RAF Newmarket Heath (Rowley Mile) Part 2.

November 24, 2019November 9, 2019 / Aviationtrails / 12 Comments

Part 1 of Newmarket Heath saw the rebirth of this First World War airfield. The outbreak of war and the confusion that grew from the Phoney War.

Part 2 continues the growth and development of Newmarket and its eventual demise.

The Autumn of 1941 saw the reforming of a World War 1 squadron, 138 Sqn whose re-creation on the 25th, was the result of renumbering 1419 Flight. who would operate Lysanders, Whitleys and finally Halifax IIs before they departed mid December. 138 Sqn would then go on to play a major part in the forming of yet another squadron, also here at Newmarket, in a few months time.

December 1941 heralded another First World War squadron reformation, this time the ground echelons of 215 Sqn, who would make their way to India before the air echelons – formed at Waterbeach – could join them.

The winter of 1941 – 1942 would be a time of great discord for Bomber Command even to the point where its whole future was at stake. With high losses and poor bombing accuracy, there were those in power who were seeking to reduce the Command to a fraction of its size, and with such unsustainable losses, their arguments were holding a lot of water. But Sir Charles Portal, who vehemently supported the Bomber Command dogma of carpet bombing, managed to secure the backing of Churchill, and having Churchill on your side meant you had power.

Across Bomber Command, 1942 would bring many changes. To implement this mass bombing policy, now targeting the populous rather than individual industrial targets, Portal employed Sir Arthur Harris in February 1942. Whilst not Harris’s conception, it would be his name that would become synonymous with the policy that has become so controversial ever since.

Air Chief Marshal Sir Arthur Harris, KCB.,OBE.,AFC. © IWM (CH 13021)

Along with Harris came a restructuring of Bomber Command, including its support structure. With the heavier four-engined types all coming on line and into full squadron service, it would see the reduction on the reliance of the smaller, now outdated, twin-engined types: Whitley, Hampden and the Manchester; and whilst the numbers of Bomber Command aircraft would not significantly increase, its payload would.

These changes would include the training units designed to train crews for the new bomber aircraft, With larger aircraft, came larger and more specific roles. Within the reshuffle came renumbering, amalgamation and reformation, making their evolution a complicated mix of numbers and bases. Newmarket was a part of this mix.

One such unit to go through these changes was No. 1483 (Target Towing and Gunnery) Flight which joined with other flights to be finally renamed No. 3 Group Air Bomber Training Flight in mid 1942. The Flight would continue on in this form until mid March 1944, whereupon it was disbanded, and its aircraft disposed of.

The confusing reforming of training units would reflect the reshaping that Bomber Command would also go through, much of which was settled and firmly embedded by the year’s end. Much of this would be under Harris’s direction, but some by the natural evolutionary process of development and improvement.

The development of aircraft was rapid during the war years. With both the Allied and Axis powers investigating faster and more powerful aircraft, it wouldn’t be long before the jet engine would make an appearance. For the RAF, the Meteor (F.9/40 ‘GlosterWhittle’ twin-jet interceptors) would be the breakthrough. A twin engined jet aircraft, of which twelve prototypes were initially ordered by the Ministry of Aircraft Production (designated DG202 – DG213), and was unofficially known as the ‘Rampage’, would have different engines to undergo flight testing.

On July 2nd, 1942, one of these prototypes DG202, was transferred from the Gloster factory at Bentham in Gloucestershire, here to Newmarket by road. Loaded onto a low loader, its wings were removed and then reassembled for ground run and taxiing trials.

On the 10th, the aircraft was powered up and taxied by Flt. Lt. P.E.G. ‘Gerry’ Sayer, who attempted two short flights. On the second attempt, Sayers managed to get the aircraft off the ground for a few seconds before bringing it back down again. The engines fitted at the time, were not designed to be flight condition engines and so no greater duration attempts were made.

After suffering problems with the undercarriage, trials were resumed with Hawker Typhoon wheels, until mid August when the engines were removed, and the aircraft stored in one of the hangars on the airfield.

After further tests, the aircraft was transported, again by road, to RAF Barford St. John, in Banbury, Oxon where it would eventually fly for six minutes under the control of Gloster’s chief test pilot, Michael Daunt. DG202 then underwent numerous modifications and further flight tests, eventually being mothballed and refurbished, until it found its way to the RAF Museum at Hendon, London. The Meteor would of course go on the break the Air Speed Record at Herne Bay, Kent on November 7th 1945.

Meanwhile back at Newmarket, the end of October 1942 saw air and ground crews of 75 (NZ) Sqn at nearby RAF Mildenhall, begin transferring across to Oakington, an airfield that had caused so many problems with mud earlier in the war. The purpose of the move was to convert the men, initially of ‘B’ Flight and then ‘A’ Flight, over to the Stirlings they were about to receive. Once trained, they would return to Mildenhall and then transfer to Newmarket’s Rowley Mile, where they would be based for the foreseeable future.

At the end of October the transformation from Wellington to Stirling began. Thirteen Welllingtons were dispatched to other squadrons, at which point the New Zealanders began their move to Newmarket. The move, overseen by Sqn. Ldr. R. Crawford, commenced on November 1st 1942, and involved two parties, one travelling by road whilst the other travelled by air. Once at Newmarket the crews would begin settling in, and as soon as their replacement aircraft arrived, they would carry out air training flights acclimatising themselves to the intricacies of the new four-engined heavy.

With new aircraft to get used to, it would not be long before the first accident would occur, one that thankfully did not involve casualties. A wheels-up landing by Sgt. P. Buck at Holme whilst on an air-to-air firing flight to RAF Marham, marked the start of a new era.

The first operational flight from Newmarket took place on November 20th, a long distance flight to Turin. A small force comprising of only four aircraft carrying 4 lb incendiary bombs, made up 75 Sqn’s component of 232 aircraft – the largest Italian raid of the period. Whilst the raid was successful and no losses were encountered by any squadron, two of the four No. 75 Squadron Stirlings returned early with problems; the incendiaries they were carrying being dropped over southern France or in The Wash.

Operations to Stuttgart two nights later showed similar results, this time only two aircraft were detailed of which one returned early with an unserviceable rear turret.

A pattern was beginning to emerge. On the 28th, another raid with four aircraft saw one forced to jettison its load of 1,000 lb and 500 lb bombs due to one engine cutting out, the other three aircraft bombing Turin successfully. On the return, Stirling BK608 ‘T’ ran out of fuel over Stradishall, the crew bailing out as low as 600 ft, but against the odds, they all survived unhurt. The aircraft crashed, but was eventually recovered and converted to an instructional air frame. Sadly the same could not be said for the crew of BF399, who whilst on a training flight back at Oakington, flew into the ground killing all but the mid-upper gunner instantly. Sgt. C. T. Roberts, the only crash survivor, unfortunately succumbed to his injuries a few days later, adding another tally to the list of dead. It later transpired that the pilot, Sgt. H. Broady, had tried to avoid a head-on collision with another Stirling possibly putting the aircraft into a stall from which he could not recover.

On the 29th, further problems dogged the Stirlings, a faulty bomb release mechanism meant an early return for BK609 ‘R’, who landed in poor weather at Bradwell Bay; the pilot overshooting the runway damaging the aircraft and injuring the Air Bomber Sgt. Broadle.

Over the October / November period, 75 Sqn received a quantity of new Stirlings, the factories at Rochester, Swindon and Birmingham each supplying examples as the last of the Wellingtons were dispatched elsewhere.

By December, the crews were all together back here at Newmarket and taking part in squadron operations over occupied Europe. The last days of 1942 would not be happy yule tides for all though, as fate would claim one last victim of 75 Sqn, that of BF400 ‘G’ which was shot down over Holland. The crew were all captured and placed in POW camps, F/O. Eric Williams being one of those whose famous escape via the Wooden Horse was immortalised on film.

As 1943 dawned and Bomber Command settled into its new form, Newmarket would see a short stay of 2 Sqn Mustang Is. Based primarily a stones throw away at RAF Bottisham, they were only a detachment and would soon depart the site. Similarly, between the 6th and 14th March of 1943, 453 Sqn flying Spitfire VBs utilised the bomber site. Another short stay unit, the Merlin engined fighter group had only been formed at Drem in Scotland, some nine months earlier.

In the preceding years, the Stirling and Wellington had remained, for a large part, the main backbone of 3 Group, with the Stirling gradually replacing the twin-engined ‘Wimpy’, until it too would be withdrawn from front line service in favour of the Lancaster.

75 Sqn suffered only a handful of losses, many aircrew being captured and taken prisoners of war. In the March, the MK.I began to be replaced by the MK.III, and with it came new hope for improved performance. Many of the teething troubles that had dogged the earlier version of the Stirling had now been resolved, but it still remained a poorly performing aircraft, even in its current form.

Initial tests of the MK.III at Boscombe Down were positive. Altitudes of 17,000 ft were achievable, and whilst still far below that of the Lancaster or Halifax, it was better than the MK.I. However, these tests failed to take account of new equipment such as new dorsal turrets and flame dampers, additional weight and drag meant that in operational form, the new model was barely better than its predecessor, and far better engines were needed if any significant improvement was going to be made. With further engine developments the first of the MK.III Stirlings came out. Fitted with Hercules MK.VI engines they could achieve a marginal 2,300 ft better altitude and a slightly faster climb rate; it was hardly anything to call home about, but with improved German flak defences it was welcomed with open arms.

In March, 75 Sqn received two of the new models, with others following not long after. One of these was lost on April 8th on a mission to Duisburg. The crew were all lost when the aircraft came down on its way home only three miles west of Diss in Norfolk.

On the RAF’s anniversary, 75 Sqn formed a new section, ‘C’Flight, an increase in crew meant an an increase in operations too. Whilst 1943 saw low casualties generally, there were three nights on which four aircraft were lost each time. On the night of 28-29th April R9290, W7513, BF4667 and BK807 were all lost whilst on ‘Gardening’ missions in the Baltics, there were no survivors. Another four aircraft were then lost over Wuppertal, with only seven of the airmen surviving – it was another huge loss. A further four aircraft were lost on the night 22-23rd June whilst on a mission to Mulheim. During this attack the four aircraft were shot down by a combination of night fighters and flak, with only five crewmen from BK810 surviving as prisoners of war.

June 1943 saw the last remaining Newmarket operations. On the 19th, fourteen aircraft were dispatched to Krefeld on the western banks of the Rhine a few miles north-west of Dusseldorf. Over the target, Stirling MK.I EH880 piloted by Flt. Lt. J. Joll, was hit by flak, breaking a fuel-cock and control cables. As a result, fuel and oil poured into the aircraft’s body, causing a fire in the fuselage, mainplane and mid-upper turret. Without thinking for his safety, the Flight Engineer Sgt. G. Falloon, cut a hole into the wing with an escape axe, and crawled through. Once inside, he located and isolated the leak enabling the aircraft to land safely back at Newmarket.

Undaunted the crew returned to Krefeld two nights later, this time safely returning without damage. As the month closed, the last Newmarket loss came on the night of 25-26th June 1943, a loss that coincided with the Sqn’s departure from Newmarket, and a move to pastures new at RAF Mepal. The Loss of Stirling BK768 ‘L’ piloted by F/O. Perrott, came as a last minute blow to the squadron, with the loss of all on board.

As the war progressed, new technologies and better methods for bombing were being investigated by both sides. Within the RAF, the Bomber Development Unit (BDU) (formally 1418 Flight) was making huge steps in this direction. A specialist unit that was set up to run trials of new technologies for the RAF’s heavy bombers included: H2S, ‘Monica’, ‘Boozer’ and ‘Fishpond‘, each one designed to improve bombing accuracy or aircraft protection.

On 13th September 1943, the BDU moved from RAF Feltwell to Newmarket, where they continued these tests, including trials into higher altitude mine laying. The research carried out by the BDU was paramount in the introduction of ventral guns fitted in many of the RAF’s wartime heavy bombers. Under the leadership of Sqn. Ldr. (later Wing Commander) Richard ‘Dickie’ Speare DSO, DFC and bar, and Sir Lewis Hodges, they also investigated the idea of a radar guided rear turret (AGLT) that locked onto enemy aircraft. A design feature that never really took off, and the idea was later scrapped.

A number of other units, Maintenance units, Glider Maintenance sections, Training Schools and Flights, also graced the skies over Newmarket. But by now the end was drawing closer, and operations from Newmarket began winding down until they finally ceased shortly after the end of the war. A military presence remained for a further two years, but there was little activity. Post war, the Rowley Mile racecourse was reinstated, the buildings returned to their former use and the majority of the airfield’s buildings were pulled down. Within three years the military had pulled out and Newmarket’s wartime history came to a close.

Newmarket racecourse today. The Grandstand to the right with the Rowley Mile along the front (white fencing). The main runway was directly in front of you at this point, cutting across the airfield. (Taken from the lowered section of the Dyke)

Today the racecourse is predominant, little evidence can be seen of the former airfield, the Dyke still has the lowered section, and one original hangar remains to the north of the site next to the A14 road. The July landing strip still operates, and aircraft are permitted to land and take off up to an hour before or after racing commences/finishes, used mainly by visiting jockeys and horse owners, it is perhaps the last remaining sign of an aviation history at this once busy airfield.

The dangers of the Dyke continue to show themselves today, on June 1st 2000, a Piper Seneca carrying the Jockeys Frankie Dettori and Ray Cochrane crashed on this site both suffering serious injuries. The pilot, Patrick Mackey, was killed in the crash which took place between the July strip and Rowley mile, impacting on the Devils Dyke – yet another victim claimed by this ancient structure.

The Grandstand, the former accommodation block for aircrews, still stands but much refurbished and updated, a grand viewing platform where race-goers can watch in comfort as the horses gallop across the finish line.

Newmarket airfield started off as a rather insignificant satellite airfield growing considerably in size over its life. Although the runways were grass, (there were three officially designated) the longest stretched to around 9,000 ft (2,500 yds) – some 500 more than a standard Class A bomber airfield of the war years. The remaining two runways (1,800 yds and 1,600 yds), were also large for its size. A bomb store, much needed early on in the war, was located to the north and a small, non circular perimeter track linked the many hangers that were found on the original wartime site. Several T2s, two B1s, and various blister hangars were all located around the airfield.

The majority of the technical area was found to the north of the site, the opposite end of the Grandstand which was close to the watch office. In this technical area were located twenty-four hardstands of the spectacle style, all of which have now gone. The main A14 road now cuts across this former technical area, only one of the B1s still exists today, the second having been burnt down and replaced in recent years.

RAF Newmarket Heath saw a huge range of flying activities during its life. Primarily a bomber station, it witnessed many accidents and suffered many losses. From its inception in the First World War to its development as a substantial airfield in the second, it grew to be a remarkable site, and one which continues to be prominent today. Sadly though, this important period of history seems to have all but vanished, the slate wiped clean and replaced with something much more appealing to the general public today.

After we leave Newmarket, we head a short distance west towards Cambridge where we find another airfield that has long since gone. Through huge efforts by a small group of volunteers though, we see a museum sprouting out of the ashes, as we head to the former airfield RAF Botisham.

The full text appears in Trail 55.

Sources and further reading (Newmarket Heath)

*¹The British History Online website has detailed studies of the Devil’s Dyke.

National Archives – AIR 27/788/3, AIR 27/788/8, AIR 27/98/3, AIR 27/646/19,
AIR 27/646/21, AIR 27/646/36

‘Star Jockeys survive plane Crash inferno‘ story appeared in the Guardian Online Website. June 2nd 2000.

Bowyer, M.J.F., “The Stirling Bomber“, Faber and Faber, 1980

For information about Newmarket the Newmarket Shops History website has a wealth of information about the town.

RAF Newmarket Heath (Rowley Mile) Part 1.

November 17, 2019February 18, 2022 / Aviationtrails / 11 Comments

In the second of the four airfields visited in Trail 55, we move on from Snailwell, a small grassed airfield to a similar station a stones throw away to the west.

This second airfield is now one of the major venues of British Horse Racing, second only to Ascot, and is found in an area where much of the land is owned by the British Horse Racing School, stud farms, and stabling. It is also home to the famous Jockey Club, an organisation founded in 1750 that has a turnover of over £200 million.

Now where virtually all traces have long gone, we visit the former base RAF Newmarket Heath.

RAF Newmarket Heath (Rowley Mile).

Like RAF Snailwell, Newmarket Heath saw a wide variety of units using it. Initially a satellite airfield, it housed in excess of 20 squadrons or training units during its life. Being a satellite it would also be used by a wide range of aircraft types, but primarily the heavy bombers of Bomber Command, each one bringing its own story of hardship and heroism.

Opened in October 1916, its history lasted until the military finally pulled out on 15th April 1948, but whilst military flying has ceased, some light flying still does occur, mainly for those attending race days at the Newmarket race course.

Today Newmarket airstrip is one that confuses many pilots trying to land and use its facilities. The original landing strip was know as ‘Rowley Mile’, which now forms part of the Newmarket racecourse ending at the Rowley Mile Stands. During the summer months, another strip is used, known simply as the ‘July landing strip’, and this sits to the west of the Rowley Mile along side the ‘Devils Dyke’*¹ (locally called the Devil’s Ditch’). This is is a 7 mile long embankment, created in Anglo-Saxon times, and is thought to be around 1,450 years old. Because of its collection of wild fauna and flora, is has been designated a Site of Special Scientific Interest (SSI), which, at its highest point, reaches some 50 feet. It was this dyke that caused the loss of several wartime crews including that of a 99 Sqn Wellington on 18th December 1940, which crashed into the Dyke on take off. Four of the crew were killed and two injured, escaping only by the bravery and quick thinking of P.O. J. Hansen the famous Danish speedway rider. Arriving shortly after the crash he pulled the two crewmen from the wreckage winning himself the George Medal for his actions.

A second aircraft, a Stirling of 75 Squadron, based at the airfield, struck the dyke almost exactly two years later to the day, at ten minutes past ten on December 16th 1942.

The Devils Dyke looking north. The ‘July Strip’ is to the left and the ‘Rowley Mile’ and Newmarket Airfield to the right. This is the bank struck by the Stirling.

During take off, Stirling R9245 piloted by Sgt. B. Franklin, and carrying mines for the Gironde Estuary, clipped the Dyke with its starboard undercarriage tearing out the oil tank which caused one of the engines to fail. The incident brought the aircraft down about a mile from the airfield, killing all seven crewmen on board after the mines it was carrying, exploded. As a result, the mission was cancelled and the following five aircraft were stood down for the night. Because of these, and other accidents involving the Dyke, part of it was lowered during 1943, the results of which are still apparent today, and it is where a memorial stands in memory of the crew lost of that night in December 1942.

The plaque at the base of the Dyke where Stirling R9245 struck on the night of December 16th 1942.

Today there is a further memorial located outside the conference centre. A tribute to all those who served at the ‘Heath’ along with a propeller blade extracted from the ground where a further 99 Sqn Wellington came down near to Wisbech on the night of February 11th 1941.

The Rowley Mile airfield originally opened during the First World War and operated for almost than three years. The primary users of this site, were the two Night Training Squadrons: 190 and 192 who were created out of elements of both 51 Sqn and 33 Sqn respectively. These two units operated from Newmarket in the latter stages of World War I, both being disbanded in 1919 after the war’s end. 190 Sqn had by then, moved to RAF Upwood whilst 192 had remained at Newmarket whereupon its operations ceased.

Between the wars it would seem there was no real flying activity, the race course being the prominent feature. But when war broke out again, it was put back into use, and utilised by the RAF as a large airfield capable of dealing with some rather large aircraft.

Being bordered to the north by the modern A14 road, and with the town of Newmarket to the east, Newmarket Heath reopened for military business in 1939 under the control of 3 Group Bomber Command, whose headquarters were at Harraton House in nearby Exning. Newmarket accepted its first visitors, a detachment of Blenheim IVs from 107 Sqn, during May of that same year.

On September 1st, two days before the declaration of war between Britain and Germany, the airfield was, by then, a satellite for RAF Mildenhall in Suffolk. Present at Mildenhall was 99 Sqn, with Wellington MK.Is, an aircraft they had been operating for a year.

The beginning of September marked a turning point not only in world history, but also in British aviation. On September 1st, a general mobilisation order was received at airfields across Britain, and at RAF Mildenhall, like many, 99 Sqn were told to prepare to put “Scatter” schemes into operation. Once confirmation was received, eleven aircraft were flown from Mildenhall to Newmarket along with a sufficient number of crews to prepare Newmarket for crew accommodation. This accommodation was to be the Grandstand originally used for spectators at the various race meetings.

The Grandstand was never designed for aircrew accommodation, the NCO’s never fully accepting the poor living conditions in which they had to stay. It was dirty and the facilities barely even primitive! Washing facilities consisted of a cold water tap, whilst latrines were slit trenches with planks placed over the top. The only remnant of decency was a hessian cloth hung between posts separating you from the man next door. Eventually things did ‘improve’, the mess hall became a room within the grandstand complex and ablutions a makeshift building outside. Needless to say however, it was not a popular place to be posted to.

The Grandstand today taken from the Devil’s Dyke. The white fencing indicates the Rowley mile and the former World War 1 landing strip.

The intention was to transfer the entire squadron to Newmarket leaving only a maintenance and repair section at Mildenhall, a move which began almost immediately. Then on September 3rd, at 11:00 hrs, the squadron were called to assemble on Newmarket’s parade ground to hear the Prime Minister, Neville Chamberlain, announce Britain’s declaration of war on Germany. Little did they know that history was being made, and that for the next five years the world would be plunged into very dark times indeed.

On the very same day that the declaration was made, orders were put in place to carryout leaflet drops, but subsequent instructions cancelled these, and no flying took place. As Britain entered the ‘phoney war’, confusion, mixed orders and a rather disorganised period would follow. Orders and counter orders became the norm, squadrons were moved and reorganised, and no one seemed to know quite what they were to do.

New orders came through on the 5th to prepare to ‘disperse all aircraft that could be flown’, along with skeleton crews, to RAF Upper Heyford. The confusion of the Phoney War continued, and when the local air raid warning sounding at 7:15 on the 6th, crews found themselves spread about the field as only one air raid shelter at Newmarket was usable. Immediately after, a new order came through to implement the ‘withdrawal’ scheme and so eleven Wellingtons, who had only recently arrived, took off for RAF Upper Heyford. A twelfth aircraft, that had also transferred over to Newmarket, was unable to fly due to it being unserviceable.

Further mixed orders came through with yet more operations being cancelled. But then on the 8th, a new order for leaflet drops was issued, and four aircraft were designated to fly to Newmarket and then onto Mildenhall where they would receive up to date information on the ‘target’ area. Four crews arrived and prepared to take off from Mildenhall. One of these Wellingtons, L.7770, was then found to have a leak in the oxygen system, and its flight was cancelled. With insufficient time to collect a spare aircraft from Newmarket, the operation was again scrubbed, and the three aircraft returned to base; another frustrating let down and another source of confusion for the crews.

On the 9th, another message came through to evacuate Newmarket, and all aircraft were prepared once more to move to RAF Elmdon (now Birmingham Airport). An additional sortie also planned for that night was also again cancelled, this time though due to bad weather, as preparations for the squadron’s move continued. Four Newmarket aircraft then departed for Elmdon in the afternoon, Wing Commander Walker making the necessary arrangements, flying to both RAF Upper Heyford, where further aircraft were dispersed, and then onto RAF Elmdon to ensure the move went smoothly. Coinciding with all this, the squadron received its first upgrade, the MK.IA, in the form of Wellington N2870, which was delivered by a ferry pilot to RAF Mildenhall.

The evacuation was completed by the late evening, all personnel had departed leaving just an NCO and a working party to clear the Grandstand and remove any remaining stores. A 32 seat omnibus along with a heavy lorry transported thirteen men and their supplies to Elmdon. The remainder of the party then transferred back to Mildenhall.

On the 25th, another order was received in the early evening to return to Newmarket, Sqn. Ldr. J. Griffiths must have said a few choice words as he made the arrangements to move the men and their stores back from where they had only just come.

Suggestions where again made to locate the entire squadron to Newmarket, but this was now seen as impracticable, and so only the dispersed Elmdon group made the move. By the end of the next day the transfer was complete.

With firing trials taking place at Carew Cheriton near Tenby, further instructions came through, again suggesting the squadron move to Newmarket. Again though this was noted as impractical, and the move stopped for a second time. The confusion was then broken at 12:15 when a message came thought to say that a Wellington had crashed on take off prior to undertaking gunnery practice, the crew sustaining minor injuries, but the aircraft being severely damaged in the accident. The crew were able to return to Newmarket after receiving treatment for their injures, where they resumed their duties.

On the 20th, the aircraft located at Newmarket were placed on a 60 minute standby, ready to attack the German fleet which was sailing from its base in northern Germany. But, by 16:30, the chance had passed and the flight was stood down. The irony of training with Leica cameras must have broken the monotony of gunnery practice, when on the 8th October, six aircraft did finally take off from their Newmarket base to attack the fleet. Unfortunately, the aircrews could not locate the ships, and all aircraft returned to Mildenhall for debriefing before flying on back to Newmarket.

Wellingtons of 9 Sqn in close formation 1939. The idea of bombers defending themselves was proven to be a misconception, and daylight raids were soon stopped as a result. © IWM (CH 17)

It was this same order that would, on December 14th 1939, decimate the Newmarket detachment. A search for the fleet over the North Sea led to forty-two aircraft from various squadrons, flying Bomber Command’s most extensive search yet. The twelve 99 squadron aircraft finally managed to locate the fleet through the cloud at Schillig Roads, close to Willhelmshaven. Once here, the cloud, highly accurate flak and the Luftwaffe, decimated the formation. Five of the Wellingtons went down in the target area, and a further aircraft, after disposing of its bombs over the sea, limped back to Newmarket badly beaten up. Even though they were away from hostile territory, the crew were not yet safe, and when within sight of the airfield, the aircraft finally gave up the battle and crashed into the ground. The pilot, Flt.Lt. Eugene Hetherington (s/n: 39026) a New Zealander, perished along with two others of his crew. Of the six aircraft lost, only three from Flt. L. Herington’s crew survived, and the bodies of only two men from the other five aircraft were ever found. 99 Sqn had lost 33 aircrew in one night, a terrible blow to the Newmarket crews.

In the post operation analysis, Bomber Command officials decided that it was not the fighters that brought the aircraft down, and that good close formation flying had been a ‘success’ of the mission. They decreed that concealment was better than any amount of firepower and that pilots should seek shelter in cloud wherever possible.

With only one other aircraft going down in the then, neutral Belgium, there were no other major loses in 1940 and only a few, largely due to training accidents, in early 1941. The Winter of 1939-40, was certainly a baptism of fire for the crews of 99 Sqn.

The dawn of 1941 would signify changes to Newmarket. By March, 99 Sqn had finally pulled out, their poor start to the war proving that the idea of bombers successfully protecting themselves on daylight missions was a fallacy. A point made in dramatic style in one single operation.

On the 16th of March, orders were issued at nearby RAF Oakington to move the Stirlings of ‘A’ Flight, 7 Sqn, out to the new satellite station here at Newmarket; the runways at Oakington now becoming nothing more than a mass of mud, causing a danger to any aircraft that dare to venture out. By the 26th, the situation has become so bad that both ‘A’ and ‘B’ Flight officers had departed, with the main body of ‘A’ Flight following the next day. For a month the squadron’s Flights operated out of Newmarket whilst Oakington’s mud dried out. However, by the 5th April, it was clear that the accommodation situation at Newmarket, both ‘inhospitable’ and ‘cold’, was far too cramped, and ‘B’ Flight were ordered back to Oakington where they would be ferried the short distance to Newmarket where their aircraft were to remain.

ROYAL AIR FORCE 1939-1945: BOMBER COMMAND

Stirling N3663/MG-H of No 7 Squadron, at Newmarket Heath, during a visit by King Peter of Yugoslavia, 29 July 1941. © IWM (CH 3175)

By the 27th April, Oakington had sufficiently dried out and the surface was ‘improving rapidly’, enough at least for ‘A’ Flight to return home. After one month of being at Newmarket, the crews could finally breathe a sigh of relief to be leaving the rather inaptly named ‘Grandstand’ behind.

Part 2 will see how Newmarket developed further, its wartime legacy and its eventual demise as an operational airfield.

The full text appears in Trail 55.

Remembrance Sunday – Fogo Churchyard – Lest we forget.

November 10, 2019November 9, 2019 / Aviationtrails / 13 Comments

On this, Remembrance Sunday, we pay tribute and homage to those who gave the ultimate sacrifice, to those who put their lives on the line so that we may live peacefully and free.

Not far from the former RAF Charterhall airfield in Berwickshire, is a small church that dates back to the late 1600s. The hamlet in which it stands, Fogo, is small. In 2004 it had a population of just 21 people, yet it is the resting place of 16 service personnel from the Second World War. These are Commonwealth graves with men from: the Royal New Zealand Air Force; Royal Australian Air Force; Royal Navy Volunteer Reserves; Royal Air Force Volunteer Reserves; Royal New Zealand Navy and the Royal Canadian Air Force, all of whom died in service on and around RAF Charterhall.

The sixteen men lay together in a Commonwealth War Graves Commission site.

These are those sixteen – We shall remember them:

F.O. John Morris, (s/n: J/10253) RCAF, killed October 24th, 1942.

F.O. John Morris was one of many pilots who suffered as a result of the autumn storms. It is believed he lost control of his Beaufighter MKIIF (R2313) whilst in the clouds and crashed into the ground in the local area.

F.O. Thomas James Donohue (s/n: 411880) RAAF, Killed November 10th, 1942.

F.O. Donohue was one of many Australian crewmen to pass through Winfield and Charterhall. Sadly it was to be the final resting place for F.O. Donohue, his Blenheim MK V (BA111) crashing into the ground following the port engine cutting out. This was the third Blenheim crash of the month.

Sgt. Clarence Leonard Hutchesson (s/n: 401729) RAAF, Killed November 13th, 1942.

On the 13th November Beaufighter MKIIF R2378 took off from RAF Winfield with Pilot Sgt. Hutchesson and Navigator Sgt. R. Bell on board. The aircraft collided with another Beaufighter (T3359) near to Kettleshall Farm, Poleworth. Both crewmen in R2378 were killed, whilst the other crew managed to fly back to Winfield where they landed safely.

Flt. Sgt. Terence Cosson (s/n: 417024) RNZAF, Killed June 9th, 1943.

Flt. Sgt. Cosson was killed when the Beaufighter he was flying (V8163) spun into the ground and burned.

Petty Officer Airman Arthur Herbert Percy Archibald (s.n: 3171) RNZN, Killed July 19th, 1943.

Petty Officer Airman Archibald was flying a Fairy Barracuda MKII (DP868) from the RNAS Worthy Down to Scotland when he got into difficulties. The engine failed, after which the aircraft crashed at Charterhall killing him.

Flt. Sgt. Will Andrew (S/n: 415280) RNZAF, Killed July 27th 1943.

July 1943 saw a high number of accidents at Charterhall, Flt. Sgt. Andrew being one of the first fatalities of the month. He was killed when his Beaufighter (T3419) swung on take-off. This action caused the aircraft to collide with a blister hangar and then crash into a taxiing Beaufort. The pilot of the Beaufort was uninjured although the aircraft sustained considerable damage.

Flt. Sgt. Edward John Stacy Williams (s/n: 409952) RAAF, Killed September 19th, 1943.

Flt. Sgt. Williams was killed following a night flight engine fire. The pilot of the Beaufighter (T3361) Flt. Sgt. McGrath reported to RAF Winfield that he and his navigator were bailing out, but the when the aircraft was later found in the area, the bodies of both crewmen were still inside – both dead.

F.O. Gordon William Bigmore (s/n: 418047) RAAF, Killed October 18th, 1943.

It is believed that on the 18th, F.O. Bigmore lost control of his aircraft, Beaufighter MKIIF (T2438) whilst in cloud and on approach to the airfield. The aircraft collided with high ground killing the pilot and causing severe injuries to the navigator F.O. Hirst.

Sgt. Gilbert Douglas James Hanlon (s/n: 1333983) RAFVR, Killed February 17th, 1944.

Sgt. Hanlon was killed when he lost control on final approach to the airfield at Winfield. The Beaufighter MKIIF (R2375) collided with the ground some 2 miles south of the airfield on farmland.

Sub-Lieutenant (A) James Allen Luke, RNVR, Killed March 1st, 1944.

March 1944 started off badly, when Sub-Lieutenant (A) Luke (above) and Sub-Lieutenant (A) Newburgh-Hutchins (below) tried to land their Fairy Fulmar in a snow storm at nearby RAF Winfield. The aircraft, a Fulmer MKI (X8696), was on a flight from the trials aircraft carrier HMS Pretoria Castle when it flew into the snow storm.

Sub-Lieutenant (A) Christopher Newburgh-Hutchins RNVR, killed March 1st, 1944.

W/O. Hamilton Alexander Douglas (s/n: 405843) RAAF, Killed March 18th, 1944.

On March 18th, W/O. Douglas of the RAAF was killed when the Miles Martinet T.T. (EM481) he was flying crashed on take-off at RAF Charterhall.

Flt. Lt. Michael John Dunn O’Leary DFC (s/n: 77614), RAFVR, Killed May 11th, 1944

Flt. Lt. O’Leary DFC was involved in what was possibly Charterhall’s most serious accident, when Beaufighter V8614 suffered an engine failure on the starboard wing; the aircraft unable to gain height, crashed into the ground. Flt. Lt. O’Leary was one of four crewmen killed, a crew that included two instructors and two pupils. O’Leary had just been awarded his DFC for gallantry prior to arriving at 54 OTU.

F.O. John Owen Scott (s/n: 151287) RAFVR, Killed August 5th, 1944.

F.O. Scott was killed in early August when his Beaufighter MKIF (V8739) suffered engine failure at 800 feet and spun into the ground at Charterhall.

F.O. Frank Ernest Larkman ( s/n: J/42709) RCAF, Killed March 3rd, 1945.

F.O. Frank Ernest Larkman was another crewman involved in a serious accident, when the Beaufighter NF VI (KV976) he was a pupil in, lost both its artificial horizon and its gyros. At 5,000 feet and in cloud, the pilot Flt. Sgt. Wedgewood as instructor, perhaps became disoriented and the aircraft crashed into the sea 3 miles north of Berwick. A further unknown crewman who was also aboard, also died in the incident.

F.O. Ernest Arthur Clough (s/n: 147069) RAFVR, Killed July 13th, 1945.

Sadly many crews lost their lives at, or after, the war’s end. Flt. Lt. Clough was one such man. Flying a Hawker Typhoon IB (RB210) of 56 OTU from Winfield, he flew into high ground near North Charlton, Northumberland, in the resultant crash on July 13th, 1945, he was killed.

RAF Charterhall and RAF Winfield were both training grounds where many airmen were trained using unfamiliar or war-weary aircraft. As a result of inexperience, bad weather or in many cases, technical issues, there were a number of accidents many of which ended tragically. These sixteen are just a few of those who lost their lives in these accidents and are now buried in this quiet and secluded part of Scotland.

Lest we forget.

Fogo Kirk in the autumn sun.

November 7th 1945 – World Air Speed Record Herne Bay.

November 7, 2019July 27, 2019 / Aviationtrails / 8 Comments

Trail 44 takes a look at the aviation highlights of the North Kent Coast in the small town of Herne Bay and its neighbour Reculver. It was here, on November 7th 1945, that the World Air Speed record was set in a ‘duel’ between two Gloster Meteors, as they raced across the Kent Sky.

On that day, two Meteor aircraft were prepared in which two pilots, both flying for different groups, would attempt to set a new World Air Speed record over a set course along Herne Bay’s seafront. The first aircraft was piloted by Group Captain Hugh Joseph Wilson, CBE, AFC (the Commandant of the Empire Test Pilots’ School, Cranfield); and the second by Mr. Eric Stanley Greenwood O.B.E., Gloster’s own chief test pilot. In a few hours time both men would have the chance to have their names entered in the history books of aviation by breaking through the 600mph air speed barrier.

The event was run in line with the Fédération Aéronautique Internationale‘s rules, covering in total, an 8 mile course flown at, or below, 250 feet. For the attempt, there would be four runs in total by each pilot, two east-to-west and two west-to-east.

With good but not ideal weather, Wilson’s aircraft took off from the former RAF Manston, circling over Thanet before lining his aircraft up for the run in. Following red balloon markers along the shoreline, Wilson flew along the 8 mile course at 250 feet between Reculver Point and Herne Bay Pier toward the Isle of Sheppey. Above Sheppey, (and below 1,300 ft) Wilson would turn his aircraft and line up for the next run, again at 250ft.

Initial results showed Greenwood achieving the higher speeds, and these were eagerly flashed around the world. However, after confirmation from more sophisticated timing equipment, it was later confirmed that the higher speed was in fact achieved by Wilson, whose recorded speeds were: 604mph, 608mph, 602mph and 611mph, giving an average speed of just over 606mph. Eric Greenwood’s flights were also confirmed, but slightly slower at: 599mph, 608mph, 598mph and 607mph, giving an overall average speed of 603mph. The actual confirmed and awarded speed over the four runs was 606.38mph by Wilson*¹.

The event was big news around the world, a reporter for ‘The Argus*²‘ – a Melbourne newspaper – described how both pilots used only two-thirds of their permitted power, and how they both wanted permission to push the air speed even higher, but both were denied at the time.

In the following day’s report*³, Greenwood described what it was like flying at over 600 mph for the very first time.

As I shot across the course of three kilometres (one mile seven furlongs), my principal worry was to keep my eye on the light on the pier, for it was the best guiding beacon there was. On my first run I hit a bump, got a wing down, and my nose slewed off a bit, but I got back on the course. Below the sea appeared to be rushing past like an out-of-focus picture.

I could not see the Isle of Sheppey, toward which I was heading, because visibility was not all that I wanted.

At 600mph it is a matter of seconds before you are there. It came up just where I expected it. In the cockpit I was wearing a tropical helmet, grey flannel bags, a white silk shirt, and ordinary shoes. The ride was quite comfortable, and not as bumpy as some practice runs. I did not have time to pay much attention to the gauges and meters, but I could see that my air speed indicator was bobbing round the 600mph mark.

On the first run I only glanced at the altimeter on the turns, so that I should not go too high. My right hand was kept pretty busy on the stick (control column), and my left hand was. throbbing on the two throttle levers.

Greenwood went on to describe how it took four attempts to start the upgraded engines, delaying his attempt by an hour…

I had to get in and out of the cockpit four times before the engines finally started. A technical hitch delayed me for about an hour, and all the time I was getting colder and colder. At last I got away round about 11.30am.

He described in some detail the first and second runs…

On the first run I had a fleeting glance at the blurred coast, and saw quite a crowd of onlookers on the cliffs. I remembered that my wife was watching me, and I found that there was time to wonder what she was thinking. I knew that she would be more worried than I was, and it struck me that the sooner I could get the thing over the sooner her fears would be put at rest.

On my first turn toward the Isle of Sheppey I was well lined up for passing over the Eastchurch airfield, where visibility was poor for this high-speed type of flying. The horizon had completely disappeared, and I turned by looking down at the ground and hoping that, on coming out of the bank, I would be pointing at two balloons on the pier 12 miles ahead. They were not visible at first.

All this time my air speed indicator had not dropped below 560 mph, in spite of my back-throttling slightly. Then the guiding light flashed from the pier, and in a moment I saw the balloons, so I knew that I was all right for that.

On the return run of my first circuit the cockpit began to get hot. It was for all the world like a tropical-summer day. Perspiration began to collect on my forehead. I did not want it to cloud my eyes, so for the fraction of a second I took my hands off the controls and wiped the sweat off with the back of my gloved hand. I had decided not to wear goggles, as the cockpit was completely sealed. I had taken the precaution, however, of leaving my oxygen turned on, because I thought that it was just that little extra care that might prevent my getting the feeling of “Don’t fence me in.”

Normally I don’t suffer from a feeling of being cooked up in an aircraft, but the Meteor’s cockpit was so completely sealed up that I was not certain how I should feel. As all had gone well, and I had got half-way through the course I checked up my fuel content gauges to be sure that I had plenty of paraffin to complete the job.

I passed over Manston airfield on the second run rather farther east than I had hoped, so my turn took me farther out to sea than I had budgeted for. But I managed to line up again quite satisfactorily, and I opened up just as I was approaching Margate pier at a height of 800 feet. My speed was then 560 mph.

Whilst the first run was smooth, the second he said, “Shook the base of his spine”.

This second run was not so smooth, for I hit a few bumps, which shook the base of my spine. Hitting air bumps at 600 mph is like falling down stone steps—a series of nasty jars. But the biffs were not bad enough to make me back-throttle, and I passed over the line without incident, except that I felt extremely hot and clammy.

After he had completed his four attempts, Greenwood described how he had difficulty in lowering his airspeed to enable him to land safely…

At the end of my effort I came to one of the most difficult jobs of the lot. It was to lose speed after having travelled at 600 mph. I started back-throttling immediately after I had finished my final run, but I had to circuit Manston airfield three times before I got my speed down to 200mph.

The two Meteor aircraft were especially modified for the event. Both originally built as MK.III aircraft – ‘EE454’ (Britannia ) and ‘EE455’ (Yellow Peril) – they had the original engines replaced with Derwent Mk.V turbojets (a scaled-down version of the RB.41 Nene) increasing the thrust to a maximum of 4,000 lbs at sea level – for the runs though, this would be limited to 3,600 lbs each. Other modifications included: reducing and strengthening the canopy; lightening the air frames by removal of all weaponry; smoothing of all flying surfaces; sealing of trim tabs, along with shortening and reshaping of the wings – all of which would go toward making the aircraft as streamlined as possible.

EE455 ‘Yellow Peril’ was painted in an all yellow scheme (with silver outer wings) to make itself more visible for recording cameras.*⁴

An official application for the record was submitted to the International Aeronautical Federation for world recognition. As it was announced, Air-Marshal Sir William Coryton (former commander of 5 Group) said that: “Britain had hoped to go farther, but minor defects had developed in ‘Britannia’. There was no sign of damage to the other machine“, he went on to say.

Wilson, born at Westminster, London, England, 28th May 1908, initially received a short service commission, after which he rose through the ranks of the Royal Air Force eventually being placed on the Reserves Officers list. With the outbreak of war, Flt. Lt. Wilson was recalled and assigned as Commanding Officer to the Aerodynamic Flight, R.A.E. Farnborough. A year after promotion to the rank of Squadron Leader in 1940, he was appointed chief test pilot at the Royal Aircraft Establishment (R.A.E.) who were then testing captured enemy aircraft. He was promoted to Wing Commander, 20th August 1945, retiring on 20th June 1948 as a Group Captain.

Eric Greenwood, Gloster’s Chief Test Pilot, was credited with the first pilot to exceed 600 miles per hour in level flight, and was awarded the O.B.E. on 13th June 1946.

His career started straight from school, learning to fly at No. 5 F.T.S. at Sealand in 1928. He was then posted to 3 Sqn. at Upavon flying Hawker Woodcocks and Bristol Bulldogs before taking an instructors course, a role he continued in until the end of his commission. After leaving the R.A.F., Greenwood joined up with Lord Malcolm Douglas Hamilton (later Group Captain), performing barnstorming flying and private charter flights in Scotland.

Greenwood then flew to the far East to help set up the Malayan Air Force under the guise of the Penang Flying Club. His time here was adventurous, flying some 2,000 hours in adapted Tiger Moths. His eventual return to England saw him flying for the Armstrong Whitworth, Hawker and Gloster companies, before being sent as chief test pilot to the Air Service Training (A.S.T.) at Hamble in 1941. Here he would test modified U.S. built aircraft such as the Airocobra, until the summer of 1944 when he moved back to Gloster’s – again as test pilot.

It was whilst here at Gloster’s that Greenwood would break two world air speed records, both within two weeks of each other. Pushing a Meteor passed both the 500mph and 600mph barriers meant that the R.A.F. had a fighter that could not only match many of its counterparts but one that had taken aviation to new record speeds.

During the trials for the Meteor, Greenwood and Wilson were joined by Captain Eric ‘Winkle’ Brown, who between them tested the slimmed-down and ‘lacquered until it shone’ machine, comparing drag coefficients with standard machines. Every inch of power had to be squeezed from the engine as reheats were still in their infancy and much too dangerous to use in such trials.

To mark this historic event, two plaques were made, but never, it would seem, displayed. Reputed to have been saved from a council skip, they were initially thought to have been placed in a local cafe, after the cliffs – where they were meant to be displayed – collapsed. The plaques were however left in the council’s possession, until saved by an eagle-eyed employee. Today, they are located in the RAF Manston History Museum where they remain on public display.

One of the two plaques now on display at the RAF Manston History Museum.

To mark the place in Herne Bay where this historic event took place, an information board has been added, going some small way to paying tribute to the men and machines who set the world alight with a new World Air Speed record only a few hundred feet from where it stands.

Part of the Herne Bay Tribute to the World Air Speed Record set by Group Captain H.J. Wilson (note the incorrect speed given).

From Herne Bay, we continue on to another trail of aviation history, eastward toward the coastal towns of Margate and Ramsgate, to the now closed Manston airport. Formerly RAF Manston, it is another airfield that is rich in aviation history, and one that closed with huge controversy causing a great deal of ill feeling amongst many people in both the local area and the aviation fraternity.

Sources and Further Reading.

*¹ Guinness World Records website accessed 22/8/17.

*² The Argus News report, Thursday November 8th 1945 (website) (Recorded readings quoted in this issue were incorrect, the correct records were given in the following day’s issue).

*³ The Argus News report, Thursday November 9th 1945 (website)

*⁴ Photo from Special Hobby website.

The RAF Manston History Museum website has details of opening times and location.

The Manston Spitfire and Hurricane Memorial museum website has details of opening times and location.

Mosquito Crew – P.O. James McLean and Sgt. Mervyn Tansley, RAF(VR)

November 6, 2019July 5, 2021 / Aviationtrails / 6 Comments

On 1 August 1944, No.608 Squadron (Code 6T) was reformed at RAF Downham Market (also known as Bexwell), initially flying Canadian built DH Mosquitoes Mk B.XXs as part of No.8 (PFF) Group Light Night Striking Force. Their primary role was to carry out night strikes as part of the Pathfinder Operations in the German heartland. Targets included: Berlin, Frankfurt, Hanover, Essen, Stuttgart, Nuremberg, Hamburg, Emden and Kiel. This was a role it carried out until disbanding on 28th August 1945. Their first operational sortie was on the night of 5th/6th August 1944, when a single Mosquito took off and bombed Wanne-Eickel.

However, it was on the night of 6th November 1944 that 12 aircraft from 608 Squadron took off in a diversionary attack on targets at Gelsenkirchen. The idea was to draw defences away from a much larger force attacking both Gravenhorst and Koblenz. The plan was for 608 to begin their attack five minutes ahead of the other forces, a plan that went like clockwork.

For one particular aircraft, Mosquito KB364, piloted by Pilot Officer James McLean (26 year old), and Sergeant Mervyn Lambert Tansley (21 year old), both of the RAF(VR), this was to be its final, fatal flight.

Flying in at 25,000 ft, 608 dropped both flares and high explosive bombs, but reported only light flak over the target area. The mission was a success and 11 of the 12 aircraft returned to Downham Market.

As it was a November night, the air was cold and it is believed that McLean’s aircraft suffered from icing up of the controls. For whatever reason, at 20.45hrs the aircraft lost height and hit some power cables near to Reepham Road, to the east of the village of Bawdeswell (Norfolk). It then careered into All Saints’ Church setting it alight. The impact was such that parts of the aircraft struck two other homes, including the Chaucer House*, opposite the church, causing extensive damage to both properties. The church was completely destroyed in the crash. Sadly, both Pilot Officer McLean and Sergeant Tansley were killed, but there were no other casualties from the incident. The fire was so ferocious that it took four hours to extinguish, and required both local crews and those from the nearby American airbase at RAF Attlebridge.

The church has since been completely rebuilt, and as a reminder, the original cross stands outside the entrance. This cross miraculously remained untouched by the fire. Inside the church, a remnant of Mosquito KB364, has been made into a memorial plaque in remembrance of the two courageous crew who died whilst carrying out their duties that night.

Pilot Officer James McLean was buried in Tranent New Cemetery, East Lothian, Scotland and Sergeant Mervyn Lambert Tansley was buried in Fulham Old Cemetery, City of London.

The Reeve’s Tale magazine website has eye-witness accounts, and further details of the incident.

* Geoffrey Chaucer’s (Canterbury Tales) uncle was believed to be the rector for Bawdeswell and the old timbered house opposite the church known as ‘Chaucer House’ may have been his rectory.

RAF Scone – Rudimentary but Very Important.

November 3, 2019March 20, 2021 / Aviationtrails / 4 Comments

In Trail 56, we head north once again, this time across the River Tay into Perthshire, the gateway to the Highlands.

The grand city of Perth boasts a majestic history, once the capital of Scotland, it is a city with galleries, museums and stunning architecture; described by VisitScotland.com as “a picturesque playground for Kings and Queens“, and rightly so.

The village that gave this airfield its name, has a history going back as far as the Iron age, once the seat of Royals it is mentioned in Shakespeare’s Macbeth, and once housed the famous ‘Stone of Scone’ or ‘Coronation stone’ that has for centuries been used for coronations of the Kings and Queens of Scotland and England. It was stolen by King Edward I of England who took it to London, and was last used in the Coronation of Elizabeth II in 1953. It now resides in Edinburgh Castle on the proviso that it returned to London for Royal Coronations – it must be the most famous 125kg of rock anywhere in the world.

On Trail 56 we pass though the beautiful city of Perth and onto this small but famous village that leads into the countryside beyond. It is here that we find a former RAF airfield that has since become Perth Airport. In the same region as Scone Castle, we visit the former RAF Scone.

RAF Scone.

RAF Scone is known under a range of names: Perth Airport, Perth Aerodrome, Perth Municipal Airport, RAF Perth, RAF Scone and Scone Aerodrome, and can be found 3 1/2 miles north-east of Perth.

Scone (pronounced Scoone) opened in 1936 under the control of 51 Group based in Leeds and was, throughout it military life, an Elementary Flying Training School operating a number of training flights as well as some operational squadron detachments.

A very rudimentary station, it had no more than a watch office, a single Civil 160 x 90 ft hangar; one 120 x 110 ft hangar, and six blister hangars spread about the site. There were no hardstands and runways were initially grass. A hard perimeter track circumnavigated the airfield and although it only had one officially designated ‘runway’, a grass strip of 1,300 yds in length, other strips were used.

The Watch Office at Scone (Perth Airport).

Being a training airfield accommodation was also rudimentary and limited, designed for only 400 permanent personnel, it would cater for both males and females of mixed rank. Even though Scone was small, it was by no means insignificant, boasting the passage of hundreds of pupils passing though its gates on their way to front line flying units.

The initial user of Scone was 11 Elementary and Reserve Flying Training School (E&RFTS) operating Hawker Harts, Audax, Hinds, Battles, Tiger Moths and Ansons at some point. Formed here on the 27th January 1936 it was operated by A.M. Airwork Ltd.

The Airwork company was founded in 1928 and based at the then Heston Aerodrome in Middlesex. For much of this time, Airwork’s chief pilot was Captain Valentine Baker MC, DFC, who later joined forces with Sir James Martin to form the now famous Martin-Baker company famous for it ejector seats found on numerous fast jests world wide.

Numerous buildings survive from Scones wartime past.

Airwork moved north under contract from the Air Ministry to support training needs for the Royal Air Force, they moved into Scone (and several other airfields such as Renfrew and Abbotsinch) and developed the airfield providing much of the infrastructure themselves. A large company they would also provide maintenance facilities and operations across Britain supporting what would become a thriving civil aviation network.

On September 3rd 1939, with Britain’s declaration of war, the training units operating on behalf of the RAF were reorganised and re-designated, 11 E&RFTS becoming known more simply as 11 Elementary Flying Training School (EFTS). Also at this time Airwork formed and operated a further training unit here at Scone, 7 Civil Air Navigation School (CANS) flying Dragon Rapides. They too were re-designated though, becoming 7 Air Observers Navigation School (AONS) on 1st November 1939. They would then take on the Avro Anson, training crews in navigation techniques. On June 1st 1940, the AONS was also disbanded, training needs being met elsewhere.

Also during early November 1940, 309 Squadron sent a detachment of Lysander IIIs to Scone. only recently formed, they remained here for about six months. The sole purpose of 309 Sqn was as a Polish Cooperation unit to work in conjunction with the C-in-C of the Polish Army. It was unique in that it was ‘double’ ranked, having both British and Polish officers in charge, the idea being that once the Polish personnel were in place the British would be pulled out and the squadron would operate as an independent Polish unit. A series of training flights were carried out by the Polish pilots, but with lectures being carried out through a translator, it was often difficult task to do.

Old buildings are utilised for modern purposes.

In September 1941, ‘E’ Flight of 11 EFTS was used to form a new training unit, 5 Flying Instructors School (Supplementary) then simply Flying Instructors School, finally becoming Flying Instructors School (Elementary) from April 1942. The small number of pilot instructors flew Miles Masters and Tiger Moths training hundreds of pilots between them before the unit was disbanded in November 1942.

The remainder of 11 EFTS continued on to the war’s end gradually being reduced in size. Post war, in 1947, it was renamed as 11 Reserve Flying School (RFS) still operated by Airwork and still flying the biplane the Tiger Moth along with Airspeed Oxfords, Ansons and Hawk trainers. By 1954, the unit had wound down finally being disbanded that same year.

The Battle Headquarters is very much exposed, this would normally be below ground level with only the slits visible.

In 1949, 666 Squadron was reformed at Scone as a Royal Auxiliary Air Force unit comprising: 1966 Air Observation Post Flight (AOP), with 1967 (AOP) Flight at Renfrew and 1968 (AOP) Flight at Abbotsinch. The squadron flew Austers Vs and VIs, in a cooperation role with Army units, and by 1957 all three flights, and thus the squadron, had ceased to exist when a letter, written by the Queen, was handed to more than eighty senior officers of the RAuxAF, officially ending its existence as it was. With that, thirty-two years of history had come to an end, a history that had seen the RAuxAF take part in virtually all of Britain’s major air battles since 1925.

In that same year on March 8th, 1957, another training unit, 1 Civilian Fighter Control Co-operation unit, formed here operating the Avro Anson T21. Little seems to be published about the activities of this unit, but I would assume it was operated by civilians working as part of the Royal Air Force’s training programme. It remained active here at Scone until 31st January 1961 where upon it was disbanded. A year after its disbandment on May 10th, an Anson of the unit ‘VV977’ was sold as scrap at No.27 MU Shawbury.

Later on D.H. Chipmunks of the Glasgow University Air Squadron graced the skies over Scone, the airfield now being known as Perth. A reign that lasted until 1993 when the squadron moved back to Glasgow, and its place of formation in the early days of the Second World War.

Due to high usage, two hard concrete runways were built on the site, whilst the third remained as grass.

With that the RAF’s connections with Perth ceased. The airfield was passed to ACS Aviation, who claim to be the “leading Commercial Flight Training Organisation in Scotland”. Operating a range of services including commercial pilot training and maintenance provisions. Other users of Perth include Scotland’s Charity Air Ambulance (SCAA) flying the EC135-T2 helicopter, a charitable organisation that relies solely on donations to keep it flying.

Today many of the wartime buildings remain, in use, by small industrial units. The Battle Headquarters, can be seen from the road very much exposed, as all but the top slotted observation ‘turret’ would normally be underground. The accommodation and technical areas are located together and many now form part of a small hotel for those visiting the area.

The airfield lies a few miles north of Perth, the main A94 offers access to the airfield and views across some of the site. It sits on a hill and so much of it is hidden from view at ground level. Being an active airfield, access is limited and understandably restricted. However, views of the current residents are available and many of the wartime buildings are accessible operating as retail and industrial units.

Scone for such a small airfield, had a long and fruitful history. Its links to pilot training, especially throughout the war years, no doubt sent many airmen to front line squadrons, many of whom would go onto serve in some of Britain’s fiercest air battles. A small and rudimentary airfield, it played a huge part in Britain’s wartime and post-war aviation history.