Woodley
WOODLEY: Originally known as HUNDRED ACRE FIELD. In the 1930s known both as WOODLEY and READING aerodrome. During WW2 known as READING and only later, once again known as WOODLEY
Civil aerodrome, later military aerodrome during WW2? Later civil aerodrome again.
Operated by: 1929 to ? Philips & Powis Aircraft (Reading) Ltd*
PICTURES FROM MIKE CHARLTON
These pictures from postcards were very kindly sent by Mike Charlton who has an amazing collection. See, www.aviationpostcard.co.uk
First picture: This picture is of the Philips & Powis School of Flying School fleet of DH60 Moths. It appears, according to where you look, that G-EBVC, (a de Havilland DH60X Moth), was first registered on the 13th January 1928, although the British Civil Register shows it being registered to Philips & Powis Aircraft Ltd from the 6th of November 1929. It appears it was written off, a year later, in November 1930. So - this seems to date this picture.
G-EBSP was another DH60X Moth and here again one reliable source claims it was registered on the 6th August 1927 But, a search of the UK Register shows it was registered to Philip & Powis from the 29th January 1930 and crashed at WOODLEY in December 1933.
Second picture: What a really lovely picture. The Miles M.2Y Hawk Trainer G-ADZD pictured flying above READING. It appears it was registered to Phiips & Powis Aircraft from the 6th December 1935 and was scrapped in August 1940, but not being notified to the UK Register as being WFU (Withdrawn From Use), until the 31st March 1941.
Military users: From 1935: RAF Flying Training Command
8 EFTS [Elementary Flying Training School]
WW2: RAF Flying Training Command 50 Group
8 EFTS (de Havilland DH82A Tiger Moths & Miles Magisters)
10 FIS [Flying Instructors School] (de Havilland DH82A Tiger Moths, Miles Magisters & Masters)
US Army Air Corps liaison?
Activities: Civil training school for RAF pilots in the 30’s. Manufacturing and charter
Aero Club: Pre 1940: Reading Aero Club
Charter/air taxi: Post 1945: Air Cargo Distributors, Air Contractors
Pleasure flights: Pre 1940: Air Trips
Flying School: Pre 1940: Philips & Powis School of Flying
Note: First picture by the author. The second picture, a 1931 map was found at www.VOLATICUM.com, and they have many other airport and aerodrome maps from this period.
Manufacturing: Pre 1940 and during WW2: Philips & Powis Aircraft (Reading) Ltd, later t/a F G Miles
Post 1945: Handley-Page (Reading) 1948-1963 (The company who took over F G Miles)
Location: Adjacent to E & SE of Woodley, adjacent to NE of Woodley Green, W of B3030 and Hurst village, 3.5 nm E of Reading town centre
Period of operation: 1913 initially it seems, then 1929 to 1963 (Military activity from 1935 to 1953? Officially opened in 1929)
A MICHAEL T HOLDER GALLERY
In December 2020, Mike Holder who is a great friend of this 'Guide' kindly provided these maps, articles and pictures:
Note: It appears that the last picture shows all that remains of the aerodrome today - a small area of grass in the SE corner.
In July 2021 Mike Holder found these pictures in the Flight magazine archives, relating to an Air Fete on Whit Monday, and published on the 13th June 1930.
G-AAWK was the sole example of the Dudley-Watt DW.11, which apparently had very slow flying abilities. It was broken up in December 1934.
G-AANC was a Desoutter 1. This example crashed at Leith Hill in Surrey the following year.
BONUS PICTURES
Note: The map shows the extent of the 1931 airfield. The article about a parachuting school was a real surprise, I had certainly seen no mention of this elsewhere.
Runway(s): Initially ‘all over’ grass airfield
WW2: According to one highly regarded source the totally nonsensical description is, SW/NE 732x914 grass. When did the width of a runway ever greatly exceed the length? ! I expect this was yet another silly mistake, sadly fairly typical in so many books purporting to provide accurate records. I suspect it Is probable that the landing area in those days measured 732 by 914?
NOTES: The first recorded use of this site, (then called HUNDRED ACRE FIELD), appears to be in 1913 when Henri Salmet made two visits using a Blériot monoplane for ‘joy rides’. I heard a wonderful story concerning this. When the Berkshire Aviation Museum held their official opening ceremony in 1993, (which is nearby), they invited Mrs Winifred Brooks along who was by then 91 years old; because she had been one of the passengers flown by Salmet in his Blériot. In the meantime she had also flown in Concorde in 1975!
THE OXFORD AVIATION COMPANY
It appears that The Oxford Aviation Co was based here in 1919 but what did they do? And, how long did they stay here?
THE OFFICIAL OPENING?
This was the 7th venue, (22nd to 23rd May 1929) for Sir Alan Cobham’s Municipal Aerodrome Campaign Tour. It started in May and ended in October with one hundred and seven town and cities being planned to be visited. Mostly in England with two venues in Wales and seven in Scotland. Using mostly the ten-seater de Havilland DH61 'Giant Moth' G-AAEV named 'Youth of Britain'.
With a couple of crashes and other setbacks, he managed to visit around 95 venues. A quite magnificent achievement in those days.
It now appears that this date coincides well with Philips & Powis deciding to develop the site in late 1928 as a viable aerodrome and start a flying school. In those days it was common practice to officially open an aerodrome with amount of razzamatazz with dignitaries and celebrities attending.
This was before the company formed a relationship with F G Miles to manufacture his designs, the first example, a Miles M.2 Hawk G-ACGH flying here on the 29th March 1933.
*One account reckons National Flying Services based at HANWORTH operated WOODLEY in the early 1930s.
Venue (29th April 1931) for the C.D. Barnard Air Tours ‘Tour of the UK’
Venue (7th May 1933) for the British Hospitals Air Pageant 'Tour of the UK'.
A FAMOUS INCIDENT
On the 14th of December 1931 three pilots from 23 Sqdn RAF KENLEY visited here. After giving a spirited aerobatic display one of the pilots, a particularly foolhardy individual whose confidence far exceeded his flying abilities returned to show off, after being goaded by Reading Flying Club members, to attempt a very low level slow roll and totally cocked it up.
Incredibly he survived the crash and went on to become a British flying legend. His name is Douglas Bader and he became a thorn in the side of the RAF top brass for many years after. During the Battle of Britain he was posted well away from the main action as even Air Vice-Marshall Dowding himself, I have read, did not want such an undisciplined ‘hothead’ as Bader screwing things up…or words to that effect. The fact that Bader managed to return to frontline military flying with his ‘tin legs’ is of course the stuff of legend and quite rightly so. It now seems doubtful he should now be regarded as being a particularly gifted military pilot.
Bader, by WW2 was quite a celebrity and was a fan of the 'Big Wing' approach to aerial combat much favoured by Leigh-Mallory in charge of 12 Group in which Bader served and this included the 'Battle of Britain' period. Without too much doubt the concept, much favoured by the Luftwaffe supremo Hermann Göring, would have proved disasterous, as it did for the Luftwaffe. It took far too much time to assemble, was very wasteful of fuel and, once assembled inhibited freedom of action by individual fighters. Many in the RAF considered Bader as being a self-opinionated, bombastic fool. An attitude borne out and, most unusually regarding our famous WW2 fighter pilots, I have yet to find a single complimentary comment regarding Bader from his contemporary pilots. But, the press loved him and the film Reach for the Sky in 1956, starring Kenneth Moore was a huge success.
TWO VERY REMARKABLE WOMEN
Note: Whilst searching the interweb Mike Holder came across this very interesting picture from 1931.
As can be seen from the text, the two young women in the centre are, on the left Miss Dorothy Spicer with Pauline Gower beside her on the right. Pauline Gower gained her 'A' license here before transferring to the London Aeroplane Club at STAG LANE (LONDON) - where she met Dorothy Spicer and also made a friend of Amy Johnson. Spicer and Johnson were also intent on getting aeronautical engineers licences, and Dorothy Spicer became the first women in the world to hold 'B', 'C' and 'D' licences.
However, getting back to this 1931 picture, this was the year that they formed Air Trips, engaging in air taxi and joy-rides. Certainly operating from PENSHURST (KENT) and OAKLEY WOOD (OXFORDSHIRE). However, they struggled to make a success of this - mostly I strongly suspect in those days - because most people were unable to believe that women could be capable pilots, let alone aero engineers.
This said, they were later employed in the 'Flying Circus' enterprises of Modern Airways, (Aka THE CRIMSON FLEET) in 1932, and the British Hospitals Air Pageant tour in 1933. In early WW2 Pauline Gower was leading the formation of the womens branch for the Air Transport Auxiliary service. This of course became very famous, and indeed, women were making delivery flights of all types of aircraft from the factories ranging from basic training aircraft, through fighters to the largest heavy bombers.
It seems to have become something of a myth that these female pilots could deliver, for example, a heavy bomber on their own. It needed a crew of two, a pilot and a flight engineer. But - what is rarely told - is that some women gained flight engineer qualifications.
MORE SIGNIFICANT EVENTS
Venue (20th April 1932) for Alan Cobham’s National Aviation Day Display Tour
Venue (7th May 1933) for British Hospitals Air Pageant Tour of the UK. This year also, the first flight of the first Miles M.2 Hawk on the 29th March. The first of a series of aircraft that placed the ‘Miles’ name at the forefront of the now classic names of British light aircraft design and production in the 1930s, such as Avro, Blackburn, de Havilland and Percival.
Venue (13th June 1934) for Cobham’s 1934 Tour of the UK
THE MILES LEGACY
It is of course essential that some mention of the quite extraordinary range of Miles aircraft produced here must be made. Here is a list mostly derived from Ron Smiths excellent series of books, British Built Aircraft, in this case Vol.3:
PRE WW2
Type Registration/Serial No First flight
M.2 Hawk G-ACGH 29th March 1933
M.2D U1 4th February 1934
Hawk Major G-ACTD 23rd June 1934
Hawk Speed Six G-ACTE 28th June 1934
M.3 Falcon U3/G-ACTM 23rd September 1934
M.4 Merlin U8 24th March 1935
Hawk Trainer I Possibly G-ADWT? 31st July 1935
M.5 Sparrowhawk G-ADNL 19th August 1935
M.7 Nighthawk U5/G-ADXA 26th October 1935
M.11 Straight G-AECT 3rd May 1936
M.11A Whitney Straight ? 14th May 1936
M.12 Mohawk* G-AEKW 22nd August 1936
M.8 Peregrine U9 12th September 1936
M.14 Hawk Trainer III** U2/G-AETJ 20th March 1937
M.9 PV Trainer U5 3rd June 1937
M.13 Hobby U2 (later G-AFAW) 4th September 1937
M.9B Master N3300 31st March 1939
It was only when looking at the Miles situation that I noticed the experimental ‘U’ numbers, (presumably given for exclusive use by Miles?), could then be reapplied to different types. How did this system actually work?
The ability of Miles to design successful racing types is surely amply illustrated when, in the 1935 King’s Cup Air Race, Miles designs filled the top three places. Taking ‘First place’ was the Falcon Six at 176.2 mph followed by two Hawk Trainers.
* The M.12 Mohawk was a single aircraft built to the requirements of Charles Linbergh. Probably the aircraft he used to tour around Europe? Interesting I think that this pioneer American aviator chose a British aircraft to do at least some of his flying in Europe with?
** The Miles Hawk Trainer variants culminating in the Hawk Trainer III (M.14, M.14A and M.14B) resulted in the Magister trainer used by the RAF. It appears 1,281 were built. At face value the type was far more suitable as a basic trainer compared to the Tiger Moth? Especially if an enclosed cockpit canopy had been provided? Surely a far more sensible approach to getting trainee pilots quickly acquainted to flying a low wing type with a canopy? But, we must remember that many if not most of the RAF top brass came from a WW1 background, and if not, certainly an era when open cockpit flying in biplanes was the norm. So, while accepting that Hurricanes and Spitfires were the way forward for front line fighters, they still clung to the idea that the best way to evaluate and train their prospective pilots to fly these types was to subject most of them to an open cockpit biplane. Given the need to quickly train pilots, especially fighter pilots, leading up to and during the initial years of WW2, this approach surely seems verging on barking mad?
DURING WW2
Type Registration/Serial No First Flight
M.9B Master IA ? ?
M.19B Master II ? ?
M.19 (C?) Master III ? ?
M.24 Master Fighter ? Mid 1940
M.20/2 U9/AX834 15th September 1940
M.20/4 U-0228/DR616 8th April 1941
M.28 Mk.I Mercury U-0232/HM583 11th July 1941
M.30 X-Minor U-0233 February 1942
M.25 Martinet LR241 24th April 1942
M.35 Libellua U-0235 1st May 1942
M.39B U-0244 22nd July 1943
M.28/38* U-0223 12th September 1943
M.31 Master IV ? ?
M.38 Messenger* ? February 1944
M.33 Monitor NF900 5th April 1944
One significant problem here is that during WW2 Miles aircraft were also built at, for example, DONCASTER and especially SOUTH MARSTON, (the latter site being mostly regarded as a Short Bros facility but later occuppied by Vickers-Supermarine), so I can’t be at all certain the prototypes of some of the variants listed first flew from WOODLEY? One aspect of being at war that the Miles organisation had not understood was that it is very counter-productiuve to the war effort to produce so many different designs. What was needed was to focus on the best available and improve upon those as much a possible.
A MOST UNUSUAL STORY FROM WW2
In July 2017 I was kindly contacted by Ian Robertson-Molden (see 'Comments' below) who sent me this account.
This was the reply I sent to Ian, and any advice comments are most welcome.
I have certainly never heard a story like this one. To me it appears that the Germans were having a joke – by dropping wooden bombs. In other words to clearly show that they weren’t in the slightest bit fooled by the decoys. Having worked regularly in Germany for over forty years I am very aware that most Germans have a great sense of humour, and a practical joke such as this would be a very attractive prospect indeed. In my minds eye I can see them rolling around in the officers mess, tanked up with lager beer and schnapps chasers.
I think you will find that the Luftwaffe knew exactly where Woodley was, and undoubtedly had aerial photographs. The problem being that bombing it accurately at night, given the blackout, would depend largely on seeing it with the Mk.1 eyeball, (set of two, standard issue) – for example under a full moon on a cloudless night.
Under these conditions the River Thames would also provide an excellent means to pretty much work out, quite accurately, where the factory was situated.
In those days, just like the RAF, they generally lacked the means for pinpoint navigation in ‘blind’ conditions, and only the very best navigators could achieve this if ‘star-shots’ were available using a sextant. Even then, given the speed they travelled at, and especially if any turbulence was around, I rather doubt they could hit a target as small as the Woodley factory – except by luck?
CHAFF
Ian also tells me that his father mentioned working on an anti-radar 'system' using strips of silver paper. This was of course 'Chaff' consisting of paper strips backed with aluminium foil which had to cut to precise lengths to work effectively against the radar frequencies being used. The British code name was 'Window' and the Luftwaffe, who had also developed the concept, called theirs 'Düppel'. It was, if used in sufficient quantities, very effective.
In Britain the idea was, I think, invented by people in the RAE (Royal Aircraft Establishment)?. However, a means of effectively deploying the material from aircraft needed to be devised, and this it now appears might well be where WOODLEY became involved. But, was this the only facility given the task?
The basic idea is of course still around today, against heat-seeking guided missiles using pyrotechnics, and employed by both aircraft and ships - possibly ground based units too?
THE MILES M.38 MESSENGER
* The Miles M.38 Messenger is quite rightly regarded today as being a ‘classic’ WW2 STOL liason aircraft. The M.28/38 first flown in September 1943 being a compromise or ‘proof of concept’ prototype effort. Needless to say the experts disagree wildly about details. For example Ron Smith says the M.38 prototype first flew in February 1944, (Which I think is correct?). but Peter R March however, claims it first flew on the 12th September 1942. Perhaps he mistook the date of first flight of the M.28/38 in September 1943?
But, whatever the outcome of the above, the true story behind this type seems worth looking at. It was built as an unauthorised private venture and did not gain any acceptance or favour with the Air Ministry. As pointed out elsewhere there were very few people employed in the Air Ministry during WW2 on procurement duties properly qualified to evaluate aircraft designs. Roughly speaking the same lesson applies today it seems? The sad fact being, that although two hundred and fifty were eventually ordered, only twenty-one were delivered when hostilities ceased. But, it must be said that even today and over sixty years later, the performance of this type still sets standards modern designers struggle to equal.
ANOTHER DEVELOPMENT
We need to recognise that when Miles went bust in 1948 and were taken over by Handley Page (Reading) Ltd on the 5th July 1948 it was still a highly capable concern But that in itself does not guarantee a future for the company when far greater schemes are afoot. Here again the story becomes very complicated and in some cases I’m guessing the place of first flights. For example Handley Page (Reading) designed the originally piston-powered HPR.3 Herald G-AODE, (with four Alvis Leonides), but it appears this first flew from RADLETT (HERTFORDSHIRE), on the 25th August 1955. When it was realised this design was a huge mistake as a piston type, they re-engined the airframe with two Rolls-Royce Dart engines, and this version first flew from WOODLEY on the 11th March 1958.
SOMETHING TO BE ASKED?
Another more complex question could be the decision by Handley Page to consign the Herald to the ex-Miles WOODLEY facility. Without much doubt the staff and workforce at Miles had coped to some extent with designing all-metal aeroplanes, but the Aerovan and Marathon were very basic types regarding construction methods and not very well ‘put together’ regarding 'fitness for purpose' although well designed for flying performance capabilities. Was the Herald “a bridge too far”? Especially regarding the conversion from four piston engines to RR Darts. When flown to the Farnborough airshow in 1958, (a distance of around 12nm), one engine caught fire and fell off, and Squadron Leader Haseldine made a fine job of landing en route to Farnborough, quite literally, on one engine.
Note: This picture shows the prototype Aerovan with the serial U-21, taking-off in August 1947 and was scanned from the December 1988 issue of Aeroplane Monthly.
The same month the author of this web-site was born incidentally - well, I suppose I had to add this? But only to illustrate it was a bloody long time ago!
POST WW2 MILES AIRCRAFT
Type Registration/Serial No First flight
M.57 Aerovan U-0248/G-AGOZ 26th January 1945
M.64 U-6/U-0253 3rd June 1945
M.65 Gemini G-AGUS 26th October 1945
M.60 Marathon U-10/G-AGPD 19th May 1946
M.71 Merchantman U-21 7th August 1947
M.68 Boxcar G-AJJM 22nd August 1947
THE HANDLEY PAGE ERA
HPR.7 Dart Herald G-AODE 11th March 1958
HPR.7 Herald Srs 100 G-APWA 30th October 1959
Note: It is thought this last aircraft, G-APWA, is the last aircraft to fly from WOODLEY. The later HPR.7 Herald Series 200, G-AODF, although built here was probably assembled and test flown from RADLETT on the 8th April 1961?
OTHER NOTES
One point I can’t quite pin down was when the name of the airfield was changed from READING to WOODLEY? I imagine this happened fairly early in WW2 in keeping with the RAF procedure to name their airfields after the nearest village with a telegraph.
A MATTER OF SERIOUS CONTENTION
In 1943 it seems the Miles Aircraft Company accepted and undertook a British Government project to design and deliver a jet-propelled aircraft to fly at 1,000mph at 36,000ft. The question must be asked why Miles, given their background, were considered the best company to conduct this project? However, it appears they were more than capable - which must demand an explanation? In the development of this aircraft, the Miles M.52, it would seem the first principals of jet engine re-heat were made practical. In some respected quarters it is said this aircraft was very near to being ready for flight in 1946 when the project was cancelled on the flimsiest of excuses…(shades of the TSR.2 project echo here also?)
Here’s the crucial point, how was it that the rocket powered Bell X-1 design looked almost identical to the Miles M52 when it broke the sound barrier one year later in 1947?
For another example it seems almost public knowledge that all the development data for the Trident airliner was released free of charge to the Americans who very quickly built the highly successful Boeing 727. On the other hand, it seems that in the height of the ‘Cold War’ the Avro Vulcan could literally fly rings, (certainly in the shape of barrel-rolls from what I’ve heard), around B.52s! If this sounds as if I’m rabidly anti-American then I apologise. I’m not at all, but would like to see the records set straight - some chance?
GETTING BACK TO WOODLEY HISTORY
The first Handley Page Herald had four piston engines but this was soon changed to two turbine Rolls-Royce Darts. The Herald became a very well known airliner type, but in fact only fifty were built. In some ways reflecting the history of the Airspeed Ambassador type of similar vintage which first flew in 1947 with only 23 being built. One might well ask, why didn’t Airspeed develop the Ambassador with RR Darts? The design was obviously pretty good because it had a long service life.
If you compare the global market, only Convair in the USA seemed to be offering anything comparable to the Ambassador which could have been obviously developed. The Herald first flew in the same year as the Dutch Fokker F.27 Friendship. It seems very hard to understand why the British government weren’t backing these two excellent designs to the hilt? The Fokker F.27 Friendship evolved into the F.50 and is still flying today. So where did we go wrong?
For example, here are a few very basic maximum performance figures to compare:
Convair 240 First flight Cruise speed Range Passengers Amount built
1947 280mph 1200 miles 40 1181
Ambassador 1947 272mph 720 miles 49 23
Fokker F.27 1955 322mph 1135 miles 56 793
Dart Herald 1955 270mph 1422 miles 56 50
Comparisons like this prove very little in the very harsh world of operating aircraft on various routes as the total economics are not included. But, even these most basic of figures surely prove that both the Dart Herald, and indeed even the original piston-powered AS.57 Ambassador, could surely have competed in the lucrative short haul global market if fully backed and developed? So, why didn’t this happen? And, who were those people exactly, at senior government and ministry levels, making the decisions to deliberately not back these British designs? Surely it had to be deliberate obstruction at some point because the Vickers Viscount was an amazing success eventually, and that design did not enjoy an easy early develoment process.
THE END OF AN ERA
The last ‘Miles Open Day’ airshow was held on the 20th July 1947.
MANY HAPPY MEMORIES
In July 2018 I was kindly contacted by Kenneth Beard. In his e-mail he told me that in the early 1950s WOODLEY was still being used by Volunteer Reserve officers keeping their hours in by flying DH82A Tiger Moths and DHC1 Chipmunks. Also officers from Flying Training Command at Shinfield used to fly communication flights to most training aerodromes in the UK. (My note: RAF Shinfield Park was an administration centre south of Reading).
As a lad in the ATC he and his friends would cycle to WOODLEY and put their logbooks in to a Flight Lieutenant who logged out all flights. He would ask all pilots due to fly if they would take up an ATC lad, and many did. Kenneth logged over one hundred hours! These were mostly in a Tiger Moth and sometimes he was allowed to handle the controls. He told me that many flights included aerobatics in the low flying area to the west of Reading.
He also remembers having flights in communications types, including the Avro Anson, Airspeed Oxford, Percival Proctor, DH104 Devon and North American AT-6A Harvard. "Unfortunately my mother had thrown my logbook away when I came out of the forces but I still left with happy memories." One of the joys in producing this 'Guide' is to hear from so many people wishing to share their memories - and this is a great example.
A PERSONAL NOTE
Flying over this area many years ago, now mainly devoted to an industrial estate with surrounding housing estates, I was surprised to spot a Handley Page Herald in ‘classic’ 1960s BEA colours and wondered why it was there. I now know, having visited it by road, this is a major exhibit and part of the excellent Berkshire Aviation museum established here in 1993 and situated close to the original airfield and factory.
AN ACCOUNT FROM WW2
In December 2020 Mr Bernard Baker very kindly sent me his childhood memories of living near to WOODLEY in WW2. He was five years old at the start of the war and eleven when it ended. In so many ways it gives us a great insight into those times,
"Being so young we did not appreciate the seriousness of the war. We were very lucky and did not suffer many air raids, life was not disrupted very much." He also adds another very interesting comment: "When the current pandemic started, with regulations, my youngest granddaughter said, 'It must have been worse in the war', to which I replied absolutely not. Yes, things were in short supply, and rationed, but we managed. We were free to go almost anywhere, unless an air raid was due. But shops, cinemas and pubs stayed open, and life carried on."
That puts an unexpected perspective to the Covid 19 restrictions, does it not.
He went to school, next to St John's church, and walked there and back. (No paranoid mums thinking that only a very large 4X4 is the only means of delivering her precious off-spring safely for lessons). "In those days there were few cars, and a petrol shortage. Only buses and commercial vehicles on the roads, so pretty safe." Bernard makes the point that although being aware of many men being killed in the war zones, but not in Woodley. Although some died during an air raid on nearby Reading.
A NICE SMALL VILLAGE
"Woodley, at the start of the war was a nice small village, where most people knew many of the residents. The factory (Miles Aircraft) was the main place in the area, and during the war employed a lot of local residents. At its peak, I believe they employed about 5,000 people. And, as many local men were in the Forces, many local women worked there, my mother included. I know, from what she said, that it was a happy place to work."
My note: The factory became officially known as Miles Aircraft in 1943, and the Miles family, Frederick George Miles and his wife Maxine, known as Blossom, were very hands on.
"Frederick and Blossom looked after their employees. Mum would often say that came through the factory, chatting to people. Also, some people who were quite famous before the war, such as the pilot Tommy Rose, would also visit. The company often arranged entertainment, such as dances, boxing tournaments and pantomimes, in the Flight Shed."
NO TELEVISION OF COURSE
"There was no TV during the war, so we relied on the radio for news and entertainment. There was one programme, 'Workers Playtime'; half an hour of music from factory canteens all over the country, and was often broadcast from Miles."
"At some point I joined the local Air Scouts and sometimes visited the factory on a Sunday morning, going through the various departments, seeing the men hard at work. Many of the planes were made of wood, and I recall seeing structures being glued together with 'Beetle' glue, and 'tacking strips' being fixed with black 'Gimp pins' to hold it together while the glue dried. Another place was the 'Press shop', where metal parts were shaped by big 'Drop Hammers'; what a noisy place. Eventually we would reach the final assembly shop, which survived until quite recently, when the airfield and historic factory were replaced by houses."
Bernard wonders how many of the residents in these new houses might be aware of the history of the place where they now live. From my limited experience, very few. Indeed, I have been often surprised by how few pilots are aware of the history of the airfield they are regularly flying from. Or, for that matter, how few have any interest in the other aircraft spread around.
THE FACTORY HOOTER
Quite literally a 'blast from the past'. Do we still have any left? Probably not - the 'alarm' being broadcast on P.A. systems these days.
"One of my enduring memories of the factory was when work ended for the day. At 5.30 p.m. a hooter would sound, and the gates opened, and the workforce poured out. We would go to meet mother. A lot of locals walked home, many cycled, but what I recall is the long line of double-decker buses lined up along the street, to take the workers to Reading." My note, quite likely to other towns in the vicinity too.
AIRCRAFT AND AIR RAIDS
"Our house faced the factory , and we regularly watched planes take-off, often flying almost directly over our house. Some trainee pilots were learning in Tiger Moths, when they reached a certain height they had to 'Cut' the engine, and the plane would start to drop, before the engine was re-started and off they went."
My note: Without any doubt the engine was most certainly not 'Cut', (Tiger Moths had no electric starter), but the power reduced to idle to simulate an engine failure, whereby the trainee would be expected to select a suitable spot for a forced-landing. Still practiced today for very sensible reasons.
"One morning as we went to school, past Richardsons Farm on Fosters Lane, the roof was on fire, and a crashed plane was sitting on top of the roof." My note. Not a memory ever to be forgot! That's for sure.
"During the war, our windows were blacked-out at night, and if a chink of light showed, we would get a visit from an Air Raid Warden, shouting "Put that light out." (My note: Easy to understand of course, and every precaution had to be taken, but of course a "chink" of light would not be seen by enemy bombers flying at roughly between 15 and 20,000ft - flying in formation!) "On the roof of the factory, above the main offices, there was a box like shelter, where a couple of Air Raid Wardens would spend the night, keeping an eye out for fires, or approaching enemy aircraft, when they sounded the siren, warning us to take shelter."
BEING SENSIBLE?
"At the start of the war, shelters were built around the area. There was one, right outside our house, and another nearby. We never used them, as they were damp and cold. We preferred to go under the stairs where we had blankets, drink and food, as we never knew how long a raid would last. At night, when raids on London were in progress, we could watch the searchlights looking for the enemy, occasionally we saw a plane picked out in the beam, a lttle dot."
AND FINALLY
Bernard tells us that: " Throughout the war we watched numerous planes, Masters and Messengers etc, being delivered to the R.A.F."
Perhaps some might wonder why WOODLEY wasn't bombed, it being quite a reasonable target? The simple explanation is quite straightforward - the Luftwaffe couldn't bomb it in daylight. At night, even with a bright moon, it would have been nigh on invisible. Unlike nearby Reading where the Thames arcing west south of Henley-on-Thames, made an ideal target for area bombing. But the raid on Reading would only have been a harrassment raid, there was no industry based there.
But of course, how little the Nazi war regime knew. A devastating raid, obliterating the Huntley & Palmer biscuit factory, would have had most of the workforce on their knees. What! No digestives with our tea break! Can life go on?
No.10 FLYING INSTRUCTORS SCHOOL (WW2)
NOTES: These three great pictures, so evocative of the era, were kindly provided by Mr Jim Cave in April 2021. He tells us that his father, Flt/Lt H H M Cave served as an instructor here, teaching tyro instructors to instruct, from the 25th August 1943 to the 14th January 1944. (See also 'comment' below).
A VERY RARE PICTURE INDEED
In September 2021 Mr Barry Mursell found this probably unique picture in an album when turning out his late aunts house. It was captioned 'Farnborough Air Show' but it clearly was not taken there. My opinion is that it looks as if it was taken on the south side of WOODLEY?
The Somers-Kendall SK.1 G-AOBG, (originally to be an air racer), was built at WOODLEY in 1954/55 and made its first flight on the 8th October 1955.
I rather suspect this picture, most probably taken by an uncle who worked at Miles, was taken at a publicity launch which I suppose, might have coincided with the first flight? If anybody can kindly offer advice and information, this will be much appreciated.
Mr Peter Bishop, who owns the remains of the SK.1 and also grew up near WOODLEY, has now told me that he agrees the picture was taken here, near to the Falcon Hotel.
A PERSONAL NOTE
The SK.1 was retired and stored after an engine failure, also at WOODLEY I believe, prior to taking-off on the 11th July 1957. The fuselage eventually ended up at BREIGHTON and I was given the job of transporting it to NYMPSFIELD over the 11th and 12th April 2007. I then took it to a destination in France, fairly near to Tours over the 15th and 16th January 2008. It is now back in the U.K.
Ian Robertson-Molden
This comment was written on: 2017-07-14 13:35:49My father worked with Miles at Woodley during WWII. From what I know, Woodley was one of the most secret Government locations during the war. In fact, so secret my father refused to talk about all of his work there even up to his death in 1995. I have unpublished, first hand stories of things that went on there. I can find little or no rercord of official recognition of how Woodley was used. Possibly, giving the answer to why Woodley was give the jet-propelled aircraft. Little wonder that, at the end of the war, my father went onto to Hawker Siddeley working on the Hawker Hunter. If anyone has an interest at your location, I would be happy to communicate with you by telephone or email. Regards, Ian.
Reply from Dick Flute:
Hi Ian, Many thanks. I shall keep your comments posted. Your 'taster' will be added to the main text, together with my comments. Best regards, Dick
Adrian King
This comment was written on: 2017-08-18 22:59:39Great text about this great airfield. But no map????
Reply from Dick Flute:
Hi Adrian, I will look into this and see what I can turn up. Best regards, Dick
Steve Webb
This comment was written on: 2017-12-07 00:38:35Hello. I lived next to the airfield from 1970, moving to join the RAF Regt in 1984.I have spent years 'playing' on and around the area. It holds a place in my heart. I soak up the history of the place. I can't offer any info, but please keep these posts and info going. It's great to read all about it.
Reply from Dick Flute:
Hi Steve, Many thanks - I am pleased you find the 'Guide' of interest. Best regards, Dick
Vic Briggs
This comment was written on: 2018-01-22 14:45:32I either got the No. 17 trolley bus from Tilehurst to Reading, changed to Thames Valley for the grind up Shepherd's House Hill, past the big Lex Garage for the walk to HP at Woodley, or I strapped on my pedal bike and did the whole lot right through the middle of Reading in an hour. I was fit in those days and left school to become an Engineer Apprentice in 1960 which I thoroughly enjoyed until HP folded, right after Sir Fred HP came down to see us and promised flying lessons. The factory was jam packed with activity, Heralds, Hastings main spar renovations and Victor sub-assemblies, but their was still time for us lads to cycle at lunch-time past the Falcon on to the Bull at Sonning before an afternoon of riveting riveting, or soaking up the fumes from the degreasing tank. We had some good times and I was sad when it all fell apart.
Reply from Dick Flute:
Hi Vic, Many thanks for these memories. Best regards, Dick
derek james
This comment was written on: 2018-02-20 17:22:57started at Miles in 1947 as toolmaker apprentice, did the rounds of various departments until, having spent a couple of months in the Test Pilots Office as a 'gofor' the firm went bust and I was out of work at 15 yrs old. Was lucky enough to be be shown some sympathetic interest by the pilots and was given several flights on Geminis straight off the assembly line. Sadly, one of the pilots 'Red Esler' was later killed flying, I think, a deHavilland research aircraft.
Reply from Dick Flute:
Hi Derek, Many thanks for those memories which I shall keep posted. Best regards, Dick
Terry Clark
This comment was written on: 2018-02-25 17:31:32Wasn't there another Handley Page design built at Woodley, the HPR 2 two seat trainer? I think it was to the same spec. as the Provost and Balliol.
Chris Hughes
This comment was written on: 2019-06-02 22:18:16Just before his death, my wife's grandfather mentioned that he was a navigator in a Lysander that was used to drop leaflets and 'other items' (and pick them up at a later date) during WW2. He told us he would fly from a little airfield that we would never have heard of. A little place called Woodley. We then explained that we had heard of the place as we lived a few minutes walk away. However, he never went into any more detail (and never clarified what the 'other items' were. I have tried to find other information about him or his WW2 activities but I have never found anything. Do you have any information that might relate to his story?
Reply from Dick Flute:
Hi Chris, This is rather interesting. I am pretty certain that no SOE operations were conducted from Woodley - the well known READING aerodrome. He must have been referring to another Woodley. I shall keep this posted and hopefully somebody can help. Best regards, Dick
Dave Millard
This comment was written on: 2019-08-04 18:02:44I and my friends used to cycle to the airodrome in ww 2. We used to play in the remains of what I think was a wrecked Junkers aircraft just on the edge of the airodrome. Any information on this ?
Reply from Dick Flute:
Hi David, I can't help but I will leave this posted. Hopefully somebody will be able to offer advice. Best regards, Dick
Steve sale
This comment was written on: 2020-05-05 12:24:13Hi I believe my grandfather worked their as a master carpenter I know he lived near bye in a RAF cottage and that my father said he worked on hurricane’s and spitfires his name is William (bill) sale if anyone could tell me anything about this i would be very grateful as grandfather is no longer with us many thanks Steve sale
Tim
This comment was written on: 2020-05-17 20:20:41Wondered if you could put me in touch with any pilots who were there about 1951-53 and, in particular remember a Blenheim crash landing when it’s undercarriage failed to lower. I believe the pilot was Wg Comd and one of the people that tried to resolve the problem while airborne was a Kiwi PO with a DFC.
Alan Peacock
This comment was written on: 2020-07-12 10:09:54Dave Millard wrote re. Ju52 at Woodley. It was given by Miles to the Reading Sky Observers Club as a clubroom . I spent many happy hours renovating it.
Nick Lewis
This comment was written on: 2020-09-07 09:54:46Your comments about the HP HERALD and Ambassador is typical of the governments the attitude to aeroplanes. They would rather waste money on stupid HS 2 type projects than put money into things that actually work. Having worked at Bagington on the Argosy and various other bits and pieces I was wondering about and happend to stray into a hanger that I had'nt been in before and saw I believe was a mock-up of a jet freighter but before I got a proper look I was spotted by someone and ushered out on my ear. This I believe was the forerunner of the HS 146.( but in 1962 I still don't know what I saw that day) and yet it took many years before the HS 146 was flying. Yet our government still don't put money into what the people want.??? look at the Concorde issue that was making money in the end. It was the step backwards that shamed the nameless civil servants who ruined a very proud industry.
George Burton
This comment was written on: 2020-10-18 14:53:12The derelict Junkers Ju52/3m was the HQ of the Reading Sky Observers' Club in 1947 which, I believe, evolved into Air Britain. An article with photographs of the aircraft appeared in the Miles Magazine in July 1947.
bernard baker
This comment was written on: 2020-12-11 14:19:26Ref Junkers.My mates and I played around that plane,I always thought it a Junkers 88, but will accept we were wrong. Always remember the Corrugated outer skin.Itsat at the far side of the field, near the Falcon
Dick Flute
This comment was written on: 2020-12-11 23:32:17Hi Bernard, That Junkers was a Ju-52 transport type. The Ju-88 was a bomber with a smooth skin over the airframe. Best regards, Dick
bernard baker
This comment was written on: 2020-12-24 18:30:44Mr Sale, I do know that there were a number of Pre Fabricated Homes built close to the Falcon. They were single storey Bungalows, in rows, and remained there for some time after the War .Maybe where your father lived. They were very Popular, and people living there didn't want them Demolished
Shirley Hiscock
This comment was written on: 2021-02-20 11:48:29They were nisson Huts near the falcon. My late Aunt and Uncle live in one , untill the council offered them a council house in Charvil. I can remember walking from my home in Colemans Moor Lane, to visit them in their Nisson Hut . It was so lovely warm, and cosy in in there . I believe a lot of the familys , that lives in Them were offered houses In South lake Cresent. I might also add That My late parents had a Fish & Chip , shop in our house in Colemans Moor lane. their names were Phyllis and George Iles. Dad was awell knowm Woodley Sports Man . played football for Woodley .
Jim Cave
This comment was written on: 2021-04-14 15:59:08RAF Reading No. 10 F.I.S. AKA RAF Woodley. My father F/Lt. HHM Cave served at RAF Woodley (As he called it) from August 25, 1943-January 14, 1944. He “Instructed Instructors how to Instruct” as he termed it. He was an instructor there. I have his copy of "Instructors Handbook of Advanced Flying Training, 1943, Air publication 1732b 1st Edition. clearly stamped No. 10 F.I.S. (E) Reading.
Mr Bernard Baker
This comment was written on: 2021-06-10 16:50:35H Dick, it is some time since I wrote to you, and have just re-read the Posts.2 things sound a bit unlikely. Mr Briggs says he got off the Bus at Shepherds Hill, but why. The Bus continued down Reading Rd to the Factory. I also find the suggestion that men went to the Bull at Sonning, in their dinner hour.?I would suggest it was the 'Bull and Chequers' which was a short walk from the Factory., near my school and Church.Still there ,but much changed. Regards your comment regard Lysanders flying Missions , I can assure you that I regularly saw them flying around Woodley. Surely , by its very nature, any 'Op's by SOE would have been Secret.? Have you had any more questions that I may be able to help with? One thing, regards the lack of success of the Herald was due to the Government wanting all of the smaller Companies to merge into 2 major groups, I believe they were British Aerospace, and Hawker Siddeley,( But this may be wrong. However Sir Frederick Handley-Page refused to join them, preferring to stay Independent..This led to the RAF not getting the Herald, which they wanted.. The Plane went on several Sales tors, and 2 of my friends went on them, as maintenance support.They went to the far east, Australia, and South America, but didn't sell enough Planes. It was mainly the Flight Refuelling Tanker Conversion that kept the firm going, ( plus the 'Bottom Boat' reskinning on all remaining Heralds, after a couple of Fatal crashes.
Bernard baker
This comment was written on: 2021-06-10 17:20:51seeing the Photo of the Aerovan,(Nicknamed the 'Flying Tadpole') brought back memories, seeing them, or the large Merchantman flying around the area. I nearly had a flight in one. On a Scouts visit to the Factory we were due to be 'taken up' in one, on a Sunday Visit, but the weather was poor ,so it was cancelled.. They wer just one of the many types that were tried. It was partly intended to be a Cross Channel Car Transport.. I remember it seemd such a flimsy construction (bit like a caravan) and so low on the ground, for easy Loading.Another desgn which was most unusual, was the Lillebelula? There was a lot of design experimenting in the Aircraft industry at that time., I remember seeing the 'Flying wing, and of course the 'Brabazon'.
We'd love to hear from you, so please scroll down to leave a comment!
Leave a comment ...
Copyright (c) UK Airfield Guide
