RAF Cottesmore
RAF Cottesmore was a Royal Air Force station in Rutland, England, situated between the villages of Cottesmore and Market Overton.[1]
Opened in 1938 as part of the pre-war airfield expansion programme, it functioned primarily as a bomber base during the Second World War, hosting No. 14 Operational Training Unit for heavy bomber crew training and participating in major raids such as those on Cologne and Essen.[2][3]
Post-war, the station supported strategic operations with aircraft including English Electric Canberras and Handley Page Victors as part of the V-bomber force for nuclear deterrence.[4][5]
From 1980 to 1999, it housed the Tri-National Tornado Training Establishment, a joint UK, German, and Italian unit for Panavia Tornado crew training, enhancing NATO interoperability.[6]
In its final RAF phase from the 1990s until 2010, Cottesmore served as the main base for the Joint Harrier Force, operating Harrier GR7 and GR9 jump jets across RAF and Fleet Air Arm squadrons for close air support and reconnaissance missions.[7][8]
The station ceased RAF operations in 2012 following the Harrier's retirement and was repurposed as Kendrew Barracks for the British Army.[5][9]
Site and Facilities
Location and Geography
RAF Cottesmore is located in Rutland, England, between the villages of Cottesmore and Market Overton, immediately north of Cottesmore village. The site was acquired and developed in 1938 as part of the RAF Expansion Scheme, selected for its flat, open terrain suitable for airfield construction and aviation training in a rural setting.[10][11][12] The base's geographic coordinates are approximately 52°44′N 00°39′W, with an elevation of 433 feet (132 metres) above sea level, placing it amid Rutland's low rolling hills and agricultural landscapes. This central English positioning offered defensibility through its inland location and logistical connectivity via proximity to the A1 trunk road, about 6.4 kilometres east, linking to broader RAF networks.[13][14] The surrounding rural environment, featuring expansive fields and minimal urban interference, supported operational advantages such as low-level flying training and access to nearby exercise areas, including the Vale of Belvoir region to the northwest near Melton Mowbray. These geographic features underscored the site's suitability for strategic aviation roles, emphasizing causal factors like terrain usability over other considerations.[14]Infrastructure and Runways
RAF Cottesmore's primary runway, designated 04/22, measures 2,736 meters in length with an asphalt surface, enabling operations for heavy transport and bomber aircraft from the World War II era onward.[15] Initial runway construction, completed by 1938 as part of the RAF's pre-war expansion, featured concrete-hardened surfaces designed to Class A standards, supporting early bomber types with minimum lengths of approximately 1,800 meters for main strips.[16] Taxiways and ancillary hardstands were added progressively to facilitate dispersed parking and reduce vulnerability during operations.[5] The base included four Type-C hangars, each approximately 300 feet long and 150 feet wide, constructed in the late 1930s to house multi-engine aircraft and provide maintenance shelter under steel-framed, brick-built designs typical of RAF expansion-period engineering.[17] A control tower and associated technical buildings were erected alongside, with support infrastructure such as fuel depots and munitions storage facilities developed from 1938 to ensure self-sufficiency for sustained bomber training missions.[18] These elements emphasized durability against operational wear, incorporating reinforced concrete foundations to handle the static loads of aircraft like the Vickers Wellington.[5] In the 1950s, infrastructure underwent reinforcement to accommodate V-bombers, including strengthened aprons and taxiway extensions capable of withstanding the Avro Vulcan and Handley Page Victor's high takeoff weights exceeding 200,000 pounds, as part of adaptations for strategic deterrence roles completed by 1957.[5] Later modifications in the late 20th century supported vertical/short takeoff and landing aircraft, with hardened dispersal areas expanded around 2000 to distribute Harrier GR7/9 operations and enhance survivability through blast-resistant revetments. These upgrades prioritized nuclear-era resilience, incorporating scatter pads and overrun areas to mitigate risks from potential strikes while maintaining rapid sortie generation.[16]Historical Operations
Establishment and Pre-War Development (1938–1939)
RAF Cottesmore was constructed as one of the RAF's expansion-period airfields during the mid-1930s, reflecting Britain's efforts to bolster its aerial capabilities in the face of escalating European threats from Nazi Germany. Site preparation and building works commenced around 1935, culminating in the airfield's official opening on 11 March 1938 as a grass-surfaced facility under No. 5 Group, Bomber Command.[5][8] The station's infrastructure prioritized operational efficiency for bomber training, including hangars, barracks, and support facilities adapted for medium bomber operations, amid the government's appeasement policy that nonetheless drove rapid airfield proliferation to support deterrence strategies. Initial activation saw Nos. 35 and 207 Squadrons transfer to Cottesmore in April 1938, equipped first with Vickers Wellesley twin-engine bombers before transitioning to Fairey Battle light bombers by mid-year.[8] These units conducted crew proficiency training focused on formation flying, navigation, and bombing accuracy, aligning with Bomber Command's doctrine for strategic air power as a means of national defense. The emphasis on rigorous ground organization and simulated missions minimized early accidents, fostering standardized procedures essential for scalable air force growth. By late 1939, as mobilization intensified ahead of war, No. 106 Squadron arrived from RAF Thornaby with Handley Page Hampden medium bombers, augmenting Cottesmore's role in advanced tactical development.[19] This period marked initial refinements in night-bombing approaches, including crew coordination for low-level operations and rudimentary target illumination, though full operational standardization awaited wartime exigencies. The station's pre-war contributions thus centered on expanding trained bomber personnel, with over 20 aircraft typically operational by September 1939, underscoring its foundational place in Britain's preemptive air expansion.[8]World War II Era (1939–1945)
During the early years of World War II, RAF Cottesmore functioned primarily as a training station for Royal Air Force Bomber Command units equipped with Handley Page Hampden twin-engine medium bombers. Squadrons such as No. 185 Squadron, which operated from the base, focused on preparing aircrews for operational missions, including propaganda leaflet drops over German cities and anti-shipping strikes against invasion barges at ports like Antwerp. These training efforts supported Bomber Command's initial phases of the strategic air campaign, with crews also conducting mine-laying operations in enemy waters and bombing raids on industrial targets such as Mannheim.[20] In September 1943, control of Cottesmore transferred to the United States Army Air Forces, which designated the facility as Station 489 under the Ninth Air Force's IX Troop Carrier Command. The base became a key hub for troop carrier operations, hosting groups like the 434th Troop Carrier Group equipped with Douglas C-47 Skytrain transports and Waco CG-4A gliders. By March 1944, Cottesmore supported a fleet of approximately 200 aircraft, facilitating the buildup for major airborne assaults.[8][21] The station played a critical role in Allied invasion operations, with units such as the 37th Troop Carrier Squadron of the 316th Troop Carrier Group staging from Cottesmore for D-Day on 6 June 1944. Aircraft from the base towed gliders and dropped paratroopers into Normandy, contributing to the airborne phase of Operation Overlord, and later supported airborne landings during Operation Market Garden in September 1944. These efforts sustained high operational tempos, with transport squadrons achieving rapid turnaround times to maintain supply lines and reinforcement capabilities across the European theater.[22][8] Cottesmore was returned to RAF control on 1 July 1945, as the focus of Allied air operations shifted toward postwar reorganization. Throughout its wartime service, the base's infrastructure enabled efficient maintenance and rapid deployment, underscoring its logistical importance in transitioning from RAF bomber training to USAAF tactical airlift support.[8]Post-War Bomber Training and Realignment (1945–1950s)
Following the cessation of hostilities in Europe in May 1945, RAF Cottesmore was officially returned to Royal Air Force control from United States Army Air Forces use on 1 July 1945, marking its reintegration into Bomber Command's peacetime structure. The station's pre-existing infrastructure, including runways and hangars suited for heavy bomber operations, facilitated a swift transition to training roles amid widespread demobilization, which reduced RAF personnel strength from over 1 million in 1945 to approximately 150,000 by 1947. This realignment prioritized retaining core bomber proficiency for potential future threats, with Cottesmore serving as a key site for crew familiarization and tactical exercises using surviving wartime aircraft types before full re-equipment.[23] In the immediate post-war period, the base functioned primarily as an operational training station under Bomber Command, hosting units that conducted conversion and proficiency flights to adapt crews to evolving doctrines, including early preparations for strategic deterrence amid emerging Soviet tensions. Early activities emphasized simulated bombing runs and navigation training, leveraging the station's location in Rutland for low-level and cross-country sorties that mirrored operational scenarios, thereby sustaining unit readiness despite budget constraints and aircraft shortages. No. 14 Operational Training Unit, active at Cottesmore during the war, contributed to these efforts by providing advanced instruction, though many such units faced amalgamation or relocation as the RAF consolidated resources.[24] By the late 1940s, Cottesmore's role evolved to support the RAF's shift toward jet propulsion, incorporating initial familiarization with early jet trainers and light bombers to prepare for Cold War-era threats, including simulated atomic delivery techniques developed in response to nuclear proliferation. This period saw incremental improvements in training safety, with enhanced ground-based simulators reducing in-flight accident rates across Bomber Command stations by up to 30% between 1946 and 1950 through better procedural standardization, though specific metrics for Cottesmore remain tied to broader command reports. The base's adaptability ensured bomber crews achieved higher operational efficiency, laying groundwork for subsequent heavy bomber deployments without overlap into V-force operations.[5]Cold War V-Bomber Deterrence (1950s–1969)
In the late 1950s, RAF Cottesmore transitioned to support Britain's V-bomber force, hosting Handley Page Victor squadrons as part of the strategic nuclear deterrent against Soviet expansionism. No. 10 Squadron reformed at the station on 1 April 1958, equipped with Victor B.1 aircraft capable of delivering free-fall nuclear bombs over intercontinental ranges at high subsonic speeds.[25] This deployment aligned with the RAF's emphasis on rapid response to maintain a survivable strike capability, countering the growing Soviet bomber and missile threats through constant operational vigilance.[26] By the mid-1960s, Cottesmore had become a primary Vulcan base, with Nos. 9, 12, and 35 Squadrons relocating from RAF Coningsby in November 1964 to operate Avro Vulcan B.2 bombers.[27] These delta-winged aircraft, armed with Blue Steel standoff missiles and later configured for low-level penetration tactics, exemplified the V-force's evolution toward enhanced survivability amid advances in Soviet air defenses. The station's infrastructure supported rigorous training regimens, including night exercises and aerial refueling drills, ensuring crews maintained proficiency for potential wartime execution of Bomber Command's strike plans.[28] Cottesmore's V-bombers fulfilled Quick Reaction Alert (QRA) commitments, with at least one aircraft per squadron held at 15-minute readiness around the clock to scramble in response to early warning indicators.[25] This posture, formalized under NATO protocols from February 1962, demonstrated empirical reliability through repeated drills achieving airborne times often under 15 minutes—and in optimized cases as low as two minutes—debunking assessments of inherent vulnerability by highlighting the force's high tempo and mechanical uptime exceeding 90% for alert aircraft.[29] Such readiness underpinned the deterrence calculus, compelling Soviet restraint by posing a credible risk of devastating retaliation independent of U.S. support. By 1969, as Polaris submarines entered service, Cottesmore's V-force shifted toward tanker conversions, marking the close of its primary deterrence era.[26]Later RAF Roles and Harrier Deployment (1970s–2010)
Following the withdrawal of the V-bomber force in 1969, RAF Cottesmore accommodated No. 231 Operational Conversion Unit, which operated English Electric Canberra aircraft for training and operational conversion roles until relocating to RAF Marham on 12 February 1976.[8] The station also hosted Canberra-equipped squadrons such as No. 98 Squadron for airfield checking duties and No. 360 Squadron for electronic countermeasures training during this transitional period.[8] From the late 1990s, RAF Cottesmore shifted to supporting Harrier operations, becoming the primary base for the Royal Air Force's Harrier GR7 and GR9 variants as part of Joint Force Harrier, established in 2000 to integrate RAF and Royal Navy Harrier units for enhanced expeditionary capabilities.[7] No. IV Squadron, the first RAF unit to operate the Harrier GR7 from September 1990, relocated to Cottesmore in 1999, conducting ground attack and reconnaissance missions with the aircraft's vertical/short takeoff and landing (V/STOL) features enabling operations from austere forward locations.[30] No. 3 Squadron similarly based its Harrier GR9 fleet at Cottesmore from around 2000, alongside No. 1 Squadron, focusing on close air support and precision strikes in joint operations.[31] Harriers from Cottesmore-based squadrons contributed to post-Cold War conflicts, including Operation Telic in Iraq during 2003, where No. 3 Squadron aircraft conducted ground attack sorties using laser-guided munitions and supported coalition forces with rapid deployment from carriers or improvised strips.[31] The base served as a key maintenance and logistics hub for the Joint Force Harrier fleet, facilitating upgrades such as the GR7 to GR9 standard under a £500 million program that enhanced night and all-weather capabilities with advanced avionics and Pegasus engines.[32] This V/STOL versatility proved critical for tactical air support doctrines, allowing quick response in environments like Afghanistan under Operation Herrick, where Harriers provided reconnaissance and interdiction without reliance on fixed runways.[7] The Harrier era at Cottesmore concluded on 15 December 2010 with a formation flypast of 16 aircraft, marking the type's retirement amid budgetary constraints and the end of Joint Force Harrier operations.[7] This final event underscored the Harrier's legacy in enabling agile, carrier-independent strike roles that influenced modern expeditionary warfare tactics.[33]Command and Organization
Station Commanders
The leadership of RAF Cottesmore's station commanders ensured operational continuity across its evolution from training base to strategic nuclear deterrent hub and tactical strike platform, with tenures often aligned to major infrastructural upgrades and doctrinal shifts in RAF Bomber Command. Early commanders focused on rapid airfield activation amid pre-war expansion, while mid-century figures managed high-risk training and deterrence postures, implementing procedural enhancements that mitigated accident rates in demanding environments like operational training units (OTUs) and V-bomber dispersal drills.[34]| Tenure Start | Rank and Name | Notes |
|---|---|---|
| 11 Mar 1938 | Wing Commander H. V. Drew, OBE, AFC | Initial Officer Commanding; directed establishment and early infrastructure build-up under Expansion Scheme C, prioritizing runway completion and squadron integration for Bomber Command readiness. |
| 10 Sep 1941 | Group Captain A. P. Ritchie | Officer Commanding RAF Cottesmore/No. 14 OTU; oversaw Hampden crew training amid high operational tempo, addressing early wartime accident challenges through tactical refinements before Middle East posting.[35] |
| 8 Jan 1943 | Group Captain S. Graham, MC, GM | Officer Commanding RAF Cottesmore/No. 14 OTU; demonstrated crisis leadership in March 1943 Wellington crash response, rescuing crew amid explosions and awarding gallantry recognition that underscored safety protocol enforcement in training ops.[34][17] |
| 20 Oct 1957 | Air Vice-Marshal J. E. Johnson, CB, CBE | Commanded during V-bomber transition; supervised Victor integration and station reconfiguration for nuclear strike role, enhancing quick reaction alert efficiency and deterrence posture amid Cold War escalation.[36] |
| Sep 1994 | Group Captain M. Ball | Oversaw Tri-National Tornado Training Establishment peak operations; managed multinational crew training surges, coordinating facility upgrades to sustain high sortie rates despite logistical strains from joint programs.[6] |
| 2009 | Air Vice-Marshal G. Waterfall, CBE | Final RAF station commander; led Joint Force Harrier during drawdown, including Operation Ellamy deployments, while navigating transition challenges to Army handover and maintaining air combat readiness.[37] |