Castle Bromwich
CASTLE BROMWICH: Civil aerodrome, military in WW1 then main civil regional Birmingham airport.
Later military again during WW2 until closure as a civil regional airport in 1958
Note: This picture of the site in recent years was obtained
from Google Earth ©
Military users: WW.1: RFC/RAF Reserve and Training Squadron Station (1915 to 1918)
11th May 1915. No.5 Reserve Aeroplane Sqdn, (Maurice Farman Shorthorns & Longhorns)
19 Sqdn – from September 1915 (Maurice Farmans, Avro 504s, Caudron G.111s & BE.2c).
34 Sqdn (B.E.2c’s)
38 Sqdn (B.E.2c’s, B.E.2e’s, B.E.12s – possibly R.E.7s – and F.E.2b’s).
54 Sqdn (B.E.2c’s, Avro 504s, Sopwith Pups).
55 Sqdn (B.E.2c, B.E.2e, F.K.8 & Avro 504).
71 (Australian) Sqdn (Used various types inc. Sopwith Camels)
115 Sqdn (Handley Page 0/400s)
132 Sqdn (DH.9As)
RFC Home Defence Flight Station RFC/RAF Aircraft Acceptance Park (1917 to 1920)
RFC 38 & 90 (Home Defence) Sqdns
67 TS
No. 14 AAP (Aircraft Acceptance Park)
BETWEEN THE WARS
AN AIR PAGEANT 1928
Note: These four pictures were kindly provided by Mr Michael T Holder, a great friend of this 'Guide' and obtained from an article in Flight magazine published on the 14th June 1928. The captions on the first three items are self-explanatory, but the fourth picture clearly shows three registrations. G-EBUR and G-EBXT are both de Havilland DH60X Moths, but G-EAIN is of much greater interest. What a shame just the rear fuselage and tail-feathers appear as the aircraft is unique. It is a Sopwith Grasshopper, a two-seater tourer, which first flew in 1920 and, it appears, only one was built.
MILTARY PRESENCE
605 Squadron Royal Auxilliary Air Force (Avro 504K, 504N, DH.9A, Fairey Fawns, Gloster Gladiators, Hawker Harts & Hinds, Westland Wapitis). Any attempt at detail is impossible for a project like this and 605 Squadron proves the point, apparently returning from a stint at Tangmere during August 1939 with six Hurricanes, ten Gladiators and two Fairey Battles!
Note: These pictures, from postcards, were kindly sent by Mike Charlton who has an amazing collection. See, www.aviationpostcard.co.uk
In the first picture we can see the de Havilland DH80A Puss Moth G-ABFY, based at HESTON from 05.09.31 to November 1932. Then sold on. To the left is probably a de Havilland Moth?
Attempts to identify this Spitfire have so far failed. Can anybody kindly offer advice? In March 2019 Nick Forder kindly informed me that the presentation Spitfire 'Edmonton II' was a HFIXe, RK889.
WW2: RAF Fighter Command and also Army Co-Operation Command
605 Fighter Sqdn.
In 1939 14 E&RFTS combined with 20 and 44, to remain 14 E&RFTS but moved to ELMDON.
70 (Training) Group
577 (Army Co-operation) Sqdn (Bristol Beaufighters, Hawker Hurricanes, Vickers-Supermarine Spitfires & Vultee A-31 Vengeances)
6 & 7 AA Co-operation Units (Fairey Battles, Westland Lysanders, Miles Magisters, Miles Masters and Airspeed Oxfords)
It also appears that 116, 285 and 567 Sqdns were based here with; (Fairey Battles, Boulton-Paul Defiants, Hawker Hurricanes, Miles Martinets, Airspeed Oxfords and Vultee A-31 Vengeances)
Post 1945: No.48 Gliding School moved here in September 1945 from FOSSE WAY. (A site yet to be identified - any ideas?). Training ATC cadets it closed in 1955.
No.5 Reserve Flying School and Birmingham University Air Squadron, (1947 to 1954), operated by Birkett Air Services. (Avro Ansons, DHC1 Chipmunks, Percival Prentices & DH82A Tiger Moths). The BUAS flew it’s Chipmunks to SHAWBURY in March 1958.
1955 to 1957: 663 Sqdn AOP Flight. (Auster AOP.6 & T.7 plus Chipmunks)
THE 1954 'AT HOME' SHOW
I am old enough to have seen the FARNBOROUGH displays in the early 1960s where the sky was often filled with aircraft. It comes as quite a surprise to now learn that substantial “At Home” static and air displays were held year on year at CASTLE BROMWICH, (and at many other aerodromes with a military history of course), from 1945 to 1957. These were mainly military affairs so I’ll include this listing for the military aircraft participating in the 1954 display. ‘Squadron’ displays of two or more aircraft from the Army, FAA and RAF included; AOP Austers, Ansons, Canberras, Hastings, Lincolns, Meteors, Shackletons and Vampires - plus a flypast of nine North American Sabres.
RAF/FAA solo spots included a Balliol, Brigand, Bristol Freighter, Cadet, Firefly, Harvard, Hunter, Mosquito, Neptune, Oxford, Prentice, Provost, Sea Prince, Sedbergh, Sunderland,Tempest, Valetta, Valiant, Vampire and a Varsity.
THE 1955 'AT HOME' SHOW
The 1955 “At Home” air display was attended by 145,000. When driving past on the M.6 motorway today it seems almost impossible to envisage these huge aviation events being held here. It really was a most extraordinary period, and a fabulous display, encompassing aircraft from a fifteen year span from WW2 to the height of the ‘Cold War’. The static display featured an Anson, Chipmunk, Harvard, Meteor, Mosquito, Neptune, Provost, Spitfire, USAF SA-16, Valetta, Vampire and Varsity.
The solo flying spots featured a Beverley, Hunter, Javelin, Spitfire, Sunderland and Valiant. (What a mix!). The formation flying comprised Canberras, Fairey Fireflys, Neptunes, Shackletons and - USAF B-29s and B-47s, plus F-86D Sabres and F-84F Thunderjets. This really was the zenith of British military aviation airshow history, where it peaked, before quickly sliding down, to become in the next five decades virtually extinct.
Activities: Often claimed to be the site of the earliest aviation activities in this region this is simply untrue - by a long margin. It became military during WW1 and it would seem this site was basically a government aerodrome until the mid 1920s. Used by civil and military users till 1945? Civil activities until closure in 1958?
During WW2 it was essentially a military aerodrome and ‘on charge’ as such but without a doubt having the factory based here, (producing mainly Spitfire variants), it will always be remembered for having a primary aircraft production role. When completed the CASTLE BROMWICH Vickers-Supermarine factory was claimed to be the largest in Europe. There were however a series of very significant teething problems which delayed its full opening and that is why, with Hawkers doing much better at their new factory at LANGLEY (BERKSHIRE), the Hurricane was the mainstay RAF fighter during the so called 'Battle of Britain'. Once 'on song' this factory could, it is claimed, produce around one thousand Spitfires a year. In fact, by the final stages of WW2 the factory was producing around 3,800 Spitfires a year.
Manufacturing: WW2: Final assembly & flight testing for Vickers-Armstrong Spitfire production, a type built in huge quantities at the Nuffield factory on this site + Lancasters
British airline users: Pre 1940: Crilly Airways*, Great Western Railway Air Service, Imperial Airways, Midland and Scottish Air Ferries, Railway Air Services, Western Airways
Post 1945: British airline user: Patrick Aviation (?)
Foreign airline user: Aer Lingus (?)
Note: This very grainy picture from a source unknown, is of the Comper CLA7 Swift (G-AARX) taken it seems in the 1930s, probably early 1930s? It may well have flown down from HOOTON (CHESHIRE) where it was built, possibly on a sales promotion flight?
Aero club: Pre 1940: Midland Aero Club (formed 1925)
Other users: Pre 1940: Air Views
Location: About 5 nm ENE of Birmingham city centre
Period of operation: 1911 to 1958 (military and/or semi-military status from 1915 to 1958?). Some reports state 1909* but this seems to be totally unrealistic. Indeed, a report about the founding of an aerodrome at CASTLE BROMWICH is mentioned in the November issue of Flight in 1911.
Site area: 1912: Roughly rectangular E/W 1006 N/S 366
WW1: 262 acres 1554 x 823
In January 1939 the airfield was extended by 213 acres in anticipation of Hurricanes arriving.
Runways: 1933: Max. run available: 366 grass
WW2: 05/23 594x46 hard (This does seem a ridicuously short runway, especially for Lancasters), but for Spitfires and Lancasters operating at minimal loads for short flight tests it was obviously considered quite adequate.
NOTES: *Oldest airfield in the West Midland region? Often claimed to be this isn’t strictly speaking true, see DUNSTALL PARK for example. But, it certainly was the first major permanent aerodrome in this region.
In the excellent book Aviation in Birmingham by Geoffrey Negus & Tommy Staddon they provide a description of the first CASTLE BROMWICH aerodrome which I think is worth repeating here. Indeed, these comments apply today as to how to ‘properly’ construct grass airfields as I certainly didn’t appreciate how much preparation is required until taking up my research on the subject. To quote from The Aeromagazine in May 1912 , “The aerodrome is about 1,100 yards long by 400 yards broad. The surface is decidedly good and very level. Originally the land was used for farming, and little by little the surface has been laid on and carefully kept flat – sufficiently flat, indeed, to afford good cricket and football grounds, to which use in later years they have been put. Some fourteen feet below the surface various large culverts exist for the purpose of drainage. These serve to keep the ground in excellent condition; in fact, even after the heavy falls of rain and snow during January there was not the least trace of the formation of pools of water. The land is covered by grass and lies towards the middle of a large flat tract of considerable area and bounded by ranges of low hills. Once in the air, it should be possible to make circuits of from two to three miles in circumference, flying partly over the aerodrome itself and partly over the adjacent land, with the possibility of making an emergency landing at any point with perfect safety.”
WHAT EXACTLY IS AN AERODROME?
I certainly hadn’t appreciated that the term aerodrome, as first used in France, refers to an area within which flying takes place! As can be seen from the report above, the vestiges of this original concept still strongly existed in 1912 and the prospect of an emergency landing high on the list of priorities. It goes on to say, (the terms of reference escape me), that: “On the east side, at some distance from the back of the site of the hangars, is what may prove a great attraction to flying men, if one may judge from Brooklands, in the shape of a sewage farm in full operation.” It does occur to me that this just might be the origins of the expression, used universally by pilots faced with engine failure, thinking - “We’re really in the shit now!” (?) I cannot say about CASTLE BROMWICH but several hapless aviators ended up in the sewage farm at BROOKLANDS.
ERNEST WILLOWS
Ernest Willows, who probably should really be properly regarded as the pioneer of British airship design and manufacturing moved his operation whilst still a young man in his twenties from Cardiff to Birmingham in 1911 establishing the firm of E T Willows Ltd. Although the factory appears to have been in Birmingham his airships, and balloons, were kept and test flown here.
THE GREAT RACE
On the 20th June 1914 crowds flocked to CASTLE BROMWICH to see the competitors in the HENDON-MANCHESTER-HENDON air race pass through in both directions. Six aircraft arrived and four continued to MANCHESTER. Note: I must try to find out where the exact MANCHESTER destination was? I suspect it was ALEXANDRA PARK
WORLD WAR ONE
In 1918 the airfield was No.14 Aircraft Acceptance Park and served as the flight test centre for locally produced fighter aircraft such as the SE.5a produced by the Austin Motor Company and even Handley Page 0/400 heavy bombers produced by the Birmingham Carriage Works.
THE FIRST AIRLINERS ARRIVE
It is reported the first civil passenger service flight landed here in Sept 1919 but in Aviation in Birmingham,(by Geoffrey Negus & Tommy Staddon), I learn that on the 12th May 1919, (just twelve days after the resumption of civil flying in the UK), Lt Col W Sholto Douglas flew a Handley Page 0/400 delivering newspapers by parachute along a route said to be London-Nottingham-Northampton-Lichfield and Birmingham where he landed, before returning to London - CRICKLEWOOD I would think? Negus and Staddon then explain that a twice daily passenger service from HENDON to CASTLE BROMWICH was inaugurated by the Aerial Transport Co on the 30th September. Or did it? They explain that a BAT F.K.26 flew the route the previous day (!) but there is no evidence of later flights.
This is something I’ve certainly learnt the hard way. The publication of a timetable, (for example), in no proof that a service actually took place! On a similar tack I have deliberately used the term ‘Venue’ for the “Flying Circus” operators. Without a doubt they performed on time at many locations, but proof that these itineraries were ‘flexible’ at best is mounting – for several obvious reasons, especially weather related.
From the 1st to 6th of October 1919, during the railway strike, the RAF flew mail and newspapers from HOUNSLOW to Birmingham almost certainly using CASTLE BROMWICH? The Vickers Company undertook flying their ‘internal mail’ services between Birmingham, (probably CASTLE BROMWICH?), Sheffield and Barrow using the Avro 504K G-EADS flown by Mr L Jones. It also appears that Handley Page Transport Ltd commenced flights from CRICKLEWOOD to CASTLE BROMWICH using a Handley Page 0/11 flown by Mr R H McIntosh. The service starting on the 22nd December 1920 - but did it continue?
A FLYING CIRCUS VENUE
In October 1921 the Berkshire Aviation Co brought their ‘Flying circus’ here but by all accounts after WW1 and until the mid 1920s aviation activity was sporadic at best and the site nearly succumbed to being a housing estate. The “Air Ministry responded to pressure to retain it and licensed it as a civil airfield.” A decision which appears to have been proved to be highly beneficial later on. For the gradual development of aviation that is.
THE 1920s
On a brighter note is appears that seventeen competitors in the first King's Cup Air Race called in on the 8th September 1922, visiting again on the 13th July 1923. Also in 1923 Daimler Airways, operating DH.34s to serve the British Industries Fair, (on a two acre site just south of CASTLE BROMWICH). They flew passengers from London to Manchester via Birmingham and operated from the 20th February till 2nd of March. Typically, “the first service was to have been the previous day, but bad weather prevented the aircraft from leaving Manchester”. It appears the newly formed Imperial Airways would operate it’s first ‘home’ service to Birmingham, (CASTLE BROMWICH), in connection with the British Industry Fair.
The De Havilland Co Aeroplane Hire Service began a series of mail and dummy flights from Plymouth to Belfast via Birmingham, (CASTLE BROMWICH), and Manchester on the 15th September 1923. The trial, hampered by bad weather, was on a recommendation by the Air Mail Committee and supported by the Air Ministry, Plymouth Chamber of Commerce and the GPO lasted for a month. It would appear at face value that nobody involved realised that the British weather gets worse as winter approaches - and this a common factor or recurring theme in early airline operations within the UK. On the other hand could it be just possible that this is because the ‘Flying Circus’ operators had ‘bagged’ nearly all the best pilots for their Spring to Autumn operations? To substantiate my argument it is reported that Alan Cobham made the first flight in a DH.50 with four passengers, and we all know his history - don’t we?
THE MIDLAND AERO CLUB
Three Sopwith Pups, (G-EAVU, G-EAVY and G-EAVZ), were presented by Mr James Palethorpe to the Midland Aero Club when it opened here in October 1925 according to one source. The official re-opening of CASTLE BROMWICH was on the 6th October 1925 although flying resumed in mSeptember when the first DH.60 Moth arrived. The Sopwith Pups are said to have augmented some decrepit Avro 504Ks, a D.H.6 and, apparently, the little used Austin Whippet G-EAPF. This latter report being difficult to square - if the Club really did reform in September 1925. Perhaps some sort of organised flying was taking place elsewhere in the WEST MIDLANDS before 1925?
In March 2019 I was kindly contacted by Nick Forder who disagrees that the Austin Whippet G-EAPF was 'little used'. Registered to Flight Lieutenent Frank Ormond 'Mongoose' Soden, who Nick Forder thinks was then attached to 605 Squadron, hence it being at CASTLE BROMWICH. Nick claims that Soden used the Whippet extensively for weekend touring and competition work. And indeed, came second in the August Bank Holiday Private Owners Handicap at LYMPNE.
Later, under an Air Ministry subsidy scheme to foster Light Aeroplane Clubs, (The Midland Aero Club were the second Club to join the scheme), two D.H.60 Moths G-EBLT and G-EBLW were added to the fleet and the Wolverhampton newspaper Express & Star donated a third D.H.60X Moth G-EBXT.
From 1926 the Midland Aero Club also encompassed a Squadron of the Auxiliary Air Force and on the 16th July 1927 the Club hosted the Birmingham Air Pageant attended by 100,000 and nearly 100 aeroplanes could be seen. Notable visiting aircraft were the ANEC II G-EBJO, Armstrong Whitworth Argosy airliner G-EBLO and the RAF provided Horsleys, a Siskin, a Hinaidi, some DH 60s and Gloster Gamecocks of 32 Squadron. Another Pageant was held on the 9th June 1928. The Clubs flying hours steadily increased, 411 in 1925, 551 in 1927, 1,216 in 1928 and 1,360 in 1929. The King’s Cup Air Race visited on the 20th July 1928 and 6th July 1929. Bert Hinkler flew in with the Fokker F.VIIA G-EBTS on the 7th November 1927. Obviously CASTLE BROMWICH was quickly established as a major venue on the UK aviation scene in the latter half of the 1920s.
A MOST SIGNIFICANT VISIT
From the 5th October to the 7th October 1929, Sir Alan Cobham made CASTLE BROMWICH his penultimate destination for his Municipal Aerodrome Campaign, and this was the 96th venue. He had originally planned to visit 107 venues but a couple of crashes and other problems curtailed his ambitions. Nevertheless, it was a most magnificent achievement, and, without much if any doubt led to many aerodromes and regional airports being constructed. Details of this campaign can be found in many listings of this 'Guide'.
ANOTHER FLYING CIRCUS VISIT
Venue in June 1931 for CD Barnards Air Tours? Venue in June 1932 for the Modern Airways, (The Crimson Fleet), ‘Tour of the UK’? What I hadn’t realised for many years was that the emergence of the ‘Flying Circus’ movement in the UK coincided exactly with ‘The Great Depression’ which lasted for several years from 1929. In other words these massively popular events to some extent mirrored the hugely extravagant movies being made in Hollywood, and provided a brief interlude of ‘escapism.’ The flying hours logged by the Midland Aero Club also slightly reflected this huge economic downturn, 1,142 in 1930 and 1,105 in 1931 but still proving that the ‘well-off’ were much less affected?
A MICHAEL T HOLDER GALLERY
Note: The second item, a newspaper article, was published in the Birmingham Daily Gazette on the 5th October 1927.
Note: This fourth item, a newspaper article, was published in the Coventry Evening Telegraph on the 8th October 1927.
The eighth item was published in Flight magazine on the 12th May 1927 and depicts two scenes from the 'At Home Day' event held on the 8th May. The two aircraft whose registrations can be seen are: G-EBOU, a de Havilland DH60 Genet Moth, and G-EBPW, a Westland Widgeon III. This aircraft had a mid-air collision with the Blackburn L.1 Bluebird, G-EBKD, in Bournemouth on the 6th June 1927. (About one month after this picture was taken).
I have added the local area view from Google Earth ©
IMPERIAL AIRWAYS ETC
From June 1930 Imperial Airways operated a thrice weekly service London, (CROYDON), Birmingham, (CASTLE BROMWICH), Manchester, (BARTON) and Liverpool - but where did they land at Liverpool? HOOTON PARK it seems, which is of course on the ‘wrong’ side of the River Mersey. The service was suspended in September with various reasons being given. Competition from the railways mainly it appears but I think the unsuitable weather they cite was probably the clincher? In May 1933 Great Western Railway Air Service operated services from here to Cardiff, (PENGHAM MOOR), and Teignmouth (HALDON) and Plymouth (ROBOBOROUGH), from May to the end of September. Typically in those days regular regional air services were operated seasonally when the weather was generally more suitable.
From the 7th May to the 29th September 1934 Railway Air Services operated the DH.84 Dragon G-ACPX into here as a stage in their: Plymouth (ROBOROUGH) – Teignmouth (HALDON) – Cardiff (PENGHAM MOORS) – Birmingham – Liverpool (SPEKE) service. Another Railway Air Services route was from here to Bristol (WHITCHURCH) – Southampton (EASTLEIGH) and Cowes (COWES WEST) from the 29th July to the 29th September 1934 using a DH.84 Dragon – probably G-ACVD? A third route started on the 20th August and this was: CROYDON – Birmingham – Manchester (BARTON) – Belfast (ALDERGROVE?) – Glasgow (RENFREW). Two DH.86s were used; G-ACPL and G-ACVY, the former chartered from Imperial Airways.
*It appears that from 1935 Crilly Airways based at BRAUNSTONE (Leicester Airport) offered Birmingham, (CASTLE BROMWICH), as an ‘on demand’ service.
It seems worth recording typical summer weekday movements in 1935 compared to present day ways of flying passengers. “The first scheduled arrivals at CASTLE BROMWICH would be from Liverpool (SPEKE) and Nottingham (TOLLERTON) at 09.35 – which had left at 09.00 and 09.10 respectively. Ten minutes later they’d be on their way to Bristol (WHITCHURCH) and Cardiff (PENGHAM MOORS) which they would reach at 10.25 and 10.45 respectively. At 11.15 the service from Bristol would land, leaving for Liverpool ten minutes later. The service from Cardiff would land at 11.20, departing for Nottingham (TOLLERTON) at 11.30. The daily southbound service from Manchester (BARTON) arrived at 12.10 departing at 12.15 for CROYDON where it arrived at 13.05. At so it went on, with turnround times of between five and ten minutes! I have also noticed that probably no modern airline can beat the city centre to city centre times to the nearer European destinations such as Paris, Brussels and Amsterdam set up by airlines in the 1930s. The biggest difference today being all-weather flying capabilities.
OTHER NOTES
On the 1st July 1937 No.14 Elementary and Reserve Flying Training School opened, operated by Airwork, using six Tiger Moths, plus fairly early on, two Hawker Harts K3843 and K3902.
In the December issue of Light Aviation magazine Francis Donaldson explains the history of the now restored Foster-Wikner Wicko G-AFJB. “The fifth Wicko built, she first flew at EASTLEIGH (HAMPSHIRE, my capitals throughout), on 26 October 1938, receiving a Certificate of Airworthiness on 1 November. She was gifted to the Midland Aero Club at CASTLE BROMWICH by N B Graham, joint proprietor of Wolverhampton’s Express and Star newspaper, who presented her to the club to use in the new Civil Air Guard scheme, with the proviso that the club must train four pilots nominated by the paper free of charge each year. Upon the outbreak of hostilities in 1939, the club’s CFI took her to HUCKNALL (NOTTINGHAMSHIRE), where she was operated by Rolls-Royce as a communications aircraft, still on a civilian C of A. Impressed by the RAF, in July 1941 she was allocated to the WHITE WALTHAM (BERKSHIRE) based Air Transport Auxilliary fleet with the military serial number DR613, her original red and white colour scheme having now disappeared under drab camouflage.”
I mention this last bit to make the comment that this aircraft was lucky to be allocated to the ATA, who respected aircraft and looked after them. By contrast the RAF invariably abused rather than used aircraft and a great many impressed civilian aircraft, (including many historically significant types), did not last long. But, I would not like to wear rose tinted glasses about the ATA either. To return to Mr Donaldson’s article: “Her life as a ferry pool aircraft ended in 1942 after a taxying accident at ANDOVER (HAMPSHIRE). She was repaired but then moved on to HESTON (LONDON) for a short time before being allocated to Cunliffe-Owen Aircraft Ltd at EASTLEIGH, where she spent the remainder of the war as a company hack, based just a few yards from the place of her manufacture.”
We really must remember and respect the memory of a few far-thinking individuals who deliberately stored significant aircraft away in great secrecy, (possibly an act of treason in those days?), in order to preserve our aviation heritage. It is different today to some extent, but the tradition of the RAF was to destroy every example of every aircraft type once it became obsolete.
WORLD WAR TWO
Manufacture and test flying mainly of Spitfire types but also Avro Lancasters. Nearly 12,000 Spitfires were produced and hundreds of Lancasters. At it’s peak 320 Spitfires a month were being produced and the Chief Production Test Pilot was Alex Henshaw whose life story is a must read in his autobiographical books, The Flight of the Mew Gull, Sigh for a Merlin and Wings Over the Great Divide. By the end of WW2 he had personally test flown 2,360 Spitfires and Seafires plus just over 300 Lancasters.
WHAT A LOCATION
As CASTLE BROMWICH is situated E to NE of Birmingham it really was the very worst place to locate an aerodrome. (It was quite common in those days to position airfields in inappropriate locations as nobody it seems took prevailing winds into account). The combination of massive amounts of industrial pollution, (often deliberately produced during WW2 to hopefully hide it from enemy bombers), plus natural fog and prevailing sou-westerly winds often meant test flying in near zero visibility! These test pilots would climb out through the murk and after testing would use the columns of steam from the cooling towers at Hams Hall,
(see 'Comment below), rising out of the low-level layer of fog and muck, to align themselves for what in modern times would probably be a Category One instrument approach to land! (Only when the wind was from the west of course). It sounds almost suicidal today - but it actually worked very well.
MILITARY ACTIVITY
Needless to say, any attempt at defining military activity in WW2 is impossible for a simple 'Guide' such as this. For example, the resident AACUs (plus 8 AACU) were amalgamated in December 1943 to form 577 Squadron. With detachments based at BODORGAN, IPSWICH, MONTFORD BRIDGE, SEALAND, SHOBDON and WREXHAM. Although it seems not entirely certain, 116, 285 and 567 Sqdns were based here?
After WW2 for a few years home of the No.5 Reserve Flying School and Birmingham University Air Squadron.
ANOTHER ASPECT
In the post-war years CASTLE BROMWICH also attracted operations connected to the British Industries Fair. In 1949 for example, Patrick Aviation inaugurated a temporary service from CROYDON and HESTON. These services being run in co-operation wirh Air Enterprises and International Airways. See BARNES, LONDON for details regarding the first scheduled UK helicopter service serving this site in 1950.
THE END IN SIGHT
The end was always in sight though, certainly after 1950 as the housing expansion devoured this area. The last official departure from CASTLE BROMWICH was by the Station Commander Sqdn Ldr Harry Coldbeck on the 14th March 1958, flying a Chipmunk. The airfield closed forever on the 31st March 1958.
Once again I would highly recommend reading Aviation in Birmingham by Geoffrey Negus and Tommy Staddon for a much better and fascinating account.
Brian Lawton
This comment was written on: 2018-01-15 18:44:51Hams Hall not Hemshall. (Cooling towers).
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