Hornchurch came into being in 1915 during the Great War in an effort that attacks could be made on the numerous German airships that targeted London and various parts of Britain. The government
acquired a large parcel of land known as Suttons Farm that appeared suitable for the purpose. Being a farm, the land was extremely level although it did slope away on the southern and part of the eastern side. The surface was also quite soft and a little boggy in places but the authorities thought that this would not interfere with take offs and landings.
The farmhouse was close to a road and this was used as an administration building and two RE5 canvas hangars were erected not far from the farmhouse on the western side while a 460 square metre landing area was also constructed. In those days a flame from a petrol soaked rag in fuel cans lining each side of the landing strip allowed aircraft to take off and land at night.
No.13 Squadron RFC flying BE 2c biplanes was the first squadron to use Suttons Farm, and the first aircraft to touch down was a BE 2c flown by a 2nd Lieutenant O'Malley on October 3rd 1915. This was the ninth aerodrome to that was located around the perimeter of London. Most of the aerodromes, although in reality were mere landing strips, were allocated just two aircraft each but so was the importance of Sutton's Farm that it became the base for No.39 Home Defence Unit so plans were made to
accommodate larger aircraft flights, larger more robust timber hangars, some
maintenance workshops and accommodation for the permanent staff attached to the aerodrome.
Suttons's Farm was to record its first claim in shooting down a German SL.11 airship on September 2, 1916. A Lieutenant W. Leefe Robinson engaged a German army Schütte-Lanz airship over the Welwyn area just north of London at about 12.15am. Much to the delight of hundreds of onlookers, they watched as the biplane twisted, turned and dived in an attempt to bring down the gas filled giant. Eventually the gas bag was punctured and the airship came down much to the delight of the cheering crowd. Lieutenant W. Leefe Robinson was awarded the Victoria Cross for this encounter. But Sutton's Farm claim to fame did not begin and end there. Just three weeks later on the night of September 23rd and 24th. Captain Alois Böcker who captained the L-33 was the first of fourteen Schütte-Lanz and Zeppelin class airships to arrive over London. He dropped most of his bomb-load on the industrial East End, between Bow and Stratford, and while damage was not widespread, many of the industrial complexes exploded into flame. An army unit at nearby Bromley fired a series of shell at the monster that carried a hydrogen
capacity of 1,590,000 cubic feet, one of which exploded inside the airship cabin, causing tremendous physical damage but no fires. Now losing height it tried to escape to the east but was engaged by a BE-2c aircraft that had taken off from Sutton's Farm. Although the British fighter did not destroy the Zeppelin it forced it down into a field in southern Essex about twenty miles from Sutton's Farm.
Captain Werner Peterson in L-32 developed engine trouble at about 12.45am while over the Deptford-Woolwich area and circled whilst hasty repairs could be made. Coming out of cloud while over the River Thames, it was spotted by First Lieutenant Frederick Sowery also flying a BE.2c from Sutton's Farm. The Zeppelin was caught in a triangle of searchlights and the BE.2c went in with all guns blazing. On the third pass flames started to emerge from the giant airship and it crashed in flames on Snail's Hall Farm at Billericay in Essex killing all personnel on board.
At the end of the war, the Air Ministry decided that they had no further use for Sutton's Farm and in 1919 they had informed the farm's owner who had been acting as caretaker that all buildings would be demolished an the land would be restored back to its original condition and Sutton's farm would be handed back to him with a letter of thanks although the owner a Mr Tom Crawford request some buildings and sheds remain.
By November 1922, the Royal Air Force decided to increase its force by fifteen new squadrons which was to undertaken as soon as possible. Being as Sutton's farm was in an ideal position for the defence of London a task force was sent to
re-inspect the old airfield. They reported back to the Air Ministry that the level of the ground was as it was previously but the farm had now been divided into three distinct fields that had been used for cultivating potatoes, peas, turnips and parsnips. The rest was overgrown with clover. The soil, after being constantly deep cultivated was soft but would not possibly interfere with the use of aircraft, although on the far side it has been known to become
considerably waterlogged. Some building remained but being used for farm machinery the walls and roof's of most of them were in a run down condition.
Tom Crawford who allowed the use of his farm as a landing strip in 1916 would not allow the Air Ministry to take over his land again. Other locations were taken into consideration, fruitless negotiations were again
made with Tom Crawford, and again alternative sites were looked into. A couple of other sites were listed as 'possibles' but the Deputy Director of Organizations stated that the only way that any of them could be
acquired would be by compulsory acquisition, and if this was to be so, then Sutton's Farm being the most ideally situated would have to be
acquired by this means.
Evidently acquisition was not going to be an easy task as the title deeds of the property proved. Evidently Sutton's farm had a very long history, one that dated back to 1295 and large manors and elaborate houses had been built on the land, and portions of the land had been handed over to both Winchester and Oxford Colleges.
It was not until 1926 that after considerable negotiations working around bye laws
etc. that some of the land could not be acquired but left for the residency of Tom Crawford, and another parcel of land on the western side purchased before the Air Ministry had enough land to commence construction of an aerodrome. The way was now clear for hangars and buildings to be constructed.
Although most of the required buildings had been completed, some were still yet to be finished when on April 1, 1928 the new aerodrome was officially opened. The first squadron to occupy Sutton's farm was 111 Fighter Squadron commanded by none other than Squadron Leader Keith Park, who, in 1940 would be Group Commander of 11 Group during the Battle of Britain. Still known as Sutton's Farm, the name was officially changed in January 1929 to Royal Air Force Station Hornchurch.
111 Squadron continued to occupy RAF Hornchurch until 1930 when it was joined by 54 Fighter Squadron and a succession of moves followed in later years. 111 Squadron moved out in July 1934, 65 Squadron moved in. In 1936 No.74 squadron moved in at
about the same time when AM Sir Hugh Dowding was reorganizing the RAF and Hornchurch became part of 11 Group. The Air Marshal made a visit to Hornchurch in mid 1936 to discuss the Operations Room layout and the suitability of Hornchurch as a Sector Station.
With the possibility of war with Germany looming, orders were given in August 1939 for all buildings on the station to be camouflaged and the
station to be manned at all times night and day. Group Captain Cyril Bouchier was appointed Station Commander and RAF Hornchurch was now in the early days of being a front line station in the Second World War.
74 and 54 Squadron went out on the stations first offensive patrol on May 21, 1940, but the first 'kill' was made the next day by 65 Squadron near Flushing when a Junkers Ju88 was shot down. During the early part of 1940 leading up to the Dunkirk operation, eight squadrons had used Hornchurch although none of them were based permanently there. But RAF Hornchurch had got off to an impressive start. 128 victories had been claimed by June, distinguished visitors included; Marshal of the Royal Air Force Lord Trenchard, HM King George VI and now Air Chief Marshal Sir Hugh Dowding. Already decorations were being handed out:
ron Leader James Leathart, 54 Squadron. DSO
Flight Lieutenant Robert Stanford Tuck, 65 Squadron. DFC
Flying Officer Adolf "Sailor" Malan, 74 squadron. DFC
Pilot Officer Alan Deere, 54 Squadron. DFC
Pilot Officer John Allen. 54 squadron. DFC
At the commencement of the Battle of Britain, RAF Hornchurch was everything you would expect a high ranking Sector Station to be. Barbed wire and pill boxes were located around the perimeter fence, the army with
personnel and armoured vehicles guarded the aerodrome 24 hours a day. Records show that fuel storage was 72,000 gallons and oil storage was 4,000 gallons. Over one and a half million rounds of .303 ammunition for the aircraft could be made available.
Accommodation and billetting was upgraded to a reasonably high standard, and concrete driveways and although playing no important part in the war effort a number of roads were lined with shrubs, rose trees and a variety of flowering bulbs an annuals.
HHornchurch remained a completely grassed aerodrome throughout its life. There was
little use for concrete runways as Hornchurch was a very large airfield that had a quite flat grassed surface and being as the Spitfire required 150 yards before it became airborne, the 1,130
yards from north-south and the 830 yards from east-west was more than ample.
Hornchurch was on the receiving end of bomb attacks over twenty times during the Battle of Britain with the most destructive being on August 31. Two attacks were made, one in the morning and the other about 5.30pm. Damage was widespread but not severe. One main power cable was cut and emergency power was switched on. 54 Squadron attempted to take off during the afternoon raid and three Spitfires were blown into the air and landed some distance away. Only one ground member was killed and a number sustained injuries.
Things were becoming dangerous at Hornchurch and although the main Operations Room had a few near misses it was decided to move it away from the aerodrome and locate it in Lambourne Hall Romford on October 15, 1940. The squadrons that occupied Hornchurch and their length of stay is shown in the chart below. During later years of the war RAF Hornchurch continued to be a front line Sector Station and it stands in high
esteem with such aerodrome's as Kenly and Biggin Hill.
WWith the onset of June 1944 and plans in hand for D-Day, Horchurch had lost its identity as a fighter station and was used as a base for building repair units and as a transit station for British and American army
personnel to the battle fronts in France. As soon as the war had finished, the Air Ministry had no further use for Hornchurch as a fighter station and in June 1945 it became a Technical Training Command station. By 1946 the jet age was
approaching and Hornchurch could not offer the concrete runways required and it was now dying a slow and ungraceful death. It was the training centre for those whose future lay in the jet age, it was a selection post for young teenagers as a pre selection centre. With most of its
personnel and services Royal Air Force Hornchurch finally closed its gates on July 1, 1962 and the Air Ministry finally sold it through auction on February 27, 1963.
After that, a portion of the old Hornchurch aerodrome became a quarry, while a considerable area was set aside for development. Now, the gravel was exhausted and the area levelled off, most of the area is now a large housing estate although many of the major roads named after many of the well known fighter pilots that flew out of RAF Hornchurch, so all has not all been lost.
But one notable landmark still stands. All aerodromes used to have an unofficial mess, where matters of just about everything could be discussed, and a pint could be
enjoyed at the same time. Hornchurch had "The Good Intent". Walk in and you could almost visualise that just about every pilot stationed at the aerodrome that was virtually next door, sat at one of these old well worn tables. The very uneven floor was probably were most
jitterbugged the nights away while, I wonder, just who was leaning on the shiny wooden bar. But unfortunately, ask the barmen or landlord about the pub's glorious past....and they know nothing. Ask about the signed pencil drawings and the many photographs of wartime flyers, and they believe that a local dentist or doctor
resurrected them when the landlord threw them out. Obviously he did not know the value of those priceless photographs today.