampton Airfield Viewing Guide RAF Scampton Attractions Viewing Other Info Located in Lincolnshire North of Lincoln and just East of Scampton village, alongside the A15. Only around 20 minutes drive from RAF Waddington and 40 mins from RAF Cranwell .

Famous as the home of 617 Squadron - The Dambusters - during WWII, Scampton became a v-bomber base and was massively expanded as a result, causing the A15 to be diverted in a big curve around the north-eastern end of the runway. It is now home to the Royal Air Force Aerobatic Team, The Red Arrows, and Hawker Hunter Aviation have a small enclave on the station too. ICAO Red Arrows air to air 278.5000 What you can expect to see Hawks! Red ones. And perhaps a Hunter or two if you're really lucky. Aircraft from other nearby RAF stations make occasional approaches but generally this is a quiet station where most of the flying is the Reds practicing their routine in the work-up prior to the airshow season and then keeping their hand in during the season. Flying here is almost always office hours on weekdays, but during the airshow season you will see occasional launches or recoveries from the Reds as they depart to or come back from airshows elsewhere.

Viewing Red Arrows Hawks taxiing (taken from point C); author Approaching from the A15 (Lincoln direction), you'll go past the main gate on your left, followed by a layby, and just as the road begins to curve to the right you'll see a small road off to the left. Take this road (the old A15) and it will take you up past the station fence, past the firing range and on your left there will be car park (point A). This is the 'viewing area', but is fairly useless as it's surrounded by high fences. It does however offer the only place up here to park your car, as the remainder of the lane has double yellow lines everywhere. Park your car here and you can walk up to crash gate 8 (point B) which is quite close to the taxiway but again it's all high fence territory so a large ladder would be handy.

Don't lean the ladder against the fence or the crash gate, and be prepared for a visit from base security anyway, as the security personnel at Scampton are bizarrely touchy (compare with the far more laid back attitude at the RAF's premier front line fighter station at Coningsby just 40 mins or so away!). Red Arrows Hawk on final approach (taken from just North of point C); author Assuming you fancy clearer views of aircraft taxiing or coming in on approach to runway 23, it's time a for a walk. 15 mins or so plodding along the fence line to the north east will bring you to point C (be prepared to dive through a tree at the final corner of the fence, it's possible to squeeze through - just!), where the high fence turns into a short wooden one which you can see over without any need for a ladder or steps. From here you can shoot through/over the high fence directly down the taxiway for head-on shots. You can also walk up and down the wooden fence line to vary your distance from final approach - avoiding the centreline, naturally - and get landing shots with ease.

The runway itself is invisible from by the high fence, but as you walk closer to the approach the land rises up so you can see the runway. Unfortunately there have been reports of the farmer objecting to people accessing this viewing point, therefore if you can find anybody working in the field here it's best to be pro-active and ask permission to stay here. Hawk on approach (taken from point D); author There is an option for approach photography at this end that means far less walking; so back to the car, return to the A15 and turn left. Shortly after it curves left you'll come to a crossroads, take the left into this small road and you should see the approach light poles straight away. There is a small farm track on your left (point D) and there is room for a car or two to park at the start of the track while leaving it clear. This is further back from the runway than point C, and trees mask your view of the approach, but you can stand on the edge of the road to get a clearer view. There is a field of crops between you and the station fence so don't go tramping across from here.

The tenant of the house at the end of this track is - as of 2016 - NOT happy with people viewing from the track area, so given recent incidents of people being stood directly under the final approach path and bringing the day's flying to a halt, it is best you avoid this end of the airfield. Red Arrows Hawk landing (taken from point E); author Back into your car and continue along this narrow road (and note there are parking restrictions precluding any use of the verge) and you will come to a crossroads with a bungalow on your right and a small dead-end on your left. This is a crash gate access lane and while there is room to park several cars on the left side of the lane, station security sometimes move people on and the resident of the bungalow would also prefer people did not park around here. This is a shame because from here it's just a short walk along the fence to get to the end of the runway and the area around point C once more. The view from the crash gate itself is not great due to distance from the runway end and the high fence, and the taxiway on this side is rarely used (probably only by HHA's aircraft).

Given the resident's wishes this is probably an area best avoided once more. Continuing along the road, as it curves right there is another bit of verge where people often park to watch the flying; again the view is through a high fence and you may be moved on. Certainly not a place to leave your car and go walking. Continue further then, and you'll come to a sharp right turn with a small lane on your left. This leads to the gate to Hawker Hunter Aviation (point G). You can see their hangars from here and, rarely, you may see some of their aircraft parked outside. The view is again through a high fence though. Red Arrows Hawk breaking into the circuit (taken from point H); author Our next spot is some distance away so back in the car and continue up the road, taking the left turn for Brattleby, and then left onto the road towards Scampton village. You'll pass through Aisthorpe and just outside the village on the left there is a track running up the hill. This is not suitable for all types of car - if you have a low bumper, forget it, as the grass centre to the track will no doubt prove too high.

The track curves up the hill and becomes rougher as you go but is generally driveable with care and leads to an area by the fence with a pile of rubble and a section of wall (point H). This offers an elevated view over the fence, but is a long way back from the runway and the rarely-used taxiway is obscured too. It is however a great spot to watch any displays from. For a different angle on proceedings you can proceed further down the track to the south; there are a few gaps in the foliage to enable views of the taxiway but given its lack of use and the sun being in your face for much of the day don't expect many opportunities! Back down the lane towards the main road and turn left to go into Scampton village. On your right just before the road curves left is the church of St. John the Baptist (point I). In the graveyard north of the church there are a lot of WWII RAF graves - well worth a visit. In the smaller yard to the east of the church there are also some WWII Luftwaffe graves, those of a bomber crew that crashed nearby. Hunter taxiing (taken from point K); author Back to the car and continue round the left-hand bend through Scampton village.

You'll come to a right-hand bend with a small lane off to the left - don't bother investigating down there, it's well below the level of the airfield with no view whatsoever. Continue down the road and you'll go past a small layby and the airfield fence. You could park here and walk along the fence to final approach, but there is another option - continue until you see the approach lights on your left and there is a small farm track running through the lights and up to the fence. There is enough room by the side of the track against the high fence to park several cars (point J), and the farmer doesn't seem to mind (nor do station security judging by my last visit - as long as you keep well clear of the crash gate at the corner of the fence). From here you have a view through the fence towards Foxtrot Dispersal and can walk along the fence line to the smaller wooden fence along the runway end (point K). Hawks taking off (taken from point K); author From here you have a distant view of the pans in front of the main hangars, no good for photos due to distance, but a great view of any flying.

Take-offs on runway 23 come towards you can the Reds usually stay pretty low; Hunters always stay low! For landings on 23, the Hawks will rarely if ever come all the way down to the end, but the Hunters do so you can get a head-on taxi shot from here (though a long lens is needed - 500mm territory really). Landings on 05 are of course easy to view. It's also a pretty good spot to watch displays from, though it's more head-on stuff than the topside stuff you get over at point H. A final spot worthy of a look at Scampton is within what used to be the station housing on the South-East boundary of the airfield. Continue along the A1500 to the East and turn left on the roundabout onto the A15. Then take the first turn-off on the left into Scampton Way (this is well prior to the station entrance, so if you get to the main gate, you've gone too far). Follow Scampton Way to the T junction and turn left into Pollyplatt Lane.

The lane ends at a crash gate - do not obstruct this, you can find parking by turning left here and following the road round to the right - there's a large parking area by the fence (point L). The fence makes photos tricky needless to say but the aircraft do taxi past only a short distance away. Other Information The overall attitude of the station is as mentioned previously a bit touchy - with several reports of people being moved on from areas that would cause no fuss at all at far more active stations with a frontline role. Accordingly be on your best behaviour and be prepared to move along and come back another day. There is a station museum, and the Red Arrows do host station visits from time to time - contact details above. Contributors: author, Fighter Control forum.

Share via Twitter Facebook Email Other Site contents copyright © 2017 Behind the scenes of The Dam Busters: How crews created scale models of targets and flew real Lancasters to make classic war film | Daily Mail Online Next Behind the scenes of The Dam Busters: How crews created scale models of targets and flew real Lancasters to make classic 1955 war film Movie relates how RAF struck at heart of industrial Germany by attacking dams in Ruhr valley in 1943 Anonymous owner amassed images from 1955 film for book that was never published Photos made public ahead of 70th anniversary, on Thursday, of daring raid Archive includes scale models of dams, group shots of pilots who flew planes for movie, and actors on set RAF Scampton | Motorhome Moments Motorhome Moments Meandering around Europe in a motorhome Menu Leave a reply …….to raise £5580 (558, get it?) for Avro Vulcan XH558. It is a lovely bright and sunny Wednesday morning as a small group assemble at the unearthly hour of 6:30am on a windy Bruntingthorpe Aerodrome, just south of Leicester.

Bruntingthorpe was chosen as the start because it was there that XH558 was restored to flight after being purchased from the MOD some years previously by David Walton. The ride was to finish at the present home of the aircraft at Doncaster Robin Hood Airport, formerly RAF Finningley, taking in places relevant to the history of Vulcans. Three riders, two of whom haven’t ridden bikes since they were at school, are about to set off on what for them will be an epic ride of around 150 miles. Ray Whibley had done a fair bit of distance riding in the past but admitted to being a bit rusty while Sean Bennett and Lee Gosling didn’t even own suitable bikes…Lee borrowed his partners mountain bike to train on. However the Vulcan to the Sky Trust, who own and operate the aircraft on behalf of the British nation, put up the money to purchase two bikes that were then stripped down by A & C Cycles of Gainsborough and the frames repainted in Vulcan colours by Steve Hand who paints the Vulcan. The bikes were then rebuilt by Chris of A & C and are to be auctioned after the event to raise more funds.

Due to the early start we drove up from home the previous day and with the kind permission of the owner, David Walton, we stayed on the airfield overnight. We parked near the old wartime control tower where we spent a very peaceful night with lovely views. We had Tristars to the left of us, a Comet and Nimrod in front and to the right an assortment of aircraft including a Victor, Buccaneer’s and a VC10. And they’re off At just after 7am David Walton flagged off the riders and we hit the road and take a different route, via Leicester, to get ahead and be ready for their first stop. Oh how I hate city centres, particularly when the world and his wife are trying to get to work. We go right through the city and out the other side before getting on to winding lanes and the first stop, about 25 miles into the ride, just west of Melton Mowbray. Jane and Malcolm Thomas, co-chairs of Vulcan to the Sky Club, who have recce’d the route, are hopping ahead of the riders in their Volvo to help with navigation through a maze of back lanes.

On the first section there is a road closure due to work on a level crossing but the workers let the riders across while the support car has to find the long way round. They all arrive at the first ‘pit stop’ at the same time although from different directions. We have the kettle on in the motorhome. The riders arrive at the first ‘pit stop’ After a short rest where drinks and energy bars are consumed the riders are off towards the next stop which is at Langar airfield. Langar was a wartime Lancaster base and after WW11 was owned by the Avro company for a few years where they serviced and tested Lancasters and Shackletons. It was a fitting place for a brief stop and Jane laid a poppy cross on the memorial to the lost bomber crews. Next stop RAF Syerston, now a gliding centre but once a wartime base and the site of a tragic Vulcan crash when one of the prototypes, VX770, broke up in the air during a display in 1958. The four crew plus three people on the ground were killed and three others injured.

Although there is a small memorial at Crash Gate 6 there was nothing to commemorate the Vulcan crash and so Jane, on behalf of the club, fixed a plaque and a poppy cross to the fence. In Memory. Photo by Steffie. By now the riders were getting weary but it was just a short ride to Newark Air Museum and lunch. Again we hopped ahead and Kate got busy cooking a pasta lunch for the lads while I put out the awning, table and chairs ready for their arrival. A quick lunch and a short sit down and then off into the museum for photos in front of the Vulcan before hitting the road again. Newark Air Museum, photo by Steffie. We washed up and packed everything away and took a different route to get ahead again for a very brief stop close to where the riders had to cross the A15. After that it was the ‘home run’ for day one as we went on to the RAF Coningsby viewing area to greet three very tired riders. The back up team. Weary riders at the end of day one.

The bikes and riders were loaded into cars to take them to their hotel for the night while we went back to one of our favourite stopping places at Oaklea, just up the road near Woodhall Spa. Day two. A more civilised hour to start day 2 of the ride when we all meet up at RAF Waddington, home to XH558 for many years. Actually we are ‘off base’ at The Sentry Post Snack Bar at the Waddington Wave (Waddington Aircraft Viewing Enclosure) where John Robinson and his sister Chris have been very supportive, as they are with all things aviation related. Their collecting box was handed over to the riders by John. John Robinson hands over a collection box. We wait for the early morning traffic to subside on the busy A15 and photos are taken in front of perhaps the most famous Vulcan XM607, the aircraft flown by Martin Withers and crew to bomb the Port Stanley runway and open the Falklands War. With Vulcan 607 Shortly after 9am the riders are away towards Lincoln and it’s formidable hill. Except that a couple of hundred yards along the road Sean loses all his gears.

Makeshift repairs were carried out on the grass verge and they carried on with Sean stuck in a single gear. Meanwhile we once again went on ahead to meet up with the riders at RAF Scampton where we were to be given a brief tour of the Heritage Centre. Scampton was a prominent Vulcan base but is now better known as the home of the Red Arrows and the wartime base for 617 Dambusters Squadron. Once the riders had arrived we were met at the main gate by Barry, one of the Heritage Centre guides who escorted us in convoy to the hangar. There we saw the famous grave of Guy Gibsons Labrador dog (the dog that must not be named in this PC world) that was killed by a car as his master was en-route to bomb the dams. Grave of a dog that must not be named Mine is bigger than yours…. Guy Gibson’s office. The Boss. Scampton collection handover. We went into Guy Gibsons office, still shown as it would have been in WW11. Jane and Kate both had a sit in the House of Lords chair that is on display and after a quick tour we were provided with tea and coffee by Barry and his wife.

Sean accepted the collecting box that had been there for a while and we were soon on our way again, this time to the lunch stop at A & C Cycles in Gainsborough. Andrea and Chris did us proud by laying on sandwiches for lunch for the riders and support team which meant that Kate didn’t have to cook the planned pasta lunch. As I planned to take my bike on our forthcoming trip to France I had an unusual bout of common sense and purchased a riding helmet while we were there. After lunch the last leg beckoned for the lads, from Gainsborough to Hangar 3 at Doncaster. The hangar was busy when we arrived with a visit from a local school and there was much excitement when the children were issued with flags and led outside to form a welcome party for the riders. Friends and relatives of the riders as well as many well-wishers were there to see them arrive including Lee’s two small children dressed in surprise tee shirts and carrying home made banners and Barry Masefield, recently retired (from flying but not from supporting) Vulcan AEO (Air Electronics Officer).

While the school children waited on each side of the entrance for the riders anything that moved got a cheer and a wave from multiple flags, including a surprised delivery driver who got the ‘full works’ when he drove in. Part of the welcome committee Well done Daddy Eventually Jane and Malcolm arrived just ahead of the riders to much yelling and flag waving and when the riders came around the corner the children went mental. It was a terrific welcome and very well deserved. It was all quite emotional with tears and hugs and handshakes all round. Great excitement as the back up car arrives ahead of the riders. Waving flags and yelling school children greet the riders. Well done son. An emotional finish. Well done mate. When everyone had got their breath back it was back into the hangar for photos in front of the aircraft and a very well deserved pint of Vulcan beer for the riders and bike builder Chris. The picture says it all. A well deserved pint of Vulcan beer. Jet bikes, powered by ambition. Riders with Steve Hand, painter, and Andrea & Chris from A & C Cycles.

Special thanks are due to John & Chris from The Sentry Post and Andrea and Chris from A & C Cycles for their superb support, two small businesses that deserve to do well. Also Sarah Favell who followed the whole route as backup and the ever enthusiastic for all things Vulcan, Dee, Jaquie, Steffie and Paul who helped make up the welcome party at many of the venues visited. After chatting to our many friends we set off for the long drive home from what had been a quite tumultuous couple of days. We had driven 455 miles @ 25.7mpg. PS. At the time of writing the total donations are edging over the £5100 mark if Gift Aid is included.Target is in site. PPS. It’s not to late to make a small donation…… Leave a reply This is our next short 2-3 day trip, starting on Tuesday afternoon when we travel up to Bruntingthorpe airfield and proving ground just south of Leicester for a night stop ready for the next day.

The cycle ride is starting at crack of dawn (well 7am, which is as near to dawn as I want to get) on Wednesday from Bruntingthorpe and will be ‘flagged’ away by David Walton who is President of Vulcan to the Sky Club and owner of Brunty. The ride is to raise funds for Vulcan XH558 with a target of £5580. We are using the motorhome as a support vehicle for the riders and will be hopping ahead of them and supplying food and drink and somewhere comfortable to rest when they catch us up. Bruntingthorpe is where the jet was restored to flying condition and was her home for a number of years, having been bought from the MOD by David Walton in 1993. She flew again in 2007 after a £7m+ restoration and continues to fly thanks to the generosity of the British public who help us raise over £2m per year. The other stops all have some connection with Vulcans.

Syerston, where a prototype, VX770, crashed during a display in 1958 killing all on board, Newark Air Museum who have a Vulcan on display and the first day finishes at RAF Coningsby, a former Vulcan base. Day two starts at the RAF Waddington WAVE (Waddington Aircraft Viewing Enclosure) looked over by Vulcan XM607, perhaps the most famous Vulcan, which bombed the runway at Port Stanley in the Falklands War. From Waddo the riders will flog up the steep hills of Lincoln and arrive at RAF Scampton, another legendary Bomber Command base. After Scampton they go cross country to a lunch stop in Gainsborough before the final leg to Doncaster Robin Hood Airport (ex RAF Finningly) and the current home of XH558 where we hope there will be a big welcome party at the hangar. The route is around 150 miles which for a pro rider is next to nothing but a couple of these guys haven’t ridden bikes since they were at school.

To support these valiant chaps click here 3 Replies Friday 28th February A murky, grey and cold morning with thick mist shrouding the hill tops as we prepare to leave the Peak District. We have very much enjoyed our few days at Castleton and will certainly return. The weather forecast looks fairly positive so we are going north to Barnard Castle for the weekend. There are very few sites open at this time of year and our intention was to go to the Yorkshire coast near Bridlington but by the time we decided the weather looked good the site was fully booked…..quite amazing for the end of February. So, north we go to the new CC site at Barnard Castle (GPS 54°32’47.21″N 1°56’28.37″W) On route we needed food and fuel and there was a Morrisons listed close to our route through Sheffield so a small detour to the old Hillsborough Barracks and a packed carpark where we had no chance of finding a space big enough for our 26ft truck.

We were glad to get away from Sheffield, which must be the home of the pothole, and on to the M1 for a smoother drive north. Just outside Leeds we made another small diversion to stop at a Sainsbury with a huge car park and plenty of space for us to park and take on supplies. So many sites, both at home and abroad, are surrounded by trees or shaded by them which makes them feel claustrophobic and enclosed. This new site at Barnard Castle is very open as the new planting has not yet reached any great height. Unfortunately there is not a lot in the way of views from the site, unless you appreciate the architectural beauty of the Young Offenders prison which is visible through the trees. We chose a pitch that at least looked over a field and woods and wasn’t too close to the road. Despite the lack of nice views it is still a pleasant site with good level hard standing pitches that are well spaced. It is also an easy walk into town, which is what we do on Saturday morning. Barnard Castle is a pleasant and attractive town with its wide main streets and stone buildings, dominated by the remains of the castle perched on a crag above the river.

When we were there a farmers market seemed to be doing good business. We drove 191 miles from home to Castleton and another 116 miles to Barnard Castle so 307 miles so far at 24.5mpg. We had intended to walk back into town on Sunday to go round the castle which is now looked after by English Heritage. It was a chilly morning and one shower was soon followed by another until they became what the weather presenters call ‘joined up’. In other words it peed down for most of the day. We stayed warm and cosy in the motorhome and read and played silly and time wasting computer games. Monday 3rd March. Back on to the A1, this time going back south, then turning east towards York and on towards the coast near Bridlington. We are going to the site that was full for the weekend and we couldn’t get onto a few days ago. The Bridlington CC site (GPS 54°06’41.37″N 0°09’28.48″W) is another new one and is between the resort and Flamborough Head in fairly open countryside.

A long entrance drive off the road means no road noise although there is a little light background hum from the nearby maltings during the working day. It is the usual competent and tidy CC site with all hard standings set out in several small groups. However, the place seems soulless and lacking in any sort of character to us. It is surrounded by scrubby woodland and tall hedges with no view out, good for protection from the wind no doubt if you are a ‘tugger’ with an awning. The roads and hard standings with tiny slivers of grass in between pitches makes the view out of the windows a bit like being in the middle of a car park. We often stay in a glorified car park and love it but it happens to be in the south of France with glimpses of the Med on one side and tied up yachts in the marina on the other. Oh, and it is usually hot and sunny, unlike East Yorkshire. On Tuesday we drive to Flamborough Head and park in a large car park by the lighthouse with lovely views out to sea. Parking is £2.80 for the day and there are no height barriers.

A walk over the cliffs gave us an appetite for burgers, chips and a pint at the cafe/bar right by the car park. Wednesday 4th March. Do we go home or spend a couple of days in Lincolnshire watching aircraft? There are loads of jobs that need doing at home now that the weather is improving so we really should resist the temptation of ‘jet noise’ and head back to Suffolk. Looking at the map shows a couple of alternative routes home so I ask ‘Mrs Garmin’ which way to go and she says via the Humber Bridge and Lincoln. That means the A15 past RAF Scampton, but are the Red Arrows there or in Cyprus training. Last time we used that road, about three years ago, the Reds were just taking off as we drove past the airfield and we managed to stop and watch them display. We would have to keep our eyes peeled this time in case they are practicing for the new display season. We crossed the Humber Bridge (£1.50 toll) and eventually joined the A15 heading south down that long straight Roman road, all the time keeping a watch for coloured smoke in the sky.

By the time we reached the kink where the A15 diverts around the end of the Scampton runway it was time for a brew so we turned into the ‘old A15’ which leads to a viewing area. Blow me! As we turned off the main road the Reds were taking off for a practice display, only the second time all nine had flown together this year…… what a treat. Considering this was only the second day they had all practiced as a nine ship they were fantastic. Lots of new moves for 2014 and we both particularly liked the ‘Palm’ where all nine climb vertically and then break with smoke on to form a palm tree. What a great way to end a lovely few days away! “Ladies and Gentlemen…..the Red Arrows” Note the new tail design to celebrate 50 years of the ‘Reds’. ‘Smoke on….go” After a bite to eat we continued on our way and with no hold ups arrived home to a nice warm house well before dark. How was an empty house warm? Well, a few weeks ago we had British Gas install a new control system called Hive to our heating and hot water.

This means I can control the whole thing via my phone or iPad. If we leave home and forget to turn things off I can do it from anywhere in the world. So, instead of coming home to a very chilly house as happened last time we went away I went on-line before we left Yorkshire and switched the heating on. Result……toasty warm house and a tank full of hot water. Simples! Our drive home was 222 miles and the total for the trip was 646 miles @ 24.8mpg. Total mileage on the clock is now 15163. Scampton, Lincolnshire, England Scampton, Lincolnshire, England Scampton Parish Church RAF Scampton is a well-known Royal Air Force station. It was the base of 617 Squadron (The Dam Busters) led by Wing Commander Guy Gibson, VC, DSO, DFC, from which the attack on the Moehne, Eder and Sorpe Dams in the Ruhr district of Germany were launched on May 17th, 1943. Today, the base is the home of the Royal Air Force's world-famous "Red Arrows" aerobatic team.

Another winner of the Victoria Cross based at RAF Scampton during World War 2 was Sergeant John Hannah. Here is an account of the action that resulted in him being awarded Britain's highest military decoration for bravery: "On 15/16 September 1940 a Hampden of 83 Squadron, piloted by a Canadian Pilot Officer C. A. Connor, was attacking barges in Antwerp. As Connor came in and bombed on his second run, at 2,000 feet, his aircraft was violently struck. Shells hit the bomb bay, the tail boom, the wing petrol tanks, and in an instant the rear interior was aflame. Quickly the aluminium floor then melted, leaving a large hole through which the rear-gunner had no option but to bale out. Sent back to see what was happening, the navigator from up front found himself unable to open the dividing door, saw that the gunner was gone and that the wireless operator, Sergeant John Hannah, was apparently on fire, and baled out too, expecting his pilot to follow. But Hannah, a determined Scot not yet nineteen years old, was able to smother the flames around him.

Despite the fact that the stored ammunition was now bursting from the heat, he forced the jammed door open, grabbed an extinguisher and started to put out the remaining fires, beating at the last with his logbook when the second extinguisher went out. Though burnt on the hands and face he then crawled forward to help the pilot, passing him maps and the navigator's log. With both wing tanks holed, Connor brought the aircraft back and made a successful landing. Sergeant Hannah was awarded the VC for gallantry, determination and devotion to duty. Unhappily, these two men did not survive for long. Connor, who received the DFC, was killed only a few weeks later; Hannah, the youngest airman ever to be awarded the VC, went on to instructional duties but never really recovered his health. He was invalided out in 1942 and died soon after the war, still in his twenties and leaving a widow and three young daughters". In the churchyard at Scampton, there grows a rose bush "The Hannah Rose" that was created in John's honour.

An inscription was placed in front of the bush and here are photographs of the inscription and the rose bush: German War Graves in the Churchyard In the churchyard of Scampton Parish Church are to be found eight graves of German airmen who were shot down during the Second World War during raids on the airfield at RAF Scampton. The graves are carefully tended and the former enemy airmen are always remembered, alongside their RAF and Commonwealth counterparts on Remembrance Sunday and at other times. The German War Graves The details of the deceased are as follows: (I am most grateful to my friend Stefan Reuter for researching more details about these airmen from German sources - ranks are translated to the nearest wartime RAF equivalent) Rear Row - Left to Right: 1. Feldwebel (Flight Sergeant) Heinrich Conze, born 20.1.1920 in Essen, killed in action 4.3.1945 2. Unteroffizier (Sergeant) Alfred Altenkirch, born 20.9.1924 in Bergeow, killed in action 4.3.1945 3.

Leutnant (Pilot Officer) Kurt Hanning, born 11.9.1919 in Hannover, killed in action 12.5.1941 4. *Helmuth Wimmender, born 19.5.1920, killed in action 12.5.1941 (further details unknown) *E.H. Reidel, (date of birth not given, details unknown), killed in action 12.5.1941 * This grave contains the remains of two people. Local legend says that E.H. Reidel was, in fact a woman. It is said that she was the girlfriend of Helmuth Wimmender, who had taken her along on the raid (illegally of course). This may be true, as no record is inscribed on the gravestone of the date of birth of this person. In association with Stefan Reuter, I am attempting to discover more! Front Row - Left to Right: 1.

Unteroffizier (Sergeant) Rudolf Scherer, born 4.4.1922 in Aschaffenburg-Alzenau, killed in action 4.3.1945 2. Obergefreiter (Corporal) Werner Nollau, born 8.10.1923 in Oschatz, killed in action 4.3.1945 3. Unteroffizier (Sergeant) Wilhelm August Christian Hansen, born 30.3.1916 in Herford, killed in action 12.5.1941 4. Gefreiter (LAC) Johannes Dietrich, born 8.12.1918 in Heinrichswalde, killed in action 12.5.1941 UPDATE TO THE STORY - OCTOBER 15th, 2003 I have received the following information from my good friend in Germany, Stefan Reuter: "Re the fallen in the grave; they were the crew of a Ju 88 A-5 (serial no.

5168), markings: F1+BS, downed by the anti-aircraft artillery of the airfield while on a low-level attack on the night of May 11th/12th, 1941 at 1.35 a.m. (British time). The aircraft crashed at Brattleby Lane (near Scampton airfield), the whole crew was killed. Note: Gefreiter (LAC) E. H. Reidel probably belonged to the ground personnel and was "unofficially" on board the aircraft.

He was buried together with Gefreiter Wimmender in one grave.ï¿½ Seems, that the story about a "stowaway" aboard the aircraft is at least partially true, although ï¿½ regarding the rank "Gefreiter" ï¿½ Reidel obviously wasnï¿½t a woman." Here are some photographs taken by my son, Scott Webster, of me paying my respects to the German airmen, 3rd October, 2003: My personal tribute to fellow airmen Replacing the Royal British Legion Cross of Remembrance on the grave of Rudolf Scherer A Royal British Legion poppy wreath lies on the grave of Kurt Hanning Detail on the headstone of Werner Nollau's grave

Question: Who famously left from Scampton?
Answer: The Dam Busters