[1] When the Luftwaffe began to attack British cities under the cover of darkness in October 1940, the North West of England with its industrial centres and ports came within easy reach of German aircraft operating from occupied France.

The new wing of Ramsey Grammar School was commissioned as Control Centre for the sector and was hastily prepared before the arrival of the new fighters at Jurby.

[2] Andreas was chosen as the site of a fighter airfield because of its central location with regard to Liverpool, Belfast and Glasgow; it was in an excellent position to protect the vital shipping arriving at these ports.

Considerable thought had also gone into the airfield's defences, with the whole area being surrounded by 5-foot-high (1.5 m) roller concertina barbed wire, with gaps located at the main entrance and crash gates[5] and by a tarmacadamed perimeter track over three miles in distance.

[9] This work-up would take six months, however the transfer of 457 Sqn's ground crew and administrative staff brought welcome relief to the congestion at Jurby.

[10] During this work-up period the Air Ministry insisted that the height of Andreas church tower be reduced, as it was a hazard, and in line with the southern end of the main runway.

93 Squadron RAF (93 Sqn)[8] which had an entirely different background, previously having been involved in the development of night fighter tactics using Havocs equipped with radar and Turbinlite searchlights.

[1][15] Considerable time was spent over the air-to-ground firing range along the Ayres coastline at Smeale, which had been constructed not long after the first fighters had arrived at RAF Jurby.

On October 27, 1944, the Sea Hurricane NF726 crashed on Douglas Head killing the pilot, 20 year old Sub Lieutenant Robert Shaw Paton.

Occasionally an enemy aircraft would be sighted and in the ensuing chase bombs would be jettisoned as the Heinkel or Dornier made a rapid escape.

[1] During the spring of 1943, a new role was found for the excellent facilities at Andreas, and preparations began to set up No.11 Air Gunnery School of Training Command.

[27] Whilst at Andreas, the volunteer pupils selected for air gunners underwent an intensive ten-week course, before passing on to the operational training units of RAF Bomber Command.

For more advanced experience, training was conducted on a succession of Vickers Wellingtons which were being withdrawn from the front-line squadrons of Bomber Command, and target towing duties were the responsibility of Bristol Mercury engined Miles Martinets.

Firing took place in allotted zones over the sea on both sides of the Point of Ayre, care being taken not to interfere with the Jurby bombing ranges.

[7] Despite the continual flying programme over the congested north of the Island, accidents involving Andreas aircraft proved to be very rare, and only one documented incident resulted in the loss of a life.

During 1944, Andreas, because of the length of its main runway, became an emergency landing ground for the Atlantic ferry route and was occasionally used by American aircraft such as the Boeing B-17 Flying Fortress and the Consolidated B-24 Liberator.

[6] In July 1946, the Douglas High School Flight of 506 Squadron Air Training Corps, spent a week's camp at Andreas.

[32] The squadron, together with 440, had been set up in the early years of the war to encourage the interest of schoolboys in the Royal Air Force, many going on to train as aircrew.

The cadets enjoyed daily flights in some of the Wellingtons at the station, taking advantage of what was now considerably quieter airspace over the north of the island, as well as south west Scotland and Cumberland.

The one and only opportunity the general public had of visiting Royal Air Force Andreas was on Battle of Britain Day, September 1946.

The following week the transfer of stores to RAF Jurby was completed, and the gates of Royal Air Force Andreas were finally closed.

[34] Following the 1957 Defence White Paper a further proposal for the use of Andreas airfield was to sell it back to the government of the United Kingdom in order for it to be developed into a Bristol Bloodhound Surface to Air Missile site for the RAF.

This was badly needed to rehouse families living in condemned properties in Ramsey and to relieve the general housing shortage on the island as a consequence of the war.

Every effort was made to convert the brick-built huts into acceptable two- and three-bedroom homes with electrically heated living rooms and kitchens.

Tynwald, the Isle of Man's Parliament, accepted an offer to purchase the whole of the airfield for the price originally paid in compensation to the land owners: £23,750 in all.

[38] No charge was made for the buildings, the Air Ministry agreeing to this as a gesture of appreciation to the government and people of the Isle of Man for their co-operation during the early years of the war.

[39][40] The airfield was used on Saturday 25 June 1949, when two Sivewright Airways aircraft diverted there as they were unable to land at Ronaldsway due to advection fog.

[41] After a short time in the ownership of the Manx Government, the airfield was put up for sale as a complete entity, and was purchased by a Mr Morrey for the sum of £33,000.

[10] The third accident within the same week at the beginning of December 1941, was of Spitfire P7502, piloted by Flt Lt Allen Edy DFC, commander of B Flight.

Aged 33, and an experienced bomber pilot, he was considered a great "character" and reputedly knew how to make a party go with a swing, his prowess at the piano being put to good use.