Former Royal Air Force station on the Isle of Man
Royal Air Force Jurby, or more simply RAF Jurby, is a former Royal Air Force station built in the north west of the Isle of Man. It was opened in 1939 on of land acquired by the Air Ministry in 1937, under the control of No. 29 Group, RAF. During the Second World War the station was used for training as No. 5 Armament Training Station, No. 5 Air Observer School, No. 5 Bombing &amp; Gunnery School and the No. 5 Air Navigation &amp; Bombing School. In addition RAF Jurby also played host to a variety of operational squadrons.
RAF Jurby was originally a grass airfield but was later equipped with hard runways. Operationally it helped protect Belfast and Liverpool from German air raids, being strategically placed in order to offer fighter protection.
During the 1950s and 60s the No. 1 Initial Training School (No. 1 ITS) subsequently replaced by the No. 1 Officer Cadet Training Unit (No. 1 OCTU) was based at RAF Jurby, jokingly referred to by the trainee cadets as "The Camp on Blood Island".
Following the closure of the station in 1963, the airfield was used as a diversion for Ronaldsway Airport. To be able to accept Vickers Viscount turboprop airliners the main East–west runway was extended eastwards and bisected by the Ballamenagh Road "(A14)". To facilitate the use of the extended runway, barriers were placed across the road and the road was closed whilst the runway was in use.
The airfield has been earmarked for potential development as a future replacement for the current Isle of Man Airport as part of the Draft Area Plan for the North and West.
Construction.
As early as 1934 the flat northern plain of the Isle of Man had been identified as a suitable area for the construction of an airfield. This had been borne out by Sir Alan Cobham, who had pinpointed up to six suitable sites between Ballaugh and the Point of Ayre during a survey. This ideal location had led to a site at Close Lake, near the future RAF Jurby, being developed as Hall Caine Airport.
As part of the RAF Expansion Scheme the Manx Government was approached by the Air Ministry in 1937 with a view to establishing an Aircraft Armament Training Camp for air crew in the sparsely populated Parish of Jurby.
The site chosen consisted mainly of land which had belonged to the Ballamoar Estate, which contributed 307 acres to the total area. Despite local objections from approximately 60 farmers, the proposal went ahead, with Tynwald, the Manx parliament, approving the Defence Bill put forward by the Island's Lieutenant Governor, William Leveson-Gower, 4th Earl Granville.
Work on RAF Jurby began at the end of September 1938, the contractors being Gerrard &amp; Sons of Manchester. Large earth movers arrived and began levelling the area. However, there were serious concerns about the labour force to be used on the airfield, mainly regarding the importation of Irish labourers, there being insufficient local labour able to undertake the work. The construction of the station attracted crowds eager to see the developments of such an undertaking on the Isle of Man, particularly the sight of the plant machinery and the construction of the huts to be used for the housing of the workers, which were erected in early October. To level the land, gravel was taken from the Point of Ayre as well as spoil from the mines at Laxey and Foxdale.
As it developed, RAF Jurby made an increasingly dramatic imposition on the surrounding rural landscape, its conspicuous features being visible across the northern part of the Island. By the beginning of 1939, in the region of 400 men were engaged with the construction of the station and work was progressing on the construction of huts and the underground services. Also at this time the contract for the electrical installation was awarded to the Doncaster Colliery Supply Co., Ltd. As the work continued, it was decided that additional land would be required. Tynwald approved the additional compulsory purchase of land in the area, this being undertaken by the Government Property Trustees.
Station design.
The station consisted of one F Type hangar, two T2 types, four Bellman hangars and nineteen Blister hangars. There were also technical and domestic buildings. The remaining aerodrome buildings (for technical activities and accommodation) were built in a compact layout behind the hangars, in an arrangement replicated across all of the Expansion Period airfields: Technical Area, Station Offices, Officers' Mess, Sergeants' Mess and Airmen's' Quarters. Roads were arranged either parallel or perpendicular to the Ballamenagh Road "(A14)" with the Guardroom directly facing the main entrance.
On the north side of the Ballamenagh Road was the parade ground. Heating in the technical rooms and classrooms was provided by hot water from a central coal-fired boiler supplied by a towered cistern. The whole station was connected by a Tannoy public address system.
Station defence.
The defence of the station was undertaken by 2778 Squadron RAF Regiment (2778 Sqn). The airfield was surrounded by 10 pillboxes (nine of which survive) and in addition there were seventeen trench air raid shelters to afford protection in the event of an attack. The shelters were brick constructed and covered with an earthen bank. They measured x the combined capacity of which could accommodate up to 800 personnel.
On the eastern side of the airfield was situated the Bomb Store. The bombs were taken from there to the aircraft in order for them to carry out their practice missions which would involve them dropping the ordnance on the nearby target ranges, controlled by RAF Jurby Head. Due to its importance, the Bomb Store was protected by four pillboxes as well as an earthen bank in order to afford protection from an explosion.
Boat station.
Part of the development of RAF Jurby saw the creation of an RAF boat station at Ramsey. Air Ministry officials visited Ramsey in September 1938 as final plans for the station were drawn up. The station comprised a slipway and a boathouse with accommodation for 30 personnel. Two plots of land were required for the construction of the slipway and boathouse, the land concerned being on North Shore Road. The purpose of the station was to provide boats for the towing of the targets to be used in the bombing ranges and also to provide protection for the ranges. With the coming of war and the expansion of operations this boat station would evolve, becoming an RAF Air Sea Rescue Station.
Second World War.
Initially designated to be the No. 5 Armament Training Station, construction of RAF Jurby had been completed by the beginning of hostilities and officially opened on 18 September 1939 as No. 5 Air Observers School, which subsequently became the No. 5 Bombing and Gunnery School on 1 December. The station's Commanding Officer at this time was Wing Commander T. Ivens who was promoted to Group Captain in January 1940. From its opening RAF Jurby came under the control of Headquarters of No. 25 Group RAF.
No. 5 Bombing and Gunnery School.
The role of the station as designated pre-war was to facilitate the training of bomber crews and referred to as an: Aircraft Armament Training Camp. The aircraft employed for the training were such as the Handley Page Heyford, which had started to be replaced in 1937 from the front line squadrons, having been deemed obsolete. Additional aircraft arrived, swelling the station's compliment, prominent amongst which was the Bristol Blenheim MkI. Air firing was practised on drogues towed behind single-engined aircraft specially adapted for the purpose. Westland Wallaces, Hawker Henleys and Fairey Battles were all used for this. As other aircraft types became obsolete regarding front line operations, so they too were transferred into the training role. Armstrong Whitworth Whitleys, released from operational squadrons, arrived at RAF Jurby in April 1940 joining the other aircraft types on the station. Some of the Whitleys had served with 166 Squadron, which had been disbanded in April and absorbed into No. 10 OTU at RAF Abingdon and from there a detachment went to RAF Jurby so as to gain further experience. The detachment was formed from "C Flight" No. 10 OTU, arriving at Jurby on 6 April.
For this reason Leonard Cheshire arrived at RAF Jurby on 21 May 1940. Cheshire had trained on Avro Ansons and was undertaking conversion to Whitley bombers at No 10. OTU at Abingdon when the unit was transferred to Jurby. Following this Cheshire was posted to 102 Squadron.
Another type which found a home at RAF Jurby was the Handley Page Hereford. These Napier Dagger engined aircraft had provided numerous problems with engine cooling which resulted in most of those built (by Short &amp; Harland) being re-engined as Hampdens. The surviving Herefords served in training units only.
There were a total of 28 Handley Page Herefords based at Jurby. As stated, the Napier Dagger engines of 1,000 h.p. were a constant source of trouble through overheating. Consequently, the Herefords had to have special treatment by being positioned close to the runway before engines were started up by the trolley acs, so they could take off for the bombing ranges with the minimum of delay.
Fighter squadrons.
Following the fall of France and the subsequent availability of bases in the Pas-de-Calais and low countries, the Luftwaffe undertook a strategic offensive against the industrialised regions of North West England, Northern Ireland and Central Scotland. Ideally situated to offer protection to these areas, RAF Jurby became home to five fighter squadrons for various periods between November 1940 and October 1941. The Jurby operation was subsequently augmented by the opening of a dedicated fighter station, RAF Andreas, in the autumn of 1941. At this time the fighter aircraft at both RAF Jurby and RAF Andreas came under the control of No. 9 Group RAF.
307 Squadron.
The first fighter squadron at RAF Jurby was No. 307 Polish Night Fighter Squadron (307 Sqn) which arrived from RAF Kirton-in-Lindsey on 7 November 1940. This night fighter unit operated the Boulton Paul Defiant in its assigned role with the squadron coding EW. Under the command of Squadron Leader Stanisław Pietraszkiewicz the squadron completed its operational work-up at Jurby, becoming operational on 4 December 1940. By this time 307 Sqn was commanded by the maverick Squadron Leader, Stanisław Grodzicki, and 307 Sqn made their first operational sortie on 8 December. The squadron also provided a detachment from Jurby in order to cover Cranage and from the beginning of 1941 an additional detachment was sent to RAF Squire's Gate so as to provide defensive cover to Liverpool and Manchester. This detachment was joined by the rest of 307 Sqn when they left Jurby on 23 January. During its time a RAF Jurby 307 Sqn also operated Miles Masters, which were used in a training role.
258 Squadron.
The first Hawker Hurricane Squadron to arrive at RAF Jurby was 258 Squadron (258 Sqn) which displayed the squadron code FH. The squadron had previously been based at RAF Acklington and took the place of 307 Sqn, arriving at Jurby in late January 1941. The tenure of 258 Sqn was brief, with the squadron leaving the station in April.
312 Squadron.
A second Hurricane squadron arrived to take the place of the departed 258 Sqn in April. Assigned the squadron code DU and manned mostly by Czechoslovak personnel, 312 Squadron (312 Sqn) had been based at RAF Speke from where its primary responsibilities encompassed defending the Port of Liverpool, after which it had a brief spell carrying out convoy patrols from RAF Valley before transferring to RAF Jurby. Whilst at Jurby the squadron undertook further convoy patrols over the Irish Sea and intensive low flying and firing practice over the Ayres. Like the previous residents 312 Sqn's time at Jurby was short-lived, moving south in May 1941, when it began escort missions from south-west England.
302 Squadron.
The next fighter squadron resident at RAF Jurby was No. 302 Polish Fighter Squadron (302 Sqn) taking up residence in May 1941. Again equipped with the Hawker Hurricane and with the squadron designation WX, 302 Sqn was a battle-hardened squadron having been formed in July 1940 from Polish airmen who had escaped the invasion of France. The squadron had seen action during the Battle of Britain as part of the Duxford Wing. In addition to providing defence against the Luftwaffe's night offensive, 302 Sqn also undertook convoy patrols