RAF Odiham
From Biplanes To Helicopters
Airfield Code Letters - OI
During the course of World War One aircraft went from being considered as a bit of a novelty with no real use, to a potent weapon and game changer. From their lofty heights over the battlefield aircrews could direct artillery fire, reconnoiter and of course bomb, strafe and dog fight.
It was recognized that to be effective aircraft needed to be able to communicate with those on the ground and through the use of radio, the days of army co-operation squadrons came into being.
During the course of World War One aircraft went from being considered as a bit of a novelty with no real use, to a potent weapon and game changer. From their lofty heights over the battlefield aircrews could direct artillery fire, reconnoiter and of course bomb, strafe and dog fight.
It was recognized that to be effective aircraft needed to be able to communicate with those on the ground and through the use of radio, the days of army co-operation squadrons came into being.
Bristol F.2B Fighter D8096 - Shuttleworth Collection - Photo Richard Hall
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Before RAF Odiham became an official military airfield, an area known as Down Farm was acquired for use as a Summer Camp in the 1920s. A deciding factor for selecting the location was its close proximity to Aldershot and Salisbury Plain, which the army, for many years have used for training. In 1926 the first Camp arrived at Down Farm when two Army Co-operation units, Nos 4 & 13 Squadrons took up residence for a few weeks with a tented camp and temporary Bessonneau hangars. At the time the two squadrons were flying Bristol Fighter F.2B aircraft, in Hampshire's blue hazy summer skies, it must have been idyllic (when it wasn't raining).
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At this time memories of the First World War, in which millions of lives were lost on all sides, were still very much uppermost in the minds of the military and public alike, so there was little appetite to increase air assets, or any other military assets for that matter. The RAF continued to fly aircraft that were a throw back to the earlier years of military aviation.
Following the First World War the man who was to become Marshall Of The Royal Air Force, Sir Hugh Trenchard, was fighting off attempts by the Admiralty and the Army to liquidate the RAF. To this end he contented himself with consolidating his somewhat out dated fighting aircraft and made the best of what he had at his disposal, in order to ensure the RAF survived.
As the days of the late 1920s to mid 1930s progressed, the threat of war was once again hanging over Europe due to the rise of the National Socialist German Workers Party (Nazi) in Germany, therefore, locations for airfield expansion were being sought in Britain. As the site of Down Farm had previously proven successful for Summer Camps, it lent itself to being considered for the location of a permanent airfield.
Following the First World War the man who was to become Marshall Of The Royal Air Force, Sir Hugh Trenchard, was fighting off attempts by the Admiralty and the Army to liquidate the RAF. To this end he contented himself with consolidating his somewhat out dated fighting aircraft and made the best of what he had at his disposal, in order to ensure the RAF survived.
As the days of the late 1920s to mid 1930s progressed, the threat of war was once again hanging over Europe due to the rise of the National Socialist German Workers Party (Nazi) in Germany, therefore, locations for airfield expansion were being sought in Britain. As the site of Down Farm had previously proven successful for Summer Camps, it lent itself to being considered for the location of a permanent airfield.
In 1934 work began at RAF Odiham as an Expansion Period airfield and construction commenced on the typical C type hangars, accommodation blocks and various buildings that were to be found on such a site. The airfield was built by contractors Lindsay Parkinson Ltd and handed over to the RAF in December 1936, with allocation to No 22 Group upon completion.
Erhard Milch - Image www.travelhyper.com
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Given its close proximity to London, Odiham was a firm favourite to attract visitors. Ironically the then Secretary General of the Luftwaffe, Erhard Milch, conducted the official opening of the new RAF station on 18 October 1937. To think in just under three years time the Luftwaffe would be again visiting the airfield, but certainly not with the hand of friendship extended.
Milch oversaw the development of the Luftwaffe during the Nazi rearmament programme in the 1930s and aircraft production during World War Two. |
A lack of a clear strategy and a decisive command structure, ultimately overseen by Milch, contributed to the many mistakes that were made in relation to the Luftwaffe during the war years. This led to a weakening of the Luftwaffe as the war progressed to its eventual collapse in the the face of the massive Allied onslaught. Milch was convicted of war crimes at the Nuremberg Trials and was imprisoned for life, commuted to 15 years with release coming in 1954, a year after the Royal Review held at RAF Odiham (more of that later).
The Whitley Experiment
Armstrong Whitworth A.W. 38 Whitley Prototype K4586 - Image military.wikia.com
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Foresight on the part of some foresaw that grass airfields were going to be of very limited use with the advent of heavy four engined bomber aircraft, that were currently in the design stage but would be procured and coming into service in future years.
To establish how these aircraft would fair with grass runways, an interesting experiment was undertaken at Odiham within its first year. |
Armstrong Whitworth Whitley prototype K4586 flew to the airfield from RAE Farnborough with a massive steel beam fitted between the main wheels, which had also been adapted with oversize Dunlop tyres. This gave the aircraft a weight of 18 tons and soon it was carving deep furrows in the turf, but tests on other parts of the field showed less destructive results.
To this end, rather foolishly, it was concluded that heavy bombers could take off from grass, although not much thought had been given to what happens when it rains and the ground becomes soft.
The experiment allowed the treasury to conclude that expensive concrete runways were not required and that the money could be saved for another day. Thankfully by 1939 airfields were being built with hard runways, which was just as well given the size and weight of the aircraft that would be using them, in the not too distant future.
To this end, rather foolishly, it was concluded that heavy bombers could take off from grass, although not much thought had been given to what happens when it rains and the ground becomes soft.
The experiment allowed the treasury to conclude that expensive concrete runways were not required and that the money could be saved for another day. Thankfully by 1939 airfields were being built with hard runways, which was just as well given the size and weight of the aircraft that would be using them, in the not too distant future.
Army Co-operation
Hawker Hector K8108 of No 13 Squadron - photo Flight
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The original purpose for Odiham was to house three Army Co-operation Squadrons, two of which No 4 & 13, flying the Hawker Audax a variant of the Hawker Hart light bomber, had arrived with No 50 (AC) Wing in February 1937, with a third, No 53, equipped with Hawker Hectors, arriving later in the year. The three squadrons were soon active in their role of army co-operation and took part in a range of training operations with ground forces.
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No 4 & 13 Squadrons both soon converted to the Hawker Hector, again a derivative of the Hart, powered by an unusually configured 24 cylinder air cooled Napier Dagger engine.
War Clouds Gather
As the decade moved towards its close the war clouds were clearly gathering and there was a haste to update the RAF's aircraft and equipment. The aircraft flown by Odiham's squadrons were clearly outdated and would be no match for the modern fighters that equipped the upcoming adversary, the Luftwaffe. Unfortunately the aircraft that were to re-equip the squadrons were also of no match to the future enemy, but this was to be a lesson hard learned at a later date during the Battle Of France.
Before the war began No 4 & 13 Squadrons re-equipped with the Westland Lysander, a single engined army co-operation aircraft and No 53 with Bristol Blenheim twin engine light bombers. 1939 saw Odiham's grass runways give way to concrete, which was fortunate with the arrival of the heavier Blenheim aircraft.
As the decade moved towards its close the war clouds were clearly gathering and there was a haste to update the RAF's aircraft and equipment. The aircraft flown by Odiham's squadrons were clearly outdated and would be no match for the modern fighters that equipped the upcoming adversary, the Luftwaffe. Unfortunately the aircraft that were to re-equip the squadrons were also of no match to the future enemy, but this was to be a lesson hard learned at a later date during the Battle Of France.
Before the war began No 4 & 13 Squadrons re-equipped with the Westland Lysander, a single engined army co-operation aircraft and No 53 with Bristol Blenheim twin engine light bombers. 1939 saw Odiham's grass runways give way to concrete, which was fortunate with the arrival of the heavier Blenheim aircraft.
Westland Lysander MKIII V9367 - this one in the markings for SOE missions in occupied Europe - Photo Richard Hall
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Bristol Blenheim MKI L6739 - Photo Richard Hall
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After war was declared on 3rd September 1939, Odiham's Lysanders and Blenheims moved to France as part of the Air Component of the British Expeditionary Force (BEF). The period from September 1939 to April 1940 became known as the Phoney War, due to relative inactivity, but in very short order the war would take a very much more serious path.
The Home Front
Hawker Hind K5414 - similar to as used by No 613 & 614 Squadrons
but would have been in a camouflage scheme - Image Richard Hall
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After No 4, 13 & 53 left for France, two Auxiliary squadrons, Nos 613 (City Of Manchester) & No 614 (City Of Glamorgan) flew their aircraft to Odiham, arriving on 2 October 1939. The two squadrons at this time were flying Hawker Hind, Hector & Westland Lysanders.
On the 3rd October, B Flight of No 614 Squadron was redesignated No 614A becoming No 225 Squadron, eight days later. The Squadron was tasked to aid local searchlight and anti aircraft sites, as well as undertaking patrols along the Hampshire coast, including the Isle Of Wight, which in turn led to participation in air sea rescue work. |
No 613 Squadron's task at this time to was to ferry replacement Lysanders to Amiens-Glisy to bolster artillery spotting capabilities.
Blitzkrieg
The relative calm on the Western Front was shattered on the 10 May 1940, when the Germans launched their Blitzkrieg (Lightning War) and most of Europe was quickly overrun. The Allied forces had never seen such tactics used in an attack before, which relied on close co-operation between air & ground forces and the effective by-passing of defensive positions which included the Maginot Line. Despite a gallant defence, the BEF, along with elements of the French army were driven back to the coast and the beaches of Dunkirk. Under constant aerial attack 300,000 troops were evacuated to Britain from Dunkirk's beaches, many of them in "Little Ships" which were requisitioned civilian vessels, of all manner of sizes and types, in what was known as Operation Dynamo, one of the greatest feats of the Second World War. The BEF left most of its equipment behind in France during the evacuation but this could be replaced, men can't. If the BEF had been left in the country, Britain, already in a very perilous defensive position, in all likelihood would have to have sued for peace and the destiny of Europe would have been very different.
As previously stated it soon became apparent that Odiham's squadrons were no match for the marauding Luftwaffe fighters and murderous flak. Despite gallant flying by the brave army co-operation crews, they where effectively shot out of the skies and losses in men and machines were high.
As previously stated it soon became apparent that Odiham's squadrons were no match for the marauding Luftwaffe fighters and murderous flak. Despite gallant flying by the brave army co-operation crews, they where effectively shot out of the skies and losses in men and machines were high.
During the month of June 1940, No 225, 613 & 614 Squadrons left Odiham for Old Sarum, Netherthorpe and Grangemouth respectively. After the fall of France No 59 Squadron flew their Bristol Blenheims, via a somewhat roundabout route to Odiham, bringing with them tales of heroism and gallantry that were readily apparent in the fallen country. No 59 stayed at Odiham for three weeks in which time they busied themselves bombing enemy held ports in France. Also arriving at the airfield from Old Sarum was No 110 Squadron (RCAF) City Of Toronto, equipped with Lysanders. The squadron was soon busy training with local army units, with one of their Lysanders fitted experimentally with a 20mm cannon, the recoil from which must have had an interesting effect on the aircraft.
With the withdrawal from France, Britain stood alone to face the inevitable onslaught from the Germans, that was to become known as the Battle Of Britain. There was heightened alarm that Britain was soon to be invaded and Hitler had plans to do just that with an operation known as Sea Lion. Britain's defences were severely weakened by the rout in France and as such desperate measures were required to defend against any enemy invasion. One such measure was the use of aircraft such as Lysanders, Tiger Moths, or basically anything that could fly that could be adapted to drop bombs, being used to repel potential invaders. This was known as Operation Banquet and would have been a suicide mission for anyone involved, thankfully the operation never came to pass and the RAF prevailed in the Battle Of Britain.
In all likelihood anything that could fly from Odiham would have been used to protect Britain's sovereignty had Operation Sea Lion been implemented, in last ditch desperate actions. Its a thought that doesn't bear thinking about as losses would have been severe among the seriously outmoded aircraft.
In all likelihood anything that could fly from Odiham would have been used to protect Britain's sovereignty had Operation Sea Lion been implemented, in last ditch desperate actions. Its a thought that doesn't bear thinking about as losses would have been severe among the seriously outmoded aircraft.
A Friendly Invasion
Potez 63/11 - Image www.airwar.ru
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With the downfall of much of mainland Europe, many former Belgium, French, Dutch and other National pilots made their way to Britain to continue the war against the Nazi invaders. To facilitate acceptance into RAF service, No 1 Fighter Training School was formed at Odiham for Free French pilot training on 30 July 1940.
A number of French aircraft that had escaped the German advance and had made it to Odiham were used for training. These included Farmar 222, Cauldron Goelands, Potez 63/11, Block 151 and Dewoitine 520s. |
In November 1940 the Fighter Training School became the Franco-Belgium Flying Training School and used Miles Magisters, Blenheims & Lysanders until June 1941 when the School disbanded.
The Battle Of Britain
Southern England during the summer of 1940 was a location of concern, anxiety and a place where the church bells didn't ring unless it was to signal an invasion. Personnel at Odiham would have seen overhead their airfield, contrails and smoke trails from the numerous dogfights that took place during those momentous summer months.
One man who must take full credit for the RAF being able to mount a defence against the upcoming Lufwaffe onslaught was Air Chief Marshall Sir Hugh Dowding, Commanding Officer of Fighter Command, who had stopped his fighter squadrons being wasted in the Battle Of France. Dowding refused to continue to send reinforcements to the Continent even when requested by Churchill, as he knew the battle was lost and the fighters would be needed for home defence, a decision that to all intents and purposes saved Britain.
One man who must take full credit for the RAF being able to mount a defence against the upcoming Lufwaffe onslaught was Air Chief Marshall Sir Hugh Dowding, Commanding Officer of Fighter Command, who had stopped his fighter squadrons being wasted in the Battle Of France. Dowding refused to continue to send reinforcements to the Continent even when requested by Churchill, as he knew the battle was lost and the fighters would be needed for home defence, a decision that to all intents and purposes saved Britain.
In order to strike a decisive blow against the RAF, Hitler ordered Adlerangriff (Operation Eagle Attack), the purpose being for the Luftwaffe to gain air superiority over southern England, which would be required if any potential invasion was to be a success. The day the attack was to be launched, 13 August 1940, known as Adler Tag (Eagle Day), was chosen thanks to a ridge of high pressure over Britain at the time, which indicated favourable weather. The vagaries of mother nature however intervened and the weather on the morning of the planned attack dictated it be postponed until later in the day. Unfortunately some Luftwaffe crews did not get the stand down message, something to do with the wrong radio crystals being fitted, and took off to commence their raids against southern England, which contributed to Odiham not being attacked on this day, as we shall see later.
The Luftwaffe raids were planned to destroy radar installations and RAF airfields, although some of the targets chosen were of dubious value due to inaccurate Luftwaffe intelligence. Airfields on the target list which had little to do with Britain's fighter squadrons included Worthy Down, Eastchurch & Upavon, none of which had had any connection with fighters for many years.
The Luftwaffe raids were planned to destroy radar installations and RAF airfields, although some of the targets chosen were of dubious value due to inaccurate Luftwaffe intelligence. Airfields on the target list which had little to do with Britain's fighter squadrons included Worthy Down, Eastchurch & Upavon, none of which had had any connection with fighters for many years.
Hawker Hurricane MKI R4118 - a type that would have been seen over RAF Odiham during the Battle Of Britain - Image Richard Hall
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Odiham on this day had a lucky escape as a Gruppe of Ju88s from KG54 had been tasked to attack the airfield along with the nearby Royal Aircraft Establishment at Farnborough. The bombers without fighter escort were hampered by the cloud conditions and became increasingly frustrated by the attentions of RAF fighters. Venturing no more than 10 miles in land the order was given for the bombers to turn back and therefore on this occasion Odiham was spared. |
Once the hostile plots had dried up from Dowding's Group operations tables, at the end of the day the Luftwaffe had lost 47 aircraft and the RAF 13, three of whose pilots had been killed. During the day six airfields were attacked with 47 aircraft destroyed only one of which was a fighter.
On Thursday 15th August 1940 large scale attacks were made by the Luftwaffe on Northern England during the morning and early afternoon. At the time the Luftwaffe considered that due to combat in the South there would be few RAF fighters left to defend the North. This intelligence was wrong as the RAF were rotating fighter squadrons between the North and South and losses for the Luftwaffe as a result of the raids were high, due to the lack of single engine fighter protection which could not cross the North Sea due to a lack of range.
As the raids on the North declined during the afternoon, at 17.00 Sussex and Hampshire coastal radars plotted the track of two large raids headed towards Southern England. The raids consisted of approximately 60 Junkers Ju88s of I/LG 1 & II/LG escorted by 40 Bf110s of ZG 2. The formations were set upon by No 43, 249, 601 and 609 Squadrons but despite determined attack by the defenders, the raid got through. On the receiving end were the airfields at Middle Wallop, Worthy Down and Odiham.
It was a case of mistaken identity for Odiham as the Luftwaffe crews reported they had bombed RAF Andover. Luckily for airfield the bombing was fairly ineffectual, most landing around the perimeter with no damage to the runways or buildings. The day for the Luftwaffe was one of heavy losses of close to 50 aircraft, with the RAF continuing to be able to put up a strong defence. A lesson not learnt on this day by Goring was that vast effort was being expended on airfields of little value to weakening the RAF, a clear sign of poor intelligence.
The battle raged over the coming months with both sides suffering heavy losses. Tactical errors by Hitler & Goring ensured that the RAF was able to rebuild its strength, as at one point, there was a distinct chance Britain would not prevail. Thankfully the Germans were unable to gain air superiority over Southern England and Operation Sea Lion was postponed. With the coming of 1941 Hitler decided to attack Russia, which was a big mistake as by his own words he stated, "a war should not be fought on two fronts". The mass of men and equipment that went to the Eastern Front took the pressure off the British and slowly thoughts of taking to the offensive began to gather pace.
As the raids on the North declined during the afternoon, at 17.00 Sussex and Hampshire coastal radars plotted the track of two large raids headed towards Southern England. The raids consisted of approximately 60 Junkers Ju88s of I/LG 1 & II/LG escorted by 40 Bf110s of ZG 2. The formations were set upon by No 43, 249, 601 and 609 Squadrons but despite determined attack by the defenders, the raid got through. On the receiving end were the airfields at Middle Wallop, Worthy Down and Odiham.
It was a case of mistaken identity for Odiham as the Luftwaffe crews reported they had bombed RAF Andover. Luckily for airfield the bombing was fairly ineffectual, most landing around the perimeter with no damage to the runways or buildings. The day for the Luftwaffe was one of heavy losses of close to 50 aircraft, with the RAF continuing to be able to put up a strong defence. A lesson not learnt on this day by Goring was that vast effort was being expended on airfields of little value to weakening the RAF, a clear sign of poor intelligence.
The battle raged over the coming months with both sides suffering heavy losses. Tactical errors by Hitler & Goring ensured that the RAF was able to rebuild its strength, as at one point, there was a distinct chance Britain would not prevail. Thankfully the Germans were unable to gain air superiority over Southern England and Operation Sea Lion was postponed. With the coming of 1941 Hitler decided to attack Russia, which was a big mistake as by his own words he stated, "a war should not be fought on two fronts". The mass of men and equipment that went to the Eastern Front took the pressure off the British and slowly thoughts of taking to the offensive began to gather pace.
Curtis P-40B Tomahawk - this one in US markings and a survivor of the attack on Pearl Habour - image Richard Hall
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After The Battle
At the tail end of 1940 the RAF reviewed its Army Co-operation role and in December the new Army Co-operation Command was formed with it headquarters based at Bracknell. There was a need to upgrade the Command's Lysanders to an aircraft of a more modern nature, which could at least have a chance of competing with modern Luftwaffe fighters. |
It was decided that Curtis P-40 Tomahawks would fit the role with the type also being capable of photo-reconnaissance duties. In line with changes to the Army Co-operation role, Odiham was upgraded with new runways and a tarmac perimeter track was laid to connect hard-standings. On 1st March 1941 No 400 (City Of Toronto) RCAF Squadron was renumbered from No 110 Squadron, initially with Lysanders and then with conversion onto the Tomahawk. The aircraft did not excel as a fighter in the European theatre, but it was far superior to the Lysander and was a good platform for low level reconnaissance, which was put to very good use by No 400 Squadron.
Odiham had been lucky in the Battle Of Britain in sustaining no damage from the attention of the Luftwaffe, however in a twist of fate on 23 March 1941 a lone Ju88 appeared over the airfield pursued by a Hurricane. In order to try and hasten his escape the Ju88 pilot decided to jettison the aircraft's bomb load just as it happened to be over Odiham. This was not a deliberate attack but 12 bombs fell within the vicinity of the accommodation blocks with fortunately little damage being sustained. Odiham's charmed existence continued when again when on 26 March another Ju88 flew low over the airfield, this time without releasing any bombs, however, it did receive attention from the airfield's defences.
Further work began in May 1941 with the lengthening of runways and a transfer to No 71 Group. Once completed by the Airfield Construction Unit, Odiham's runways were the main running east to west at 5,100', the south west to north east strip at 4,200' and the south east to north west which had been abandoned and was in use as an access track.
A former resident returned in the form of No 13 Squadron from RAF Hooton Park, equipped with Lysanders with conversion to Blenheim IVs following shortly after. Their role was still of co-operation but with additional tasks of low level bombing, gas spraying and the laying of smoke screens.
On 6 November 1941 No 400 Squadron began operations over France with two Tomahawks carrying out a reconnaissance mission which was hampered by the lack of cloud cover. The squadron continued to hone its skills into 1942 ready for taking the offensive back to the Germans in the coming months and years.
Odiham had been lucky in the Battle Of Britain in sustaining no damage from the attention of the Luftwaffe, however in a twist of fate on 23 March 1941 a lone Ju88 appeared over the airfield pursued by a Hurricane. In order to try and hasten his escape the Ju88 pilot decided to jettison the aircraft's bomb load just as it happened to be over Odiham. This was not a deliberate attack but 12 bombs fell within the vicinity of the accommodation blocks with fortunately little damage being sustained. Odiham's charmed existence continued when again when on 26 March another Ju88 flew low over the airfield, this time without releasing any bombs, however, it did receive attention from the airfield's defences.
Further work began in May 1941 with the lengthening of runways and a transfer to No 71 Group. Once completed by the Airfield Construction Unit, Odiham's runways were the main running east to west at 5,100', the south west to north east strip at 4,200' and the south east to north west which had been abandoned and was in use as an access track.
A former resident returned in the form of No 13 Squadron from RAF Hooton Park, equipped with Lysanders with conversion to Blenheim IVs following shortly after. Their role was still of co-operation but with additional tasks of low level bombing, gas spraying and the laying of smoke screens.
On 6 November 1941 No 400 Squadron began operations over France with two Tomahawks carrying out a reconnaissance mission which was hampered by the lack of cloud cover. The squadron continued to hone its skills into 1942 ready for taking the offensive back to the Germans in the coming months and years.
Taking The Offensive
During 1942 the only way the British could take the fight back to Germany was by using the aircraft of Bomber Command. In the early years of the War Britain's bombing campaign against the Axis forces was somewhat haphazard with no clear plan and very inaccurate bombing. The Bomber Command crews were not short of courage or determination, but their equipment was lacking and something had to be done to make operations more effective for the effort being expended and the losses suffered. In February 1942 Arthur T Harris was appointed to the position of Commander In Chief Bomber Command and was tasked with undertaking the strategic bombing of German industries and cities.
In the early months of Harris's command, bombing accuracy, navigation and the limited numbers of aircraft continued to hamper his efforts. Slowly improved navigation aids (GEE) and target marking came into operation along with larger more capable aircraft, such as the Short Stirling, Handley Page Halifax & Avro Lancaster, that were capable of greater range and increased bomb carrying capacity.
During 1942 the only way the British could take the fight back to Germany was by using the aircraft of Bomber Command. In the early years of the War Britain's bombing campaign against the Axis forces was somewhat haphazard with no clear plan and very inaccurate bombing. The Bomber Command crews were not short of courage or determination, but their equipment was lacking and something had to be done to make operations more effective for the effort being expended and the losses suffered. In February 1942 Arthur T Harris was appointed to the position of Commander In Chief Bomber Command and was tasked with undertaking the strategic bombing of German industries and cities.
In the early months of Harris's command, bombing accuracy, navigation and the limited numbers of aircraft continued to hamper his efforts. Slowly improved navigation aids (GEE) and target marking came into operation along with larger more capable aircraft, such as the Short Stirling, Handley Page Halifax & Avro Lancaster, that were capable of greater range and increased bomb carrying capacity.
Bristol Bolingbroke MK.IVT L8756 - a Canadian built version of the Blenheim MK.IV similar to as used by No 13 Squadron in the 1,000 Bomber Raids - Image Richard Hall
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Harris pressed for ever bigger raids and the first of these was Operation Millennium, an attack on Cologne using 1,000 bombers over the night of 30th to 31st May. To achieve his goal of using 1,000 bombers Harris had to cast his net far and wide. No 13 Squadron's Blenheims based at Odiham were tasked to fly to RAF Wattisham to join No 2 Group, to take part in diversionary intruder operations. On this occasion all of 13's aircraft returned and the raid itself was deemed a success, with considerable damage caused to apartment blocks, public utilities, industrial sites and many commercial properties.
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It is estimated that 135,000 to 150,000 of the cities populace packed their bags and left. This was the start of the area bombing of Germany that would continue until the end of the war in Europe and would cost ten of thousands of lives on both sides.
A second raid was planned for the night of 1st to 2nd June this time to Essen with No 13 Squadron again carrying out intruder missions, on this occasion the Squadron lost a Blenheim IV Z6186 and all crew, who are buried Reichswald Forest War Cemetery.
One further 1,000 raid took place again with the involvement of No 13 Squadron's Blenheims. On the night of 25th & 26th June, Harris directed his bombers against Bremen with No 13's, along with other No 2 Group aircraft tasked with intruder operations to Venlo and St Truiden. On this occasion the squadron lost two Blenheim IVs, T2254 to flak and Z6084 both with the loss of all crew, who are buried in Schoonselhof and Houwaart Cementaries respectively.
A second raid was planned for the night of 1st to 2nd June this time to Essen with No 13 Squadron again carrying out intruder missions, on this occasion the Squadron lost a Blenheim IV Z6186 and all crew, who are buried Reichswald Forest War Cemetery.
One further 1,000 raid took place again with the involvement of No 13 Squadron's Blenheims. On the night of 25th & 26th June, Harris directed his bombers against Bremen with No 13's, along with other No 2 Group aircraft tasked with intruder operations to Venlo and St Truiden. On this occasion the squadron lost two Blenheim IVs, T2254 to flak and Z6084 both with the loss of all crew, who are buried in Schoonselhof and Houwaart Cementaries respectively.
Operation Jubilee
As the summer of 1942 progressed, more squadrons arrived at Odiham with No 171 flying in from Gatwick with its Tomahawks on 12 July and No 614 (County Of Glamorgan) arriving soon after with Blenheim IVs. Both No 171 and 400 Squadron flew "Rhubarb" low level strike missions from Odiham to France where they began softening up German defences before a planned operation code named Jubilee.
1942 had been a bad year for the Allies with great pressure being exerted on the Russians on the Eastern Front and with the earlier attack on Pearl Harbour, the Americans were reeling from material losses and Japanese advances in the Far East, the effects of which were also being felt by the British. There was also the situation in North Africa where Rommel and the Africa Corps were driving back British and Commonwealth troops, all in all a pretty bleak picture.
For sometime Churchill and the British Chiefs Of Staff had been under pressure from the Russians to open a front in the West to stop the Germans from moving further resources to the East. The Americans, whose resources were somewhat stretched, were also making noises that unless there was a second front in the West, then they would concentrate their efforts against the Japanese. There was also agitation in the UK and US from the public to open a second front to assist the hard pressed Russians, rallies were held in both Trafalgar Square and Madison Square Gardens in support of these demands.
From all this and despite some cancellations due to training and weather, Operation Jubilee was planned and executed on 19 August 1942. It was hoped that the operation would either compel the Germans to move forces west to counter the threat of a renewed Allied offensive; and so relief pressure on the Russians, or to keep forces tied up in France and negate the threat of them moving east.
The plan for the operation was for British and Canadian troops, with a small number of US Rangers, to seize and hold the port of Dieppe for two tides, cause as much damage to enemy facilities and defences before withdrawing. This would be the first time the Allies had had a go at attacking Hitler's Atlantic Wall and it was hoped the raid would give valuable experience before any large scale attempt at liberating Europe was attempted.
Over 230 ships and craft made up the assault force but due to a number of factors, not least running into a German convoy, the defenders were fully aware and prepared for the attack. The Allied troops went ashore in the face of withering machine gun and artillery fire and were cut down without reaching their pre-planned objectives. There was success in some quarters with No 4 Commando executing a flawless neutralisation of a gun battery on the western flank, for which a Victoria Cross was awarded to Captain Pat Porteous.
1942 had been a bad year for the Allies with great pressure being exerted on the Russians on the Eastern Front and with the earlier attack on Pearl Harbour, the Americans were reeling from material losses and Japanese advances in the Far East, the effects of which were also being felt by the British. There was also the situation in North Africa where Rommel and the Africa Corps were driving back British and Commonwealth troops, all in all a pretty bleak picture.
For sometime Churchill and the British Chiefs Of Staff had been under pressure from the Russians to open a front in the West to stop the Germans from moving further resources to the East. The Americans, whose resources were somewhat stretched, were also making noises that unless there was a second front in the West, then they would concentrate their efforts against the Japanese. There was also agitation in the UK and US from the public to open a second front to assist the hard pressed Russians, rallies were held in both Trafalgar Square and Madison Square Gardens in support of these demands.
From all this and despite some cancellations due to training and weather, Operation Jubilee was planned and executed on 19 August 1942. It was hoped that the operation would either compel the Germans to move forces west to counter the threat of a renewed Allied offensive; and so relief pressure on the Russians, or to keep forces tied up in France and negate the threat of them moving east.
The plan for the operation was for British and Canadian troops, with a small number of US Rangers, to seize and hold the port of Dieppe for two tides, cause as much damage to enemy facilities and defences before withdrawing. This would be the first time the Allies had had a go at attacking Hitler's Atlantic Wall and it was hoped the raid would give valuable experience before any large scale attempt at liberating Europe was attempted.
Over 230 ships and craft made up the assault force but due to a number of factors, not least running into a German convoy, the defenders were fully aware and prepared for the attack. The Allied troops went ashore in the face of withering machine gun and artillery fire and were cut down without reaching their pre-planned objectives. There was success in some quarters with No 4 Commando executing a flawless neutralisation of a gun battery on the western flank, for which a Victoria Cross was awarded to Captain Pat Porteous.
The aftermath of the Dieppe Raid - Image pinterest.com
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With the first assault wave effectively defeated the following waves were dealt with in a similar manner by the Germans and little in the way of gain was made by the invaders. It took a while for commanders to realise the situation was so dire and further forces were sent into the ensuing carnage. At 9.40 a.m. the signal was given to withdraw, with further losses being incurred to naval personnel and the surviving assault troops as they retreated to their landing craft.
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The raid was in all essence a failure which resulted in 4,000 Canadian and British forces being either killed, wounded or taken prisoner. However, the operation gave a valuable insight into what was to be expected in a full assault on occupied Europe, how many Allied military personnel were saved through the sacrifices of those at Dieppe ?
North American Mustang MK.I similar to those flown by No 400 Squadron - Image - Charles E Brown
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In July 1942 Odiham's No 400 Squadron had converted to the North American Mustang MK.I and along with No 13 Squadron's Blenheims, had taken part in the air battle above Dieppe.
Flying on detachment from Gatwick the Mustangs flew 20 reconnaissance missions monitoring German troop movements in the rear of the battle area, losing one of their number in the process. 13's Blenheims detached to Thruxton where they flew to Dieppe to carry out smoke laying duties. |
After Dieppe
After the Squadrons returned from Dieppe, No 171 moved back to Gatwick and No 13 converted to Blenheim MK.Vs in preparation to leave with No 614 Squadron in November 1942 for the planned Operation Torch, the invasion of North Africa.
After the Squadrons returned from Dieppe, No 171 moved back to Gatwick and No 13 converted to Blenheim MK.Vs in preparation to leave with No 614 Squadron in November 1942 for the planned Operation Torch, the invasion of North Africa.
Hawker Hurricane MK.IIB BE505 similar to as flown by Nos 174 & 175 Squadrons - Image - Richard Hall
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Joining No 400 Squadron in the Army Co-op role at Odiham were No 168 and 239 Squadrons both flying Mustangs. In early December No 400 moved to Dunsfold with No 239 going to Hurn.
The Mustangs of No 168 Squadron busied themselves on attacking Channel shipping and coastal targets and were soon joined by Nos 174 and 175 Squadrons flying Hawker Hurricane MK.IIBs in December and January 1943 respectively. |
The opening of 1943 saw the Allies in conference at Casablanca with Churchill, Roosevelt and their advisers discussing the way forwards with regards to the War's course. At the Conference it was decided that "unconditional surrender" was the Allies stated aim for the war against the Axis powers and nothing less would suffice. On the Eastern Front the German 6th Army surrendered at Stalingrad and Montgomery was taking on Rommel in Libya and was winning, things were looking up for the Allies.
In Lincolnshire one of the War's most outstanding feats was launched from RAF Scampton. On the night of 16th/17th May No 617 Squadron led by Guy Gibson, attacked a number of German Dams, breaching two of them, the Mohne and the Eder. Once again Bomber Command was taking the war to the enemies heartland, a trend that was to continue until the War's end.
The two Hurricane Squadrons recently arrived at Odiham stayed but for a brief time, and more Mustangs, with those of Nos 170, 268 and elements of No 2 Squadron arriving during May/June 1943. Odiham became an all Mustang airfield and transferred to Fighter Command with No 123 Airfield headquarters being established in tented accommodation within the old bomb dump. The Mustangs ranged far and wide over Northern France carrying out the task of tactical reconnaissance, seeking out radar stations, enemy HQs and supply bases.
The Allies military planners were now considering their options for an invasion of Europe, which was expected to take place sometime in 1944. As part of the plans there was a reorganisation of Allied air power, with the Army Co-operation Command being disbanded and the formation of the Second Tactical Air Force (2nd TAF). The TAF also took units from Fighter and Bomber Command and began training to enable them to support the Allied Armies in the field. Fighter Command itself was renamed the Air Defence of Great Britain, a title it kept until reverting back later in 1943.
In Lincolnshire one of the War's most outstanding feats was launched from RAF Scampton. On the night of 16th/17th May No 617 Squadron led by Guy Gibson, attacked a number of German Dams, breaching two of them, the Mohne and the Eder. Once again Bomber Command was taking the war to the enemies heartland, a trend that was to continue until the War's end.
The two Hurricane Squadrons recently arrived at Odiham stayed but for a brief time, and more Mustangs, with those of Nos 170, 268 and elements of No 2 Squadron arriving during May/June 1943. Odiham became an all Mustang airfield and transferred to Fighter Command with No 123 Airfield headquarters being established in tented accommodation within the old bomb dump. The Mustangs ranged far and wide over Northern France carrying out the task of tactical reconnaissance, seeking out radar stations, enemy HQs and supply bases.
The Allies military planners were now considering their options for an invasion of Europe, which was expected to take place sometime in 1944. As part of the plans there was a reorganisation of Allied air power, with the Army Co-operation Command being disbanded and the formation of the Second Tactical Air Force (2nd TAF). The TAF also took units from Fighter and Bomber Command and began training to enable them to support the Allied Armies in the field. Fighter Command itself was renamed the Air Defence of Great Britain, a title it kept until reverting back later in 1943.
North American Mustang I AP247 of No 4 Squadron - Image IWM
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Changes continued at Odiham with the arrival of No 4 Squadron in August and No 268 Squadron leaving for Funtington in Sussex on the 15th September. Also departing the same month were No 168 and No 170 Squadrons with Nos 2 and 4 leaving on the 15th November.
The departure of Odiham's Squadrons left the airfield deserted until the arrival of No 511 Forward Repair Unit (FRU) in December, which brought a number of aircraft that required maintenance and repair. |
Vengeance Weapons
Hawker Typhoon MK.IB MN235 - Image Richard Hall
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The end of 1943 saw Italy declaring war on Germany, the Anzio landings and the arrival at Odiham of two Hawker Typhoon squadrons. In early 1944, Nos 181 and 274, carried out attacks on "Noball" sites, which was the name given to Hitler's V weapon launch locations in France.
As early as May 1943 the Allies had become aware of the existence of construction sites in Northern France for the launching of V-1 flying bombs and V-2 rockets. The plans Hitler had to use these weapons became a priority for the Allies to defeat and a number of operations were put in the place. |
Operation Hydra took place over the night of 17th and 18th August 1943 with Bomber Command attacking the Peenemunde Army Research Centre, with the aim of destroying the research facilities and killing the scientists. This was the opening of Crossbow, the Allies strategic bombing campaign against the Nazi V weapon programme. The raid on Peenemunde resulted in a seven week delay in V weapon production, but came at a loss of 40 Bomber Command aircraft, 215 crew and many foreign workers in a near-by concentration camp.
The Noball attacks by Odiham's Typhoons, who had flown in from Merston in Sussex, were part of an intensive assault on the V.1 launch sites and their contribution lasted for two weeks, before they departed back to their home airfield. The Typhoon was intended to be a high altitude interceptor and successor to the Hurricane. However, the aircraft never excelled in its intended role, but became a formidable low level fighter bomber, its strengths exploited to the full in the invasion of Europe.
The Noball attacks by Odiham's Typhoons, who had flown in from Merston in Sussex, were part of an intensive assault on the V.1 launch sites and their contribution lasted for two weeks, before they departed back to their home airfield. The Typhoon was intended to be a high altitude interceptor and successor to the Hurricane. However, the aircraft never excelled in its intended role, but became a formidable low level fighter bomber, its strengths exploited to the full in the invasion of Europe.
The Build Up To D-Day
Supermarine Spitfire PR MK.IX PL965 similar to as used by No 400 Squadron - Image Richard Hall.
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With their sights firmly set on liberating Europe, the Allies stepped up their aerial campaign and the south of England became a land based aircraft carrier for the launch of operations, designed to soften up the Nazi Occupiers, especially for fighters, tactical support and transport. Airfields sprung up all over the south many of a very temporary nature.
On 18th Ferbruary 1944 No 400 Squadron returned to Odiham with their Spitfire PR MK.IXs and Mosquito PR MK.XVIs, they were then joined briefly by No 184 Squadron, flying Typhoons. |
The build up continued at Odiham with the arrival of No 168, No 414 (Swordfish) and No 430 (City Of Sudbury) Squadrons, flying a mix of Spitfires, Typhoons & Mustangs, the two Canadian squadrons forming No 128 Airfield, of No 128 (Fighter) RCAF Wing, No 83 Group, 2nd TAF. Operations were undertaken both day and night with Odiham and the surrounding area, resounding to the sound of Rolls Royce Merlin, Napier Sabre & Allison V-1710 aero engines.
D-Day
The role of No 511 FRU increased during 1944 with detachments of personnel working off-site in readiness for D-Day. The airfield was filled with aircraft and two additional T.2 hangars were built to give a measure of protection to the maintenance crews, with Odiham being high on a plateau, even in summer the weather could be inclement, which did not afford the best working conditions for those tasked with aircraft repairs. As D-Day approached the airfield was sealed off from outside contact so all guessed that the invasion was imminent.
The role of No 511 FRU increased during 1944 with detachments of personnel working off-site in readiness for D-Day. The airfield was filled with aircraft and two additional T.2 hangars were built to give a measure of protection to the maintenance crews, with Odiham being high on a plateau, even in summer the weather could be inclement, which did not afford the best working conditions for those tasked with aircraft repairs. As D-Day approached the airfield was sealed off from outside contact so all guessed that the invasion was imminent.
American troops inbound to the Normandy Beaches - Image www.cnn.com
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The date originally set for D-Day (Operation Overlord) was 4th June 1944, but as ever, bad weather in the Channel brought a 24 hour postponement.
A series of deceptions had fooled the Germans into thinking that the assault would take place in the Pas-de-Calais area, so when the invasion came on the 6th June in Normandy, the enemy were unprepared and caught off guard. |
North American Mustang I AL986 of No 430 Squadron - Image IWM
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A period of being brought to readiness only to be stood down was causing frustration at Odiham, however the signal was given that the invasion was on and No 128 Wing was ready and waiting to fly in support of those on the ground. No 168 Squadron flew 36 tactical reconnaissance missions on the day, with the loss of one Mustang I, AM225 flown by F/O S H Barnard, unfortunately hit by gunfire from Allied shipping with the loss of the pilot. No 430 Squadron lost a Mustang I AG465 flown by F/O L R Allman when it was shot down by an Fw190 near Evreux, again with the loss of the pilot who is buried in Bretteville-sur-Laize Canadian War Cemetery.
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A further 168 Squadron Mustang was lost on 7th June when AM128 flown by F/O J C Low was shot down by JG26 east of Argentan with the loss of the pilot, who is buried in Evreux Cemetery. No 414 Squadron appeared to have been very lucky during the invasion air war and were not to lose an aircraft until 14th June, when Mustang I AP205 flown by
F/O R C Brown, was hit by flak near Le Beny-Bocage with the pilot bailing out and becoming a POW.
With progress being made in Normandy airstrips were built to allow squadrons to operate closer to their area of support. On 28th June No 430 Squadron left Odiham for B-8 a dusty strip near Sommervieu, Bayeaux, followed by No 168 and No 400 Squadron's Spitfire PR MK.IXs. The Mosquitos of No 400 Squadron stayed until 14th August before leaving with No 414 Squadron to catch up with No 39 (Reconnaissance) Wing as it was now known.
F/O R C Brown, was hit by flak near Le Beny-Bocage with the pilot bailing out and becoming a POW.
With progress being made in Normandy airstrips were built to allow squadrons to operate closer to their area of support. On 28th June No 430 Squadron left Odiham for B-8 a dusty strip near Sommervieu, Bayeaux, followed by No 168 and No 400 Squadron's Spitfire PR MK.IXs. The Mosquitos of No 400 Squadron stayed until 14th August before leaving with No 414 Squadron to catch up with No 39 (Reconnaissance) Wing as it was now known.
Activity at Odiham did not diminish with No 511 FRU continuing to carry out works on an ever increasing number of aircraft and with the arrival of No 130 Wing from Gatwick on 27th June. Nos 2 & 268 Squadrons operated their Mustang MK.Ia aircraft in the tactical reconnaissance role, whilst No 4 Squadron flew Spitfire PR MK.IXs. The HQ unit was renamed No 35 (Reconnaissance) Wing and were flying 50 to 60 sorties a day searching for signs of enemy troop movements, bunkers and transport hubs.
Airspeed AS.10 Oxford MP425 similar to those used by No 1516 BAT Flight - Image Richard Hall
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At the end of July No 2 Squadron departed to B-10 Plumetot, with No 268 following in August, hot on their heels No 4 moved its Spitfires to the Continent along with part of No 511 FRU. Odiham was now somewhat deserted following the move of the squadrons to Europe, with No 1516 Blind/Beam Approach/Radio Aids Training Flight (BAT) arriving on 17th September 1944, flying Airspeed Oxford aircraft. |
Boeing B-17G Flying Fortress 124485 - The bombing campaign over Occupied Europe would have resulted in damaged bombers looking for a place to land as they returned to Britain, Odiham would be a prime landing location with its long runways - Image Richard Hall
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As the European bombing campaign was stepped up by Bomber Command and the US 8th Air Force, increasing numbers of aircraft were damaged by fighters, flak and maybe with wounded aboard, would be looking for a safe haven to land.
Many airfields in the south of England would have had unexpected visitors, not least Odiham. How many stood on the ground willing the pilots to get the aircraft down in one piece, we can only imagine. The relief of the crews to be back on terra firma, well only they can tell that story. |
A New Menace
V-1 Flying Bomb - Image Richard Hall
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In response to the invasion of Europe, Hitler retaliated by sending over scores of V-1 flying bombs with the first falling on London on 13 June 1944, one week after the start of Overlord. Hundreds of V-1s were targeted at south east England with most crossing over Sussex and Kent, but with some entering Hampshire's airspace.
The V-1 was a very unnerving weapon as it had a unique sound, which was created by its Argus pulse jet engine, it was highly inaccurate, indiscriminate and could do a lot of damage when it came to earth. |
The V-1 would be launched from its sites in Northern France and would fly on a predetermined course controlled by its on-board gyros. The sound of the craft gave it nicknames such as Doodlebug and Buzz Bomb and it came to be feared by the populace of Southern England for its erratic and unpredictable nature, as when the engine stopped it would go into a terminal dive, at the conclusion of which the warhead would detonate.
de Havilland Mosquito NF MK.VIII - Image - commons.wikimedia.org
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To counter the threat scores of anti-aircraft guns were used to shoot down the V-1s as flying in a straight predictable line they could easily be tracked but were a very small target. Many were brought down but some still got through.
Air interception was also implemented and the day's fastest aircraft were sent up to bring the V-1s down. Tempests, Spitfires, Mosquitos and even Meteors all had a go at anti Diver operations, the name given to the air interception of V-1s. Odiham participated in the operations with No 96 Squadron equipped with Mosquito NF MK.VIII aircraft moving to the airfield from Ford in mid September 1944. |
Interception of the V-1s was a hazardous occupation as attacking from the rear often resulted in the warhead detonating in the face of the attacking fighter. Another way to counter the bomb was to, if you could catch it, fly alongside, slide your wing under the V-1s wing and tip it over where it would plummet to the ground. Unfortunately for No 96 Squadron V.1 trade was sparse and they disbanded on 12 December 1944.
Another more sinister threat came to earth in Chiswick on 8 September 1944 with no warning or sound. The V-2 rocket the second of Hitler's Vengeance weapons was the World's first intercontinental ballistic missile and would continue to fall on the UK until the end of March 1945.
Towards Wars End
The War was drawing near to ending but Hitler still had some surprises up his sleeve. In December 1944 the Germans launched their last offensive in the west with an attack through the Ardennes, which caught the Allies completely off guard. The plan was to drive an attack through to the port of Antwerp thus cutting off the Allied supply route. Bad weather hampered Allied air operations and in what was to become known as the Battle Of The Bulge, initial advances were made, but the Allies prevailed and pushed the offensive back. The Germans capacity to fight was now severely depleted and they were unable to replace their loses.
The last major attack by the Luftwaffe took place on 1st January 1945 and was in support of the Battle Of The Bulge. Operation Bodenplatt was planned to catch the Allies aircraft off guard and so gain air superiority to allow the stalled advance of the German Army and Waffen SS on the battlefield. The attack was a surprise and many Allied aircraft were lost on the ground, however, the operation was ultimately a failure with the Luftwaffe losing many aircraft and more crucially pilots, which could not be replaced at this stage of the war.
Back at Odiham No 511 FRU had disbanded and No 604 Squadron, flying Mosquito NF XIIIs arrived in December 1944 from Predannack in Cornwall. By mid December No 147 Wing unit, No 264 Squadron, flew in with their Mosquito NF VIIIs. Both No 604 and 264 had left by the years end, leaving Odiham with only the Oxfords of No 1516 BAT flight in residence.
Another more sinister threat came to earth in Chiswick on 8 September 1944 with no warning or sound. The V-2 rocket the second of Hitler's Vengeance weapons was the World's first intercontinental ballistic missile and would continue to fall on the UK until the end of March 1945.
Towards Wars End
The War was drawing near to ending but Hitler still had some surprises up his sleeve. In December 1944 the Germans launched their last offensive in the west with an attack through the Ardennes, which caught the Allies completely off guard. The plan was to drive an attack through to the port of Antwerp thus cutting off the Allied supply route. Bad weather hampered Allied air operations and in what was to become known as the Battle Of The Bulge, initial advances were made, but the Allies prevailed and pushed the offensive back. The Germans capacity to fight was now severely depleted and they were unable to replace their loses.
The last major attack by the Luftwaffe took place on 1st January 1945 and was in support of the Battle Of The Bulge. Operation Bodenplatt was planned to catch the Allies aircraft off guard and so gain air superiority to allow the stalled advance of the German Army and Waffen SS on the battlefield. The attack was a surprise and many Allied aircraft were lost on the ground, however, the operation was ultimately a failure with the Luftwaffe losing many aircraft and more crucially pilots, which could not be replaced at this stage of the war.
Back at Odiham No 511 FRU had disbanded and No 604 Squadron, flying Mosquito NF XIIIs arrived in December 1944 from Predannack in Cornwall. By mid December No 147 Wing unit, No 264 Squadron, flew in with their Mosquito NF VIIIs. Both No 604 and 264 had left by the years end, leaving Odiham with only the Oxfords of No 1516 BAT flight in residence.
Douglas Dakota C.3 ZA947 - Image Richard Hall
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In January 1945 Dunsfold was taken over as satellite to Odiham with activity at the latter being now very sparse.
This changed in April when scores of Douglas C-47 Dakotas started repatriating POWs from the Continent to the airfield for medical checkups, re-kitting and documentation before being sent on leave. The sight of a C-47 to many POWs would have been one of the most welcome as some would have been in captivity since Dunkirk in May 1940, with some even before that. |
On 7th June 1945 Odiham transferred from Fighter (No 11 Group) to Transport Command (No 46 Group) with station HQ staff arriving from RAF Blakehill Farm. Soon after Dakotas of No 233 Squadron arrived and began scheduled flights to the continent, being joined in August by a detachment of C-47s from No 437 Squadron (RCAF). The Dakotas ferried fuel, medical supplies and food to the Continent, bringing back troops and rumour has it, William Joyce, the infamous Lord Haw Haw who kept the Allies entertained with his propaganda broadcasts from Germany throughout the war.
Wars End
The war in Europe ended on 8th May 1945 with Churchill broadcasting from the Cabinet Room that a ceasefire had been signed at the American Headquarters Rheims at 02.41. Huge celebrations took place to mark VE day as those of all nations danced, sang and drank to the end of the European War, a conflict that had cost the lives of millions, both military and civilian.
With the war in Europe won there was still the question of Japan to settle, Tiger Force (Very Long Range Bomber Force) was planned as the Commonwealth air contribution to the invasion of mainland Japan. Tiger Force was to be composed of Avro Lancasters, Lincolns and Consolidated Liberators with escorts to be provided by Hawker Tempest IIs of Nos 183 & 247 Squadrons who were at the time working up at RAF Chilbolton. The dropping of the two atomic bombs on Hiroshima and Nagasaki brought the war in the East to an end and the need for Tiger Force was negated.
Japan surrendered to the Allies on 15th August 1945 with an official signing of the documents on 2 September aboard the American battleship, USS Missouri bringing World War Two to its conclusion after six years of bitter fighting.
On 23 August No 233 Squadron left Odiham for the Far East with No 271 Squadron taking their place at the end of the month, with the scheduled flights continuing.
With the war in Europe won there was still the question of Japan to settle, Tiger Force (Very Long Range Bomber Force) was planned as the Commonwealth air contribution to the invasion of mainland Japan. Tiger Force was to be composed of Avro Lancasters, Lincolns and Consolidated Liberators with escorts to be provided by Hawker Tempest IIs of Nos 183 & 247 Squadrons who were at the time working up at RAF Chilbolton. The dropping of the two atomic bombs on Hiroshima and Nagasaki brought the war in the East to an end and the need for Tiger Force was negated.
Japan surrendered to the Allies on 15th August 1945 with an official signing of the documents on 2 September aboard the American battleship, USS Missouri bringing World War Two to its conclusion after six years of bitter fighting.
On 23 August No 233 Squadron left Odiham for the Far East with No 271 Squadron taking their place at the end of the month, with the scheduled flights continuing.
Post War
During October 1945, No 271 Squadron left Odiham which allowed the airfield to be transferred to the RCAF. Early November saw the arrival of No 120 (RCAF) Wing, who took control of the site and also RAF Down Ampney. No 437 (RCAF) Squadron arrived with their Dakotas on the 15th, leaving a detachment at B56 Evere, with No 436 (RCAF) Squadron, also with Dakotas, arriving on 4th April 1946. The scheduled flights continued until the two squadrons were, without much notice, disbanded on 28th June. The airfield was then handed back to the RAF becoming part of No 11 Group Southern Sector.
The war may be over but a new type of hostility was becoming apparent, the stand off between East and West. This stand off became known as the Cold War and continued well into the 1980s, Odiham was to play its part and also in other future conflicts. East and West never came to blows militarily, but they did fight proxy wars, such as in Vietnam and Afghanistan which again cost many lives, both military and civilian. The power of the atom bomb kept the two sides from attacking each other, as a nuclear war would have resulted in the destruction of both sides, something known as Mutually Assured Destruction, the acronym MAD being very apt.
During October 1945, No 271 Squadron left Odiham which allowed the airfield to be transferred to the RCAF. Early November saw the arrival of No 120 (RCAF) Wing, who took control of the site and also RAF Down Ampney. No 437 (RCAF) Squadron arrived with their Dakotas on the 15th, leaving a detachment at B56 Evere, with No 436 (RCAF) Squadron, also with Dakotas, arriving on 4th April 1946. The scheduled flights continued until the two squadrons were, without much notice, disbanded on 28th June. The airfield was then handed back to the RAF becoming part of No 11 Group Southern Sector.
The war may be over but a new type of hostility was becoming apparent, the stand off between East and West. This stand off became known as the Cold War and continued well into the 1980s, Odiham was to play its part and also in other future conflicts. East and West never came to blows militarily, but they did fight proxy wars, such as in Vietnam and Afghanistan which again cost many lives, both military and civilian. The power of the atom bomb kept the two sides from attacking each other, as a nuclear war would have resulted in the destruction of both sides, something known as Mutually Assured Destruction, the acronym MAD being very apt.
Into The Jet Age
As the war came to a close jet aircraft began to be seen in the skies, the most successful of which was the Luftwaffe's Messerschmitt Me 262 in its combat record. The British had developed the Gloster Meteor and although it had never met the 262 in combat, it is difficult to conclude which aircraft would have prevailed in a dogfight. The 262 was more advanced and faster than the Meteor, but its Junkers Jumo 004 B-1s turbojets were notoriously unreliable.
The Meteor was more maneuverable and had a higher ceiling, but the 262 was faster in the climb and and so on, inevitably in the end it would probably have come down to the quality and skill of the pilot. The early jets lacked thrust and engines were unreliable, but the die was cast and jet power was to be the future of powered flight.
Development of the piston engine fighter was coming to its conclusion as velocities were near to reaching the speed of sound, something not suited to propellers. However, there were some very potent piston powered fighters in the post war period, some of which came to Odiham.
The Meteor was more maneuverable and had a higher ceiling, but the 262 was faster in the climb and and so on, inevitably in the end it would probably have come down to the quality and skill of the pilot. The early jets lacked thrust and engines were unreliable, but the die was cast and jet power was to be the future of powered flight.
Development of the piston engine fighter was coming to its conclusion as velocities were near to reaching the speed of sound, something not suited to propellers. However, there were some very potent piston powered fighters in the post war period, some of which came to Odiham.
During July 1946 Nos 54 Squadron (recently renumbered from No 183 Squadron) flew into Odiham with Bristol Centaurus powered Hawker Tempest IIs and No 247 Squadron with de Havilland Vampire F.1s fighters (the first squadron to fly the type), both squadrons making the short trip from RAF Chilbolton. They were joined by No 130 Squadron who brought their Spitfire MK.IXs from RAF Manston in Kent.
No 54 Squadron departed for a short time to RAF Molesworth before returning to convert to Vampire F.Is along with No 130 Squadron, the third squadron to do so. No 54 Squadron was to became the first unit to operationally fly the Vampire in the night flying role. No sooner had No 130 Squadron completed training on the Vampire it was disbanded and renumbered as No 72 Squadron. The familiar sound of piston engines at Odiham, present for two decades, was replaced by the whine of the de Havilland Goblin, as the jet age was ushered in.
No 54 Squadron departed for a short time to RAF Molesworth before returning to convert to Vampire F.Is along with No 130 Squadron, the third squadron to do so. No 54 Squadron was to became the first unit to operationally fly the Vampire in the night flying role. No sooner had No 130 Squadron completed training on the Vampire it was disbanded and renumbered as No 72 Squadron. The familiar sound of piston engines at Odiham, present for two decades, was replaced by the whine of the de Havilland Goblin, as the jet age was ushered in.
Hawker Tempest II PR536 - Image Richard Hall
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de Havilland Vampire F.1 VF301 - Image Richard Hall
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Lockheed F-80A Shooting Star - Image warbirdsresourcegroup.org
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Odiham was now home to the first Vampire Wing in the UK and in 1948 received the improved F.3 variant of the type. In July No 54 Squadron made the first Atlantic crossing by jet aircraft, by embarking on a goodwill tour of Canada and the USA led by Squadron Leader R.W. Oxbridge DFC. On a reciprocal course later in the month sixteen Lockheed F-80A Shooting Stars from the 56th Fighter Group USAF flew to Odiham, no doubt to promote the virtues of their latest jet engined fighter.
At the conclusion of 1949 the Wing upgraded to the F.5 variant of the Vampire, with No 72 Squadron leaving for North Weald in March 1950. |
Replacing No 72 Squadron at the airfield were No 421 Squadron (RCAF), who trained for the next ten months on loaned RAF Vampires, prior to converting onto to the North American F-86 Sabre back in Canada.
Gloster Meteor F.8 WH364 - Image Richard Hall.
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In the first half of 1953 both Nos 54 and 247 Squadrons converted to the Gloster F.8 Meteor, at the time the RAF's principle single seat day fighter aircraft.
During their time flying Meteors from Odiham the squadrons took part in many RAF and NATO exercises, but it became apparent in the Korean War that the Meteor was an obsolete design when pitted against the likes of the swept wing MiG-15, new designs for the RAF were in procurement and would in time appear at Odiham, but more of that later. |
Around this time the east/west runway was extended to 6,000' in length with an additional T.2 hangar provided to replace six wartime Blisters. A new hardstanding was laid, which would prove useful in the coming months, along with operational readiness platforms at both ends of the main runway.
A Royal Review
The Royal Review - Image www.mediastorehouse.com
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In the spring of 1954, Nos 54 and 247 vacated the airfield to allow the staging of the Royal Review of the Royal Air Force by Her Majesty the Queen, which took place on the 15th July. Such an event took a great deal of organising and 3,000 officers were brought in to carry out preparations, along with a vast tented area for accommodation.
1,200 personnel took part in the parade and 318 aircraft were to be seen on the ground, representing every RAF Command and some Commonwealth units. Overhead 47 formations flew at 30 second intervals, starting with a single Bristol Sycamore and in conclusiom a Supermarine Swift, with 600 aircraft in between, quite a feat. |
One person who attended the Review was Paul Ridgwell's late Grandfather. Paul has kindly provided the images below showing the Review programme's front cover and the aircraft taking part in the flypast.
The author extends his thanks to Paul for providing this fascinating insight into the day.
The author extends his thanks to Paul for providing this fascinating insight into the day.
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Back To The Day Job
After the Royal Review Odiham returned to its usual role, adding a night fighter squadron to its Wing with the reformation of No 46 Squadron on 15th August 1954; equipped with a mixture of Gloster Meteor NF.12 & 14s. Within a year the day fighter squadrons received Hawker Hunter F.4s and in 1957, the Hunter F.6.
As with all fast jet flying there is always a risk, on the 13th March 1957 Hunter F.6 XF427 of No 54 Squadron took off from Odiham to carry out a practice diversion to RAF Manston. The pilot was asked to pass details of the weather at Andover and Selsey Bill which is did as briefed, after this nothing further was heard from the aircraft. The next time it was seen the Hunter was diving from height, crashing on the Isle Of Wight in poor weather conditions. The pilot, Flt Lt Michael A Crook aged 23, died in the crash from what appears to him being rendered unconscious from either annoxia or from a preexisting condition, which he had experienced two years before.
After the Royal Review Odiham returned to its usual role, adding a night fighter squadron to its Wing with the reformation of No 46 Squadron on 15th August 1954; equipped with a mixture of Gloster Meteor NF.12 & 14s. Within a year the day fighter squadrons received Hawker Hunter F.4s and in 1957, the Hunter F.6.
As with all fast jet flying there is always a risk, on the 13th March 1957 Hunter F.6 XF427 of No 54 Squadron took off from Odiham to carry out a practice diversion to RAF Manston. The pilot was asked to pass details of the weather at Andover and Selsey Bill which is did as briefed, after this nothing further was heard from the aircraft. The next time it was seen the Hunter was diving from height, crashing on the Isle Of Wight in poor weather conditions. The pilot, Flt Lt Michael A Crook aged 23, died in the crash from what appears to him being rendered unconscious from either annoxia or from a preexisting condition, which he had experienced two years before.
Gloster Meteor NF.12 WS739 - Image Richard Hall.
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Hawker Hunter F.6 XF375 - Image Richard Hall.
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Gloster Javelin FAW.1 XA564 - Image Richard Hall.
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At the end of 1957 defence cuts saw the disbandment of No 247 Squadron, whilst No 46 re-equipped with Gloster Javelins, a T-tailed delta wing subsonic night and all weather interceptor, armed with four 30mm Aden cannons and de Havilland Firestreak missiles. The Squadron were the first to operate the type and flew the FAW.1 and later FAW.2s variants. On the 12th June 1956 No 46 Squadron lost its Commanding Officer, Wing Commander F.E.W. Birchfield OBE AFC, along with his navigator F/O Brian Chambers, when their Javelin FAW.1 XA570 crashed on approach to Odiham during a GCA night time let down.
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The night was one of slight rain with thunder heard to the south of the airfield, the pilot called approach at 22.59 hrs and commenced his let down, at 00.07 hrs his radio transmissions ceased after advising he had the airfield in sight at 1.75 miles. At 1.5 miles from touchdown the Javelin hit the ground in a small wooded hillside, the wreakage being located at 05.00 hrs by a SAR helicopter. Both crew were killed instantly with the aircraft being written off.
The scene of the crash of Gloster Javelin FAW.1 XA570 - Image aircrewremebered.com
On the night of the accident W/C Birchfield was not flying with his regular navigator. During the subsequent enquiry it became apparent that the pilot often had to prompted about his speed and height on approach by his regular crew member. Could the reason for the accident be that the stand in rear seater did not feel it his place to correct such a senior officer, which resulted in both their deaths, such an occurrence is not unique and has been known to have occurred before and in future accidents. Often a subordinate officer will not question the senior, even if something is going wrong and they know it, with the results as seen above, but we will never know for sure if this was the cause.
The above two incidents with the Hunter and the Javelin just go to show even in peacetime, tragic accidents occur with the loss of crew and the inevitable impact this has on the families of those involved.
The above two incidents with the Hunter and the Javelin just go to show even in peacetime, tragic accidents occur with the loss of crew and the inevitable impact this has on the families of those involved.
Two contemporary photos are shown below kindly supplied by Tony Dowland. Taken circa 1956/57 Tony was with the Royal Observer Corps and this was one of their official visits to Odiham. Photo Credit - Roy Knight.
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During 1959 it was decided to close Odiham as a fighter station, on 15th July No 46 Squadron departed for RAF Waterbeach and No 54 went to RAF Stradishall, the airfield was then placed under Care & Maintenance.
A New Lease Of Life
On 15th February 1960 RAF Odiham reopened with Transport Command taking charge, No 38 Group HQ moved in during May and the airfield became the main base for RAF transport helicopters. The first squadron to arrive was No 225 with Bristol Sycamores and piston engine powered Westland Whirlwinds, it is of interest to note that No 225 formed from No 614A Squadron at Odiham in October 1939, so this was a homecoming. The helicopters were then joined by No 230 Squadron, equipped with Scottish Aviation Pioneer and Twin Pioneer STOL aircraft.
On 15th February 1960 RAF Odiham reopened with Transport Command taking charge, No 38 Group HQ moved in during May and the airfield became the main base for RAF transport helicopters. The first squadron to arrive was No 225 with Bristol Sycamores and piston engine powered Westland Whirlwinds, it is of interest to note that No 225 formed from No 614A Squadron at Odiham in October 1939, so this was a homecoming. The helicopters were then joined by No 230 Squadron, equipped with Scottish Aviation Pioneer and Twin Pioneer STOL aircraft.
Bristol Sycamore HR.14 XG502 - although this is the version that was in service with the Army Air Corps, it is the same type and Mark as flown by No 225 Squadron - Image Richard Hall
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Westland Whirlwind HAS.7 XK936 - the early piston engined variant of the type - this is the navalised version but is similar to that flown by No 225 Squadron - Image Richard Hall
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SAL Pioneer CC.1 XL554 - Image Richard Hall
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SAL Twin Pioneer CC.1 XL993 - Image Richard Hall
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Bristol Belvedere HC.1 XG474 - Image Richard Hall
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On 1st July 1960 a trials units formed at Odiham to bring into service the twin rotor Bristol Belvedere helicopter. Originally conceived as the Bristol Type 173 for civilian use, the project for this aircraft was cancelled in 1956, with Bristol continuing to develop navalised versions, the Type 191 and 193, again both of which were cancelled.
The RAF expressed an interest in the type and the Type 192 was procured which became the Belvedere. The trials unit was formed into No 66 Squadron on 15th September 1961, with No 72 Squadron reforming on the type two months later. |
Following on in June 1962, No 26 Squadron became the third unit to fly the Belvedere with deployment to the Far Eastern Air Force by No 66 Squadron in May 1962 and No 26 Squadron leaving for Aden in March 1963. This left No 72 Squadron at Odiham to provide transport facilities for No 38 Group and also to undertake some more unusual duties.
When the new Coventry Cathedral required its 80' spire to be lifted into place, it fell to No 72 Squadron to carry out the precision flying element of the work, along with the even trickier job of the flying the cross to the top of the spire. The pilots for this tricky job were Wing Commander John Dowling and Squadron Leader Ron Salt with Flight Lieutenant J Martin as crewman.
Of note is that WC Dowling flew Lancasters with No 115 Squadron Bomber Command based at RAF Witchford from 1944 and chalked up 30 missions, thus completing a tour, a feat in itself given the heavy losses suffered among the bomber crews. He then went onto develop early helicopter flying in the RAF with the Far East Casualty Evacuation Flight, which was formed into No 194, the RAF's first helicopter squadron.
When the new Coventry Cathedral required its 80' spire to be lifted into place, it fell to No 72 Squadron to carry out the precision flying element of the work, along with the even trickier job of the flying the cross to the top of the spire. The pilots for this tricky job were Wing Commander John Dowling and Squadron Leader Ron Salt with Flight Lieutenant J Martin as crewman.
Of note is that WC Dowling flew Lancasters with No 115 Squadron Bomber Command based at RAF Witchford from 1944 and chalked up 30 missions, thus completing a tour, a feat in itself given the heavy losses suffered among the bomber crews. He then went onto develop early helicopter flying in the RAF with the Far East Casualty Evacuation Flight, which was formed into No 194, the RAF's first helicopter squadron.
Westland Whirlwind HAR.10 XR453 - Image Richard Hall
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Helicopter development continued not least in powerplants, in March 1962 No 225 Squadron converted onto the turbine powered Westland Whirlwind MK.10 with No 230 Squadron following suit in June. Both squadrons soon left Odiham with 230 departing to Germany on January 1963 with 225 to Malaysia later in the year to participate in the Indonesian Conflict.
The Twin Pioneers formerly with No 230 Squadron and now surplus to requirements, were put to good use joining Odiham's Station Flight in January 1963. |
Westland Wessex HC.2 XR525 - Image Richard Hall
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On 1st July 1963 with the imminent introduction of the RAF's latest edition to its fleet, the Wessex Intensive Flying Unit was formed working up with the Westland Wessex HC.2. The Unit expanded into a full squadron, No 18 on 27th January 1964, its role was that of battlefield support. Training for the Twin Pioneer, Belvedere and Wessex was amalgamated to form the Short Range Conversion Unit (SRCU) in August, its first job to convert No 72 Squadron onto the Wessex.
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No 18 Squadron departed a year later to RAF Gutersloh in Germany in support of the British Army On The Rhine, maintaining a Flight in Nicosia for United Nations peace-keeping duties. No 230 Squadron returned in November 1965 allowing its Whirlwinds to teach support helicopter techniques to the Army.
Westland Puma HC.2 XW213 a conversion from an HC.1 used initially by the RAF - Image Richard Hall
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The end of fixed wing conversion at Odiham came in July 1967 with the SRCU becoming the Helicopter Operational Conversion Unit (HOCU), at first working with the Wessex and then in January 1971 moving onto the Puma HC.1, a twin engined support helicopter that was to replace the RAF's Belvedere and Whirlwinds. The Puma was chosen as the replacement in an agreement between Westland and Sud Aviation signed in 1967 for 48 licence built SA.330e airframes. The agreement also allowed for Westland to build 292 SA.341 Gazelle helicopters, in return the French were granted a licence to build 40 Lynx airframes.
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In March 1969 No 230 Squadron moved with its Whirlwinds to RAF Wittering with No 18 Squadron arriving back at Odiham from RAF Abingdon at the end of July. No 18 and 72 Squadrons operated together at the airfield, with detachments sent throughout the UK before No 18 returned to Gutersloh in August 1970, where it disbanded in December 1980.
Name changes continued with HOCU becoming the Air Training Squadron in May 1971 and in January 1972, No 240 Operational Conversion Unit (OCU). A typical course for a Wessex pilot was six weeks which incorporated ground school and 30 hours flying.
Name changes continued with HOCU becoming the Air Training Squadron in May 1971 and in January 1972, No 240 Operational Conversion Unit (OCU). A typical course for a Wessex pilot was six weeks which incorporated ground school and 30 hours flying.
Westland Puma HC.1 XW236 No 33 Squadron - seen here at RAF Abingdon Airshow 1985 - Image Richard Hall
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A squadron which had disbanded on 17 November 1962 at RAF Leeming flying fixed wing Meteors and Javelins, reformed at Odiham as a rotary wing unit flying the Puma HC.1. No 33 Squadron became the first unit to operate the Puma and was tasked in the tactical helicopter role, for deployment with the Army wherever the need arose.
This resulted in many exercises in Norway, as well as deployments to Northern Ireland during the Troubles and a detachment to Belize for peacekeeping duties. |
No 230 Squadron continued to operate Wessex and Whirlwinds from Wittering, however, a contingent of Pumas from the squadron operated at Odiham from October 1971. At the end of January 1972 No 230 Squadron became fully Puma equipped, with No 38 Group HQ leaving Odiham for RAF Benson in May. No 230 Squadron like No 33, also detached to Northern Ireland and acted in support of operations in Belize.
No 72 Squadron continued to fly the Wessex at Odiham and were fully employed on all types of operations including, troop transportation, underslung load movement, medevac, casevac and aerial observation. It was a busy time for Odiham's helicopters as they supported the UK's Army in all theatres where the force was deployed or trained.
No 72 Squadron continued to fly the Wessex at Odiham and were fully employed on all types of operations including, troop transportation, underslung load movement, medevac, casevac and aerial observation. It was a busy time for Odiham's helicopters as they supported the UK's Army in all theatres where the force was deployed or trained.
Enter The Big Windy
Boeing Chinook HC.4 ZH894 - Image Richard Hall
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As long ago as March 1967 the twin rotor Boeing Vertol CH-47 Chinook had been seen as a replacement for the Belvedere, but the initial order for fifteen airframes was cancelled due to defence cuts. In 1978 thought again turned to the procurement of the Chinook and thirty airframes were ordered, to be designated HC.1. Odiham was the natural choice to house the new helicopter, No 18 Squadron was chosen to be the first operator of the Chinook and returned from Germany to convert to their new mount, in their place No 230 Squadron flew east with their Pumas to fill the gap.
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The first Chinooks arrived at Odiham in December 1980, entering service with No 240 OCU, with the Wessex element of the Unit detaching to RAF Benson to form a separate training unit.
No 18 (B) Squadron reformed at the airfield on 4th August 1981 but with so many Chinooks coming into service, space was becoming an issue. To counter this No 72 Squadron moved its Wessex to RAF Aldergrove in Northern Ireland, in order to boost its anti-terrorist role in the troubled province.
No 18 (B) Squadron reformed at the airfield on 4th August 1981 but with so many Chinooks coming into service, space was becoming an issue. To counter this No 72 Squadron moved its Wessex to RAF Aldergrove in Northern Ireland, in order to boost its anti-terrorist role in the troubled province.
The Falklands War
In April 1982 a short brutal conflict erupted in a group of Islands that most people in the UK had never heard of, The Falklands. In order to deflect attentions from problems in Argentina, the head of the military junta, General Galtieri, ordered an invasion of South Georgia and the Falkland Islands. He had gambled on the British not having the will or the wherewithal to fight to retake the Islands, he was wrong.
Galtieri had underestimated the UK's Prime Minister Margaret Thatcher, who was a lady not to be taken on lightly, or one to be misjudged. Thatcher ordered that a Task Force be sent to retake the Islands, this sailed on 5th April 1982 from Portsmouth with the carriers HMS Hermes & HMS Invincible, together with a number of escort and support vessels. The story of the Falklands War is well known to most historians and does not need to be repeated in depth here, but No 18 Squadron's involvement with their Chinooks should be recalled.
In April 1982 a short brutal conflict erupted in a group of Islands that most people in the UK had never heard of, The Falklands. In order to deflect attentions from problems in Argentina, the head of the military junta, General Galtieri, ordered an invasion of South Georgia and the Falkland Islands. He had gambled on the British not having the will or the wherewithal to fight to retake the Islands, he was wrong.
Galtieri had underestimated the UK's Prime Minister Margaret Thatcher, who was a lady not to be taken on lightly, or one to be misjudged. Thatcher ordered that a Task Force be sent to retake the Islands, this sailed on 5th April 1982 from Portsmouth with the carriers HMS Hermes & HMS Invincible, together with a number of escort and support vessels. The story of the Falklands War is well known to most historians and does not need to be repeated in depth here, but No 18 Squadron's involvement with their Chinooks should be recalled.
HMS Invincible in 1982 - Image www.britmodeller.com
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As the ships of the Task Force sailed through the English Channel, No 18's Chinooks were used to transfer stores & equipment from shore to ship, in short order another very important tasking was asked of the Squadron. Three hours after sailing the Captain of HMS Invincible, Jeremy Black, was informed by his engineering officer that a loud knocking could be heard coming from one of the ship's propulsion gearboxes.
Changing items within the gearbox even in port would be a difficult, but, just imagine having to do it at sea. The part required weighed three tons and needed to be transported from the manufacturer Rolls Royce and then with onward transit out to the Invincible. |
One of 18's Chinooks was tasked to carry out the lift but two problems presented themselves. The first was the Chinook carried no radar and thick fog had developed in the Channel, therefore a Royal Navy Sea King acted as navigator and guided the helicopter with its valuable cargo to the ship. Second problem was the Chinook crew had not landed on a ship before, but as they say there is nothing like learning on the job. The part was successfully delivered on-board but a further ten days were required to fit it and get the propeller shaft turning again, all this time the Invincible was sailing with only one engine in operation.
25th May 1982
MV Atlantic Conveyor No 18 Squadron's Chinooks can just be made out on the deck - Image www.thinkdefence.co.uk
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One of the most important ships in the Task Force was MV Atlantic Conveyor and it was on this vessel that, along with a number of other aircraft and helicopters, that four of No 18 Squadron's Chinooks had embarked for the long trip to the Falklands. Arriving in the Total Exclusion Zone on 18th May 1982 and in rolling seas, work started on making the Chinooks ready for flight.
This was a long and arduous task and by 25th May only two Chinooks had been made ready, these being ZA706 & ZA718. The latter 718 was successfully air tested and flown off the ship with 706 awaiting its turn on deck. |
The Atlantic Conveyor was ordered into San Carlos Water after dark on the 25th, to begin unloading her very precious cargo, vital to the break out of the UK's Marines and Paras for their assault on the occupying Argentinian forces. At 18.41Z Atlantic Conveyor was hit by an Exocet anti-ship missile fired from an Argentine Navy Dassault Super Etendard with the loss of twelve crew, including Captain Ian North and all the remaining aircraft three of which were No 18 Squadron Chinooks, ZA706, ZA716 & ZA719. The Argentines considered that they had hit one of the Task Force's carriers as this was one their prize targets. Exocets were in very short supply and the Argentines could not afford to use them on low value targets, this time they missed their prize but the Atlantic Conveyor was no low value target, so hitting her had far reaching implications for the success of the UK's mission to retake the Islands.
The loss of the Atlantic Conveyor left a serious shortfall in the UK's ability to transport its troops and supplies and resulted in the Marines & Paras having to "yomp" across the Falklands to take on the Argentines. No 18 Squadron had one Chinook left, ZA718 coded BN (Bravo November) and this is a helicopter that has become something of a legend due to its load carrying feats whilst flying in the Falklands. On 2nd June eighty one troops were squeezed into Bravo November twice its usual load carrying capacity, with a further seventy five transported from Goose Green later in the day.
On 14th June 1982 a ceasefire was declared with the surrender of the Argentine forces to Major General Jeremy Moore after some very heavy fighting in the air, at sea and on land. The short brutal conflict cost 255 British and over 900 Argentine lives, three Island civilians were also among the casualties.
The loss of the Atlantic Conveyor left a serious shortfall in the UK's ability to transport its troops and supplies and resulted in the Marines & Paras having to "yomp" across the Falklands to take on the Argentines. No 18 Squadron had one Chinook left, ZA718 coded BN (Bravo November) and this is a helicopter that has become something of a legend due to its load carrying feats whilst flying in the Falklands. On 2nd June eighty one troops were squeezed into Bravo November twice its usual load carrying capacity, with a further seventy five transported from Goose Green later in the day.
On 14th June 1982 a ceasefire was declared with the surrender of the Argentine forces to Major General Jeremy Moore after some very heavy fighting in the air, at sea and on land. The short brutal conflict cost 255 British and over 900 Argentine lives, three Island civilians were also among the casualties.
Peace Returns
On the 1st September 1982 No 7 Squadron formed to become the RAF's second unit to operate the Chinook. No 7 has a long history originally forming in May 1914 at Farnborough flying Sopwith Tabloids, between the wars Vickers Vimys, Virginias & Heyfords. At one time No 7 was commanded by Charles Portal, who was to be promoted to Chief Of The Air Staff during World War Two.
The Squadron flew Armstrong Whitworth Whitleys in the early days of war before moving onto the Shorts Stirling, then the Avro Lancaster and post war, the Vickers Valiant. Disbandment came in October 1962 with reformation on 1st May 1970 flying English Electric Canberras in the target facilities role.
Initially No 7 Squadron shared its Chinooks with No 18 Squadron but was fully equipped by mid 1983. Following the end of the Falklands conflict the formation of No 1310 Flight required that some No 7 & 18 Squadrons Chinooks be detached to the South Atlantic outpost.
By the start of 1984 No 18 Squadron had moved to RAF Gutersloh, which left Odiham with No 7 & 33 Squadrons together with No 240 OCU. In 1993 No 27 Squadron disbanded at RAF Marham where it had been flying Tornados, reforming at Odiham as No 27 (Reserve) from No 240 OCU, it was then tasked with the training of Puma and Chinook crews. In June 1997 No 33 relocated with its Pumas to RAF Benson which left No 27 Squadron to fully convert to the Chinook by January 1998.
On the 1st September 1982 No 7 Squadron formed to become the RAF's second unit to operate the Chinook. No 7 has a long history originally forming in May 1914 at Farnborough flying Sopwith Tabloids, between the wars Vickers Vimys, Virginias & Heyfords. At one time No 7 was commanded by Charles Portal, who was to be promoted to Chief Of The Air Staff during World War Two.
The Squadron flew Armstrong Whitworth Whitleys in the early days of war before moving onto the Shorts Stirling, then the Avro Lancaster and post war, the Vickers Valiant. Disbandment came in October 1962 with reformation on 1st May 1970 flying English Electric Canberras in the target facilities role.
Initially No 7 Squadron shared its Chinooks with No 18 Squadron but was fully equipped by mid 1983. Following the end of the Falklands conflict the formation of No 1310 Flight required that some No 7 & 18 Squadrons Chinooks be detached to the South Atlantic outpost.
By the start of 1984 No 18 Squadron had moved to RAF Gutersloh, which left Odiham with No 7 & 33 Squadrons together with No 240 OCU. In 1993 No 27 Squadron disbanded at RAF Marham where it had been flying Tornados, reforming at Odiham as No 27 (Reserve) from No 240 OCU, it was then tasked with the training of Puma and Chinook crews. In June 1997 No 33 relocated with its Pumas to RAF Benson which left No 27 Squadron to fully convert to the Chinook by January 1998.
Conflicts
Bringing down the Berlin Wall - Image ryanhart.net
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As the 1980s progressed it was a time of relative peace as far a large scale conflicts were concerned. The end of the decade saw the end of the Cold War and the East & West Germans were tearing down the Berlin Wall to once again reunite the divided city. The future looked bright as far as a Third World War was concerned, but war clouds were gathering again in the Middle East and the former Yugoslavia. This would result in unrest that still continues to this day. During these conflicts Odiham's helicopters have been involved in some of the hottest areas of trouble and have performed heroic deeds under fire.
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Listed below are the areas where RAF Odiham's squadrons have seen action in recent times -
- Northern Ireland
- Operation Granby - The First Gulf War
- Operation Agricola - Kosovo
- Operation Telic - Iraq
- Operation Herrick - Afghanistan
Joint Helicopter Command (JHC)
As a recommendation that came from the 1998 Strategic Defence Review, the Joint Helicopter Command (JHC) was formed to consolidate the helicopters of the RAF, Army Air Corps and Royal Navy under a single command structure. The JHC came into being on 5th October 1999 and Odiham's Squadrons fall within its remit to provide assistance to the Command as the need arises, either through training or when conflict dictates.
As a recommendation that came from the 1998 Strategic Defence Review, the Joint Helicopter Command (JHC) was formed to consolidate the helicopters of the RAF, Army Air Corps and Royal Navy under a single command structure. The JHC came into being on 5th October 1999 and Odiham's Squadrons fall within its remit to provide assistance to the Command as the need arises, either through training or when conflict dictates.
Odiham Today
RAF Odiham is home to the RAF's fleet of Chinook helicopters. The airfield remains a busy place with the familiar thumping rhythm of the Chinooks being heard both day and night. Sharing the field with the Chinooks is a squadron of Westland Lynx AH.9A flown by the Army Air Corps, which have replaced the AH.7 variant previously used.
The Squadrons currently based at the airfield are -
Joint Helicopter Command
RAF Odiham is home to the RAF's fleet of Chinook helicopters. The airfield remains a busy place with the familiar thumping rhythm of the Chinooks being heard both day and night. Sharing the field with the Chinooks is a squadron of Westland Lynx AH.9A flown by the Army Air Corps, which have replaced the AH.7 variant previously used.
The Squadrons currently based at the airfield are -
Joint Helicopter Command
- No 18 (B) - Chinook HC.4/HC.4A/HC.5
- No 27 - Chinook HC.4/HC.4A/HC.5
Chinook HC.4 ZA712 of No 18 Squadron Odiham September 2016 - Image Richard Hall
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Chinook HC.4 ZA683 of No 27 Squadron Odiham September 2016 - Image Richard Hall
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Chinook HC.5 ZH902 - Image Richard Hall
Joint Special Forces Aviation Wing
The Joint Special Forces Aviation Wing (JSFAV) was formed in April 2001 to bring together No 7 Squadron & No 657 Army Air Corps (AAC), with the intention of coordinating the provision of rotary wing support for the UK's Special Forces. No 658 Squadron AAC also belongs to the Wing but their helicopters are based at Stirling Lines Credenhill in Herefordshire, although their aircraft can often be seen at Odiham.
The Joint Special Forces Aviation Wing (JSFAV) was formed in April 2001 to bring together No 7 Squadron & No 657 Army Air Corps (AAC), with the intention of coordinating the provision of rotary wing support for the UK's Special Forces. No 658 Squadron AAC also belongs to the Wing but their helicopters are based at Stirling Lines Credenhill in Herefordshire, although their aircraft can often be seen at Odiham.
- No 7 - Chinook HC.4/HC.6
Chinook HC.6 ZK556 No 7 Squadron Odiham July 2016 - Image Richard Hall
Army Air Corps
- No 657 Squadron - Lynx AH.9A (Squadron disbanded January 2018)
Lynx AH.9A ZG916 No 657 Squadron AAC seen here on Salisbury Plain Training Area September 2016 - Image Richard Hall
There is also a detachment of Chinooks deployed to No 1310 Flight which is based in the Falkland Islands.
The airfield has around 2000 personnel stationed there and the squadrons operate in support of NATO and UK interests worldwide.
No 18 Squadron also facilitates a training flight at the airfield to convert pilots and aircrew onto the Chinook.
In July 2000 No 618 Volunteer Gliding Squadron (VGS) came to Odiham to train members of the Air Training Corps. In March 2016 it was announced that a major restructuring of Air Cadet gliding and flying would take place, this would see the disbandment of 14 VGS, No 618 being one of them which stood down later in 2016. The Kestrel Gliding Club continues to fly at weekends from the airfield as part of the RAF Gliding & Soaring Association.
During 2016 a number of RAF squadrons celebrated their centenaries and special events were held at various RAF airfields, including Odiham. Click on the following link for further information - www.airshowspresent.com/chinook-centenary-specials-event.html
During the summer airshow season the Chinook Display Team flies from Odiham to delight show goers throughout the UK.
The airfield has around 2000 personnel stationed there and the squadrons operate in support of NATO and UK interests worldwide.
No 18 Squadron also facilitates a training flight at the airfield to convert pilots and aircrew onto the Chinook.
In July 2000 No 618 Volunteer Gliding Squadron (VGS) came to Odiham to train members of the Air Training Corps. In March 2016 it was announced that a major restructuring of Air Cadet gliding and flying would take place, this would see the disbandment of 14 VGS, No 618 being one of them which stood down later in 2016. The Kestrel Gliding Club continues to fly at weekends from the airfield as part of the RAF Gliding & Soaring Association.
During 2016 a number of RAF squadrons celebrated their centenaries and special events were held at various RAF airfields, including Odiham. Click on the following link for further information - www.airshowspresent.com/chinook-centenary-specials-event.html
During the summer airshow season the Chinook Display Team flies from Odiham to delight show goers throughout the UK.
Chinook HC.4 ZA720 training with the Chinook Dispaly Team at Odiham for the 2017 airshow season
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Members of the 2017 Chinook Display Team
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Retirement Of The Lynx AH.9A
After nearly 40 years of service, time has finally caught up with the Westland Lynx, one of the UK’s most successful helicopter designs. Although still a very capable airframe the Lynx has now been replaced in service by the Westland Wildcat, which with its uprated engines, avionics and enhanced capability, will take the Army Air Corps (AAC) and Fleet Air Arm (FAA) forwards with regards to the future of land and sea based operations.
After nearly 40 years of service, time has finally caught up with the Westland Lynx, one of the UK’s most successful helicopter designs. Although still a very capable airframe the Lynx has now been replaced in service by the Westland Wildcat, which with its uprated engines, avionics and enhanced capability, will take the Army Air Corps (AAC) and Fleet Air Arm (FAA) forwards with regards to the future of land and sea based operations.
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To mark the retirement of the Lynx AH.9A a farewell flypast was arranged for four remaining airworthy helicopters which took place on 16 January 2018.
Departing from RAF Odiham, the farewell formation, call sign Valhalla, flew a commemorative tour taking in places associated with the aircraft, which included among others Middle Wallop, Upavon, Yeovil, Shawbury and Wattisham. The final part of the tour culminated in a flight along the length of the River Thames over Central London, with the formation then returning to RAF Odiham. |
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One of the helicopters, ZG917, was especially painted for the day with special art work that commemorated 75 years of No 657 Squadron as well as a very striking depiction of a Lynx. The other three AH.9As in the Formation were ZF537, ZF538 & ZG918.
As part of the farewell tour a photo-call was held at Upavon in Wiltshire, where the four AH.9As of Valhalla Formation can be seen below on the left. The photograph on the right shows the very last landing of a Lynx helicopter (ZG917) in UK military service at Middle Wallop on 26 January 2018. (Click on photos to enlarge)
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RAF Odiham's Commanding Officers
Click on photos to enlarge
Click on photos to enlarge
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RAF Odiham's Memorial
Sources & Contributors -
- Hampshire Airfields In The Second World War - Robin J Brooks - Countryside Books
- Squadron Histories RFC, RNAS & RAF 1912-59 - Peter Lewis - Putnam
- The Military Airfields Of Britain - Southern England - Kent, Hampshire, Surrey and Sussex - Ken Delve - Crowood
- Battle Over Britain - Francis K Mason - Aston Publications
- The Battle Of Britain Then & Now - Edited by Winston G Ramsey - After The Battle
- Action Stations 9 - Military Airfields Of Central South and South East - Chris Ashworth - PSL
- Bomber Command Losses of the Second World War 1942 - W R Chorley - Midland
- www.rafweb.org
- www.combinedops.com/Dieppe.htm
- Royal Air Force Fighter Command Losses Volume 3 1944-1945 - Norman L R Franks - Midland
- Flying Training And Support Units since 1912 - Ray Sturtivant with John Hamlin - Air Britain
- Fighter Squadrons Of The RAF And Their Aircraft - John Rawlings - Macdonald
- Coastal Support And Special Squadrons Of The RAF And Their Aircraft - John D R Rawlings - Janes
- Bomber Squadrons Of The RAF And Their Aircraft - Philip Moyes - Macdonald
- Category Five - A Catelogue of RAF Losses 1954 to 2009 - Colin Cummings - Nimbus Publishing
- Tony Dowland
- Paul Ridgewell
- Chris Cannon
- www.simplyplanes.co.uk
- The Falklands War Then & Now - edited by Gordon Ramsey - After The Battle
- www.aircrewrembered.com
- sussexhistoryforum.co.uk