On Sunday July 30th 1944, Lancaster PB304 from 106 Squadron RAF Metheringham in Lincolnshire, crashed with the loss of all on board, along with two civilians, in Salford Greater Manchester.
Lancaster PB304, was a MK.III Lancaster based at RAF Metheringham in Lincolnshire, flying under the squadron code ZN-S. It was tasked to attack enemy strong points at Cahagnes in the Normandy battle zone following the Allied invasion in June.
The early briefing at 04:00 was not a welcome one, many men having been out the night before following a stand down order due to bad weather and heavy rain over the last two days. On board that day was: F/L. Peter Lines (Pilot); Sgt. Raymond Barnes (Flt. Eng.); F/O. Harry Reid RCAF (Nav.); F/O. John Harvey Steel (Air Bomber); Sgt. Arthur William Young (W.O/Gunner); Sgt. John Bruce Thornley Davenport (Mid-Upper Gunner) and Sgt. Mohand Singh (Rear Gunner)*1.
The operation, code-named Operation Bluecoat, would involve attacking six specific targets, each one identified to assist a forthcoming offensive by British land forces in the Normandy area.
After all the ground checks were completed and the signal given to depart, PB304 began the long taxi to the runway, take off was recorded as 05:55, but it is thought that this was ten minutes early with the first aircraft (ND682) departing at 06:05. Once in the air, the aircraft formed up alongside twenty other 106 Sqn aircraft, meeting with a smaller formation from 83 Sqn at Coningsby before joining the main formation.
The weather remained poor with heavy cloud blanketing the sky between 5,000 and 10,000 feet, as the 183 Lancasters from No. 5 Group and one Mosquito headed south toward the Normandy coast.
With further poor weather ahead, signals were beginning to come through to abandon the mission and return to base, but communication between aircraft was garbled and difficult to understand, it may have been as a result of German interference broadcasting messages over that of the master bomber. The order to abort finally came through just after 08:00 even though some of the formation had released bombs on target indicators (TI) dropped by the Pathfinders. Smoke was by now mixing with the low cloud causing more confusion and difficulty in identifying the primary targets. Not all aircraft understood the message however, and many continued circling in the skies above Cahagnes. To make a difficult situation even worse, there was by now, an approaching formation of over 450 American A-20s and B-26s along with just short of 260 P-51 and P-47 escorts on their way to France; the sky was full of aircraft in thick cloud and was an accident waiting to happen.
Difficult communication continued, some aircraft were seen disposing of their bomb loads over the Channel, whilst others retained them. Various courses were set for home, but with many airfields closed in by low cloud, alternatives were gong to be needed and alternative courses were issued to the returning bombers of each squadron.
106 Sqn were ordered to fly north along the western coast, passing over Pershore and on to Harwarden near Chester, before turning for home. The messages coming through continued to be misheard or misunderstood with several aircraft landing at either Pershore, Harwarden or Squires Gate at Blackpool. Gradually all aircraft managed to land, whether at home at Metheringham or at away airfields. Patiently the Metheringham staff waited, nothing had been heard from PB304 and they could not be contacted on the radio – something was wrong.
Precise details of the accident are sketchy, but an aircraft was seen flying low and in some difficulty. It passed low over Prestwich on the northern edges of Manchester, where it was later seen engulfed in flames. It twice passed over a playing field, where some suspect F/L. Lines was trying to make a crash landing, but this has not been confirmed. At some time around 10:10 -10:15 the aircraft came down resulting in a massive explosion, a full bomb load and fuel reserves igniting on impact. Many houses were damaged in the explosion with one being completely demolished.
As a result of the accident, all seven of the crew were killed along with two civilians, Lucy Bamford and George Morris, as well as, what is believed to be, over 100 others being injured all to varying degrees.
PB304 was the only aircraft lost that night, in a mission that perhaps with hindsight, should not have taken place. The poor weather and difficult communication playing their own part in the terrible accident in Salford on July 30th 1944.
The Memorial at Metheringham pays tribute to all those who flew with 106 Sqn.
Notes and Further Reading.
*1 Operational Record Book AIR 27/834/14 notes Sgt. Young as Sgt. A.L. Young.
A book written by Joseph Bamford the Grandson of Lucy who was killed that night, was published in 1996. “The Salford Lancaster” gives excellent details of the crew, the mission and the aftermath of the accident, published by Pen and Sword, it is certainly worth a read for those interested in knowing more about the incident.
Carter. K.C., & Mueller. R., “Combat Chronology 1941-1945“, Centre for Air Force History, Washington D.C.
Freeman. R., “Mighty Eighth War Diary“, Jane’s Publishing. 1980
In Part 1, we saw how Narborough was established as a Night Landing Ground, and how the RNAS passed it onto the RFC to train pilots in aerial combat at great rick. In Part 2, that rick continues and so does the development of the aerodrome to the point it becomes the largest aircraft based airfield in Norfolk.
2nd Lt. Allen Ingham Murphy, killed March 30th 1917 ‘in an aeroplane accident’.
These departures left only the reserve squadrons at Narborough, and it wouldn’t be long before they too suffered causalities. The first of these to lose a valuable pilot was 50 Reserve Squadron on March 30th 1917. A young Canadian, not yet out of his teens, 2nd Lt. Allen Ingham Murphy, was killed when his Armstrong Whitworth F.K.8 ‘A2720’ stalled whilst turning after take off. 2nd Lt. Murphy was the first of many casualties from the units that year – training young pilots was not getting any easier.
April saw the arrival of yet another of the Reserve Squadrons, with 64 Reserve Squadron (RS) being posted in from Dover (Swingate Down) in mid April. Another of the training units they would also bring RE8s, Avro 504s Nieuport 17s, BE2s and Shorthorns.
Lt. Hubert J. Game, All Saints Church Narborough.
A second tragic accident on June 8th 1917, showed how fragile these aircraft could be. Lieutenant Hubert John Game was attempting a loop when he got into difficulty and ended up in a steep dive. Trying to pull the aircraft – a BE2 (A2794) – out of the dive was too much for its fragile structure and it suffered a catastrophic wing failure, both wing extensions breaking away leaving the aircraft uncontrollable. Lt. Game was originally a Lieutenant in the Royal Field Artillery (RFA) and was attached to 53 (Training) Sqn RFC at Narborough, when he was tragically killed. He was also the younger brother of Air Vice-Marshal Sir Philip Woolcott Game, and was just 26 years old at the time of his death. He is another one of those whose grave lays a short distance away from the site of Narborough airfield.
Many of those who joined up to fight had jobs or were celebrities in their own field. Many famous actors went on in the second World War to have successful military careers, and many sports personalities also performed admirably. At Narborough, 2nd Lt. William Smeeth was a 22 year old who transferred into the RFC from the 9th Battalion Royal Irish Rifles. Before the war he attended the Loretto School (a prestigious boarding school whose building dates back to the 14th Century, and was founded in 1827 thus claiming to be Scotland’s oldest) from 1909 to 1913, and was a player in the Loretto XI. Considered a “fine, slow, left-handed bowler”, he was wounded in France and posted to Narborough as a flying instructor. On 17th July 1917 he was flying an Avro 504B (A9975) which was struck, whilst landing, by an A.W. FK8 which was taking off at the same time. In the accident Smeeth was killed, and he remains the only military grave in his home town of Bolton Abbey in the Yorkshire Dales.*6, 7
The inherent danger faced by trainees was made no more obvious once again on October 29th, when two more aircraft, both from 50 RS, were lost in separate accidents. The first an Armstrong Whitworth FK.8 (A2730) side slipped during a turn and nose dived into the ground killing both crewmen, 2Lt. Norman Victor Spear (aged 29) and Air. Mech. 1 Sidney Walter Burrell (age 22). The second aircraft, also an Armstrong Whitworth F.K.8 (B219) spun off a low climbing turn also killing its pilot 2Lt. Laurence Edward Stuart Vaile (aged 23). It was indeed a black day for 50 RS and a stark reminder to the trainees.
2Lt. Laurence Edward Stuart Vaile, killed ‘in an aeroplane accident’ August 29th 1917.
In October and December 1917 two more units bolstered the numbers of personnel at Narborough. Firstly, 1 Training Squadron was reformed here on October 1st, whilst 83 Sqn, born out of 18 (Reserve) Squadron (RS), arrived at Narborough two months later, both these bringing a range of aircraft that they quickly swapped for FE.2bs. 83 RS had previously been based at Wyton commanded by Major V. E. Albrecht and were one of the first units designated a Training Squadron Station rather than Training Depot Station.
83 Squadron had only been formed in January that year and within three months of their arrival here, would be on the front line at St. Omer attacking enemy troop concentrations, attempting to stem the early German spring offensive.
The occurrences of all these tragic accidents was becoming so frequent, that one instructor, Capt. W.E. Johns, creator of ‘Biggles‘, later cited spies as the cause of many ‘accidents’ – claiming that they had tampered with the machines causing the deaths of the crews on board. Johns, himself having written off many machines, believed Americans with German sounding names were to blame for aircraft breaking up in mid-air or crashing at the bottom of loops. More likely however, the fault lay with over exuberant or simply poorly trained recruits.
Like most airfields, there were those locals who disliked the presence of the military and their new flying machines on their doorstep, and there were those who welcomed them into their villages and homes with open arms. Narborough was no different and there are many tales of interactions between military personnel and the local civilians.
The nearby Narborough Hall opened its doors to wounded brought in the from the fields of Flanders, whilst local people, in conjunction with airfield staff, held money raising events to help with food shortages. The local hostelries were frequented by personnel from the airfield, and friendly sports events were held between civilian and military teams. On some days, flying events were put on to display the aircraft and the skills of the pilots training with the RFC. Many came to watch in awe whilst others complained about low-level flying disturbing livestock, and pilots making a nuisance of themselves in the villages; others complained about the speeding lorries that brought in both supplies and men.
In early 1918 a year after the United States declared war, airmen of the 20th, 24th and 163rd U.S. Aero Squadrons were brought into Narborough and attached to 121 Sqn which had just formed in the opening days of the year. Whilst using a variety of aircraft, the backbone of the squadron was the DH 9, an aircraft they used until their departure to Filton in August and eventual disbandment.
As a unit set up to train the Americans, times were hard and often relationships were strained, the cold British winter weather being a substantial change from the hot climate of Texas from where many originated. These units, once here, were spread far and wide, amongst other squadrons across the UK; their Campaign Hat, a broad-brimmed, high-crowned hat, becoming synonymous with their presence.
There would be no let up in the movements in and out of Narborough. 1918 would see yet more arrivals in February with 26 Training Squadron (TS) and 69 Training Squadron (TS) both units being posted in during that month. Flying a mix of Henry Farman models, the two units would leave Narborough in August to form 22 Training Depot Station in Gormanston, Ireland. Whilst here in Norfolk though, they would carry out training duties, honing their skills alongside the already present training units and the newly arrived Americans.
As time passed, the angst between the US and RFC staff began to mellow. The initial feeling of US personnel having a much more ‘laid back’ approach to rank and uniform being extremely distasteful to the more rigid RFC officials. By the time they were to leave though, relationships had matured and their sad departure ended what had become a generally happy association between them all.
The last months of the war saw no let up in training either; keen to join the RFC young men continued to join up and train to fly. In mid February 1918, two 18 year old boys were perhaps fulfilling a dream when it all went tragically wrong. Flying a DH.4 (B2121), 2Lt. John Fyffe Shaw and 2Lt. Charles Arkley Law of 26 Training Squadron, were both killed after their aircraft’s engine failed causing it to stall and then nose dive with dire consequences into the ground.
When crews arrived at the scene the throttle was found only half open, suggesting the aircraft had stalled during the low level right-hand turn they were performing. Insufficient fuel would have starved the engine leading to it cutting out and causing the resultant crash. Both airmen were from Scotland, Shaw from Dundee where he remains, and Law was from Edinburgh – he remains buried in Narborough.
2Lt. Charles Arkley Law killed after his engine failed and the aircraft stalled.
In a major reforming of the military structure on April 1st 1918, the RFC and RNAS were finally amalgamated officially forming the Royal Air Force, a major turning point in the history of the force as it is today. To reflect this, RFC Narborough also took on the new name RAF Narborough, but a mere name change wouldn’t stop the intense work from going on as usual.
As the summer approached and the weather improved, so too did the relationship between the various nationalities. The American’s arrival at Narborough was now matched by the arrival of some thirty or more women of the Women’s Army Auxiliary Corps (WAAC)*2 – which along with the Women’s Naval branch (WRNS) and Women’s Legion, formed the Women’s Royal Air Force (WRAF) on April 1st. Many of these women performed roles in admin sections of the Air Force, telephonists, catering and personal duties whilst some entered the more technical roles, parachute packing, riggers, mechanics and carpenters. By the war’s end, Narborough would have in excess of 100 female personnel working at its site.
On September 12th 1918, 55 Training Depot Station – who originally formed at Manston when 203 Training Depot Station (TDS) was renumbered – arrived here also to carry out training duties. A large number of these training Depots existed at that time and continued on to the war’s end. Like other training units 55 TDS also flew a large range of aircraft types; B.E.2e, D.H.4, 6, and 9, Avro 504j and k and S.E.5a.
The Plaque at All Saint’s Church Narborough, honouring those who served at Narborough.
This latest squadron to join the many arrived during a time of major redevelopment not only of the site, but the training units as well. Narborough with such a huge influx of staff was now developing new accommodation buildings, hangars and work space. Electricity supplies were at last being installed, new roads created to get men and supplies around the site much quicker and a new hangar, The ‘Red hangar’ – due to its red brick construction – was added near to Battles Farm. The site had become so big now that it was one of just a few considered for homing the new enormous Handley Page Bomber the V/1500 which was capable of bombing Berlin. But like both Sedgeford and Pulham that decision went elsewhere, to Bircham Newton, with its more suitable and stable soils and long term development potential.
Whilst no V/1500 was ever stationed at Narborough, Capt. J. Sinclair of 166 Sqn Bircham Newton, did land one on the site proving that it could be done and that Narborough airfield was more than able to cater for its needs. However, the aircraft never made the flight to Berlin, the Armistice being called just before the operation was planned to go ahead.
In November 1918, the war finally ended. After 4 and half years of brutal warfare, millions had died, a small fraction of those killed had been either based at, or passed through, RAF Narborough in their training.
Then, after the news of the cessation of conflict, the big reduction in manpower and machines would begin. As units began to arrive home from France they were quickly disbanded. At Narborough, several of these arrived as cadres, No. 64 (14th February), No. 56 (15th February)and No. 60 (20th February) where upon they joined 55 Training Depot Station to see out their last few months of existence.
Despite this, training continued on, but with less urgency than before. The arrival of one (Sir) Alan Cobham went rather unnoticed, just another instructor to train those stationed here. His focus was on those who struggled to achieve the status of ‘pilot’ for whatever reason – whether it be lack of ability or just through lack of ambition. He remained at Narborough until February 1919 at which point, like so many others, he was demobbed and returned to civvy street.
With flying restrictions now lifted, Cobham teamed up with brothers Fred and Jack Holmes forming their own Aviation Tours company buying an ex RAF Avro 504K, a car and some petrol. He soon added to this a second 504K (G-EAKX and G-EASF) with which they created the famous ‘Cobham’s Flying Circus‘, performing daring barnstorming shows across the country.
In 1921, with the great depression, he began to work for an aerial photographic company and air taxi firm, this led him on to long distance travel, becoming known as “the King of the Taxi Pilots“.*8
Cobham went on to have an incredible aviation life, pioneering both long distance flight and aircraft technology. He made civil aviation more accessible and popular to the masses his influence on aviation going far beyond the training of RAF pilots.
With the war over it was now time for harsh decisions. The monetary and human cost of the war had been astronomical and the military were now no longer the favour of the Government. A new restructure and decommissioning of vast quantities of military equipment was on the horizon. In one small gesture in March 1919, 55 Training Depot Station were disbanded only to be renamed 55 Training Squadron, this simple move brought it inline with other training units of the same designation.
The four units who arrived at the end of 1918, would now one-by-one disband or move on elsewhere to disband; 56 departing to Bircham Newton on December 30th where it disbanded a month later; 60 followed in January only to disband before the month was out, and 64 ended its days on New Years Eve 1919 at Narborough. With that, its days now over, Narborough was deemed surplus to requirements and with the disbandment of the recently renamed 55 Training Squadron, on New Years Eve, the airfield was unceremoniously closed for good.
The post war years saw the closure of many other war time airfields like Narborough. But unlike its sister station RAF Marham a mile or so away, it would remain closed. For over a year the site remained unoccupied and unused, and the usual vandalism began to take its toll. Machinery, tools and even scraped aircraft remained on site for enthusiastic youths to make their playground. Then in 1921, the buildings and contents were all sold off in a two day event over 2nd and 3rd February, in what was considered to be one of the biggest auctions in Norfolk: some of the items going to local farmers, other for small industrial units, some to schools and the like; Narborough was now scattered to the four corners of the county. The remainder of the site was sold to the farmer and it quickly returned to agriculture, a state it remains in today.
Some of the original buildings are reputed to have existed for many years, even to the present today, (a car show room in Cromer, a furniture warehouse in Terrington-St-Clement and a nearby hut at Setch) whether they still do, is difficult to ascertain, but most have long since succumbed to age, their inevitable deterioration and eventual demolition. In 1977 the last hangar on the airfield, a hangar known as the ‘Black Hangar’ was demolished after severe gales took the last sections of roof. With little option but to pull it down, it was removed leaving little trace.*2 The last full building on site, known as the ‘Racket House’ after personnel used it to play squash, burnt down in 1995, and with that the last trace of the airfield was wiped away.
Narborough itself having no hard runways or perimeter tracks has long since gone. A small memorial has been erected by the Airfield Research Group who are part of the Narborough Local history Society, aiming to promote and preserve the memory of RFC/RAF Narborough; a memorial plaque also marks the graves of those who never made it to France, and the small Narborough Museum & Heritage Centre holds exhibits of 59 Squadron in the local church.
During the First World War some nineteen Victoria Crosses were awarded to members of the RFC/RAF, of those three had passed through Narborough. Several famous individuals also cut their teeth at Narborough, and some went on to achieve great things in the aviation world. Many trainees lost their lives here, but many became successful pilots seeing the war out alive.
Significant not only in size, but in its history, Narborough has now been relegated to the history books. But with the dedication and determination of a few people the importance and historical significance of this site will hopefully continue to influence not only the aviators of tomorrow, but also the public of today.
The Narborough memorial which sits at the entrance to Narborough airfield. It was refurbished after the original was struck by a vehicle.
After Narborough, we head east once more toward Swaffham. After turning off the main A47 we come across another American airfield. In the next part of this trip we visit the former RAF Attlebridge.
The full story of Narborough can be read in Trail 7 – North West Norfolk.
Sources and further reading (RAF Narborough)
National Archives: AIR 27/554/1; AIR 27/558;
*1 Fleet Air Arm Officers Association Website accessed 14/6/21
*2 Narborough Airfield Research Group “The Great Government Aerodrome” NARG, 2000
*3 RAF Museum Story Vault Website accessed 14/6/21
*5 On May 31st 1917, all RFC ‘Reserve Squadrons’ were renamed ‘Training Squadrons’.
*6 “Loretto Roll of Honour 1914-1920” National Library of Scotland digitised copy. accessed 17/5/25 via Google books.
*7 Renshaw, A., “Wisden on the Great War – The Lives of Cricket’s Fallen 1914 – 1918“. Bloomsbury. 2014
*8 Gunn. P., “Flying Lives with a Norfolk Theme“. Gunn. 2010
The book “The Great Government Aerodrome” is an excellent publication about the history of Narborough and contains a great many photos and personal stories of those who knew Narborough. It is well worth a read.
At the turn of the last century, flying was in its infancy, and airships formed the main threat from an enemy. Aeroplanes were fragile, slow and cumbersome and those that flew them, risk death at every turn with no means of escape.
As aircraft developed and those in high ranking positions finally saw their potential, production went into overdrive, but there was a greater need, the need for those to fly them.
In Norfolk, the threat from airships was very real, and so many new airfields sprung up to defend the British Isles from these roaming menaces. One such airfield, became the largest of them all, a huge site of 900 acres it dwarfed all other aircraft based airfields, and yet, it failed to last beyond the war.
In this part of Trail 7, we head to modern day RAF Marham, for on its fringes lie a field of forgotten heroes who gave their all during the First World War. We look at RAF Narborough.
RAF Narborough
Originally constructed as the largest aircraft base of the First World War, Narborough Airfield in Norfolk has been known by a variety of names over the years: Narborough Aerodrome, RNAS Narborough, RFC Narborough, and later RAF Narborough. However, the most unofficial — and arguably the most evocative — title, ‘The Great Government Aerodrome’, offers a sense not only of its vast scale (spanning over 900 acres), but also of the diversity of aircraft and personnel stationed there. Initially operated by the Royal Naval Air Service (RNAS), the site later came under the control of the Royal Flying Corps (RFC), and eventually the newly-formed Royal Air Force (RAF), with each change of name reflecting the evolving structure and ownership of Britain’s early air services.
Records show that the site at Narborough had military links as far back as 1912, in the year that the RFC was established when both the Naval Air Organisation and the Air Battalion of the Royal Engineers were combined. Unfortunately, little exists to explain what the site was used for at this time, but it is thought that it was used by the army for training with horses and gun carriages. In later years, it was used as a base from which to counteract the threat from both the German Zeppelin and Schütte-Lanz airships, and also to train future pilots of the RFC and RAF.
Narborough’s history in these early days is therefore sketchy, few specific records exist as to the many changes that were taking place at this time particularly in relation to the development of both the RNAS and the RFC.
However, Narborough’s activities, and its history too, were no doubt influenced on July 1st 1914, when the name RNAS Narborough was officially adopted, and all Naval flying units of the RFC were transferred over to the control of the Navy. A major development in the formation of both forces, there were at this point, a total of: 111 officers, 544 other ranks, seven airships, fifty-five seaplanes (including ship-borne aircraft) and forty aeroplanes in RNAS service.*1 Some of these may well have seen service at Narborough at this point.
Narborough’s first interaction with flying occurred when a solo flyer – thought to have been Lt. F. Hodges in an Avro 504 *2 – touched down on farmland near to Battles’ Farm in the Autumn of 1915. Neither the pilot, the aircraft type nor the purpose of the landing can be substantiated, but it may well have been the precursor to the development of an airfield at this site.
The airfield itself was then developed, opening early that year (1915), on land that lay some 50 feet above sea level. It sat nestled between the towns of Kings Lynn (10 miles), Swaffham (5 miles); and Downham Market (9 miles), and a mile or so away from the small village of Narborough. A smaller aerodrome would, in 1916, open literally across the road from here, and at 80 acres, it would be tiny in comparison. However, over time, it would grow immensely to become what is today’s RAF Marham, an active airfield that has matured into one of the RAF’s top fighter airfields in the UK.
So by mid 1915, Narborough’s future had been decided, designated as a satellite station to RNAS Great Yarmouth, (itself commissioned in 1913) it was initially to be used as a night landing ground for those aircraft involved in attacks on enemy airships, the most likely reason for its location. No crews were permanently stationed here at the time however, ‘on-duty’ crews later being flown in to await the call to arms should an airship raid take place over East Anglia.
This first arrival of an aircraft in August 1915, led to the site being kept in use by the RNAS for the next ten months. During that time, aircraft of the Air Service would patrol the coastline around Norfolk, using aircraft mainly from Great Yarmouth along with a series of emergency landing grounds including Narborough. The threat from German airships at this time being very real. These landing grounds were strategically placed at intervals along the coastline with others more inland, these included: Aldeborough, Burgh Castle; Covehithe; Holt and Sedgeford all of which combined to make North Norfolk one of the densest regions for airfields at that time. But, and even with all these patrols, the roaming airships that made their way across the region had little to worry about as many of the fighter aircraft used could neither reach them at the higher altitudes nor locate them in poorer weather.
However, as a night landing ground, little activity would directly take place at Narborough (there are no recordings of airship sightings from Aircraft using the airfield) and so after a dormant ten months, the RNAS decided it was surplus to requirements and they pulled out leaving Pulham the only ‘in-land’ station larger than Narborough open in Norfolk at that time.
The future of Narborough could have so easily ended there, but even as closure plans were made, its future was still relatively secure, and it would not be long before a new user of the site would be found. Discussions were already in hand for the RFC to take over, provided the land owners’ permitted it! Luckily they did, and soon fifty acres of rough terrain and a small number of canvas flight sheds were theirs. As for staff accommodation, there was none, so when 35 Sqn arrived at the end of May 1916, Bell tents and make shift accommodation had to be erected by the personnel, in order to protect themselves from the harsh Norfolk elements.
With the First World War raging across the fields of Flanders, the demand for aircraft and trained crews grew rapidly. These new flying machines were evolving swiftly into lethal weapons and highly effective reconnaissance platforms, capable of identifying enemy positions and directing artillery fire with increasing accuracy. To meet the urgent need for trained airmen, hurried training programmes were established, and Narborough soon became a vital preparation ground for budding pilots.
Training, by any standard, was rudimentary. Recruits were required to pass a series of written examinations, followed by up to twenty hours of solo flying, a number of cross-country flights, and two successful landings. Added to this was a fifteen-minute flight at 8,000 feet, culminating in a dead-stick landing — that is, returning safely to earth with the engine cut. It was, in truth, barely enough experience for what lay ahead in the violence of aerial combat.
Like many newly established stations, Narborough was designated as an RFC training site — officially known as a Training Depot Station — joining a growing network of such facilities across Norfolk, Suffolk, and Lincolnshire. Their primary role was to prepare pilots for the rigours of air combat, with instruction in dog-fighting, aerobatics, cross-country navigation, and formation flying.
With the arrival of the RFC came immediate expansion. Additional acreage was acquired that same year, extending the airfield westward beyond the area already occupied by the RNAS, bringing it close to the present-day boundary of RAF Marham. As was often the case with wartime construction, adjustments to the local infrastructure were necessary. A road that once bisected the site was eventually closed to accommodate the growing airfield footprint.
RFC Narborough from the air 1917. @IWM (Q 111416)
So, it was during June 1916 that the first RFC squadron would make use of Narborough as an airfield, 35 Sqn transferring over here from Thetford with Vickers FB.5 and FE.2bs. disposing of their D.H.2s and Henry Farman F.20s in the process. Within two months of their arrival, the nucleus of the squadron would then be used to form a new unit, 59 Sqn, who were also to be stationed here at Narborough (under the initial temporary command of Lieutenant A.C. Horsburgh) with RE8s. On the 16th August, Horsburgh would take on a new role when the new permanent commander Major R. Egerton, was transferred in. It would be he who would take the unit to France the following year and command until his death in December 1917.
During their time here, these daring young trainees, many whom were considered dashing heroes by the awe-inspired locals, would display their skills for all who lined the local roads to see. As these eager young men quickly learned though, flying was not always ‘fun’, and the dangers of the craft were always present, many with dire consequences. Accident rates were high and survival from a crash was rare, even ‘minor’ accidents could prove fatal. All Saints church yard at Narborough, pays testament to their dangerous career with fourteen of the eighteen military graves present being RFC/RAF related.
The initial drive for both these squadrons was to train pilots in the art of cavalry support, using advanced pilot training techniques. This included being able to send Morse code messages at a rate of six words per minute*2 whilst flying the aircraft over enemy territory – certainly no mean feat.
Deaths on and off the airfield were commonplace and not all aviation related either. During late June 1916, one of the Air Mechanics of 59 Sqn, Charles Gardner, suffered a heart attack and died, just one day prior to the official formation of his squadron. Whilst not considered to have been directly related to his role, his loss saw the beginning of a string of deaths in August that would set the scene for the coming months.
The first of these was another thought to be, unrelated aviation death, although whether or not Corporal Patrick Quinn was on duty at the time is unclear. He died on August 18th, whilst riding his motorcycle in the vicinity of the airfield, the narrow Norfolk roads catching him unaware. Then, just two days later on August 20th, the first of many fatal air accidents would occur.
In this instance, one of 59 Sqn’s pilots, Lt. Gordon William Hall, was killed when the DH.1 (4631) he was flying, side-slipped on approach to the airfield crashing into the ground as a result. A Court of Inquiry (87/8413) concluded that the aircraft had been “banked too steeply” and that the pilot had put the aircraft into a dive that made it uncontrollable. A verdict therefore of ‘accidental death‘ was subsequently recorded against Lt. Hall.*3
A mere eight days later, it was the turn of 35 Sqn to suffer its first fatality and in a not too dissimilar accident. On the 29th, an Armstrong Whitworth F.K.3 (6201), was written off after it too side-slipped and dived following a slow turn. The Pilot, Air Mechanic 1st Class Moses Boyd, was tragically killed in the accident flying an aircraft that was based at Thetford but undertaking a training exercise here at Narborough. His Court of Inquiry (Ref. 87/4971) on 9th September 1916)*3 , summated that it was a “Flying accident. Turning having lost flying speed”. By now, the dangers of flying were becoming all too apparent and with another two deaths before Christmas, the glamour of flying was quickly becoming tarnished.
However, despite these accidents, young men continued to arrive at the airfield for training, but the large influx of personnel did not mean it was at all a glamorous place to be.
As a training ground, accommodation was basic to say the least, Narborough being described by one trainee as a “desolate, God-forsaken place“*4. Quickly realising the problem, the authorities, began to erect new buildings not only for personnel accommodation, but for training and maintenance roles as well. In response, a total of six permanent hangars, probably RFC General Service Flight Sheds, were erected by the design company and builders Boulton & Paul, three each side of the main road. The Boulton & Paul company based at Norwich, would go on to design and build many aviation related products including the famous ‘Defiant’, a turreted fighter of World War II.
With continued expansion over the next two years, up to 150 buildings would eventually be built on the site, a mix of technical, administrative and accommodation. This on going process of construction and development would, by the end of the war, see some 1,000 personnel based here at Narborough – a number comparable with many modest Second World War airfields.
Narborough wasn’t the only airfield being developed in the immediate area though. Next door, across the road, the new RFC Marham was opening, a much smaller site, that sat in the centre of what is now modern day RAF Marham. Why the two were put so close together is anyone’s guess, but Marham quickly became the home and headquarters to ‘C’ Flight 51 Squadron. The remaining two flights of the squadron being based at both RFC Mattishall and RFC Tydd St Mary.
Marham opened for business in September 1916 and one of those who would be stationed here was Major A.T. Harris, later ‘Bomber Harris’ of Bomber Command fame. He was in command of 191 Night Training Squadron, and took part in many flights from the airfield. Marham, like Narborough, would eventually close at the end of the war in the huge disarmament programme of the immediate post war years. But, unlike Narborough, it would be reborn in the expansion period of the 1930s and grow to what it is today.
There was a good relationship between the two stations, with plenty of rivalry and good humour. Flour bombs from Marham crews on Armistice day were met with a retaliation from Narborough crews with soot bombs, the culmination of several years of war finally coming to an emotional close.
RFC Narborough 1916. The six RFC hangars can be seen in line along the former Narborough – Beachamwell Road. (Marham Aviation Heritage Centre)
The RFC was now building in strength, not only in its front line units but in its reserves too. On November 2nd, 1916 a new reserve squadron was constituted and formed here at Narborough, 48 (Reserve) Squadron (RS). Models flown by the unit at this time included the Grahame White XV, the Maurice Farman Shorthorn and Sopwith’s Pup. As a newly formed unit they would have to get established, gain crews, admin staff and equipment. Once this was in place they could then move on, and after just a month, they departed Narborough heading for the Lincolnshire airfield at Waddington.
The vacancy at Narborough was quickly filled though, in mid December No. 50 Reserve Squadron (RS) arrived from the Kent village of Wye, just as the Sedgeford based 53 Reserve Squadron (RS) also arrived with 504s, BE2s, DH6s and RE8s.*5
Between their arrival and November the following year (1917), the date they departed for Spitalgate, 50 Reserve Squadron would lose twelve flyers in accidents, three Air Mechanics with the remainders being Lieutenants, both 1st and 2nd Class. Five of these remain in the local churchyard.
In early 1917, Nottingham born Captain Albert Ball, VC, DSO & Two Bars, MC arrived at Narborough; a veteran of the front line, he served here for only a short time as an instructor before the draw of the front line took him back once again. This time there was no coming home as he was killed after an intense aerial battle on May 7th that year with 44 victories under his belt. He was just 20 years of age.
Albert Ball via ‘Visit Nottingham’ website.
With increasing numbers of squadrons and men being required for front line units in France, both the original 35 and 59 Squadrons departed Narborough in early 1917. 35 Squadron were first to go, and those left behind saw them off from local train stations with all the pomp and ceremony they could muster. A few days later a convoy of 3 ton Leyland lorries, trailers and an assortment of other vehicles loaded with men and equipment, set off for France where they met the air party who had already flown to St. Omer. 59 Squadron would follow to the same airfield on February 23rd, both squadrons remaining in France until 1919 and the war’s end.
In Part 2, the reserves are left to carry on training, but its not an easy job. The development and growth of Narborough continues and eventually the RAF is formed. There are major changes all round.
The full story of Narborough can be read in Trail 7 – North West Norfolk.
Aviation Trails 