52 OPERATIONAL TRAINING UNIT

Up until January 1944 the Fighter Leader School was based at R.A.F. Aston Down as part of 52 O.T.U.

With the formation of the Fighter Leader School as a separate unit, the aircraft and personnel based at Ashton Down were transferred to Milfield.

The movement began on the 2nd January when the advance party left for Milfield by train. Departure of the main party took place on the 25th by air and train, the air party leaving in a Harrow aircraft.

The remainder of the Fighter Leader School left for Milfield on 4th February.

56 OPERATIONAL TRAINING UNIT

THE UNIT REFORMED

On 15th December 1944 Group Captain A.M. Bentley, O.B.E., A.F.C., was ordered to Headquarters No. 12 Group and instructed to proceed to R.A.F. Station Milfield forthwith to form 56 O.T.U.

R.A.F. Milfield was, at the time, occupied by the D.F.D. Wing of the Central Fighter Establishment which was waiting for orders to move south.

56 O.T.U., Tempests and Typhoons was to be fully established in all respects by 31st December 1944 and was to commence training on the 2nd January 1945.

D.F.D. Wing eventually moved out on the 27th December although many of their aircraft were not flown away until several weeks later.

Equipment came from all sources, sometimes direct from the makers themselves. Aircraft were flown in by A.T.A. Delivery Flight and, in some cases, by pilots of the unit. Ground personnel came from units at home, Canada, West East and South Africa, Middle East, India and some even were flown over direct from the 2nd Tactical Air Force.

It must be remembered that at this time we were locked in a bitter struggle with the enemy in France, on both land and in the air, the outcome of which was not yet certain. There was therefore an urgent need to train and, in some cases, convert pilots to the Typhoon and Tempest and rush them to the Continent to take part in the battle.

Almost without exception incoming instructors were new to O.T.U. work and instructing. They had to be briefed and trained before work could commence. Most of them had not flown the Tempest and only one was qualified as a Master instructor.

The Spitfire O.T.U. syllabus was modified to conform to the capabilities and modes of the Tempest and Typhoon. On formation the unit comprised fifty three Typhoon 1b, fifty four Tempest V, sixteen Master 11 and six Martinet T.T. 56 O.T.U. was taking shape.

THE FIRST ARRIVALS

On 1st January 37 pupils arrived for conversion to the Tempest and Typhoon. Most had come direct from the 2nd T.A.F. where they had been flying Spitfires. All had volunteered for this course and they proceeded immediately to the satellite airfield at Brunton to begin their training.

On 2nd January at 16:00 hours the first aircraft of 56 O.T.U. was airborne from Milfield. By the evening of the 2nd No. 1 course comprising 32 pupils had arrived. They commenced ground training the following day.

On the maintenance side the C.T.O. had his own problems. Every aircraft on arrival had to be inspected and minor unserviceability, minor modifications and the installation of ancillary gear had to be effected. This was in spite of the fact that there was a very large movement of personnel posted both to and from the unit. Less than 15% of the maintenance personnel had any experience on Typhoon and Tempest aircraft so lectures and demonstrations became as much a part of the day’s work as the work itself. Despite this flying training began on January 4th - but in reverse when it was discovered that two pupils were A2 category instructors on Masters. They were immediately and fully employed on instructing and checking out their instructors on the type.

The following instructors were appointed to the unit, Wing Commander (Training) J.B. Wray, D.F.C., C.T.O. Squadron Leader Hadley, Senior Admin. Officer Squadron Leader Whittle and the Adjutant Flight Lieutenant Bromley.

The first flight by a pupil was made from Milfield on 4th January and from the Conversion Squadron at Brunton on 9th.

UNIT DIARY

The pilots in the Conversion Squadron at Brunton were informed that they would be posted to Nos. 83 or 84 Ground Support Units on completion of their training provided that they had previously been to a Spitfire O.T.U. or had been on operations on Spitfires.

The first fatal accident occurred on 13th January when the Navigator Instructor, Flight Lieutenant R.W. Hall went missing on a weather test. A Tiger Moth aircraft took off from Brunton to carry out a search and found his Tempest JN819 had crashed in a bog.

Two days later Sgt. Evans, in Typhoon EJ965, made a forced landing 5 miles up the Doddington Road from Wooler after engine failure. The Typhoon caught fire but the pilot escaped, assisted by a passing Army Officer, Colonel Denham and his chauffeur.

Towards the end of January heavy snow and frost severely restricted flying training due to the runways being unusable.

On 1st February Pilot Officer N.L. Gordon was killed when his engine failed on takeoff when ferrying Typhoon RB343 from Milfield to Brunton.

Ten thousand gallons of aviation fuel was issued on 4th February, this was a record for the station.

Air Vice Marshal J.W. Baker, C.B., M.C., D.F.C, visited Milfield and Brunton on 13th February and carried out an inspection.

Pilot Officer D.S. McGregor was killed on 28th February when his Tempest V, EJ867 flew into the ground at Langloch Farm, Lanarkshire.

A Canadian pilot, Flying Officer P.N. Bernhart, was killed on 4th March when, with his radio transmitter useless, he flew out of cloud in Tempest NV924 and hit low ground near Lowick, Northumberland. Four days later Flying Officer R.F.D. Smith was killed in a flying accident in Typhoon MP187 through losing control of his aircraft. The leader of a formation of Spitfires from another unit made a deliberate attack and Flying Officer Smith engaged in a turning combat which was a breach of discipline.

On 17th March one of the unit’s Typhoons, with no flaps, landed at Acklington at 18.30 hours after two attempts. The pilot was flying his first solo on the type and was given instructions over the R/T by Acklington’s Chief Flying Instructor (59 O.T.U.) before coming in to land.

On 27th March there were two fatal flying accidents. In the first, the undercarriage of Pilot Officer Sullivan’s Typhoon EK364 unlocked in a dive and he crashed at Halderdean, Northumberland. In the second, Pilot Officer R.S. Bellis was killed when his Typhoon MN532 flew into Stoney Hill, Ayrshire in cloud.

On 30th March the unit was presented with its crest, “A lion rampant holding in the forepaws a flaming torch erect”. The unit motto issued with the crest was “Prelude to Proficiency”.

Flight Lieutenant I.W. Smith, a Canadian pilot, was killed in a flying accident at Brunton on 9th April. His aircraft Tempest V EJ845 swung on takeoff and hit a windsock mast. Four days later Flying Officer C.W.R. Ford was killed when his Tempest V EJ542 flew into a hillside in mist at Lamberton Moor, near Berwick.

With the war in Europe ended V.E. celebrations took place on 8th May. The unit ceased work at 11.00 hours and at 15.00 hours six hundred personnel attended a voluntary church service. Training recommenced on 10th May.

Two pilots were killed on 12th May as the result of a mid-air collision. They were Flight Lieutenant F.W. Mossing (Canadian) instructor and Flight Sergeant Powell. Their aircraft, Tempests NV759 and EJ685, fell to earth at Doddington, Northumberland.

With the war in Europe ended all Canadian pupils were sent on leave on 17th May pending disposal.

Instructions were received from the Air Ministry on 18th May for reorganising the courses at 56 O.T.U. Three courses each of nine weeks duration were henceforth run concurrently at Milfield with outputs every three weeks. Each course of twenty pilots would have 10 on Typhoons and ten on Tempests.

A meeting was held of all Flight and Section Commanders to discuss the withdrawal of aircraft and flying at Brunton resulting from the altered flying programme for the station. While this had been going on, news was received that W/Off. B.S. Pollard had been killed in a flying accident when his Tempest V, NV643 dived into the ground at Coldingham, Northumberland.

On 21st May all pupils of No. 5 course returned from Brunton to complete their training at Milfield. At the same time all serviceable aircraft and aircrew, with approximately 100 other personnel were withdrawn.

Group Captain P.P. (Prosser) Hanks, D.S.O, D.F.C., assumed command of the station on 23rd May replacing Group Captain A.M. Bentley, O.B.E., A.F.C.

An Air Ministry Research Unit arrived at Milfield on 28th May under the command of Flight Lieutenant E.G. Reddington to conduct research into Typhoon and Tempest Maintenance.

On 29th May 1945 training recommenced on the new basis, No. 1 Squadron was responsible for conversion, No. 2 Squadron gunnery and No. 3 Squadron tactics, all at Milfield for courses 5, 6 and 7.

From June 1945 all flying was restricted to a Monday to Friday basis, with Saturdays and Sundays free for personnel to participate in recreational activities. There were no fatal accidents in June - the first month since the unit reformed.

183 SQUADRON

On 15th June 1945 this Typhoon Squadron based at Wunsdorf, Germany prepared for their move to Milfield the following day. They carried out no flying to enable the duty crew to keep all the Squadron aircraft serviceable.

The majority of the ground crews had already left for England in Dakota transport aircraft. Just after 08.00 hours on 16th June all 183 Squadron aircraft led by Squadron Leader Cullen took off and set course for Gilze-Rijen, the first refuelling stage. At 10.50 hours they were on their way again for Manston, where a stop was made for refuelling and lunch. On again to Church Fenton at 14.30 hours, it was perhaps fitting that 133 Squadron should refuel there before finally losing its Typhoons, as it was at Church Fenton that the squadron was formed and began flying Typhoons.

The Milfield circuit was reached at 17.00 hours and with some regret the squadron said farewell to the aircraft which had come to mean so much to the pilots.

After staying overnight at Milfield the pilots and their kits were flown by Dakota to R.A.F. Chilbolton, where they joined 11 Group Fighter Command and converted to Spitfire 1X’s. Meanwhile at Milfield the Typhoons were a welcome addition to the strength of 56 O.T.U. which had been diminished by the number of flying accidents incurred over the past few months.

Flying Officer E.A. Clough was killed 13th July in Typhoon 1b RB210 and was buried at Fogo Cemetery, near Charterhall.

UNIT DIARY CONTINUED

Flight Sergeant F.R. Jeyes was killed in a flying accident on 20th July when his Typhoon MN975 crashed whilst attempting a forced landing at Cornhill Farm after engine failure.

There was no flying on August Bank Holiday or on 15th and 16th August when V.J. Day celebrations were held.

A check made on 24th August revealed that the unit had 47 flying instructors on strength to teach 58 pupils

On 7th September Group Captain E.M. Donaldson, D.S.O., A.F.C, was appointed Station Commander and Wing Commander P.J. Simpson, D.S.O, D.F.C the Chief Instructor. Meanwhile Flight Lieutenant J.G. Rogerson, D.F.C., was in command of a small holding party at Brunton.

Battle of Britain Day was held on 15th September and the unit despatched 28 Typhoons and 25 Tempests to 51 R.A.F. Airfields which were “At Home” to the public. These aircraft were flown by both pupils and instructors and many messages of congratulation were received from Station Commanders on the high standard of display flying displayed by the pilots concerned.

DIRECTION FINDING

Due to the shortage of necessary personnel the unit was unable to maintain an independent V.H.F. D/F Fixer Layout. Therefore in October 1945 it was decided to bring 56 O.T.U. in line with Nos. 13, 54, and 61 O.T.U.’s which were using the Fixer Facilities of Lincolnshire, Yorkshire and Southern Sectors. To make this fixer information available to 56 O.T.U. two special lines were required from Milfield to Blakelaw, one of which already existed. Fighter Command was requested to provide the Fixer Telling Circuit thus completing the whole circuit. Once this had been completed the units at Lamberton Moor, Chester House and Smailholme Fixer Stations were closed down.

UNIT DIARY CONTINUED

On October 19th instructions were received from 12 Group Fighter Command that all course pilots had to be trained on Tempest aircraft before passing out. Consequently on 20th all Typhoon pilots were recalled from leave to convert to the Tempests. Their course, No. 10B (Conversion) was to commence on 24th October. The ten pilots duly reported back to Milfield and began a seven day course whose syllabus comprised six hours flying, three hours ground lectures and one hour on the Link Trainer. The first conversion course was completed on 31st October on which date No. 11B (Conversion) course commenced training with 6 pupil pilots.

On 6th November, No. 11B Course completed training and went on leave. All course pilots awaiting posting were recalled from leave to carry out a refresher course which consisted of four hours flying and one hour link trainer per week. Unfortunately one of these pilots, Flying Officer R.G. Marshall of 11B Course was killed on 27th November when his Tempest, NV709 broke up in flight and crashed at Birgham, near Berwick.

No. 13 Course, the last to be held at Milfield, commenced training on 4th December. No flying was carried out from 18th to 28th December to enable most of the unit personnel to take Christmas leave.

During January, Wing Commander I.N. Bayles, D.F.C., became Chief Flying Instructor.

On 29th January the last fatal flying accident occurred at Milfield when Flight Lieutenant V. Parker was killed in Tempest EJ859. The cause of the accident was not ascertained but the aircraft was seen to do a slow roll at Felkington, Northumberland.

Information was received from 12 Group Fighter Command (12G/S.720/33/ORG) on 11th February 1946 and the unit duly disbanded on that day.

56 O.T.U. REMINISCENCE

Len Lineker served at Milfield, as a target towing operator, from January until November 1945. Len was a regular airman and spent the whole war in the R.A.F.

Although at Milfield for a comparatively short time Len remembers vividly a number of incidents which occurs during his service there.

A lone Tempest taking off one snow bound winters day had engine trouble, was running rough and losing power. The pilot, a Canadian, tried to land back at Milfield but could not maintain sufficient height to do this although he had already turned to port and was flying parallel to the runway in use and in the circuit area. Two minutes more flying would have been sufficient to land safely and perhaps still be alive today. The Tempest force landed, undercarriage up, in a waterlogged field. Both the pilot and aircraft were in one piece except that the pilot broke his neck and died instantly. It was said that he had not been strapped into the cockpit tightly enough.

A Tempest, one of a half dozen or so, was taking off during the summer of ’45 and failed to get airborne on reaching the end of the runway. The pilot in desperation hauled back on the stick and the Tempest staggered into the air, just clearing the Wooler to Cornhill Road. The Tempest touched down in the field on the other side of the road then became airborne. The reason for all this scare was that the pilot had his airscrew pitch lever in the coarse position instead of the fine position; consequently the engine was not developing full power. This is similar to driving a car at low speed up a steep hill in top gear. When the Tempest touched down the pilot realised what was wrong and slammed his pitch lever into fine. Who he was and whether he survived the war will never be known.

It was a common sight to see half a dozen ‘bods’ on one bicycle en route to the Red Lion public house. Everyone was not issued with a service cycle and all in authority including the village constable looked the other way.

An ex-operations Squadron Leader carried a wood saw everywhere he went - the toilets, mess, office, hangars. He used it as a walking stick as it was quite large. No one dared take it from him including the Station Commander. Woe betide anyone sitting on the grass waiting for his aircraft to return. He would creep up behind the sitter and swing the saw like an axe.

Low flying was not discouraged because the aggressive spirit had to be fostered for obvious reasons. Returning aircraft invariably beating up the airfield was a normal course of events. One day a formation of Typhoons returned to Milfield at nought feet and the ‘prop’ of one chewed into the tailplane of the one in front. By this time they were over the airfield and both landed safely.

A Tempest caught fire and crashed at Cornhill-on-Tweed, the pilot being killed. The effect of the burning aircraft on the ground left a circular area which until a few years ago could still be seen quite plainly and may still be apparent today. The Sabre engines in the Typhoons and Tempests, although very powerful, were not reliable.

One day a Tempest over the Air-to-Air range was seen to dive vertically into the ground killing the sergeant pilot instantly. Apparently carbon monoxide had been inhaled by the pilot, because after this the pilots used oxygen from start up to shut off of engines. The exhaust stacks on the Sabre, which was a 24 cylinder engine, were in line with the cockpit and, coupled with the fact that it was a very smoky engine, especially at low R.P.M., it did not improve the lot of the pilot and oxygen was his only salvation. One of the reasons why the engine was so smoky was that the cylinders lay flat, all 24 of them (48 sparking plugs) and oil would lie in these cylinders to be burnt when the engine was running. On start up the Tempests and Typhoons could hardly be seen for oily black smoke.

One day a replacement Tempest did a classic three point landing and when the pilot removed his/her flying helmet her blond curls were shoulder length - she was a female delivery pilot from the Air Transport Auxiliary. This shook all at Milfield, pilots and ground crew, as the Tempests and Typhoons were not very popular. However it boosted up their morale, if she could do it so could they.

At one period cigarettes were not available and W.A.A.F.s could be seen drinking from pint glasses (the ones with handles) and smoking pipes.

56 O.T.U. AIR TO AIR FIRING RANGE AND TARGET TOWING

The Air to Air Firing Ranges were at Holy Island (north tow) and Farne Islands (south tow) and the towing aircraft flew a dumbell course with the Tempests and occasionally Typhoons firing from the land side out to sea, (see diagram)

The target dropping zone was at Brunton airfield but generally the last flag was returned to Milfield streamed.

The average tow was about two hours from takeoff to landing and it was only a few minutes from base to the tow line.

Most of the pilots and target towing operators were ex-operations aircrew on a rest from operations and were generally navigators, air gunners or flight-engineers. The T.T.O’s received an extra 1/= per day (5p) flying pay on top of their normal pay. In addition there was 1 day’s leave every 6 weeks extra to the normal leave and a flying sweet ration of barley sugar, yeast tablets and chewing gum.

The T.T.O’s had their own crew room with an almost white hot stove in the winter, as it was very cold at Milfield. The stove was lit with aircraft red tautening dope and no-one in authority objected. Generally the T.T.O.’s did not wear flying clothing except for a flying helmet which was needed for the earpiece and microphone so that they could be in contact with the pilot, who was completely isolated from them. In addition they always wore ‘May Vests’ as much of the flying was over the sea.

The cable winch was between the T.T.O and the pilot, and the T.T.O. wore gauntlets as occasionally the cable frayed in parts. Flying goggles were a must when operating the winch because bits could fly off and hit the T.T.O. in the face.

Flying height was generally 2,000 feet which was a good thing for the aircrew as the Martinets were very draughty and cold because they had no heating.

The cable drums on windmill-type winches could hold over 7,000 feet of cable when full. Normally for air to air firing the T.T.O. let the target out about ¼ mile. The electrical type winch used at Milfield had either two or three separate drums of cable each holding 440 yards when full. As the cables got shorter, due to being shot off or a heavy handed T.T.O. broke the cable by applying too much brake, it was essential to change the drum for a full one otherwise the attacking aircraft got too close for comfort.

On the windmill type winch there was plenty of cable to play with before it was necessary to think of renewing the cable. The T.T.O.s did not normally fit a full drum but simply fitted an empty drum and turned the windmill into the slipstream from the Martinet’s propeller and wound on cable from a large wooden drum. The drums were very heavy with over a mile of cable weighing 10 cwt., but the drum itself was light alloy.

Flag targets as opposed to drogue targets, were used at Milfield, and these were awkward to stow in the operator’s compartment and difficult to launch. The flag target comprised a pole about 6 feet long and an oblong length of linen about 30 feet long attached to the pole.

The T.T.O. had to be careful when stowing the Martinets with flags to ensure that the leaded ends were all pointing aft. If not stowed in this way it was almost impossible to get a clean launch as the flags would turn over and not unfurl properly.

Most T.T.O.’s preferred drogue targets, because more could be carried in the aircraft, they were less bulky, lighter and easier to launch and also less dangerous to people on the ground should the cable snap.

When the drogues or flags were streamed the pilot would reduce speed and lower the flaps and undercarriage until the Martinet was nearly stalling. As soon as the flag drogue had left the aircraft the pilot pushed the stick forward to do two things - raise the tail so that the target would miss it and pick up speed.

EPILOGUE

So after three and a half years occupation the R.A.F. presence at Milfield was terminated. Many hundreds of pilots from all parts of the UK, Empire and Commonwealth had been operationally trained from its runways. The cream of Fighter Command had been the instructors or had attended the Fighter Leader School. Unfortunately many were destined to die later in air combat, especially in the months after ‘D’ Day. However of those who survived and chose to stay in the service many achieved high rank. So the purpose of this important airfield was completely fulfilled.

56 O.T.U. AIRCRAFT

The aircraft used by 56 O.T.U. were finished in standard Fighter Command colours. No.1 Squadron (A and B Flights) with Tempest V aircraft carried the unit code GF, while No. 2 Squadron (C and D Flights) with Typhoon 1b aircraft carried the code FE. Brunton aircraft both Typhoon 1b and Tempest V carried the code CD. ‘X’ Squadron had Typhoon 1b and Tempest V aircraft coded HQ.

Typhoon 1b
DN 256, DN340, EJ903, EJ923, EJ924 OD-G, EJ965, EK154 OD-X, EK173 HQ-1, EK222, EK226, EK290 OD-B, EK325, EK348, EK364, EK494, EK500, EK541, JP380, JP496, JP551, LP582, JP608 FE-M, JP749, JP790 CD-F, JP923, JP976, JR149 FE-V, JR183 OD-P, JR195, JR240, JR317, JR385, JR391, JR427, MM985, MM991, MN113, MN172 FE-B, MN173 FE-J, MN240 HQ-J, MN397 FE-D, MN411 FE-C, MN412, MN450, MN532, MN539, MN541 FE-E, MN546, MN578, MN643, MN685, MN855, MN956 FE-P, MN975, MN991, MP150, MP187, PD533 OD-H, PD575, RB210, RB283, RB339, RB343, RB372 FE-G, RB428, RB439 FE-N, RB477, RB502, RB 507, SW461, SW474 HQ-K, SW652, SW571, SW573, SW592, SW593, SW595, SW596, SW620, SW621, SW622, SW623 SW624, SW625, SW628, SW631, SW632, SW633, SW634, SW635, W636, SW638.

Tempest V
EJ520 (JBW from 4/45 – 7/45 personal aircraft of W/C J B Wray),
EJ539, EJ542 GF-G, EJ560 GF-W, EJ607, EJ631 GF-A, EJ647, EJ661, EJ666, EJ685, EJ696, EJ749, EJ763, EJ785, EJ805, EJ807, EJ808, EJ809 GF-X, EJ810, EJ811 ‘A’, EJ817, EJ818, EJ819, EJ820, EJ821, EJ822 GF-Y, EJ824, EJ826 GF-Z, 831, EJ832, EJ833, EJ834, EJ835, EJ836, EJ838, EJ839, EJ840, EJ842, EF843, EJ844, EJ845, EJ846 GF-E, EJ859, EJ860 GF-D, EJ861 GF-M, EF863, EJ865, EJ867, EJ877 GF-B, EJ878, EJ892, JN819, JN872, NV729 (JBW from 12/44 – 4/45 personal aircraft of W/C J B Wray), NV730, NV733, NV734, NV735, NV736, NV752 GF-R, NV759 GF-N, NV779, NV785, NV789, NV918, NV924 GF-C, NV930, NV935, SN110, SN114, SN115.

Miles Martinet T.T. 1
EM511 – ‘2’, EM651 – ‘5’, JN451 – ‘6’, NR464 – ‘7’, NR569, NR636 – ‘8’.

Miles Master Mk 11
W9022, W9077, AZ703 ‘DR’, AZ785 ‘EC’, AZ840 ‘EW’, AZ844, DK685, DL273 ‘FF’, DL274 ‘ER’, DL850 ‘AB’, DL866, DL886, DL904 ‘EA’, DM118, DM188, DM237 ‘CA’, DM274, DM316, DM353 ‘DO’. DM357, DM444 ‘DD’.
The Masters had standard training colours with a two letter coding in blue behind the fuselage roundels.

De Havilland Dominie
X7401. Tempest
NV729 had the initials JBW in small blue capitals behind the fuselage roundels and was the personal aircraft of Wing Commander J.B. Wray the Chief Training Officer, used until April 1945 when he took over EJ520, which he used until July 1945 when he became O.C. Training Wing.

JUNE 1945 183 SQUADRON

Typhoon Mk 1b
JP582: Scottish Lion Insignia
MN408: HF-O
MN923: HF-T ‘Claire’ under cockpit and rocket armed
RB424; HF-A
SW455; HF-U
SW466: HF-F

Other Aircraft
On 25th May 1945 14 Typhoons were flown from Acklington to Milfield for use by 56 O.T.U. These aircraft had been used by 59 O.T.U. (Typhoons) which had reformed at Acklington on 19th March 1945 but with the war in Europe now over the unit was to be disbanded on 6th June 1945.