Being adjacent to the Trans-Atlantic terminal airfield at Prestwick, which was still a grass aerodrome, and with the increasing numbers of Hudson, fortress and liberator aircraft expected to arrive use had to be made on occasions of the newly completed runways at nearby Ayr/Heathfield so a combined circuit was arranged for landing traffic.

The airfield was also home to day and night fighter squadrons until 1943 when it became an Armament practice camp. Occasional lodger facilities were provided for the FAA, No 722 Sqn which arrived form Machrihanish in July 1944 and acted as FRU with a wide variety of aircraft. It had detachments and flights at a number of airfields until it made a move to Burnscough in Jan 1946. Ayr was transferred on loan from RAF 13 Group on 6th Sept 1944 and commissioned as HMS Wagtail on October 1944 function was as a FRU, FOCT Sqn two disembarked Sqns with accommodation reserved for two RAF Sqns and MAP marine Establishment.

The FRU was in addition to disembarked Sqns, it also housed, a communications squadron, a calibration flight and the bombardment spotting school, it could accommodate up to 110 aircraft. HMS Wagtail was reduced to care of maintenance on 10th March 1946. Under administration of RARA with accounts borne by RNAS Abbotsinch (HMS Sanderling)

Between 1951 and 1957, Ayr was used for storage by the USAF and in 1955 a new 03/21 runway was opened at Prestwick, touching the northern limits of the airfield, in the 1960's a housing scheme began and in the mid 90's a large retail park covered most of the southern airfield with " liberator drive " leading in from the road, at the entrance a replica spitfire was mounted to remember No.602 Squadrons service at the airfield but this was sadly destroyed in the gales of 1996, very little is to be seen of the airfield today although a golf clubhouse sits on the remaining threshold to runway 13 and Ayrshire transport training association premises occupy a part of the remaining 13/31 runway.

 Tempest Squadrons at RAF Ayr

Image from:
Andy Noonan
Text source:
Andy Noonan

In June 1943 squadrons equipped with Typhoons also operated alongside the Bostons and Mosquitos as this was a very busy period for Bradwell when the softening up process was beginning to take place to France and Belgium, in readiness for the forthcoming Invasion of Europe.
Numerous fighter squadrons came and went over the following year. By 1944 accent was on providing escorts for our daylight bombing raids to the Continent, or taking part in daylight straffing missions against French railways etc. The Boston's had departed in late 1943 and the most prominent aircraft operating from the station by then were Spitfires. There was however still the odd Mosquito or Beaufighter squadron in attendance for night fighter defence duties because London was still being blitzed at night. Also present in the latter half of 1944 were squadrons operating with Tempests that were attempting to bring down pilot-less flying bombs on their way to the capital. In August 1944 a Bradwell Fighter Wing was formed, consisting of three squadrons of Spitfires, and these were soon busily engaged in escorting the Airborne Forces paratroop operations to Arnhem in September. They also provided escorts for our Lancaster bombers engaged in daylight missions in support of our invasion forces on the Continent.

BRADWELL BAY. 074, Essex. Map Ref: 5144N 0054E.

 Bradwell Bay in October 1944. Tempest SD-P (EJ608) is prepared for another sortie.

In late February the Spitfire Wing departed when two Mosquito day fighter squadrons took their place, and continued to attempt to shoot down the Doodlebug flying bomb, by then being launched from He.111s bombers. At night they would also fly over to Germany to harass the enemy night fighters. Bradwell's final operation was mounted on the 25th of April 1945 but on the 7th of September the last of the total of twenty five fighter squadrons that had been based here departed. Usually there had been two squadrons at a time stationed here, but there were periods when this had increased to three and even four. Incidentally, this was the only fighter airfield that was fitted with FIDO, the fog dispersal system that used thousands of gallons of petrol when lit, to clear fog away from the runway. A smaller unit to operate from Bradwell Bay from April 1944 to February 1945 was No.278 Squadron, who acted in the Air Sea Rescue role and flew a handful of Walrus, Anson, Warwick and Spitfires. Its duties covered this stretch of the English Channel, especially over the invasion period when air and maritime activities were at their highest. The last flying to take place here was from mid July 1945 onwards when No.2 Armament Training Camp was present with its Martinet target tug aircraft. These aircraft were used for towing targets for the fighter squadrons still using the Denghie Flat Ranges. This requirement ceased on the 1st of December 1945 when the unit left for Spilsby in Lincolnshire, and Bradwell Bay airfield was then finally closed. In 1946 the Air Ministry transferred the land to another Government department, and after several years of development it became the site for one of Britain's first nuclear power stations and remains so at the time of writing in 1995. Although the power station dominates the landscape most of the runways are still in existence but in a very overgrown and crumbling state. Also to be seen is the control tower (which served as a private dwelling for several decades) plus two Blister type hangars and the odd brick building.

Tempest Squadrons at Bradwell Bay

Bradwell Bay Today by Andy Noonan

Most airfields built in wartime were a distinctive triangle of runways which enabled operations to continue whatever the wind direction. The triangle was a right-angled triangle with the longest runway being aligned with the main direction of wind for the area. There were typically two hangars, one either side of the base, dispersal areas (which were either frying pan shaped or triangular) and an assortment of other buildings. RAF Bradwell Bay is near the mouth of the River Blackwater. Bradwell Bay started off as a refuelling point for aircraft using the air firing range over Dengie Flats to the South. It was rebuilt into a proper airfield in 1940 and opened in 1941. Initially the base was occupied by Canadian forces flying Douglas Boston IIIs for night intrusion. They then converted to the Mosquito and shared the airfield with No. 23 squadron. Other aircraft types to see action here were the Hawker Tempest, and also Spitfire Mk VIIs. Its located just south of Bradwell nuclear power station and quite easy to find.

On one corner of the airfield is a memorial to the crews lost or missing and consists of a model Mosquito with its nose in the ground, On passing what used to be the control tower you will find it is now a private home with the neighbouring fire station turned into a garage. Hangars are now converted into barns, they are vast Nissen hut type construction and have certainly stood the test of time especially considering their closeness to the corrosive salt water. What was the main runway is now replaced by a line of connifers.

Walk Around Bradwell Bay Today with Mark Berry
(March 1 2002)

Images from:
Guy Jefferson 
Andy Noonan
Graham Berry
Mark Berry
Text sources:
Guy Jefferson 
Andy Noonan
The Typhoon & Tempest Story (Chris Thomas & Christopher Shores)

In 1942 the first Mosquito's started to assemble here in great secrecy for test flying with 157 Squadron until replaced in March 1943 by Number 605 Mosquito Squadron. In July 1943 Castle Camps became a satellite of North Weald and the Mosquito began to be used for intruder operations, and later for bomber support operations. Mosquito's left Castle Camps in October 1943. 527 Radar Calibration Squadron replaced them until February 1944 when Spitfires arrived, then Typhoons, then 486 Sqn RNZAF of Tempests, all leaving quickly. The Canadian 410 Squadron again flew Mosquito's from Castle Camps until April 1944. In July to October 1944, 68 Squadron's Mosquito's also arrived, and also those of 151 and 25 Squadron. In 1945 307 and 85 Squadrons flew from here, also in Mosquito's.

The following is a complete list of squadrons
85 Sqn Hurricane - 23/5/40-19/8/40 and 3/9/40-5/9/40
73 Sqn Hurricane - 5/9/40-6/11/40
157 Sqn Mosquito - 18/12/41-15/3/43
605 Sqn Mosquito - 15/3/43-6/10/43
456 Sqn RAAF Mosquito - 29/3/43-17/8/43
527 RCS Sqn Blenheim, Hurricane, Hornet, Moth - 15/6/43-28/2/44
91 Sqn Spitfire - 29/2/44-17/3/44
486 Sqn RNZAF Tempest - 13/3/44-21/3/44: 29/3/44-30/4/44
410 Sqn RCAF Mosquito - 30/12/43-29/4/44
68 Sqn Mosquito - 23/6/44-28/12/44
151 Sqn Mosquito - 8/10/44-19/11/44
25 Sqn Mosquito - 27/10/44-14/7/45
307 Sqn (Polish) Mosquito - 27/1/45-31/5/45

The stay of the 225th (probably one day, 1 March 1944) coincided with the tenure of the 527th Radar Coordination Squadron (who were at Castle Camps between 15 June 1943 and 28 February 1944). The station closed in January 1946 and is now agricultural land.

The RAF airfield memorial at Castle Camps. Photo by Alan Hardy.

Tempest Squadrons at Castle Camps

Images:
Andy Noonan
Alan Hardy
Text:
Andy Noonan

With the gradual expansion of Fighter Command it was decided to develop Chilbolton into a proper satellite airfield with full facilities. Contractors moved in to enlarge the landing area and lay down a perimeter track, around which would be several aircraft dispersal points and three Blister type hangars. A technical site was built in the N/W corner, plus several dispersed living sites that could eventually accommodate 2800 personnel.
Whilst this building programme was taking place, No.70 Group, Army Co-op Command had a requirement for an airfield in this area as they began to build up the Airborne Forces. In the summer of 1942 No.41 Operational Training Unit that was based at Old Sarum used the airfield for circuit and landing practice. The type of aircraft then in use for training new army co-op pilots were Tomahawks, and these flew over on a daily basis until November 1942.
Chilbolton then became a satellite for Netheravon, and the temporary home of the Glider Pilot Exercise Unit. It started out in a small way on the 17th December with the arrival of their Tiger Moth Flight, but in January the rest of the unit moved in with Miles Master tug aircraft and Hotspur gliders. The role of this unit was refresher flying experience for the hundreds of trained army glider pilots that were in a state of limbo whilst waiting for the Invasion of Europe to commence. On the 10th May 1943 the GPEU departed to Netheravon, but in the meantime in March 1943 the station had seen the presence of two fighter squadrons. These were Nos. 174 and 184 flying Hurricanes which were taking part in Exercise Spartan as part of 'Airfield 122', all in connection with the forthcoming invasion preparations.
Up to this point in time the airfield was only grass surfaced so yet again the station was vacated so that three concrete runways could be laid. It was also at this time that the two large T2 type hangars were erected and more aircraft dispersal points plus extra accommodations were added.

In December 1943 the American 9th Air Force was arriving in England to take part in the forthcoming Invasion of Europe and required dozens of airfields. Chilbolton was one of the many loaned to them and in January 1944 it became the temporary home of the 5th Tactical Air Depot which supplied the needs of USAAF Groups about to move into airfields in southern England, in particular servicing and supplying P47 Thunderbolt aircraft. On the 15th of March 1944, the 368th Fighter Group arrived from Greenham Common, complete with its three squadrons of P47 Thunderbolt fighters. These were to be fully engaged in the softening up straffing missions to France. When the actual invasion took place in June they were fully involved for twelve days. However, once landing strips had been provided on the Continent they transferred over to France on the 19th of June 1944. After the above hectic period the station acted as an air transport terminal and was used by different USAAF Transport Groups flying Dakota aircraft. They were involved in bringing in wounded personnel from France to be admitted into local hospitals. The Tactical Air Depot was still in bussiness until it too left in September. On the 11th of September Chilbolton became the base for the 442nd Transport Carrier Group which consisted of three squadrons of Dakota aircraft. During the month they took part in a large drop of airborne paratroops behind the enemy lines near the Dutch border, then towed Hadrian gliders with their paratroops and logistics the following day. After being employed in general transportation duties more troops were uplifted in December, but the Group departed soon afterwards, but continued to use the station as a form of transport terminal until vacating it in early March 1945.

CHILBOLTON. 125, Hampshire. Map Ref: 5108N 0126W Chilbolton returned to RAF control in mid March and was taken over by Fighter Command on the 23rd of the month to become the new home of No.41 Operational Training Unit. The role of this unit was the training of tactical recce pilots for which it used Hurricanes and Spitfires plus a few Miles Masters. However, with the war coming to a close the requirement was running down and on the 26th of April 1945 the unit was disbanded.

Middle Wallop now took a renewed interest in the airfield and started to use it to house a few fighter squadrons flying Typhoons, Spitfires or Tempests, these latter forming into the Tempest Wing. It was here that the Vampire jet fighter was first introduced into squadron service in April 1946, but all the fighter squadrons had departed by the 27th of June 1946. The station then started a slow run down and clearance of equipment etc, but on the 18th October 1945 it was taken over by Maintenance Command to act as a sub-site to No.3 M.U based at Didcot. Surplus RAF equipment were stored in the hangars and other buildings until all had been disposed of by the 11th June 1948. Although no personnel were billeted here other stores were forthcoming, this time surplus ammunition. This was the responsibility of No.202 M.U that used part of the airfield from April 1950 through to the time that the RAF finally severed connections with Chilbolton on the 24th June 1954.
Back in February 1947 the runways had been taken over by the Ministry of Aviation for use as a testing site for Vickers Armstrong Ltd. At that time they were flight testing the new Attacker jet fighter and final assembled subsequent aircraft here in a new hangar that was built for them. The Super Marine Swift was likewise test flown here from 1949 onwards.

In 1954 the Folland Aircraft Company also moved their test and development unit here to process their mini Midge jet fighter, followed by the Gnat trainer later in the decade. In 1957 the Swift aircraft production had come to an end but Folland stayed on, flight testing their Gnats coming off the assembly line. In 1961 they transferred this work to Dunsfold and Chilbolton finally ceased to have any further associations with aviation. In 1963 the centre of the airfield began to be developed into a Space Radio Research Station and numerous aerials and dishes appeared. It still serves in this capacity today but the majority of the rest of the airfield has returned to agriculture with all runways long since being removed.

Tempest Squadrons at Chilbolton

The Main Runway was orientated E/W or 270/090 and the secondary runway NNE/SSW or 210 and 030 degrees. Main Runway length was 1,450 yards long, but extended by 300 yards to the east to a total length of 1,750 yards. The secondary runway was also extended by 200 yards to the south, a total of 1,450 yards. The extensions show up easily on the air ministry plans. Full Night flying capabilities were installed using DREM lighting as standard with an angle of approach indicator system installed.

RAF Hunsdon was used as a satellite landing field for nearby North Weald and became a significant airfield for the fledgling Night fighter force of the Royal Air Force. RAF Hunsdon was home to 85 Squadron and its charismatic Leader Group Captain Peter Townsend, who in later years was linked romantically with HRH Princess Margaret. 85 squadron flew Hawker Hurricanes in the early part of 1941 as a night fighter squadron, after a successful and fruitful campaign during the Battle Of Britain. The Squadron reverted to this role with their black painted Hurricanes to combat the increasing Luftwaffe raids on London and the midlands at night, guided by Ground radar with experienced controllers. The process was known as Ground Control Intercept or GCI. Later, 85 squadron were to change their Faithful Hurricanes for the twin engine Douglas Havoc and enjoyed success as a fully-fledged night fighter squadron before moving to West Malling in the county of Kent.

Unit's known to have operated from Hunsdon:
85 squadron(Douglas Boston/Havoc)
1451 flight (turbinlite flight, Douglas Boston/Havoc)
3 squadron(F) (Hawker Hurricane 2c's)
1530 flight (Airspeed Oxford's)
157 squadron (Mosquito's)
515 squadron (Bristol Beaufighters and Boulton-Paul Defiant's)
406(RCAF) squadron (Mosquito's)
409(RCAF) squadron (Mosquito's)
410(Cougar) squadron RCAF (Mosquito's)
418(RCAF) squadron (Mosquito's)
21(City of Norwich) squadron, 464(Australia), and 487(New Zealand) (squadrons all-comprising of Mosquito's and forming 140 wing 2nd Tactical Air Force)
264 squadron (Mosquito's)
488(New Zealand) squadron (Mosquito's)
151 squadron (Mosquito's)
501(County of Gloucester) squadron (Hawker Tempest's)
611(Mustang 4's), 154 (Mustang 4's and Spitfire Mk6) squadrons forming the Hunsdon Wing, 442(RCAF) using the now disbanded 154 squadron's aircraft. Several other squadrons paid brief visits lasting only a few days, these included, 242, 56, 2, 605, 4 (B flight only), and 219 (Belgium) squadrons.

As stated, several aircraft types operated from Hunsdon, but by far the most numerous were the Mosquito's of the Royal Canadian Air Force, initially as Night fighter squadrons and then on "Intruder" operations. This type of operation involved aircraft from these special squadrons to orbit at a small distance known German night fighter airfields on the Continent and then engage German night fighters as they either took off or landed. Also, the RCAF squadrons were involved in the defence of southern England against the V1 flying bomb menace, 409 downing 10 of these and 418 is quoted as having destroyed a staggering 82 V1 flying bombs. On February 18th 1944, Mk 4s' from Nos. 21(City of Norwich), 464 (Australian) and 487(New Zealand) Squadrons that formed No 140 Wing (Wing Commander P.E. Pickard DSO DFC) carried out " Operation Jericho", otherwise known as the Amiens Prison Raid.

There were 9 separate sites that made up the entire airfield site of Hunsdon, No 1, to No 8, were technical or living accommodation sites, and the runways which is site No9, the original airfield plans lists sites 1 to 8, each containing around 20 to 33 or so buildings, mostly Maycrete, thorn, and nissen hutting. These buildings housed the camp cinema (350 seats) canteens, and ablution blocks, Motor transport sheds, and road fuel storage compounds.
Many of the other sites contained the NCO barracks, and Officers quarters, with the main Officers mess at the large country house of "Bonningtons", the DF station was to the west of the field, with the VHF station to the north, a separate sewage works with four buildings was also included within the sites.
Aircraft Hangers were of the "blister" variety of which there were 16 placed around the perimeter tracks, with one large Bellman Hanger in the main technical site on the northern side of the flying field. The runways were concrete with asphalt topping, the main No1 runway lays 270 /090 degrees, and the No2 runway lays 210 / 030 degrees.
In total there were 448 individual huts and buildings that made up the airfield, today you will find almost none, the last remaining Blister hanger has gone, not even the base remaining, the only seemingly unmoveable structures are the Pillbox type airfield defences
Former Station Commanders were
Wing Commander Harvey DFC
W/Cdr Peter Townsend DFC
W/Cdr Harvey DFC
W/Cdr J R A Peel DSO DFC
W/Cdr J S MacLean DFC
W/Cdr J Hamblin
W/Cdr John Cunningham DSO DFC
W/Cdr H M Kerr AFC
S/Ldr J G Saunders
W/Cdr A L Mortimer

Station Radio Call sign's were "Bemax" and "Miser".

There were on average around 100 officers, 140 NCO's, 2,000 other ranks, 268 WAAF's with 5 officers and 3 NCO's based at Hunsdon. The airfield was defended by the army at first, and then by the RAF Regiment, 2728, 2727, 2734, and 2715 squadrons, 517 troop of 119 Battery, light (LAA) anti aircraft with bofors guns, 334, battery 33 searchlight Regiment were also stationed here. The airfield was finally closed in 1945.

Tempest Squadron at Hunsdon

Images & text:

Denis Sharp

The airfield is one of the oldest still open, having first become operational in 1916 as a RNAS unit. It passed to the RAF, on its formation in 1918, reaching a peak strength of 2500 personnel and an area of 650 acres. Following the First World War, Manston became the RAF School of Technical Training as well as the base for various Squadrons and other units. The second conflict once again found Manston deeply involved in the defence of the country, suffering from enemy attacks and providing shelter and facilities for all kinds of aircraft. In the Fifties the USAF took over, with their fighter/bomber Squadrons, to play their part in NATO. Since then Manston has developed a civil presence whilst still carrying out its RAF role.

Although many of the earlier buildings have now gone and the airfield is no longer in RAF hands, the Station remains much as it has been over the years and its vast runway still dominates the centre of Thanet.

W/C Roland Beamont at Manston.

Tempest Squadrons at Manston  

RAF Manston today

The Memorial Building houses an ever increasing number of memorabilia, both military and civil, mainly from the 1939-45 World War II period and which are well worth viewing. 
The Spitfire Memorial Building was officially opened on 13th June 1981 to house Spitfire TB 752 and was the very first building to be erected on any RAF Station to house a gate-guardian aircraft. The Hurricane Memorial Building was officially opened by Dame Vera Lynn on the 7th October, 1988 to house Hurricane LF 751. Both buildings are still unique to any RAF Station; a fact of which RAF Manston is justifiably proud. The Spitfire and Hurricane Memorial Building is open throughout the year (with the exception of Christmas and Boxing Days).

Spitfire-Museum.com is the official Internet site for the Spitfire & Hurricane Memorial at Manston in Kent. 
Visit their Website and read more about RAF Manston and it´s history:

Images from:
Spitfire-Museum.com
Andy Noonan
Graham Berry
Text source:
Spitfire-Museum.com, thanks Jeff Smithson!

Because these Advanced Landing Grounds would only be required for use during the summer months it was considered that only two metal mesh runways would be needed, and that all personnel would live under canvas, thus no buildings would be provided, although certain farm buildings were taken over.
A suitable site for one of these A.L.Gs was found near Newchurch on the Romney Marshes, which incidentally was the location of three other such 'airfields'. However, in the opinion of Wig Commander Beamont this one at Newchurch was the best of the bunch for his 'Tempest Wing' because it had unobstructed approaches from all directions. Work on clearing the site of trees and the filling of ditches etc., started in January 1943, most of the work being carried out by soldiers of the Royal Engineers and the R.A.F Airfield Construction team. Two steel mesh runways were pinned to the grass surface at this time but very little else in the way of facilities. Towards the end of the year four Blister type hangars were erected and more steel matting applied for aircraft servicing areas.

To give fighter squadrons experience at operating from these primitive conditions most of these A.L.Gs were occupied for a few weeks in mid 1943. This one was allocated to 'Airfield 125', this being the rather silly name given to a group of fighter squadrons that were to operate together in the overall invasion plan. On the 2nd of July Nos. 19 and 132 Squadrons arrived with their Spitfires together with all their ground staff and equipment that came in by road. Both squadrons immediately started to fly escort missions over to the Continent for the American Air Force daylight bombing missions.

In August one of the squadrons departed but two others joined the remaining one and thus made up the usual strength of these 'Airfields' So great was the need for daylight bomber escorts that these squadrons remained here on this duty longer than normal, and it was 12th of October before they retreated to a more permanent airfield at Detling.

NEWCHURCH 431, Kent. Map Ref:-5103N 0053E.

After laying dormant for several months, during which time the Blister hangars and extra steel planking was laid as previously mentioned, the A.L.G was inspected for further use by Wing Commander Beamont in April 1944. On the 28th of April he brought in his 'Airfield 150', which for the first month only consisted of two squadrons of Tempests, to be joined on the 1st of May by the third squadron, equipped with a mixture of Spitfires and Typhoons. There was now a compliment of 12 Spitfires and 36 Tempest at Newchurch. Missions against strategic targets in France were to be performed daily, all in some way connected with the forthcoming invasion. All these aircraft carried cannon guns that made a nasty mess of enemy trains and road traffic in the Normandy region. With the Tempest being the fastest fighter in the R.A.F they were also being used for shooting down the V1 Flying Bombs which were becoming a menace over Southern England at the time.

By the time of the invasion the silly name of 'Airfield' had been replaced by ' Wing', this one becoming known as No.150 Wing. Although it was fully involved with the invasion operation in early June it paid more attention to the Doodle Bug menace. For this the Wing mounting continual patrols over Kent to shoot down these deadly devices before they reached London. The Tempests proved very successful in this task and accounted for scores being shot down, even some of them during the hours of darkness.

Due to the above extra role this A.L.G was occupied longer than most of the others and it was the 23rd of September 1944 before the squadrons vacated it and peace and quite returned to these otherwise tranquil meadows. In December 1944 the engineers returned to recover the metal mesh and pull down the hangars. By early 1945 the area had returned to agriculture.

Tempest Squadrons at Newchurch

RAF Newchurch on 30 August 2014:

{gallery}Airfields/newchurch::::2{/gallery}

Newchurch in WWII

Text sources:
Guy Jefferson
The Typhoon & Tempest Story (Chris Thomas & Christopher Shores)
Images:
Christer Landberg
Graham Berry

4 Sqn quickly converted to Hawker Hectors and No.13 Sqn who came from Old Sarum then joined them. The 2 units specialised in night reconnaissance and carried out many exercises with the local ack-ack sites. One problem experienced with Odiham was the lack of drainage through the grass, after particularly heavy rain the airfield became unusable, it was extremely important that something be done as heavier twin engine bombers were received and the threat of war loomed.

It became obvious that for Odiham to run it required a hard runway, thus Odiham became the first airfield to receive a concrete runway in the southeast. When World War II commenced, the resident Army Co-operation Wing (No 614 Squadron) moved to France, and No 225 Squadron, flying Lysanders, took possession of the Station. Free French, Belgian and Canadian training units, followed them. With the airfield now being on a war footing camouflage paint was applied to the majority of the buildings and it was planned that a decoy airfield was built at Froyle just 3miles to the south of Odiham. During May 1941 the runways were extended as Odiham transferred to No 71 Grp. And in January 1942 the arrival of W.A.A.F'S at Odiham caused accommodation problems, so as a temporary measure until further barrack blocks could be built a large Queen Anne house in Odiham high street known as 'the priory' was requisitioned.

In June 1943, Fighter Command took control of Odiham, flying Mustangs and later, Typhoons. On 'D' Day, the unit assumed a transit role for follow-up elements, and later became a Prisoner of War (PoW) Reception Centre. During the summer of 1945, a Canadian Transport Wing was formed in the United Kingdom, and for just over a year RAF Odiham became part of the Royal Canadian Air Force. Following World War II, came a long period of occupation by Fighter Command, when the skies above Odiham reverberated to the sound of many different types of aircraft, including Spitfires, Hunters and Javelins. In July 1948 six Vampires of No 54 Squadron took off from Odiham to make the first jet crossing of the Atlantic. One of RAF Odiham's most memorable days was 15 July 1953, when, as part of the nationwide Coronation ceremonies, the Queen and Prince Philip reviewed the Royal Air Force at Odiham. The static display comprised 318 aircraft, and another 641 flew past in salute. In July 1959 the Station reverted to "Care and Maintenance."

In February 1960 Odiham re-opened as part of Transport Command, and began operating helicopters, starting with the Sycamore, followed by the Whirlwind and then the Belvedere. The mainstay of the helicopter force at Odiham between 1961-1981 was the Wessex. In 1971, the Pumas arrived at Odiham, and in 1972, an Operational Conversion Unit (OCU) was formed to provide conversion training of helicopter crews for the Wessex and Puma Squadrons. In 1981, the Wessex left for RAF Benson, and their place was taken in 1982 by the Boeing Chinook helicopters. In June 1997 the operational Puma squadron moved to RAF Benson. The base finally became an all Chinook organisation when the last Pumas from the OCU departed to RAF Benson in February 1998.

The working population of the Station is about 1600, of which around 85 are servicewomen and 70 are civilians. Royal Air Force Odiham operates three Support Helicopter (SH) Squadrons, one containing a Conversion Flight. These flying units are supported by the normal three-wing structure of Operations, Engineering and Administration. Nos 7,18 and 27 Squadrons, equipped with the Chinook HC Mk 2, operate in support of NATO throughout Western Europe, or UK interests worldwide, providing direct support to the Army. The Squadrons also meet regular detachment requirements in Northern Ireland, the former Yugoslav Republic (FRY) and the Falkland Islands. No 27 Squadron additionally operates a training flight to convert pilots, navigators and crewmen to fly the Chinook for all the Odiham squadrons. A mixed Army/RAF Joint Helicopter Support Unit is also based at RAF Odiham and deploys with the squadrons to provide specialist under slung load support in the field.

RAF Odiham from the air.

The Crest, signed by King George VI was presented to the Station in 1952. It symbolises King John's Castle at North Warnborough, and the Rose of Hampshire. The two crossed arrows represent the front-line Squadrons based at Royal Air Force Odiham. The Crest prominently displays the Station's motto, "Promise and Fulfil."

Tempest Squadrons at Odiham  

Images and text:
Andy Noonan

After preparing the grass landing ground in 1936, a small campsite and two Bellman type steel hangars were built at the south east corner. Conditions were fairly primitive to start with and canvas hangars and tents were in use for many months until the above facilities were ready.
The station was officially opened on the 1st of May 1937 under the control of No.25 Group of Flying Training Command, becoming the home of No.6 Armament Training Camp. A small number of permanent staff with several target towing aircraft such as Wallaces were in residence to cater for the many RAF squadrons that would arrive during the spring and summer months to take part in air to ground firing, and smoke bomb dropping.

As the war clouds gathered flying activity increased, and by mid 1938 the station was in use all year round, visited not only by R.A.F and A.A.F squadrons, but also by senior courses from flying training schools. By then the title of the establishment had been changed from a Camp to a School.

Flying was increased further in August 1939 when No.217 Squadron moved in temporarily with its Avro Ansons and started coastal patrols but soon left for the newly opened airfield at St Eval in October. However, the training of Observers for the expanding RAF was becoming a priority, and this resulted in No.2 Air Observer School arriving on the 3rd September from Acklington and joining the resident No.6 A.T.S. The two establishments were soon amalgamated and were retitled No.10 Air Observer School, by this time both air gunners and observer/bomb aimers were combined. The school had an equally mixed bag of aircraft ranging from Fairey Battles, Hawker Hinds, Wallaces, Avro Ansons, to the much larger but obsolete Overstrands and Harrows.

WARMWELL 622, Dorset. Map Ref:- 5042N 0221W.

Warmwell in wartime was no place to carry out flying training so after changing titles yet again to No.10 Bombing and Gunnery School, the unit left for safer surroundings at Dumfries on the 13th of July 1940. However, previousto this in November 1939, the Central Gunnery School had formed here for the purpose of training air gunner instructors. It used a few Battles, Blenheims, Hampdens and Whitleys, and although it found things a bit difficult during the Battle of Britain period, it struggled along until departing to Castle Kennedy on the 23rd June 1941.

Back in July 1940 the airfield took on an additional role when it became a fighter base, acting as a satellite of R.A.F Middle Wallop. Work had already been put in hand to lay down a perimeter track, around which would be 8 Blister hangars and 18 fighter pens in revetments. Several additional communal and domestic sites were gradually provided in woodland to the east but these took a long time to materialise.
From July 1940 onwards Warmwell served as a busy fighter station under the control of No.10 Group of Fighter Command. It was in the forefront of the 'Battle of Britain' when its resident squadrons accounted for scores of enemy aircraft, especially when attacking the naval base at close by Portland. Over the next ten months the airfield itself took a pounding by the Luftwaffe bombers, which wrote off the sick quarters, the station workshops, and destroyed more than a dozen aircraft, some of them belonging to the Central Gunnery School.

Spitfires and Hurricane equipped fighter squadrons were the most prominent to fly from Warmwell, but there was six months when the new Whirlwind twin engined fighter equipped one of the squadrons. By mid 1942 the accent was on offensive fighter sweeps over to France, and at one stage Hurricanes capable of carrying bombs operated from the station for over a year. In this respect Typhoon fighter/bombers also operating out of Warmwell, skipping back and forth to the Continent almost daily during 1943.

Since back in October 1941 a certain amount of air to ground firing had again been entered into by visiting fighter squadrons. This aspect increased in early 1943 as fighter pilots prepared and trained for the Invasion of Europe operation. To assist in this aspect No.1487 Target Towing Flight was present from 1st of November 1941 to September 1943 with its many Lysanders and Martinets. Numerous fighter squadrons came on short visits to take part in live firing practice on the Chisel Beech ranges. 

Incidentally, a primitive landing ground at Chickerell had been used by Warmwell target towing, and the early type of fighter aircraft, since around 1937 when they could save time by refuelling and rearming whilst using the ranges.

In September 1943 a much heavier fighter aircraft appeared when the American Air Force sent in their 4th Fighter Group with over forty P47 Thunderbolts. They only partook in a special bomber escort mission so only stayed a matter of days but this was a foretaste of things to come.

Photo right: A Hawker Typhoon at RAF Warmwell.

In early January 1944 the last of the many Typhoon equipped squadrons that had been based here departed. The station was then handed over to the American Ninth Air Force who gave it the title of U.S.A.A.F Station No.454. They needed further accommodations so until these were ready the only flying to take place was by the resident R.A.F Air Sea Rescue Flight, who had been here with its few Lysanders, Ansons and Walrus since forming on the 14th of May 1941.
On the 3rd of April the above ASR Flight departed because already thee American 474th Fighter Group with its huge fleet of P38 Lightning twin engine fighters had arrived in mid March. Bombing and fighter strikes against tactical targets in France commenced on the 25th of April, and were kept up almost daily through the invasion period and beyond, only ceasing on the 6th of August 1944 when the Americans left for an advanced air strip in Normandy.

The R.A.F returned in mid August when Nos.14 and 17 Armament Practice Camps moved in to once again host fighter squadrons using the Chisel Bank ranges. The station became under the control of No.11 Group and saw the presence of numerous fighter squadrons right through to the end of the war, all here temporarily whilst pilots brushed up their skills at air to ground firing. To give the region air sea rescue cover, ASR Flights of either Nos.275 of 277 were also in residence with their few Lysanders, Sea Otters and Spitfires. The odd fighter squadron equipped with Typhoons and Tempests kept coming over from Germany even after the war ended. However, when the last one, No.174 Squadron returned to Germany on the 19th of September 1945, the two Armament Practice Camps disbanded on the 24th of October when all flying came to an end. Although a C and M party remained for a short while to close the place down, the RAF eventually abandoned Warmwell airfield. The Ministry of Food took over the two Bellman hangars in 1950 for food storage and the rest of the airfield started to be dug up for the extraction of gravel. However, the old control tower lives on as it has been converted into a domestic dwelling. A housing estate has sprung up on the former domestic site.

Tempest Squadrons at RAF Warmwell

Images from:
Guy Jefferson 
Andy Noonan
Text sources:
Guy Jefferson 
Andy Noonan
The Typhoon & Tempest Story (Chris Thomas & Christopher Shores)