The predecessor of the ATC was the Air Defence Cadet Corps (ADCC) and a Huntingdon Squadron was formed either immediately before or soon after the outbreak of war in 1939. Confirmation is probably to be found in the archives of the local newspaper, Hunts Post, as will be the Squadron number thought to be 104.
The ADCC was formed in 1938 and owed its existence much to the efforts of Air Commodore J.A.Chamier (retired), Secretary-General of the Air League.
A Huntingdon business-man, Victor J. Skerry, was a cadet in the ADCC and may be able to provide a few details. Who provided the uniform? Who was the first Squadron Commander? Where were the first parades held?
The Government took control of the ADCC in 1940 and initiated various changes including its replacement organisation to be known as the Air Training Corps (ATC). The ATC came into being on the 5th February 1941 with King George VI as Air Commodore in Chief and was ‘granted’ a Royal Warrant. This new organisation was an immediate success expanding to eight times the size of the ADCC within twelve months.
Confirmation is necessary in respect of the Squadron designated numbers, however, a thought is that the Huntingdon ATC was 104 Squadron and it was the St Ives Squadron that was number 73. It is certain that soon after the 1945 cessation of hostilities the Huntingdon Squadron was the only Hunts County ATC Squadron to remain. It was at this time that it became 73 Squadron.
It would be some time in 1941 that I became a Cadet of the Huntingdon Air Training Corps Squadron and attended the Sunday parade held at the Grammar School in Brampton Road. Two friends, Freddy Barker and Teddy Tilbury, joined at the same time. ( It is interesting to note that we were frustrated in our attempt to join the Royal Air Force. Freddy: Irish Guards. Teddy: Durham Light Infantry. The writer: Air Formation Signals Regiment) We enjoyed the parades and I enjoyed the classroom based subjects that were many and varied. Often an ex-member ‘now’ serving in the armed forces would visit us during the time he was on leave. They would be asked to relate their experiences and, sometimes, to demonstrate parade ground drill. The three of us were pleased to continue this practice when on leave from our respective units a few years later.
Peter Smythe, Harry and Peter Hart (twins) Ebor Noble are a few I remember. Probably they remain prominent being members of a little band who played at an ATC dance held at the School. Of course, I also remember Flight Lieutenant Armstrong, the Officer Commanding (Head of the Grammar School), Flying Officer H. Slater D.S.O. (Head of the County Council School), Flying Officer Winter, (Solicitor and Clerk of the Council).
The Squadron visited RAF Wyton occasionally and, if lucky, allowed a ‘ride’ during a flight test. I wasn’t lucky in this respect just missing a flight in a four engined Stirling though did ‘have a go’ in a simulated gun turret.
Being in the armed forces from 1944 to 1948, including three years overseas,I have no particular knowledge of the Squadron’s history during this period.
Soon after returning to ‘civy-street’ I was asked to take an interest in Huntingdon ATC Squadron and didn’t require any persuading. Joining as a civilian instructor I was soon involved in all the various activities of the Squadron which was located in the grounds of Castle Hill House. The house and external buildings had been occupied by the R.A.F. Pathfinder Headquarters Staff during the war. I believe this house was renamed Path-finder House? The Officer Commanding at that time was…………? (local Civil Defence Organizer – his car was a Jowett two stroke). The other two officers of the Squadron were Jack Hill (Personnel Officer at Chivers George Street factory) and ………….? (Instructor at Gains Hall ‘correction’ establishment)
The next O.C. was ………..? , a retired ‘regular’ R.A.F. Officer who didn’t stay very long. The one big service he did for the Squadron was to commandeer the vacant decontamination building located a few yards from our totally inadequate wooden hut. Presumably the Air Ministry accepted this action as it was to serve as office, secure stores, canteen and lecture rooms for, at least, the next 10 years. The wooded hut was retained and used as an ‘assembly’ and lecture room.
At that time the Squadron was involved in gliding activities held at Marshall’s Airfield, Cambridge each Sunday. Many Hunts cadets obtained their basic glider pilot certificate on successful completion of the course. Unfortunately this popular sport was suspended as far as 73 Squadron was concerned following an accident. One of the cadets was anxious to emulate his friend and gain his certificate by completing the final test that same day. Upon release of the winch launch tow the lad attempted to gain more height in order to stay longer in the air. Unless one has some natural ‘lift’ such as a ‘thermal’ air current the glider nose must be ‘aimed’ no higher than the horizon. The glider went into a ‘stall’and the lad overcompensated when trying to find the correct glide angle. A second ‘stall’ occurred and the glider became a ‘write-off’ when crashing into the ground. The Cadet was rushed to hospital where they put him together again. A few cuts and bruises plus a broken limb or two soon healed and he returned home.
Another incident occurred during this time when one of the cadets gained a flight with the R.A.F.V.R. Squadron, resident at Marshall’s, in an Avro Hansen twin engined aircraft. When flying over the Fens in the Peterborough area there was an engine failure with the second engine showing signs of rapid deterioration. The pilot ordered the crew to be prepared to jump. Apparently they were keen to join a particular aircrew ‘club’ who must experience a parachute jump to qualify as a member. They quickly abandoned the aircraft expecting the Cadet to follow. He decided to stick with the aircraft and jump only if the pilot did so. "Why didn’t you jump"? "If you are staying with the plane, so am I" – the main item of conversation between pilot and cadet. The aviator managed to nurse the aircraft along and land safely at the Peterborough Westwood airfield. The pilot was heard to say that he gained confidence and a measure of courage from the presence of that lad beside him during this nerve racking experience.
The membership of the Hunts Squadron consisted mainly of boys from Huntingdon and St Neots. A three ton truck was allotted to the Squadron enabling the collection of the St Neots lads and the outings such as the Sunday gliding activity. Fortunately several of the officers and civilian instructors gained the necessary R.A.F. driving licence enabling the duty to be shared. Fuel and routine servicing was gained from the local R.A.F.Station.
By this time two more officers had joined the Squadron. Flying Officers Baker and Pinkney
The next OC was Flight Lieutenant Pinkney (Curator of St Ives Museum) and it was during his time that the numbers reduced near to the point of closure. He decided to return the three ton truck to the R.A.F. that had the effect of reducing numbers further.
A new approach was required and the ‘driving force’ necessary provided by the next Officer Commanding, Flight Lieutenant Doughy Baker. (Civilian radio/radar technician with the Royal Air Force). The St Neots ‘run’ was re-established and provided by RAF Brampton Transport Section. It was only necessary to ensure the appropriate journey requisition request form was submitted for each journey. Numbers soon increased with the majority coming from the St.Neots area. With a good training programme established and a sprinkling of RAF personnel giving their free time to support the civilian instructors, the interest was restored.
It would be about this period when ex Station Warrant Officer Charles Newby joined the Squadron. Initially as Warrant Officer, later gaining a commission in the RAFVR(T).
I cannot remember who was the Officer Commanding when I was ‘gazetted’ in 1953. Flying Officer Jack Hill instigated my first approach for a commission some time previously that failed due to the Royal Signals refusal to release me from the reserve. Eventually this decision was reversed and I became a ‘brand new’ pilot officer. This was about the time Doughy Baker took control of the Squadron and the beginning of the most successful post war period to that date. The success was due, in no small measure, to the efforts of ex cadets returning from National Service. Gerald Campbel (spelling?), Michael Grimwood, and ………………? . The Squadron was fortunate to get good locations for annual camps: RAF Dyce (Now Aberdeen Airport), RAF Crewkerne in the West Country, RAF Hayling Island near Portsmouth, RAF Swanton Morley in Norfolk and RAF Lossiemouth by the Moray Firth. These are a few I recall. Probably the most successful was at Dyce where several hundred Cadets gathered for a full training week that included formal morning parades taken in turn by Squadron Commanders with all officers taking ‘post’ with their flights. The training schedule completely covered each day. None were boring, no-one was bored.
Came the time when Flight Lieutenant Baker was unable to continue and I was promoted to Flight Lieutenant and 73 Squadron Commander. This was some time in 1956. Flying Officer Newby was my only ‘junior’ officer (I was 30 years his junior) however, I soon gained the extra support required when Michael Grimwood was ‘gazetted’ followed later by ……………..?. Doughy Baker was a ‘difficult act to follow’ but one essential area to improve was the percentage of proficient cadets that rarely got into double figures. By concentrating our efforts to increase the level we embarked on a revised system of training that resulted in a figure never reached before in the entire Wing – well into the sixties.
During the three years I was its Commander, and being so ably supported, the Squadron continued to be a success. Recruiting remained at a good level despite the increasing diversions. Nevertheless, making the programme interesting and varied was always a prime consideration requiring much time and effort from the officers and instructors. Progress in my chosen career as a professional engineer demanded more time and further study that necessitated a search for a replacement Squadron Commander.
1. I have quizzed my brother, V.J.Skerry, and learned nothing more from him other than his belief that the first parades of the ADCC were held at the St Mary's Drill Hall, Huntingdon.
2. I think the other officer serving the same time as Jack Hill was Burton or similar. He was married to one of the daughters of a Mr Saunders, the proprietor of a North End vehicle repair business.
3. Nothing has jogged my memory in respect of the first two O.Cs before Pinkney. Sorry.
4. It would be about the time Flight Lieutenant Pinkney was Officer Commanding that Reg Lord (a school teacher) joined the Squadron. Within a short time he started a detached flight at Warboys, however, it was unable to sustain the level of recruits necessary to ensure its continuation. Following closure Reg Lord became the Wing Liaison Officer with the rank of Flight Lieutenant. Eventually Reg became the Wing Commanding Officer - about 1958.
5. I regret I am unable to recall the names of Cadets though 'seeing' many in my mind. The only name I recall was a Cadet Sergeant Pendred from Godmanchester who was a student apprentice with the Electricity Board . I met him again some years later in Manchester when he held a position with the Generation Board and I was Deputy Airport Engineer.
6. When O.C. (about 1958) I considered a Cadet Sergeant from St Neots to be worthy of the A.O.C.'s award for exceptional dedicated service. It was agreed and this Sergeant became the first Cadet in the Cambs Wing to receive the award. What was his name ?
7. The third ex Cadet to come back to the Squadron following National Service was Dennis Easton.
8. Flying Officer C. Newby was a Godmanchester Councillor and Mayor. We found it rather amusing that anything reported in the local paper about the Squadron during his tenure as Mayor usually mentioned Charlies name only.
9. Forever searching for diversions to maintain the interest of the Cadets we accepted the offer of a full sized snooker table from the Sergeants Mess at RAF Wyton and installed it in the decontamination centre. My father, Victor Skerry, was an expert in all matters 'furniture and fittings' associated with manoral type premises and set up the table as it should be. We were able to borrow a film projector from the Local Authority and order films from the RAF film library - another popular activity with the Cadets. Running a coach to the Farborough Air Show became an annual event. As mentioned previously an increasing number of interests kept the 'management' on their toes, however, there was little we could do when the Goon Show clashed with an evening parade.
10. Each Cadet was issued with a booklet which included a 'flying-log' in which to enter any flying experience. Many Cadets would hitch-hike to various RAF Stations and try to get a flight. The Station personnel rarely turned them away though the chance of a flight could be slight. It was an 'eye-opener' looking at a Cadet's flying log entries (all signed by the pilot) and the variation of aircraft. I remember one lad had gained a flight in an observation baloon.
11. Most of the time I was associated with the Squadron we were well supported by the Civilian Finance Committee. In particular I remember Mr Pritchard, a banker from Godmanchester, and remember with fondness and a great deal of respect, Huntingon Councillor Whitney, the proprietor of a photography business. His home was in Hartford until, following retirement, he and his wife moved to New Zealand to be near their daughter Patricia and their grandchildren.
12. To finish my previous unedited and incomplete submission: A Flying Officer Haylock joined the Squadron in 1959 snd was an ideal candidate to succeed me as Officer Commanding. He had served as a pilot in the RAF before tranfer to the Fleet Air Arm where he gained most of his flying time. I remained with the Squadron for a short time after this before my work took me to Manchester. A transfer was out of the question as the demands of my new position left little time to pursue any other activities for several years. My association with the RAFVR and pre-entry training units was at an end.
13. Somewhere I have a photograph showing the 1953 A.O.C. inspecting the Squadron at RAF Upwood. I remember well it was the first major parade for me following appointment to a commission and the AOC was Air Vice Marshall Braithwaite. I last saw him in 1945 when checking his secret phone in Burma. He didn't recognise me and I made no attempt to remind him. The next time I came across his name was a year or so later reading a report that he had a fatal accident when flying into a hill in Singapore or Malaya.
14. I never lost interest in 73 Squadron and would get snippits of news now and then. I understand Flight Lieutenant Haylock became a pilot with the Flight Experience Squadron at Cambridge leading to his resignation as 73 Squadron Commander. Also I heard that Gordon Fitt of Buckden became O.C for a period. I knew Gordon when we were both employees of Eastern Electricity Board about 1947/8. At that time I doubt anyone would have thought us as likely types to accept the responsibility of Officer Commanding a pre-entry training unit. Well, perhaps our mothers would have thought so.
Hallo again,Little items keep returning this one is rather sad.
The full time Wing Adjutant for most of the post war years I was involved in the Squadron was Flight Lieutenant Tommy Sproul. (Correct spelling I think) His office was at Marshall's and home in Newmarket travelling between by car. It must have been during the winter of 1958/9 when his car 'failed' and Tommy decided to 'hitch' a lift and commenced walking along the road to Newmarket carrying his loaded briefcase with him. A Jaguar drew up and the driver offered a lift. For some reason, Tommy decided to put his 'luggage' in the boot and while doing so another car ran into the back of the Jaguar and Tommy was killed.
Tommy Sproul was a very efficient and effective member of the Wing HQ staff and, obviously the 'king-pin' of the Wing. Very direct in all his dealings - a likeable fellow.I cannot recall his replacement.
I only mention this next item as it may be useful for comparison with todays practice.Each officer was expected to attend a full time course covering administration and officers parade ground routine.One was obliged to attend at least one such course before reaching Flying Officer rank. I found them particularly useful, not only for my Air Training Corps duties but also my work with the Air Ministry where procedures were practically identical. Initially the courses were held at RAF Detling. Later the course 'moved' to RAF Booker.
That's all for now. Hope I'm not annoying the Squadron 'historian' by adding 'bits' as my 'cells' bring forth more memories. I would like to meet him/her sometime. I still visit Huntingdon now and then when over to see my brother and sister.
Sincerely
Bill Skerry
Photograph 1. A.O.C's Parade and Inspection. About year 1957. Probably at R.A.F.Henlow. A.O.C at that time was Air Chief Marshall Sir Douglas MacFadgeon
L to R: Pilot Officer M.A,Grimwood. Flight Lieutenant Reg Lord (Wing Liason Officer). Beds & Cambs Wing C.O. (Cannot recall name). Aide to the A.O.C. Flight Lieutenant M.W.Skerry(73 Squadron Commander). A.O.C.
Photograph 2. At the Huntingdon railway station about 1955. About to leave for RAF Dyce, Scotland. The RAF bus was used to collect the St Neots lads.
Back Row L to R: Flight Lieutenant (Doughy) Baker (73 Squadron Commander). Cadet Warrant Officer Gerald Campbell. 13 Cadets- recognised but names forgotten. Flying Officer M.W. Skerry. Warrant Officer Charles Newby.
Front Row: 7 Cadets - recognised but names forgotten. Several years later the Cadet in the centre became the Sqadron Warrant Officer
Photograph 3. Taken with members of another Squadron. Possibly 1958 at RAF Swanton Morley, Norfolk.
Centre Row L to R. Starting third in: The Cadet front centre of Photograph 2 now mature and a highly thought of Squadron Warrant Officer. Cannot remember his name. Flying Officer Grimwood (Squadron Training Officer). Flight Lieutenant M.W. Skerry (Squadron Commander). Pilot Officer Dennis Easton. The last two in that row not recognised.
The dates and locations must be subject to correction by those with more accurate memories. It would be pleasing to be given the names of those not mentioned, particularly the Cadet who became the Squadron Warrant Officer.