RAF Narborough – ‘The Largest Aircraft Base of the First World War.’ Part 2

July 12, 2025May 28, 2025 / Aviationtrails / Leave a comment

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.

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.

RAF Narborough – ‘The Largest Aircraft Base of the First World War.’ Part 1

July 5, 2025May 28, 2025 / Aviationtrails / Leave a comment

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.

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.

RAF Narborough – The Great Government Aerodrome.

September 25, 2021August 19, 2021 / Aviationtrails / 8 Comments

Resting not more than a mile or so from the boundary of Britain’s front line fighter base RAF Marham, is an airfield that never made it beyond the First World War. However, its importance cannot be denied nor should it be over looked. Key to aviation in Norfolk and to the Royal Air Force as a whole, it played a major part in both, and therefore is pivotal to today’s modern air force. Opened originally as a satellite by the Royal Naval Air Service, it became not only Norfolk’s first, but the biggest First World War, fixed wing aircraft airfield, only four airship stations were bigger. Leading the way for the aviators of today’s Royal Air Force, we look back at the former RAF Narborough.

RAF Narborough

Built as the largest, aircraft based, World War One aerodrome, Narborough has been known under a range of different names. The most common, ‘The Great Government Aerodrome’ reflected not only its size (over 900 acres) but also its multinational stature; the range of aircraft and personnel based here, and its achievements in aviation history. Used by the Royal Naval Air Service (RNAS), the Royal Flying Corps (RFC) and the Royal Air Force (RAF), it would have names that reflected each of these fledgling services.

Records show that 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 it was used for at this time, but in later years, it was used 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 sketchy, few specific records existing as to the many changes that were taking place at this time or to the development of the RFC and RNAS. Its activities – and history though – was no doubt influenced on July 1st 1914, when the name RNAS was officially adopted, and all Naval flying units of the RFC were transferred 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 shipborne aircraft) and forty aeroplanes in RNAS service.*¹ Some of these may well have been used at Narborough at this point.

By 1915, Narborough’s future had been sealed, 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. No crews were permanently stationed here at this time however, but as time went on ‘on-duty’ crews would fly in, and await the call to arms should an airship raid take place over East Anglia.

The first recorded arrival was in August 1915, an event that would keep the site in use by the RNAS for the next ten months, before being designated as surplus to requirements and handed over to the RFC in June 1916.

It was in 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 DH2s 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, also here at Narborough, under the command of Lieutenant A.C. Horsburgh with the RE8s. Narborough was already beginning to grow.

It was in that same month, that the perils of war would be brought home to those based at Narborough, when 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 as a result. A court of enquiry confirmed 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 of ‘accidental death’ was recorded against Lt. Hall.*²

In August, it was the turn of 35 Sqn to suffer its first fatality in a non 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. Already, the dangers of flying were becoming all too apparent and the glamour of flying was becoming tarnished.

Within two months, another 35 Sqn aircraft would also crash, this time one of the two crewmen, pilot 2nd Lt. Robert Leslie Edward would escape with just injuries. The observer, 2nd Lt Ernest Hildreth, however, was not so lucky and was killed in the resultant crash.

As the First World War raged on the European continent, the demand for aircraft was growing. It was quickly developing into a lethal weapon and a very potent reconnaissance vehicle. To fill vacant spaces and meet high demand, training programmes were rushed into place, meaning Narborough would become a preparation ground for new recruits. With training considered very basic by any standards, recruits only had to pass a number of tests before being sent to the front. Written examinations followed up by twenty hours solo flying, cross-country flights and two successful landings, were followed by flying for fifteen minutes at 8,000 feet and landing with a cut engine. Barely enough experience to see anyone through a violent war.

During these flights, these daring young men, many who were considered dashing heroes by the awe-inspired locals, would display their skills for all who lined the local roads to watch. As they were quickly learning though, life was not always ‘fun’, and the dangers of the craft were ever present. Accident rates were high and survival from a crash was rare, even ‘minor’ accidents could prove fatal. The local church yard at Narborough, paying testament to their dangerous career with fourteen of the eighteen graves present being RFC/RAF related.

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. Over the next period of time, there followed a number of other reserve units: No 50, 53 and 64 (Reserve) Squadron (later designated Training Squadrons*³) all passing through Narborough at some point. However, and even with this large influx of personnel in these early days, Narborough was not to be the most exotic of locations.

As a training ground, accommodation was basic to say the least, being described by one ‘resident’ as a “desolate God-forsaken place“*⁴. It was soon realised by the authorities that new buildings needed to be erected for not only accommodation, but for training and maintenance roles as well. In response, a total of seven Boulton and Paul hangars, and up to 150 buildings would be built on the site over the next two years. A development that would by the end of the war, see some 1,000 personnel based here at Narborough – a number comparable with any modest Second World War airfield.

Meanwhile the threat from Zeppelins had not yet receded, and as a result 1916 would close with a small detachment of 51 Sqn BE.12s tasked with attacking these marauding menaces. Whilst primarily based at Hingham, 51 Sqn would have detachments spread across a number of East Anglia airfields, all preparing to meet the continued threat from Germany’s enormous airships.

With increasing numbers of squadrons and men being required for front line units in France, both 35 and 59 Squadrons departed Narborough in early 1917, and by the end of February both were gone.

2nd Lt. Allen Ingham Murphy, killed March 30th 1917 ‘in an aeroplane accident’.

This left the reserves at Narborough, and it wouldn’t be long before they too suffered causalities. The first of these to lose a valuable pilot was 50 RS 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 four casualties from the units that year – training young pilots was not getting any easier.

This danger was made no more obvious than on October 29th, when two 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 two more units bolstered the numbers of trainees at Narborough. Firstly, 1 Training Squadron were formed here on October 1st, whilst 83 Sqn, born out of 18 (Reserve) Squadron (RS), arrived at Narborough during December that year bringing a range of aircraft that they quickly swapped for FE.2bs.

83 Squadron soon departed Narborough though, heading to France in March 1918 where they performed attacks on troop concentrations, attempting to stem the early spring offensive.

On June 8th, 1917 Lt. Hubert J. Game was killed when the B.E.2e (A2794) he was flying suffered a catastrophic wing failure when pulling out of a dive whilst looping the loop. 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. Hubert was 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.

Lt. Hubert J. Game, All Saints Church Narborough.

The occurrences of these tragic accidents were becoming so frequent, that one instructor, Capt. W.E. Johns, creator of ‘Biggles’ later cited spies as the cause of many ‘accidents’ – tampering with machines causing the deaths of the crews on board. Johns, himself having written of 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, the fault lay with over exuberant or poorly trained recruits.

As the war drew to a close, one further squadron would be formed here at Narborough. On New Year’s day 1918, 121 Squadron were formed here, initially created to use DH.9s, they instead flew a variety of aircraft until they moved out to Filton in mid August. Shortly after their arrival here they were disbanded.

The last months of the war had no let up in training. Keen to join the RFC young men continued to train to fly. In mid February 1918 two 18 year old boys would perhaps be fulfilling a dream when it all went tragically wrong. Flying a DH.4, 2Lt. John Fyffe Shaw and 2Lt. Charles Arkley Law were both killed after the aircraft’s engine failed causing it to stall and then nose dive into the ground.

2Lt. Charles Arkley Law killed after his engine failed and the aircraft stalled.

By August, war was over, and the the big wind down of squadrons would soon begin. At Narborough, two squadrons 69 (Training) Squadron and 26 (Reserve) Squadron would both merge to form a new 22 Training Depot Station. Many other similar units would soon follow suit and either disband or merge. This dramatic wind down continued on into, and beyond, 1919. In February, both 56 Sqn and 64 Sqn arrived as cadres; 64 Sqn was disbanded here later that year whilst 56 transferred to Bircham Newton where they too were disbanded later that same year. A third squadron, 60 Sqn also suffered the same fate, arriving as a cadre mid February before themselves being sent to Bircham Newton and disbandment.

With one last roll of the dice in mid March 1919, 55 Training Deport Station also disbanded here at Narborough, but out of the ashes was born a new unit 55 Training Squadron. With that though, Narborough was heading for closure, its days now over, it was soon to be surplus to requirements.

The post war years then saw the closure of many of Britain’s war time airfields including Narborough. But unlike its sister station RAF Marham a mile or so away, it would remain closed. The buildings were all sold off in what was considered to be one of the biggest auctions in Norfolk, with some of them 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 these original buildings are reputed to still exist at various locations around the area today, whether that is true or not, is difficult to ascertain, but most have long since succumbed to age, the inevitable deterioration and eventual demolition.

Narborough itself having no hard runways or perimeter tracks has long since gone. A small memorial has been erected by a local group aiming to promote and preserve the memory of 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.

The Plaque at All Saint’s Church Narborough, honouring those who served at Narborough.

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.

Sources and further Reading (Narborough)

*¹ Fleet Air Arm Officers Association Website accessed 14/6/21

*² RAF Museum Story Vault Website accessed 14/6/21

*³ On May 31st 1917, all RFC ‘Reserve Squadrons’ were renamed ‘Training Squadrons’.

*⁴ Letter from 2/AM C. V. Williams from 59squadronraf.org.uk

Narborough appears in Trail 7.

RAF Narborough – Norfolk’s first Airfield.

July 10, 2016June 5, 2018 / Aviationtrails / 9 Comments

Resting not more than a mile or so from the boundary of RAF Marham, is an airfield that never made it beyond the First World War – but it played such a major part, it should never be forgotten. Opened originally as a satellite by the Royal Naval Air Service, it became the biggest First World War airfield and led the way for the aviators of today’s Royal Air Force.

RAF Narborough

Built as the largest, aircraft based, World War One aerodrome, Narborough was known under a range of different names. The most common, ‘The Great Government Aerodrome’ reflected not only its size but also its multi-national stature and its achievements in aviation history. Used by both the Royal Naval Air Service (RNAS) and the Royal Flying Corps (RFC) it would also have names that reflected both these fledgling services.

Designed to counteract the threat of the German Zeppelin and Schütte-Lanz airships, Narborough was initially used by the RNAS as a satellite station to RNAS Great Yarmouth. No crews were permanently stationed here, but ‘on-duty’ crews would fly in and await the call to arms should a raid take place over East Anglia.

The first recorded arrival was in August 1915; an event that would keep the site in use by the RNAS for the next ten months before being designated as surplus to requirements, and handed over to the RFC in June 1916.

Used as a training ground, accommodation was basic to say the least, being described as a “desolate God-forsaken place”*¹ buildings needed to be erected for accommodation, training and maintenance. A total of seven Boulton and Paul hangars and up to 150 buildings would be built on the site over the next two years. By the end of the war, some 1,000 personnel would be based at Narborough – a number comparable with any modest Second World War airfield.

As the First World War raged on the European continent, the use of aircraft was seen as a new way to monitor, kill and record enemy troop movements; it would develop into a lethal weapon and a very potent reconnaissance vehicle. Training programmes were rushed into place, and Narborough would become a preparation ground for new recruits. With training considered basic by today’s standards, recruits had to pass a series of tests before being sent to the France. Written examinations followed up by twenty hours solo flying, cross-country flights and two successful landings, were followed by flying for fifteen minutes at 8,000 feet and landing with a cut engine. These daring young men, many who were considered dashing heroes by the locals, would display their skills for all who lined the local roads awe-inspired by their antics.

Life was not always ‘fun’ though. Accident rates were high and survival from a crash was rare. Some 15 graves lay in the local church at Narborough, all young men who never made it through the training and on to the battle in France.

The occurrences of these accidents were so frequent, that one instructor, W.E. Johns, creator of ‘Biggles’ cited spies as the cause of many ‘accidents’ – tampering with machines causing the deaths of the crews on board. Johns, himself having written of 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, the fault lay with over exuberant or poorly trained recruits.

Narborough as a training station would operate a wide range of aircraft. The French designed Henry Farman F.20, a military reconnaissance trainer, would operate with 35 Squadron from June 1916 until October when they were replaced by the Armstrong Whitworth FK8; 35 Sqn moving to France with these aircraft in January 1917.

The first full squadron to be formed here was 59 Sqn on 21st June 1916. Born out of 35 Sqn, they would operate Avro’s 504K followed by the second French design, the Maurice Farman Shorthorn; named so because of the length of the skids designed to prevent recruits overturning the aircraft on landing. After these came the BE2c, BE12 and RE8s, before the squadron moved to St-Omer in February 1917.

It was during this year that 83 Squadron would be born out of 18 Reserve Squadron (RS) operating various aircraft in the training role. They arrived at Narborough during December that year with FE2bs before they themselves moved to St-Omer in March 1918.

As the war drew to a close, one further squadron was formed at Narborough; 121 Squadron on New Year’s Day 1918. Whilst originally formed to fly the DH9, they actually used a variety of aircraft before being moved to Fliton and eventual disbandment on 17th August 1918.

Three other units would pass through Narborough before it closed. Now part of the Royal Air Force, 56, 60 and 64 Sqns would all come here as cadres in February 1919. 64 Sqn disbanded here in the following year, whilst both 56 and 60 Sqn moved to Bircham Newton and onto disbandment.

The end of the war saw the closure of Narborough. But unlike its sister station RAF Marham a mile or so away, it would remain closed. The buildings were all sold off in what was considered to be one of the biggest auctions in Norfolk, with some of them going to local farmers, small industrial units, schools and the like. Some of these buildings still exist at various places around the local area today but many have long since succumbed to age and inevitable deterioration.

Narborough itself having no hard runways or perimeter tracks has long since gone. A small memorial has been erected by a local group aiming to promote and preserve the memory of Narborough, a memorial plaque also marks the fifteen 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.

The memorial to those who served at Narborough.

Sources, Links and Further Reading.

*¹ letter from 2/AM C. V. Williams from 59squadronraf.org.uk

C.G. Jefford, RAF Squadrons, Airlife Publishing limited, 2001

The Narborough History Society cane be visited through their website.

The Narborough Airfield Research Group tell the history of 59 Squadron at Narborough, this includes personal notes and details of the Narborough airfield.