25/04/2017
Nestled in the heart of Cheshire, RNAS Stretton holds a significant, albeit often unsung, place in the annals of post-war British naval aviation. It was a bustling hub of activity, a crucible where the Royal Naval Volunteer Reserve (RNVR) Air Branch honed its skills, transitioning from the propeller-driven legends of the Second World War to the dawn of the jet age. For those fascinated by the dedication and demanding schedules of these reserve airmen, a closer look at the flying hours achieved at Stretton reveals a profound commitment to national defence and aerial mastery.
The story of RNAS Stretton's operational intensity is perhaps best encapsulated through the experiences of No. 1831 squadron. Re-formed on June 1st, 1947, under the command of Lt. Cdr (A) N. G. Mitchell DSC RNVR, 1831 squadron was one of four new RNVR Fighter squadrons established across the UK. Initially comprising fourteen officers and equipped with a mix of Seafire F.15 and F.17s, alongside a single Harvard T.3 for training, the squadron immediately embarked on a rigorous training regimen designed to maintain combat readiness in a rapidly evolving aerial landscape.
The Rigours of Reserve Service: Annual Flying Targets
For the dedicated pilots and observers of 1831 Squadron, their commitment extended far beyond casual weekend flying. The RNVR’s structure demanded a significant annual dedication from its volunteers. Each year, personnel were required to undertake 14 days' continuous training. This intensive period, often conducted at other naval air stations such as RNAS Culdrose or overseas in Malta, focused on comprehensive air warfare and weapons training, providing an immersive experience crucial for maintaining front-line standards.
Beyond the continuous training fortnight, the non-continuous training was equally demanding. Pilots and observers were expected to complete 100 hours of 'drills' – a broad term encompassing ground training, simulator work, and of course, actual flying. Crucially, within this framework, there was a specific expectation for actual flying hours: a minimum of 75 and a maximum of 125 flying hours annually. This target, designed to ensure proficiency without over-burdening reservists, underscores the level of skill and commitment required. This was supplemented by 12 weekends of squadron duty, integrating theoretical knowledge with practical application in the skies above Stretton and beyond.
The initial years saw 1831 Squadron diligently working through these requirements. Their Seafires, venerable but still potent, were the workhorses. The tragic loss of two pilots, Lt. F. J. Dyke and Lt. E. H. R. Eccles, in July 1949 during a controlled descent in cloud, served as a stark reminder of the inherent dangers and the high stakes involved in these training flights, even for experienced personnel.
Expanding Horizons: Deck Landing Training and Operational Exercises
A crucial component of naval aviation training was Deck Landing Training (DLT), a high-stakes manoeuvre demanding immense precision. 1831 Squadron regularly embarked on training carriers like HMS ILLUSTRIOUS for these sessions. Their first recorded DLT period occurred from September 21st to October 1st, 1949. These periods were intense, often fraught with incidents, as demonstrated by the three flying incidents during their 1949 DLT, including aircraft striking the rounddown or missing arrester wires. Such incidents, though dangerous, were part of the learning curve for pilots operating from a pitching deck in variable conditions.
The squadron's dedication to maintaining its proficiency was further highlighted by its participation in significant public and operational events. In May 1950, 1831 Squadron’s Seafires provided a fly-past to mark the launch of the new aircraft carrier HMS ARK ROYAL, a testament to their readiness and the visual spectacle they could provide. The annual training continued with periods afloat, such as the 1950 session on ILLUSTRIOUS, which again saw flying incidents, underscoring the challenging nature of carrier operations.
| Year | Aircraft Type | Annual Flying Requirement (Pilots) | Key Training Activities |
|---|---|---|---|
| 1947-1951 | Seafire F.15/F.17, Harvard T.3, Firefly T.1, Auster V | Min 75, Max 125 flying hours (non-continuous) | Weekend flying, 14 days continuous training (air warfare, weapons), DLT |
| 1951-1955 | Hawker Sea Fury FB.11, T.20 | Min 75, Max 125 flying hours (non-continuous) | Long-range flying, weapon training (rockets, air firing), Mediterranean deployments, Coronation Review fly-past |
| 1955-1957 | Supermarine Attacker FB.2, Sea Vampire T.22 | Conversion focused, no specific annual target mentioned for 1955 | Jet conversion, concentrated work-up, specific operational exercises (e.g., 'Appointment with Venus') |
The transition in aircraft was a continuous process. By August 1951, the aging Seafires were withdrawn as the squadron re-equipped with the formidable Hawker Sea Fury FB.11, a potent piston-engined fighter-bomber. A Sea Fury T.20 two-seat trainer had already arrived in October 1950 to facilitate pilot conversion. This marked a significant upgrade in capability, requiring new training regimes and familiarisation with a more powerful and complex aircraft.
The Northern Air Division: A Hub of Activity
June 1st, 1952, brought a significant reorganisation to the RNVR Air Branch, which was restructured into five divisions. RNAS Stretton became the headquarters for the Northern Air Division. This expansion saw the formation of a second squadron at Stretton, 1841 Squadron, an anti-submarine unit equipped with Firefly Is. This increased the volume of flying activity at the base, with both squadrons contributing to the Division's overall operational readiness.
With their new Sea Furies, 1831 Squadron embarked on more ambitious annual training periods. May 1952 saw them fly to Malta, arriving at RNAS Hal Far. This extended deployment allowed for an intensive armament programme, including rocket attacks, air firing at drogues, and attacks on units of the Mediterranean Fleet. Their performance during these 10 days of evolution was rated as "at least as good as the average R.N. Front Line Squadrons," a testament to the effectiveness of their training and the skill of the RNVR pilots.
The Northern Air Division also took part in grand national events. In June 1953, aircraft from the Division participated in the Coronation Review of the Fleet by Queen Elizabeth II at Spithead. This involved over a hundred RNVR aircraft, a truly massive formation, flying over the assembled ships, showcasing the strength and professionalism of the reserve forces. The Division contributed eight Furies and four Fireflies to this historic fly-past.
The Dawn of the Jet Age: Attackers at Stretton
Perhaps the most revolutionary period for RNAS Stretton and 1831 Squadron came in May 1955 when they became the first RNVR unit to convert to jet aircraft. The arrival of seven Supermarine Attacker FB.2s and a Sea Vampire T.22 trainer marked a monumental leap forward in technology and required an entirely new approach to training. This conversion was so intensive that 1831 Squadron forgone its usual annual training fortnight to concentrate solely on working up with the Attacker, highlighting the significant demands of mastering this new generation of aircraft.
The conversion process was aided by 718 Squadron, which reformed at RNAS Stretton specifically to provide jet conversion training for 1831 Squadron pilots. This focused effort ensured that the reservists quickly adapted to the increased speeds and different handling characteristics of jet propulsion. Operations with the Attacker, considering the monumental shift, went relatively smoothly, though not without incident, as exemplified by a precautionary landing due to power loss and a tragic fatality during an evasive manoeuvre in late 1955.
A concrete example of concentrated flying hours emerges from March 1956 during Operation "Appointment with Venus." This large-scale reserve forces exercise saw Attackers of 1831 Squadron and Avengers of 1841 Squadron provide search, reconnaissance, shadow, and strike forces. Over a period of just over a day (from 09:00 Saturday, March 10th, to noon on Sunday, March 11th), a remarkable 73.30 flying hours were accumulated across thirty-two sorties. This specific data point, while not an annual total, illustrates the intense bursts of operational activity and the high serviceability rates these squadrons achieved, demonstrating their capability to deliver significant flying effort when required.
The Unseen Costs: Tragedies and Triumphs
Behind the impressive flying hours and operational statistics lay the inherent dangers of naval aviation. The text sadly recounts several fatalities throughout the squadron's history. Three pilots were lost in Seafires, four in Sea Furies, and one in an Attacker crash. These losses, including incidents like Lt. G. A. Beaumont diving into the ground after emerging from cloud or the mid-air collision believed to have claimed Lt. T. J. Hamer and Sub-Lt E. Jackson, serve as a sombre reminder of the courage and sacrifice demanded of these volunteer airmen. Every hour flown was a testament to their bravery and skill, pushing themselves and their machines to the limits.
The Sunset of a Soaring Era
Despite their proven capability and dedication, the RNVR Air Branch, including the vibrant squadrons at RNAS Stretton, faced an unforeseen challenge: defence spending cuts. On March 10th, 1957, the entire organisation was regrettably axed, bringing an end to a decade of remarkable service. RNAS Stretton, which had been a symbol of ingenuity and commitment, ceased to be a naval air station. The disbandment marked the end of an era, but the legacy of the pilots who flew from its runways, diligently accumulating their demanding annual flying hours, remains a powerful testament to their contribution to British naval aviation.
Frequently Asked Questions About RNAS Stretton and its Squadrons
What was the primary role of 1831 Squadron at RNAS Stretton?
No. 1831 Squadron was primarily an RNVR (Royal Naval Volunteer Reserve) Fighter squadron. Its role was to train reserve pilots and maintain a state of readiness, capable of supporting the Royal Navy's Fleet Air Arm operations, transitioning from propeller aircraft to pioneering jet fighters.
How many flying hours were pilots expected to complete annually at RNAS Stretton?
Pilots and observers of 1831 Squadron were expected to achieve a minimum of 75 and a maximum of 125 flying hours as part of their non-continuous training each year. This was alongside 14 days of continuous annual training and 100 hours of non-continuous drills.
What types of aircraft were flown by 1831 Squadron at RNAS Stretton?
1831 Squadron operated several types of aircraft during its existence. It began with Seafire F.15 and F.17s, and a Harvard T.3. Later, it re-equipped with Hawker Sea Fury FB.11s and a T.20 trainer. Finally, it transitioned to jet aircraft, flying the Supermarine Attacker FB.2s and a Sea Vampire T.22 trainer.
When did the RNVR Air Branch, and thus 1831 Squadron, disband?
The RNVR Air Branch, including 1831 Squadron, was disbanded on March 10th, 1957, due to defence spending cuts.
Was RNAS Stretton only used for training purposes?
While RNAS Stretton served as a primary base for reserve pilot training and continuous skill development, the squadrons based there, particularly those of the Northern Air Division, also participated in larger operational exercises and national events, demonstrating their readiness and capabilities beyond routine training.
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