RAF Chilbolton
USAAF Station No 404
Click here for - The Mystery Of The Chilbolton Luftwaffe Plate
Written by Richard Hall
Airfield Code Letters - CI
RAF Chilbolton, not a name that springs to many a person's mind, mention Middle Wallop, Boscombe Down and maybe even Andover and you are more likely to get a flicker of recognition of the important role these airfields played in World War Two. Chilbolton is situated 91 metres high on a plateau in the heart of the Hampshire countryside and many who drive along the Roman road from Sutton Scotney to Stockbridge in Hampshire, will note the impressive radio telescope, few will realise that it is built next to part of the disused runway. Chilbolton played an important role during the war and went on to become one of the airfields from which the genesis of jet aviation was born, the site ended its days test flying some well known Vickers-Armstrong and Folland designs, which appeared in the post war era.
The purpose of this article is to give a brief history of the airfield's operational flying days and an idea of what can now be seen in the present day.
Then
Chilbolton began life as a small grass airstrip used by a Mr Freddie Cameron to land his private aircraft while coming to visit his mother at Three Ways Cottage. Work began in 1938 on levelling 145 acres of land to allow construction of Chilbolton airfield. The site was intended to act as a dispersal site for the bomber base being built at Middle Wallop. By the time the work was finished, Middle Wallop was a Fighter Command Sector Station for 10 Group. In order to relieve the pressure on Middle Wallop during the Battle of Britain, Hurricanes of 238 Squadron were dispersed to Chilbolton under the command of S/L H A Fenton. The Hurricanes flew from Middle Wallop to Chilbolton on 30 September 1940, a short flight of some 5 miles as the crow flies. The skies in the area were rather busy what with Chilbolton, Andover, Middle Wallop, Old Sarum, Boscombe Down, Worthy Down and Chattis Hill all being in close proximity flying wise, much reliance on the Mark One eyeball is suspected.
By noon on 30 September 1940 the Hurricanes were in action intercepting 40 Heinkel He 111s and their escort as they made their way to attack the Westland Works at Yeovil. The next day 238 Squadron were again in action intercepting Luftwaffe raids on Portsmouth and Southampton, during these intercepts several Hurricanes were lost. A short respite for 238 and then again the squadron were in action on 5 October 1940, this time intercepting bomb carrying Messerschmitt 109s. As winter approached Luftwaffe raids diminished and by the end of the Battle of Britain, the Squadron had lost 17 Hurricanes. No 238 Squadron left Chilbolton in January 1941 and returned to Middle Wallop, they were back at the airfield between February to April 1941, leaving again in April for RAF Pembrey before returning to be stood down in May 1941, in preparation for deployment to the Far East.
Upgrading work took place in 1941 with the construction of a tarmac perimeter track, a few hard standings and blister hangars. A technical site was built in the north/west corner, plus several dispersed living sites that could eventually accommodate 2800 personnel. The field remained as a grass strip with no permanent squadrons based there, although various units and squadrons continued flying from Chilbolton until 1943 including 245, 308 (Krakow), 501 and 504.
The airfield transferred to 70 Group in April 1943 with further upgrading again taking place and the construction of concrete runways, these being 12-30 of some 5,400ft, 02-20 of 4,800ft and 07-25 at 4,200ft. Two hangers were constructed, the tarmac peri-track was strengthened and 48 loop hard standings were built. A bomb dump and ammunition store were constructed off of the south side of the airfield, during this upgrading work Chilbolton was selected as home to an aircraft maintenance depot, which was established on the north/east side of the airfield.
Written by Richard Hall
Airfield Code Letters - CI
RAF Chilbolton, not a name that springs to many a person's mind, mention Middle Wallop, Boscombe Down and maybe even Andover and you are more likely to get a flicker of recognition of the important role these airfields played in World War Two. Chilbolton is situated 91 metres high on a plateau in the heart of the Hampshire countryside and many who drive along the Roman road from Sutton Scotney to Stockbridge in Hampshire, will note the impressive radio telescope, few will realise that it is built next to part of the disused runway. Chilbolton played an important role during the war and went on to become one of the airfields from which the genesis of jet aviation was born, the site ended its days test flying some well known Vickers-Armstrong and Folland designs, which appeared in the post war era.
The purpose of this article is to give a brief history of the airfield's operational flying days and an idea of what can now be seen in the present day.
Then
Chilbolton began life as a small grass airstrip used by a Mr Freddie Cameron to land his private aircraft while coming to visit his mother at Three Ways Cottage. Work began in 1938 on levelling 145 acres of land to allow construction of Chilbolton airfield. The site was intended to act as a dispersal site for the bomber base being built at Middle Wallop. By the time the work was finished, Middle Wallop was a Fighter Command Sector Station for 10 Group. In order to relieve the pressure on Middle Wallop during the Battle of Britain, Hurricanes of 238 Squadron were dispersed to Chilbolton under the command of S/L H A Fenton. The Hurricanes flew from Middle Wallop to Chilbolton on 30 September 1940, a short flight of some 5 miles as the crow flies. The skies in the area were rather busy what with Chilbolton, Andover, Middle Wallop, Old Sarum, Boscombe Down, Worthy Down and Chattis Hill all being in close proximity flying wise, much reliance on the Mark One eyeball is suspected.
By noon on 30 September 1940 the Hurricanes were in action intercepting 40 Heinkel He 111s and their escort as they made their way to attack the Westland Works at Yeovil. The next day 238 Squadron were again in action intercepting Luftwaffe raids on Portsmouth and Southampton, during these intercepts several Hurricanes were lost. A short respite for 238 and then again the squadron were in action on 5 October 1940, this time intercepting bomb carrying Messerschmitt 109s. As winter approached Luftwaffe raids diminished and by the end of the Battle of Britain, the Squadron had lost 17 Hurricanes. No 238 Squadron left Chilbolton in January 1941 and returned to Middle Wallop, they were back at the airfield between February to April 1941, leaving again in April for RAF Pembrey before returning to be stood down in May 1941, in preparation for deployment to the Far East.
Upgrading work took place in 1941 with the construction of a tarmac perimeter track, a few hard standings and blister hangars. A technical site was built in the north/west corner, plus several dispersed living sites that could eventually accommodate 2800 personnel. The field remained as a grass strip with no permanent squadrons based there, although various units and squadrons continued flying from Chilbolton until 1943 including 245, 308 (Krakow), 501 and 504.
The airfield transferred to 70 Group in April 1943 with further upgrading again taking place and the construction of concrete runways, these being 12-30 of some 5,400ft, 02-20 of 4,800ft and 07-25 at 4,200ft. Two hangers were constructed, the tarmac peri-track was strengthened and 48 loop hard standings were built. A bomb dump and ammunition store were constructed off of the south side of the airfield, during this upgrading work Chilbolton was selected as home to an aircraft maintenance depot, which was established on the north/east side of the airfield.
Republic P-47G Thunderbolt - 225068 - Richard Hall
|
In December 1943 a new unit arrived in the form of 5th Tactical Air Depot who were later joined by the 368th Fighter Group 9th USAAF who flew in from their previous home at Greenham Common. The 368th consisted of the 395th, 396th & 397th squadrons flying Rebublic P-47 Thunderbolts, the fighters were involved in relentless softening up attacks in France prior to invasion, on D-Day itself Chilbolton's three squadrons were in action in support of the Allied Invasion. In Mid-June 1944 the P-47s left for new bases in France.
|
This probably pleased the local residents of Chilbolton as this was a time of intense aerial activity, less pleased would have been the Germans who would be on the receiving end of more locally based P-47s. One flight that was headed for Chilbolton in July 1944, did not reach its intended destination. Further details can be found here - www.airshowspresent.com
Following the departure of the P-47s to France, the locals had a short respite until Douglas C-47s arrived at the airfield bringing back wounded and undertaking supply flights in support of operations in Europe. From September 1944 the 442nd Troop Carrier Group moved in, the site being selected as an advance base for the group's participation in the airborne assault in Holland. C-47 and Hadrian gliders continued to fly from Chilbolton in support of the on-going invasion. Airborne troops involved in Operation Market Garden also departed from the airfield, so it can be seen that this relatively unknown base played a major role in key World War Two operations.
Chilbolton returned to the RAF on 1st March 1945 and 41 OTU arrived with various Hurricanes, Spitfires and Martinets on its strength. Around this time Mustangs, Typhoons & Tempests were also to be found at the airfield in an operational capacity.
Chilbolton returned to the RAF on 1st March 1945 and 41 OTU arrived with various Hurricanes, Spitfires and Martinets on its strength. Around this time Mustangs, Typhoons & Tempests were also to be found at the airfield in an operational capacity.
Hawker Tempest II PR536 - Richard Hall
|
Chilbolton now became a forward airfield in the Middle Wallop sector of 11 Group. With the war in the East still underway plans were made for 183 and 247 Squadrons to join Tiger Force to deploy under the command of W/C Roland Beamont flying Centaurus powered Hawker Tempest IIs.
However, the war ended so the Wing involved remained at Chilbolton taking part in the Battle of Britain Flypast in September 1945. No 183 Squadron renumbered to 54 Squadron and converted pilots destined for the Middle East. |
The jet age came to Chilbolton on 11 September 1945 when a Gloster Meteor III visited to demonstrate to the Swedish Air Force Commander in Chief who was interested in possible procurement of the aircraft. It would appear that the Meteor did not make much of an impression on the C in C, Sweden only purchased three T.7 Meteor variants for target towing duties.
On 14 March 1946, 247 Squadron received its first De Havilland Vampire F.1s under the command of S/L J H Bryant DFC. No 54 Squadron left Chilbolton on 26 June 1946 with 247 following two days later. This left no flying units at the airfield and so started a slow rundown with the clearance of equipment. Chilbolton became a sub-site of 3 Maintenance Unit (MU) based at Didcot, surplus RAF equipment was stored in the hangars and other buildings until it was disposed of which was around June 1948. Further stores were forthcoming in the form of ammunition, responsibility for which was taken by 202 MU from April 1950, until the RAF finally severed its links with the site in June 1954.
While the above was going on, Chilbolton moved onto the next stage of its life, this was the start of the early testing and development of the jet powered aircraft. During this time a number of well known Test Pilots came to the airfield, including John Derry, Mike Lithgow, Teddy Tennant, Dave Morgan and Jeffrey Quill. This was an age where great risks were taken by the early jet test pilots in an area of aeronautics, that were not fully understood at that stage of jet aviation development. February 1947 saw Vickers Armstrong (of which Supermarine were part) move in from High Post, the 1950s witnessed various Supermarine fighter prototypes appearing at Chilbolton. Construction of the aircraft had been undertaken at Hursley Park and included Types 508, 529, 525 & 535.
On 14 March 1946, 247 Squadron received its first De Havilland Vampire F.1s under the command of S/L J H Bryant DFC. No 54 Squadron left Chilbolton on 26 June 1946 with 247 following two days later. This left no flying units at the airfield and so started a slow rundown with the clearance of equipment. Chilbolton became a sub-site of 3 Maintenance Unit (MU) based at Didcot, surplus RAF equipment was stored in the hangars and other buildings until it was disposed of which was around June 1948. Further stores were forthcoming in the form of ammunition, responsibility for which was taken by 202 MU from April 1950, until the RAF finally severed its links with the site in June 1954.
While the above was going on, Chilbolton moved onto the next stage of its life, this was the start of the early testing and development of the jet powered aircraft. During this time a number of well known Test Pilots came to the airfield, including John Derry, Mike Lithgow, Teddy Tennant, Dave Morgan and Jeffrey Quill. This was an age where great risks were taken by the early jet test pilots in an area of aeronautics, that were not fully understood at that stage of jet aviation development. February 1947 saw Vickers Armstrong (of which Supermarine were part) move in from High Post, the 1950s witnessed various Supermarine fighter prototypes appearing at Chilbolton. Construction of the aircraft had been undertaken at Hursley Park and included Types 508, 529, 525 & 535.
Supermarine Attacker F.1 WA473 - similar to the one lost on 5 February 1952 - seen here at the Fleet Air Arm Museum RNAS Yeovilton - Richard Hall
|
Test flying the early jets was not without its perils and losses began to mount up as pilots tried ever harder to prove their aircraft were worthy of squadron use. One such instance of a loss occurred on 5th February 1952. Lt Cdr R M Orr Ewing a test pilot of C Flight A&AEE took off from Chilbolton at the controls of Supermarine Attacker F Mk.I WA485. The flight was to determine the behaviour of a new slab tailplane, but after a few manoeuvres the aircraft pitched down and crashed into water meadows near Leckford with the loss of the pilot.
|
Supermarine Swift FR.5 - WK277 seen here at Newark Air Museum - Richard Hall
|
In 1952 Chilbolton was used to film parts of David Lean’s award winning movie 'The Sound Barrier'. Used for the filming at the airfield was Supermarine Type 535, VV119. The aircraft was named Prometheus for the production with air to air footage gathered using an Avro Lancaster from the Royal Aircraft Establishment.
For anyone with an interest in what Chilbolton looked like in the early Jet Age, The Sound Barrier provides a good glimpse as many of the aviation related sequences were filmed there. |
The Type 535 went onto to become the Swift an example of which, FR.5 WK277 is shown above at Newark Air Museum.
An extract from a 1953 issue of Flight magazine. (click on images to enlarge)
Vickers Supermarine Type 541 Swift WJ960 displayed by test pilot Dave Morgan for the Duke of Edinburgh at Chilbolton in 1953.
|
|
Folland Gnat F.1 - XK740 seen here at Solent Sky Southampton - Richard Hall
|
In 1953 Folland Aircraft Ltd also moved in as they needed somewhere to test their Gnat fighter/trainer and Midge fighter.
An example of a Gnat fighter can be seen to the left. This one is a Gnat F.1 XK740 and is preserved at Solent Sky in Southampton. |
Vickers-Armstrong left in 1957 following the rundown of the Swift programme, Folland stayed on undertaking trials with the Gnat before moving to Dunsfold in 1961, Chilbolton again lay abandoned. In 1963 work commenced on building an observatory for the Radio Research Station, this opened in 1967 and is a very prominent landmark in the area being visible for many miles.
Now
Chilbolton these days is a very quiet peaceful place compared to when it resounded to the noise of piston and jet engines. This is to such an extent that it is hard to believe that so many people lived, died and for a time called the airfield home. There again this is the same for many places that witnessed the frantic activity of aerial warfare and the perils of test flying.
Today the farmland surrounding the site is owned by Leckford Estates which is part of the John Lewis Partnership.
A surprising amount of the old airfield remains. Parts of the runways and peri-tracks are still visible along with many buildings dotted around the site. Stonefield Park now occupies part of the domestic site and has many Nissen Huts and Stanton Air Raid shelters still in existence. A few light aircraft and micro-lights fly from the area near Stonefield Park so the aviation link remains, which is nice to see from an airfield that played such an important role in World War Two.
A view down runway 02 - April 2015
Now
Chilbolton these days is a very quiet peaceful place compared to when it resounded to the noise of piston and jet engines. This is to such an extent that it is hard to believe that so many people lived, died and for a time called the airfield home. There again this is the same for many places that witnessed the frantic activity of aerial warfare and the perils of test flying.
Today the farmland surrounding the site is owned by Leckford Estates which is part of the John Lewis Partnership.
A surprising amount of the old airfield remains. Parts of the runways and peri-tracks are still visible along with many buildings dotted around the site. Stonefield Park now occupies part of the domestic site and has many Nissen Huts and Stanton Air Raid shelters still in existence. A few light aircraft and micro-lights fly from the area near Stonefield Park so the aviation link remains, which is nice to see from an airfield that played such an important role in World War Two.
A view down runway 02 - April 2015
Drone Photograph - Richard Hall
The following photographs aim to show some of what can still be seen at former RAF Chilbolton.
All Photos Richard Hall