1940-41

Within this training expansion, a new site in north Wiltshire was also identified as a suitable site for an EFTS, located on an escarpment above the village of Clyffe Pypard, five miles south of Swindon. The land comprised an area bounded on its north-western edge by the C.2100 minor road and encircling Nebo Farm. It would appear that initial plans were for the airfield domestic/technical site to skirt the farm to its west, but by the time of the airfield’s completion, the farm had been requisitioned and demolished, though two barns were left standing. The site was then extended eastwards and would become home to No.29 EFTS. It is worth noting that on 21st July 1940 a Hawker Hart training aircraft (s/n K6485, flown by Leading Airman John Arthur Seed, RN) from No.1 FTS at Netheravon in Wiltshire was shot down by a Messerschmitt Bf110, and despite the Secretary of State for Air specifically saying of this incident that, “The extension of active operations in the West country has been a further serious impediment [to training]”, the development of Clyffe Pypard went ahead on a site which eventually enclosed an area of 33 acres.

(Left) - This October 1940 map shows a number of interesting features of the Clyffe Pypard airfield as originally proposed. The C.2102 road running south to Stanmore Copse was closed off and removed, and the site also extended eastwards around Nebo Farm to increase the enclosed area by approximately 25%. Clyffe Pypard village is shown at the top (north) of the map, which accompanied a letter from the Divisional Surveyor, Mr HE Goodland at Wootton Bassett to the Wiltshire County Surveyor in Trowbridge. Pencil annotation along the north side of the C.2100 (which led east towards Broad Hinton) read, "Estimate proposed for this length only", referring to road resurfacing at that time.

The domestic site was to be located at the northern end of the airfield, with the technical site at it centre and the runways to the south. The Technical site was centred around four Bellman hangars (Hangar 4 to be used as the station gymnasium), flight offices, a stores building, MT Section, armoury and parachute store. The domestic site comprised mainly wooden huts, and included separate Sergeants’ and Officers’ Mess buildings and an 8-bed Station Sick Quarters. There were three Link Trainer buildings on the Technical site, one housing a single trainer and the two others outfitted to operate a pair of Link trainers each.

The Station was established for more than 700 personnel, comprising 40 officers, 30 Sergeants, 440 airmen and 208 civilian support staff. Their accommodation was established towards the northern end of the site, adjoining the Technical site and aside from the usual barrack blocks, sick quarters, NAAFI and messes, there was also a grocery store, barbers and shoemakers’ shop, as well as a temporary cinema.

The runways were grass and initially these ran north-south (1100 yards), northeast-southwest (830 yards), east-west (1100 yards) and southeast-northeast (1100 yards). Fifteen hangars of the ‘Standard Blister’ type were positioned around the airfield perimeter track with four positioned centrally just south of the Technical site, and four more in the north western corner (three of these were just across the C.2100 lane and just outside of the airfield perimeter), and three more on the southern end of the site. The final four Blister hangars were placed on the eastern edge of the airfield.

The camp was set up to support dispersed operations, generally clustered alongside, or near to similar clusters of Blister Hangars. These self-supported clusters of buildings each comprised a Nissen hut housing the Flight Office and Instructors’ offices, brick-built male and female latrines, and a further Nissen hut set up as a crew room. Ground staff on each dispersal were provided with a temporary brick building.

(Right) - Dispersed Flight operation sites

are shown circled in red on the map, with

the main domestic and technical site to

the north. The black arrow visible just

below the 'RESTRICTED' marking shows

the camp main entrance. The airfield

extended off the map to the south.

Clyffe Pypard was equipped with a

number of defensive measures,

including sixteen, 50-person air raid

shelters, six pillboxes around the

perimeter (Mushroom Pillbox, Mk.II

Oakington) and two further machine

gun posts. In the event of attack,

defence would be coordinated from an

underground Battle HQ on the

northeast side of the perimeter.

Construction of the site began with the

closure of the C.2102 lane running to

Stanmore Copse, and the grading of

the whole site, which removed all traces of any roads that ran across the area. On 3rd October 1940, Mr HE Goodland, Divisional Surveyor at Wootton Bassett was able to declare that the road had been levelled, “…so that there is no longer any trace of its existence”. Construction of buildings began soon afterwards, with work still ongoing as the first flying began during the following year: one of the final phases was completion of the perimeter track on 31st September 1941.

By April 1941, with construction still ongoing, the County Surveyor visited the site and reported that access roads had been seriously damaged. The matter was brought to the attention of the Air Ministry, and following an estimate from Wiltshire District Council on 4th July for, “Reconstruction to 18 feet (width) of that portion of Unclassified road C.2100 adjacent to Air Ministry property” for £6229, the work began to rectify matters. Ultimately, road widening and improvement was also put in place on the C.1088, which met the A361 at Winterbourne Bassett, as well as the C.2109, which connected with the B4041 at Broad Hinton. Both roads were natural routes to the station from Swindon in the north and Devizes to the south. Work began on 10th September 1941, using a party of ten men but the road widening was still underway as late as April 1942.

On 8th September 1941, No.29 Elementary Flying Training School (EFTS) was formed at Clyffe Pypard in No.50 (Training) Group, under Air Ministry Establishment WAR/FT/216, retrospectively dated 15th September 1941. The School was to be a Class A establishment and operated by Marshalls Flying Schools Ltd, “…to carry out ab initio flying for pupil pilots of the RAF and the RAFVR”. Sqn Ldr Arthur Donald Bennett, previously the Chief Flying Instructor (CFI) with No.4 Supplementary Flying Instructor School at Cambridge, was appointed as CO of RAF Clyffe Pypard. His cadre of key staff, including approximately 35 flying instructors, was in place by the end of September.

(Above) Many of the initial cadre of 29 EFTS flying instructors were NCO pilots and included (L-R) Sgt George Edwin Addy, Sgt David Mowbray Balme and , Sgt Philip John Urlwin-Smith; all were posted-in on 8th September 1941 and all would be commissioned before the end of May 1942. Pilot Officer Alexander Smith (right) arrived at Clyffe Pypard from 10 EFTS on 13th November.

Thirty-one defence personnel were also posted in, and eighteen airmen previously attached from 14 SFTS from 25th August were taken on strength to bolster the number of defence personnel, though the establishment was in fact for 156 airmen. Forty-eight more defence personnel arrived on 4th October, all of this group coming from No.20 Reception Centre at Filey. They formed into No.830 (Defence) Squadron, charged with the defence of RAF Clyffe Pypard, and later to become part of the newly-formed RAF Regiment. Pilot Officer Raymond Apperley was posted in to 830 (D) Sqn as Senior Defence Officer from the AA Flight at Woodley on 13th October and immediately he set about organizing a specific defence plan for Clyffe Pypard. He wasted no time, for just more than a week after his arrival, Apperley issued his, “Appreciation of Defence for Clyffe Pypard Aerodrome”, in which he set out the situation and then went on to detail how defence would be achieved. The aim of this document was stated from the start – that, “No.830 (D) Squadron WILL deny the landing ground at Clyffe Pypard to the enemy”. He went on to declare that, “Defence will be maintained to the last round and the last man, irrespective of the conduct of neighbouring units”.

The actual defence plan then highlighted the resources available,

Our total strength comprises 5 officers and 150 other ranks, which it is proposed to allocate as follows:

Headquarters:

1 Officer

1 Warrant Officer

1 Sergeant

Despatch Riders (2 other ranks(OR))

Runners (4 cyclists – all OR)

Signallers (2 OR)

Mobile Reserves (20 OR)

Defended Locality – Static (6 OR)

Mobile Sections (2 Officers)

Reserve for alternative posts (6 OR)

Mobile Sections – per section:

Motor cycles with sidecars per section (3 OR)

Cyclists (3 NCO)

Other (3 NCO + 24 OR)

Oakington Pillboxes:

3 NCO + 24 OR

Alternative Positions:

AA Flight (1 Officer, 6 NCO + 18 OR)

The balance of 30 is allowed for men on leave or sick.

(Left, L to R) More 29 EFTS staff from the time of its creation: PO Derek Papillon Lenox Tindall, a/PO GV Jones and Sqn Ldr Bertram Reginald Tribe. Tindall and Lenox were Admin Officers while 'Bert' Tribe was the unit Chief Flying Instructor. He arrived on 8th September 1941 from the EFTS at Ansty.

This was already a busy area for aerial activity, with RAF airfields at Wroughton, 4½ miles to the northeast, Lyneham a similar distance to the west and Yatesbury 3 miles to the south. As a result, it was fair to assume that in the event of invasion, such a cluster of suitable landing sites might become a focus for the enemy. Clyffe Pypard’s Defence Scheme (with a ‘Secret’ classification) therefore bore this firmly in mind, and was set out as follows:

Location.

Clyffe Pypard Aerodrome is situated approximately 5 miles south of Wootton Bassett, Ref OS 1940, Sheet 112 512962 centre pin point. It is within a four-mile radius of Lyneham, Wroughton and Yatesbury Aerodrome boundaries, whose outer defence schemes extend to within 2 to 3 miles of Clyffe Pypard perimeter. It is bounded on north, southeast and west by wooded country and high hedges.

Resources.

(a) Troops available. No.830 (D) Squadron, No.29 EFTS, Instructors and pupils, civilian staff of Managing Company. Station Home Guard. Outside support [from] Clyffe Pypard Home Guard and Relief Column from Hilmarton.

(b) Equipment. Variable. Copy of monthly return attached. Amended copy will be forwarded from time to time.

General Policy.

In view of the fact that numerous fields in the area are potential landing grounds and the existence of covered approaches to the airfield, the Defence Scheme is built on a basis of mobility and elasticity. Free movement in the forward defences of localities is essential, and to this end strong points have been sited for fixed lines of defence with mobile sections to provide a covering apron in the outer defences.

The local Home Guard (Clyffe Pypard) will be used mainly for observation and communication purposes since their strength and equipment is insufficient to form an effective fighting force.

Static Defence.

A sufficient number of static posts to completely cover the airfield with LMG [light machine gun] fire has been sited. These positions also give us all-round field of fire and are mutually supporting. These consist of six Oakington Pill Boxes numbered 1 to 6 on accompanying plan. They are provided with alternative positions in the form of revetted ‘dog-leg’ trenches linked by concealed slit trenches. All pill boxes are controlled from Battle HQ’s, in Defended Locality.

Six AA posts, numbered 1 to 6 have been sited to protect the target area against low level and dive bombing attacks. Sites have been selected to provide for their use as ground-to-ground positions when lo longer required for ground-to-air.

No.29 EFTS.

Flying School personnel will be trained in the role of ‘backers up’ and Cadets U/T will take up Battle Station positions once during their course. They will be primarily employed to release trained troops for special duties and [for] reinforcing mobile sections. Civiliam members of the staff, will be formed into a Station Home Guard Platoon, and trained in the use of all weapons available. They will normally be used to assist in the defence of, and clearing-up of Station buildings, anti-sabotage and PAD duties.

Mobile Defence.

One mobile flight of 3 sections located at 3 points will be formed to operate outside the perimeter. Their chief duties being to protect the covered approaches from the north, southeast and west, by offensive action against troop landings, placing of tank traps, and the launching of counter attacks in any direction. Bold action will be taken as soon as the area of landings are disclosed.

Reserves.

Reserves consisting of trained troops plus ‘backers-up’ will be held in the Defended Locality.

Defended Locality.

Owing to the intention of providing for a substantial mobile force only one defended locality has been adopted: this has been sited on the highest point to give good command over the landing ground and static positions. It will also protect Battle Headquarters and give good concealment and cover for reserves.

It is not intended to wire the Defended Locality until such time as invasion is imminent. Pickets will be placed in position and wire hidden on site ready for immediate erection in emergency. A working party will be detailed and trained to carry out wiring of the locality when required as expeditiously as possible.

The reason for not wiring in advance being, to prevent the position being given away prematurely to reconnoitring aircraft.

Communications.

Internal communications between all positions and Battle Headquarters will be:

(a) Telephone (underground perimeter, 2 way cable) connected in parallel.

(b) Visual signalling (single codes).

(d) Runners.

Liaison with outside support:

(a) W/T and R/T (when available).

(b) Dispatch riders.

(d) Advanced OPs.

General.

If required private cars on the Aerodrome will be requisitioned to assist mobile forces and the transport of reinforcements and ammunition.

Dummy positions have been sited to attract the attention of enemy reconnaissance and induce them to waste their preliminary bombardment on these positions. Attacks intended primarily to secure aerodromes will probably be directed at all aerodromes and landing grounds in a particular area, it can therefore be assumed that assistance by the relief striking force cannot be guaranteed to any particular aerodrome, and it is up to all available personnel both service and civilians, to play their part to the limit in the defence of this station. “A man who is not willing to defend himself is not worth fighting for”. Every man will be needed, and everyone should know the role he is expected to carry out, and become efficient in that role by continuous training and practice.

Medical Services.

The Medical Officer will prepare a plan for the collection and treatment of sick and wounded at ‘Battle Stations’. The supply and location of stretchers, first aid posts, and the provision of sanitary arrangements.

Reserve Rations.

The Caterers have been instructed to provide a reserve of emergency rations sufficient to cover a period of 14 days.

Squadron Leader, Local Defence Commander

No.29 EFTS, Clyffe Pypard

(Above) Side and plan views of Clyffe Pypard's Battle HQ, which was a subterranean concrete structure built on the eastern side of the airfield. It contained a telephone exchange (PBX), office, observation post and a room for messengers and runners.

One of Clyffe Pypard’s key defensive tools was the Armadillo armoured lorry, a mobile pillbox designed in great haste during the summer of 1940 when invasion seemed imminent. The Mk.I Armadillo was based on a variety of flat-bed trucks, onto which was mounted a very basic fighting compartment. The exterior of the pillbox structure was made from wooden boards, with a smaller internal wooden lining giving a 6-inch cavity, which was filled with gravel. The fighting compartment was open-topped and carried a Lewis Gun on a sliding mount. The truck cab and engine compartment were protected by mild steel plates. Most Armadillos were armed with two Lewis Guns and three rifles. A later Mk.II Armadillo design used mainly the Bedford OL chassis and the final Mk III Armadillo mounted a 37mm Coventry Ordnance Works (COW) gun. Clyffe Pypard’s Armadillo lorries appear to have been Mk.I or Mk.II types, manned by an NCO car commander and 4 airmen, with one Light Machine Gun, 50 HE grenades, two rifles and discharger cups, Ballistite cartridges, four standard rifles and one revolver. Each lorry carried 150 SAA rounds per rifle and 500 rounds of Armour Piercing ammunition.

(Left) A Bedford OYD Armadillo Mk.III, similar to the type used for mobile defence at Clyffe Pypard.

Appendices to Clyffe Pypard’s Defence Plan detailed the use of Armadillos, along with the location of key defensive positions and information regarding individual responsibilities. Two Armadillos would be positioned with one just north of the Battle HQ (on the road from Nonesuch Farm) and the second at map reference 507963 on the track leading to the boundary road. Mobile sections would support the second Armadillo as well as at locations in Clyffe Copse and Stanmore Copse. Every man would carry a rifle with 150 rounds, plus personal kit. Three gunners would man each of the six Oakington pill boxes, with 2 LMG (Vickers .300) and 1000 rounds per gun in belts, supported by grenadiers and

riflemen in accompanying slit trenches. AA posts would be fully manned and Cadets from 'A' Flight would move to the Battle HQ, while 'B' Flight would co-locate with the mobile section at Stanmore Copse and 'C' Flight to Clyffe Copse. No information was given for 'D' Flight. Female staff would be allotted to first aid duties.

Validation of the Defence Plan began in 1942, when regular station exercises also gave staff and students an opportunity to practice their roles in the event of invasion. One final part of the Plan should also be mentioned: under the title, ‘Burial of Dead’ was the simple statement, ‘In pits outside the perimeter line, with a liberal supply of lime.’

Meanwhile the task of providing flight training continued. Prior to the establishment of the EFTS at Clyffe Pypard, De Havilland DH.82A Tiger Moths had already begun being assigned to the Wiltshire airfield, so that by the end of 1941, sixty-seven of the type (against an initial establishment of 72, including 24 as Immediate Reserve)) had been assigned to 29 EFTS. These aircraft came from disparate sources, as follows:

No.1 EFTS Hatfield - 4

No.8 EFTS Woodley - 1

15 MU Wroughton - 1

20 MU Aston Down - 11

38 MU Llandow - 3

51 MU Lichfield - 10

Taylorcraft Aeroplanes (England) Ltd, Yorkshire - 2

Lundy & Atlantic Coast, Barnstaple - 9

Morris Motors, Cowley - 10

De Havilland - 15

Southern Aircraft, Gatwick - 1

Early trainees at 29 EFTS with one of the school's Tiger Moths to the rear. Visible to the right in the background is the rising ground of the Marlborough Downs and Hackpen Hill (Alexander Smith via John May.

Notable Moths

Many of Clyffe Pypard’s initial Tiger Moth establishment had already seen service in the training role, and they often arrived at 29 EFTS following a period of repair following flying accidents at previous units. A smaller percentage of 29 EFTS Tigers were new-build machines, but it is the former group which usually have more interesting histories. Below are presented a select few, to give an example of how war-weary these aircraft were, or became.

K4251 was the oldest Tiger Moth assigned to 29 EFTS and numerically the 45th of the type to enter RAF service. It was taken onto RAF charge at RAF Kenley on 22nd December 1934 and transferred to 32 Squadron (then flying Bristol Bulldogs at Biggin Hill) on 17th December 1935. It served with 32 Squadron for just less than two years before passing to 2 Aircraft Storage Unit, Cardington on 17th September 1937. K4251 was only at Cardington for a short while, moving on to 20 Elementary & Reserve Flying Training School at Gravesend on 4th October 1937. The school was disbanded to bolster 14 EFTS at Elmdon on 15th October 1939, the aircraft moving to the Midlands, away from hostile activity. A heavy landing near Lichfield on 2nd July 1940 then led to a stint with 4 Maintenance Unit at Cowley, followed by a period of storage at 38 MU, Llandow from September of that year. This machine was then transferred to 17 EFTS at North Luffenham on 13th February 1941, moving with the unit to Sibson on 15th July that year. K4251 was involved in a second heavy landing on 8th May 1942, leading to a period of repair with Lundy & Atlantic Coast at Barnstaple in Devon and then storage at 29 MU, High Ercall. The Tiger Moth then passed to 18 EFTS at Fairoaks on 24th June 1942. Finally, on 30th March 1943, K4251 arrived at 29 EFTS, Clyffe Pypard. Retired to storage at 10 MU, Hullavington on 2nd August 45, this genuine warbird was struck off charge as scrap on 25th May 1950 and sold to Hants & Sussex Aviation Ltd of Portsmouth, where it appears to have been reduced to spares in 1960.

Another Clyffe Pypard Tiger Moth, T6811 had a shorter career, but no less incident-packed. Taken on RAF charge with 21 EFTS at Booker on 17th October 1941, the Tiger was involved in a crash on 30th January 1942. It then went north to Taylorcraft for repairs, passing into storage at 38 MU, Llandow thereafter. An unusual assignment to 116 Squadron at Heston occurred on 1st July 1942, the aircraft being one of a handful of Tiger Moths used by the squadron for Anti-Aircraft radar alignment checks around the capital. The unit moved to Croydon on 12th December 1942, and it was here on 7th March 1943 that it was struck by Boulton-Paul Defiant N3310 in an unspecified accident. Inevitably, repair was required and it was then dispatched to Taylorcraft, passing into storage at 5 MU, Kemble. It arrived with 29 EFTS on 12th October 1944.

T7223 was another accident-prone aircraft; taken on charge at 10 MU, Hullavington on 12th August 1940, it went to Benson on 5th November that year, returning to store at Hullavington on 14th March 1941. It then went to 1 School of Army Co-operation at Old Sarum on 22nd May 1941 and crashed there on 30th July. Sent to Taylorcraft for repair, it passed to 29 EFTS at Clyffe Pypard on 18th September 1941, one of the unit’s initial complement. Crashed on 9th August 1942, T7223 was sent to to Lundy & Atlantic Coast at Barnstaple for repair and then transferred into storage at 10 MU, Hullavington. This aircraft was then earmarked for transfer to the training effort in Rhodesia and flew north to 222 MU at High Ercall on 28th February 1943 for packing and overseas shipment. Loaded aboard the 4403-ton MS Djambi at Liverpool docks, the ship sailed on 5th March, bound for Cape Town. Sadly, the Djambi was lost at sea on 1st April 1943 on the voyage south, taking twenty Tiger Moths, including T7223, with it.

BB734 had been delivered to 29 EFTS from de Havilland on 6th September 1941 and served for just nine months before a crash at the Alton Barnes RLG on 4th June 1942 meant that it had to be sent to Lundy & Atlantic Coast Airlines at Barnstaple or repairs. It was then placed into storage with 9 MU at Cosford in July 1942 before being assigned to No.63 Squadron on 6th August 1942 as a ‘hack’, (the squadron’s operational type was the Mustang). 63 Squadron was based at Macmerry, 9 miles east of Edinburgh on the Firth of Forth. BB734 was written off on 3rd May 1943 during forced landing practice in a field at Vagrie Mains, East Lothian. Of its crew, P Off Duff was uninjured but P Off Wright received injuries and was admitted to hospital. P Off Duff, by a quirk of fate, later served as an instructor at 29 EFTS.

Not all of Clyffe Pypard’s aircraft met with misfortune however, One of 29 EFTS’ longest-serving Tiger Moths was BB694. It arrived at Clyffe Pypard in July 1942 and served there, unmolested until placed into storage for disposal at 5 MU on 14th August 1946. Like so many of its type, it was then transferred into civilian ownership, as G-ADGV, and survives to the present day. As of 2014, it was owned by Kenneth Whitehead of Reading.

Another survivor is BB860, which had already been badly damaged with 7 EFTS on 17th June 1941 when fellow Tiger Moth R4776 landed on top of it! Following repair with de Havilland, it passed to 29 EFTS on 6th September 1941 as one of the unit’s initial complement. It also had a long life at Clyffe Pypard, finally passing on to 10 MU at Hullavington in August 1945. Struck off charge as scrap in May 1950, it passed to TH Marshall to serve as a source of spares for another Tiger Moth (G-ADWO). Its remains then passed to an instructor at the Christchurch Aero Club and it then began a long rebuild to airworthiness, regaining its original civilian registration, G-ADXT. It finally performed its first post-restoration flight in 1979. G-ADXT is now owned by DH Heritage Flights and based at Compton Abbas in Dorset.

To commence training, seventy-one pilots were posted into Clyffe Pypard from No.1 Initial Training Wing (ITW) at Newquay, plus one further airman from RAF Duxford, and they formed as No.1 Course for flying tuition. They kicked off activities for 29 EFTS on 15th September 1941, divided into ‘A’ and ‘B’ Flights, under the command of Flt Lt Ogilvie-Jones and P Off Stebbing, respectively. They would sit their ground examinations on 30th October.

The weather for the month of September was perfect for flying and 934 hours were logged for no accidents. It was a promising start, but the perfect record was not to last.

No.2 Course began training on 8th October with the arrival of 60 trainee pilots from No.9 ITW at Stratford on Avon, enabling ‘C’ and ‘D’ Flights to form under the command of Fg Off Davis and Warlow, respectively. During this period, further flying instructors continued to be posted into the unit as well as others who were temporarily attached. On 29th October, ‘A’ and ‘C’ Flights began operating from No.1 Dispersal. This meant that each operations area comprised a Flight from each of the two courses ongoing at any time. Because of poor weather towards the end of 1941, No.1 Course was extended until 13th December and No.2 Course to 31st December. From 15th November, No.2 Dispersal came into operation for use by ‘B’ and ‘C’ Flights, with ‘D’ Flight starting operations at No.1 Dispersal.

On 11th October (not 3rd November, as has been stated), No.2 Pupil Pilots Pool was formed at Clyffe Pypard, to act as a holding unit for flight cadets who had completed their ab initio training and were awaiting a posting to an SFTS. Pupils joining No.2 PPP came from a variety of Elementary Flying Training units, and after a short period of leave they began a period of refresher flying instruction and disciplinary training at Clyffe Pypard. They used aircraft from 29 EFTS and initially two Army officers and four airmen were attached to the Pool, with a further four Army officers and 21 airmen being gained on 15th October. Acting Pilot Officer J Carr had become its first commanding officer when he arrived from 50 Group two days earlier. Thereafter there was a constant flow of personnel in and out of the Pool, with its first ‘graduates’ (6 Army officers and 19 airmen ) departing on 29th October, bound for further training with No.5 SFTS at Sealand.

Just a month after opening, 29 EFTS suffered its first serious flying accident on 13th October, when two Tiger Moths were written off following a mid-air collision over the airfield. Sgt HT Weller-Poley (1290603) and his pupil Cpl Smith, along with Sgt DE Love (1286718) and his pupil LAC Bateman were treated at Station Sick Quarters and later transferred to the nearby RAF Hospital at Wroughton. All survived, but the two aircraft (T6638 and T7459) were written off. Sgt Weller-Poley had only arrived at 29 EFTS (on attachment from No.6 EFTS) on 7th October and Sgt Love (attached from No.4 SFIS) on 8th October.

In November 1941, Marshall’s Flying School purchased Miles M.3A Falcon G-ADLI, and the aircraft became a regular visitor to Clyffe Pypard, camouflaged and with Arthur Marshall aboard. Reportedly he visited the station on alternate Sundays, flying himself from Cambridge and back.

29 EFTS began night flying training on 11th November, using an electric flare path of CFS pattern. Night flying then took place on every evening when the weather was deemed suitable. With the Central Flying School vacating the Emergency Landing Ground at Alton Barnes, this secondary airfield was put into use by the aircraft from Clyffe Pypard from December to relieve the busy airspace around the 29 EFTS’ home airfield. Alton Barnes was used for daytime training and work began to upgrade it to full Relief Landing Ground status, with permanent buildings and a semblance of a technical site.

Even at this early stage of operations, changes were being made to the training requirement and from 22nd November, 38 cadets from No.2 Course were granted embarkation leave pending overseas posting for further elementary flying training. This enabled some spare capacity for the reception of 60 cadets from 1 Air Crew Reception Centre to commence No.1 Grading Course, while the remainder of No.2 Course (ab initio) to complete their training. The Grading Course was set up in accordance with a Flying Training Command decision to begin three-week training classes to identify cadets who were likely to succeed in elementary training overseas, so that costly ‘wash-outs’ could be minimised. Trainees on the Grading Courses would be given a maximum of 15 hours of dual control flying (no solo), and those with the correct qualities would proceed overseas, with the remainder being absorbed into the standard UK-based EFTS. No.1 Grading Course was terminated on 13th December with 52 cadets commencing embarkation leave prior to posting overseas and just eight missing the cut and transferring to the third 29 EFTS ab initio course, now known as No.3 War Course. The second Grading Course followed on immediately, again with 60 cadets.

Towards the end of 1941, 29 EFTS promulgated its Snow Clearance Plan, detailing actions to be taken following significant falls. Issued as Operation Order No.1 on 14th November, its key elements were as follows:

1. INTENTION. In the event of heavy or continuous falls of snow, it will be necessary to take active measures to clear, with the least delay, an area of the aerodrome for probable use by operational aircraft and by training aircraft, together with those roads necessary for the life of the Camp.

2. AIM. To provide snow clearance:

a. For the formation of a runway of as great a length as possible for use by operational aircraft.

b. Of a suitable landing area for training aircraft.

c. For the opening-up of the required length of perimeter track.

d. Of the main Camp road and those roads to fuel compound, stores, huts and dining rooms.

e. From the public highway to the nearest clear main road, either via Broad Hinton or Winterbourne Bassett.

f. To other parts of the aerodrome as necessary and as opportunity affords.

3. PERSONNEL AVAILABLE. RAF, approximately 300. Civilians (male) 70.

4. EQUIPMENT AVAILABLE.

1 Fordson Tractor & Trailer - AMWD

1 Fordson Tractor - MT Section

1 Fordson Trackless Tractor - MT Section

1 3-ton FWD Bedford - MT Section

3 30-cwt Fordson Light Freighters - MT Section

1 Light Freighter - MT Section

3 Snow Ploughs (not yet issued)

1 Snow Plough for Trackless Tractor (under construction)

4 Contractors’ Trucks (if still available)

400 Shovels (held by Stores)

The Snow Clearance Plan also detailed the options if external assistance was required, with the local Army authority at Chiseldon Camp being called upon, as well as the Air Ministry Works Department at Cricklade and the Divisional Surveyor at Wootton Bassett. Dispersed aircraft not in the blister hangars would be brought into the main hangars on the north side of the site, and intriguingly, when he snow ceased, a camouflage plan was to be put into place. This consisted of all available transport being loaded with ashes and/or soot and dummy ‘hedges’ and ‘trees’ created around the aerodrome in accordance with a laid-down plan. It is not known if this snow camouflage was ever put into effect.

Upon gaining use of the Alton Barnes Landing Ground, a further Snow Clearance Plan was issued for this airfield, but obviously scaled back in size. Just 35 RAF personnel were expected to be available, with between 50 and 100 further Army soldiers coming from Tidworth Camp if required. Alton Barnes could call upon just one Fordson tractor and trailer, along with the customary shovels. Snowploughs and trucks were then to be brought from Clyffe Pypard when available. No camouflage plan was produced for Alton Barnes.

Meanwhile, the first ab initio course at Clyffe Pypard (retrospectively titled ‘No.1 War Course’) had passed out on 13th December and it is interesting to note that it eventually took 13½ weeks to complete, with 54 cadets successfully graduating, all of whom were then posted to overseas SFTS training units. Fourteen cadets had been suspended from the first course and a further two were transferred to No.2 War Course. Average dual flight time per pupil was 44.47 hours, with a further average of 41.19 hours solo and 9.12 hours of instrument flying. Each cadet on No.1 War Course had averaged 12.18 hours in the Link Trainer.

The station received an unexpected visitor on 15th December, when Spitfire X4659 from No.52 OTU at Aston Down crashed on landing. Its trainee Canadian pilot, Sgt Harry Elmore Fenwick, was uninjured and the Spitfire was deemed repairable on site. Sgt Fenwick reported that, “I took off to practice cloud flying aerobatics and forced landings. I flew in a southerly direction and after doing some cloud flying I turned on to a reciprocal course but missed the aerodrome. I then attempted to get a homing but failed and eventually landed at Bottisham aerodrome where I was refueled. I obtained permission to take off, but was instructed to land if it got dark before I reached Aston Down. When near Swindon, I decided that it was too dark for me to reach Aston Down, so I landed at Cliffe Pypard [sic]. When landing, the aeroplane bounced. I opened the throttle to go round again but the port wing dropped and the aeroplane crashed.”

At a subsequent Court of Inquiry, the CO of No.52 OTU noted that Fenwick had not been carrying a map, which might have prevented his getting lost. The accident was ruled to have been an error of judgement and Sgt Fenwick’s logbook was endorsed. The incident appears to have had little effect on Harry Fenwick’s career, since he moved on to fly Spitfires operationally with No 81 Squadron, gaining 4½ kills before being killed in action on 21st June 1944.

Alongside the flying task of the station, even in time of war Clyffe Pypard carried on with the standard square-bashing duties of an RAF unit. From 18th December, when the first station parade was held, Clyffe Pypard instituted a parade on every Sunday, with the flying personnel forming up as No.1 Squadron and No.830 (Defence) Squadron and the ground staff comprising No.2 Squadron. Following an inspection the parade would be marched off with the Commanding Officer taking the salute. Christmas Day of 1941 also followed RAF tradition, with a carol service in No.4 Hangar starting off proceedings, followed by various sports, including a football match, shooting, table tennis and a tug-of-war. Christmas Dinner was then served in the Airmen’s Mess (officers and senior NCO’s waiting on the airmen), before an afternoon cinema performance. The day was rounded off with a dance and cabaret evening in the Service Institute, with musical accompaniment provided by the Station Dance Band. In a short space of time, the RAF had established a strong foothold in this quiet corner of north Wiltshire.

Squadron Leader Bennett relinquished command of Clyffe Pypard on 27th December 1941,

returning to Cambridge. He was replaced as CO two days later by Acting Sqn Ldr Edmund

Goldsmith, AFC, who arrived from No.6 EFTS at Sywell. He later became substantive in the

rank and remained in post until July 1947.

By the end of 1941, 29 EFTS had already lost six Tiger Moths (three written off and three

accident-damaged but repairable off-site), and there began a steady influx of replacement

aircraft to replace those inevitably lost during the training process. By April of 1942, nine

DH.82As had arrived as replacements, though inexplicably three aircraft which arrived from

9 EFTS at Ansty were swapped with a like number from Clyffe Pypard. Unfortunately, during

February of 1942, there would be four more accident losses (one repairable) and so the overall

number of aircraft assigned was in debit compared to the initial establishment.

Sqn Ldr Edmund Goldsmith, AFC

29 EFTS Flying hours for 1941:

September 934 hours (all day)

October 3974 hours (all day)

November 2452 hours (day and night)

December 1864.5 hours (day and night)

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