PHOTO of the DAY...

[PB]

"Photo of the Day"
16/03/15

Well, there you go, the weekend is over and it's time for recollections of that old die-hard Monday morning feeling. The funny thing is that 'retirement' was supposed to bring some kind of sameness to the days of the week, and it's true to say that my activities are no longer linked to five days of work plus the weekend, it's more like a seven day working week! I'm not complaining, it's how I like it but my point is that come the weekend the two days still feel 'special' and Monday morning (now) still feels like, well like Monday used to! What's that got to do with Blackbushe? Nothing I guess, except that the old airfield still takes a good share of my seven day week, but it still does not get enough of my time as there are many schemes and ideas still waiting to be hatched.

So moving on into Monday, and I have to admit my usually passive nature is beginning to smoulder at the edges as a result of that 'other' forum so unceremoniously destroying the previous four years (I think it was about four years) of work devoted to bringing Blackbushe past to an ever growing audience. I'm entirely grateful to all you guys who religiously follow my daily input to "POTD" and trust that it retains whatever it was that pulled in around 400 hits daily up to the time that the 'other' forum went out of control and in the blink of an eye destroyed the work that I - with the help of many contributors - had put so much effort into. I mention that today as I note the number of hits we are getting on a daily basis is down to around 60, or around 15% of the numbers pre the founding of this forum.

I still get the occasional contact from folk who have not been able to find our new forum and spent the past months wondering where we went to - or why we vanished. It's great to have old friends find us, but increasingly I have a festering anger that 'our' community should have been severed in such a brutal fashion. Our old Blackbushe thread was decapitated as mercilessly as the monsters of the Middle East find decapitation their favourite way of showing how they have 'control'...My anger is based not on some vanity at how many people might visit our forum and read its contents, but on the fact that increasing numbers of people were becoming focused on Blackbushe, its history, its value and its future. The loss of so many readers who had found a new interest in Blackbushe following our old thread is a tragedy, but I guess our format now of being a 'single focus' forum has a limited appeal and we should just chug along and enjoy the ride? Maybe I've just got the Monday blues, I know I have a lot more to do toward enhancing our 'coverage', but time - despite being 'retired' - is still at a premium which is why my days start at the keyboard often around 06.00 so as to continue my daily contribution before you - the faithful followers!

Today's business then, and we have the final pictures from the collection so kindly offered by "Barry". Without more ado....



Taken on Tuesday 8th September 1959
50s equivalent to a business jet of today, only much more interesting! Cream & red Aero Commander 680 HB-GAL taxis out for 08 in the late afternoon –the former N3981S it was registered to a Zurich company.



Taken on Tuesday 8th September 1959
Heron 1B G-APKU parked out on the grass by the Eagle hangar was one of four bought by Eagle Aircraft Services in 1958 from the Uruguayan airline PLUNA. This example was delivered new to them in August 1953 & registered CX-AOS. After 4 years back in the UK, it was acquired by Sierra Leone Airways & flew as 9L-LAD/9L-LAT before eventually returning again as G-APKU. It was finally scrapped at Biggin Hill around December 19



Taken on Tuesday 8th September 1959
With her light blue upper surfaces and polished metal fuselage, Continental’s G-AHPE was a very attractive Viking – she is parked here on a hard standing near the terminal with an RAF Devon behind. First flying in November ’46, it became BEA’s ‘Vandal’ then BWIA’s VP-TBB ‘Bahamas’ before returning home and going to Continental in ‘58 after a brief sojourn with Independent Air Travel. Continental lasted for just 3 years (‘57-‘60) and flew from Blackbushe during the ‘58-‘59 period, ‘HPE being eventually broken up for spares at Southend in November '61.



And that, my friends, concludes the superb collection from Barry accompanied by his own descriptions. A big round of applause for Barry if you don't mind!! Thanks Barry, you're a hero!

The final photo of Continental's Viking really brings home the feeling of old Blackbushe. With over thirty Vikings based here it's not surprising that such photos bring a lump to the throat. Maybe to those who never witnessed the true Blackbushe in all her glory it's hard to understand the deep seated affection that some of us hold dear, but to me that photo epitomises what the old airport was all about, and the joy of being a youth on a bike who was privileged to have the opportunity to enjoy all that London's second airport had to offer..

Have a happy Monday, and if you can, please spread the word about our forum!!

Thanks

PB

[PB]

"Photo of the Day"
17/03/15

Yesterday saw the completion of Barry's very welcome collection of Blackbushe photos, so looks like the time has come for another descent into the vaults. Today calls for a pretty quick plunge into the vaults for two reasons. First, another early morning medical event, something to do with that funny clockwork bit in the chest. I believe it's still ticking, if not I don't know what I'm doing here! Second reason for speed is that I had just completed today's POTD when for some reason it was in a blink deleted - and when you have worked on something since 5.45am it hurts to lose it and have to go back to 'start'...

Today's photo takes us across the A30 to Blackbushe 'south' and Britavia's base where their Hermes, G-ALDU is undergoing maintenance work..



This shot certainly conveys something of the old 'Blackbushe feeling', sadly it's a part of Blackbushe long gone and today is just woodland and adjacent to a small community development to house travellers. It's just not the same anymore, and certainly not a Hermes to be seen.. The Hermes was not one of the most popular aeroplanes in the BOAC fleet and they were soon sold off to the British independent industry. The Government of the day would not permit foreign currency that would allow airlines like Britavia to purchase American built aeroplanes, thus the Hermes was one of the only options if you planned to operate long haul as an independent. While the State feathered the nests of BEA and BOAC they did all they could to make life difficult for private competition. Blackbushe, home to many British independent airlines did not get too much support from HM Government..

Moving on, G-ALDU first arrived at Blackbushe in the spring of 1954 and operated her heart out from her Blackbushe home on long haul charter and trooping flights until 1959. She was one of the six Handley Page Hermes operated by Britavia, and became the first aircraft of its type to fly the North Atlantic. With 39 passengers aboard,G-ALDU, left Blackbushe on November 14th, 1955, and reached New York in 17 hr 15 min flying time via Shannon and Gander. The return flight via Gander took 16 hr 9 min.

Right, my time is up, hopefully I can press the right button and this will not get deleted as did the Mk. 1 attempt...

PB

[PB]

"Photo of the Day"
18/03/15

Drifting through the endless corridors that constitute the vault that is home to so many memories of days gone by, there are days when deciding which era to venture back to becomes a problem. Anyone who has followed this 'Photo of the Day' operation will know that we have plodded through all the ages of Blackbushe backwards, forwards and inside out. Probably because after four years of doing this there cannot be much left to say that hasn't been said before...maybe several times?

Onwards then, for those who still find a momentary memory flash from POTD worth a brief minute of the day..



It's one of those magnificent Farnborough Weeks. Not magnificent in aircraft numbers, but magnificent in the fact that Blackbushe under private ownership had been saved from total removal from the planet. Under the wing of AVM Bennett what the Government and local 'powers' wanted to see destroyed for all time was in fact still breathing! Farnborough Week once again produced interesting visitors, not in vast numbers or aircraft of vast size as had happened prior to the Government pulling the plug, but at least the airfield proved one thing - she was STILL an airfield!!











There are six shots retained from those rather amazing days when Blackbushe would come back to life for a week. The depression would set in on the Monday following Farnborough as the apron emptied apart from the handful of home based aeroplanes that braved the elements on the old Blackbushe tarmac. At least in those days Farnborough rolled round every twelve months, now it's once every two years and sadly Blackbushe no longer features to any degree as visitors either don't fly to Farnborough anymore or they go direct to EGLF.

During our early Farnborough Weeks aircraft were simply parked on the apron, but as the years went by and visitor numbers increased we had to find new acres to park the hosts of light and business aircraft that arrived. The cross runway 14/32 provided that space. Larger aircraft were positioned on the now less crowded apron.

Sadly, today the old marshalling bats are thick with cobwebs having been consigned to a dismal life in the shed. Seems a while now since those Farnborough's when we filled runways with visitors in the 70's and 80's. My recent walk down 14/32 was filled with so many images of the days when we would fill her on both sides some days as visitors arrived in droves..





Now, it is host to the the ghosts of the past, and in particular walking down this length of tarmac I get a sense of nearness to dear Roger Russell. Roger and I spent many Farnborough Weeks doing our voluntary aircraft handling service either for the AVM or for Doug Arnold, and it was here that we sometimes had both sides of the runway end to end filled with visiting aircraft. Last week's walk down the runway conjured a strange sense of closeness to Roger, almost as if he were there again.

I may well have left the runway with a lonesome tear making its way down my cheek...

PB

[PB]

"Photo of the Day"
19/03/15

Good morning,

Still chilly outside, plus five as I speak, but happily my frozen neck and shoulder have begun to thaw after a few days of going around much in the style of C3P0 who also demonstrated a degree of restrained movement. My better half dared to suggest that the condition has something to do with age, but obviously she's wrong....I mean, how could it possibly?

Oh, I see....

Getting back to Blackbushe. Last evening I replied to A30yoyo's query about AVM Bennett and British South American Airlines. Seeing as it is the AVM we have to thank for saving Blackbushe, and like him, or not, I thought I'd drop my response here for anyone interested in those dark days as peace descended on our fair isle...

"...Yes, I met the AVM.. I worked for him for around three or four years so got to know him quite well! I was sixteen when I met him first. The sad days after the destruction of Blackbushe lead me to cycle up to the old place and ride the length of her now silent runways. On one such occasion, the summer of '61 I should think, I was riding along 26 when a blue sports car pulled up alongside me. The driver wound down his window and in a very polite way asked if I would take care as aircraft might land. This was the AVM and I recall a brief conversation ensued about the airfield's future. A few years later I joined his very small Blackbushe team as the Airport Operations Clerk in hopes that the Airport would grow as hoped by the new owner. As we know, planning was and is a big issue with respect to aviation at Blackbushe. As the planning prospects showed little sign of improving I jumped ship and steered my life away from Blackbushe from a career point of view. However, I still seem to be under the airfield's influence one way - or another...Hopefully that will continue for a few years yet.

With regard to the BOAC, BSAA story, perhaps I can throw a little light on the scenario. As early as 1944, before the Allied invasion of Europe, thought was being given to British airlines flying to South America. Bennett with his exemplary flying career and outstanding achievements in pioneering long haul navigation was looked upon as the ideal person to head up a new airline serving South America, in fact it was the Chairman of the General Council of British Shipping who supported air activity on these potential new routes. Following his release from the RAF in 1945 Bennett with his aviation experience was given a free hand in setting up the new airline. Remember that Bennett was an ex employee of Imperial Airways and he was offended by the fact that they had been merged with an airline that operated foreign aircraft, and he had no plans to operate any other than British aircraft which, lets face it, was a commendable outlook. For better, or for worse, the Lancastrian, York and later the Tudor flew for this new airline despite there being Skymasters and Constellations on the market if the government were willing to make dollars available. There was a great supply of experienced aircrew available post war, funnily enough with many hours on multi engined types. Bennett hand picked the most experienced while many others went to BOAC. Thus British South American Airlines came to being. Post war the Labour party came into power and brought problems with them. The Ministry of Civil Aviation was created, BOAC was divided and had to live alongside BEA. Constant ministerial interference infuriated Bennett as civil servants shadowed every move the air corporations made. They agreed that BSAA should operate as a nationilised concern and Bennett would be the Chief executive.

As some of us who are still around and worked for Bennett will know, he was a fastidious person who demanded the best from his employees at all times, usually employing 'cost effective techniques' requiring a degree of 'flexibility' from one and all. He ran BSAA as a profit making operation and developed its south Atlantic network with great effect, his crews being required to pass the First Class Navigators exams. Smoking and drinking were totally 100% not permitted, even in the terminal during transits aircrew were not permitted a puff...but Bennett was nevertheless held to high esteem. Always opposed to government interference and 'socialist strangulation' Bennett was never slow at speaking his mind.

Following the mysterious loss of Tudor "Star Tiger" - as unsolved as more recent missing Malaysian 777 - the Minister for Civil Aviation stated that the type should be grounded, and the order was carried out. Bennett was incensed and gave an interview with the "Daily Express" without consultation with his Board. As the Chief exec of BSAA he claimed it was his decision as to whether an aircraft should be grounded, not that of a government minister who knew little about aviation. His interview with the paper went, "There are two outstanding forces at work in civil aviation today..those who are openly anti British, and those who entered it either for selfish reasons or for other reasons - but are totally ignorant of aviation...interference with management has now reached such a degree that it has been increasingly difficult for an airline executive to be held responsible for the results he achieves." Bennett was asked to retract his statement or resign...he did neither. Bennett departed the airline along with hopes for the future that included the Comet.

One can but applaud his opposition to ministerial meddling, as Flight magazine at the time said, "Bennett would have been the right man in the right job had the corporation not been a socialised concern". He drove himself and others very hard, and was far from being universally popular, but it may well be true to say that a wider spread of his ideals would do our nation no harm.

Hopefully that gives a fractional look at a complex subject? I don't think 'empire building' was in Bennett's mind, he was not that kind of person. A devout supporter of the British aircraft industry and an enemy of socialist dictates he was certainly a force to be reckoned with. His BSAA objective was an efficient British airline with British aircraft that flew unhindered by the grey men of government. Blackbushe played its part in Bennett's airline careers with BSAA crew training using Yorks and when Fairflight was set up using Tudors.

No doubt the purchase of Blackbushe Airport by the AVM following its destruction by ministerial decision was spurred by an opportunity to right the government's decision to destroy Blackbushe following their investment in the little aerodrome known as Gatwick.




Going back to those days photographically, I don't seem to have too many BSAA aircraft at Blackbushe in the vaults, but here's one. BSAA York G-AGJA "Star Fortune" at Blackbushe in August, 1949, during a crew training exercise.





Like all her friends, GJA was eventually broken up and probably became a thousand sardine tins, or who knows, maybe even experienced a metamorphosis and became another aeroplane if she was melted down? Ghastly, such cruelty, surely this beauty would be the perfect gate guard for Blackbushe today? Reflecting both military and civil operations from the days when aviation moved from the military to civvy street?

G-AGJA carried history beneath her wings. First delivered to BOAC Avro 685 York, c/n 1207, military serial MW103, was never actually handed to the RAF. She was delivered directly to BOAC in February 1944, inaugurating the first UK to Egypt, Cairo, route via Morocco in April, 1944. She was painted in RAF wartime camouflage colours at the time. In May, 1949 "JA" was sold to British South American Airways, and in September, 1949 reintegrated into BOAC's fleet as BSAA were absorbed into the prime long-haul state airline. In May, 1951 she was purchased by Lancashire Aircraft Corporation Ltd., and operated trooping flights. G-AGJA carried serials WW541 and WW508 during this period. She transferred to Skyways in February, 1955, and was finally withdrawn from use in January 1959. Stored at Stansted, Essex, the end came in August of that year when this wonderful old aeroplane was finally broken up. And another slice of our history in the skies was lost for all time.

At least we still have a photograph.

PB

[PB]

Photo of the Day"
20/03/15

Apologies to those who confess to reading my "POTD" piece over their Cornflakes, service delayed due staff being under the weather. The show must go on, time for a quick glimpse at the past while waiting for 'emergency' consultation this afternoon.. I could describe what's happening to my foot, but it might put you off your lunch!!

Looking back briefly today, total lack of sleep last night hasn't freed up my vocabulary, so it is going to be brief!

Sadly many of my photos are impossible to date due to records being deleted or no records being kept at the time. I'm pretty sure that today's subject goes back to the AVM's era when the aeroplane in question was a regular Blackbushe overflight as she rumbled between While Waltham and Farnborough. Based at White Waltham, Fairey Air Survey's Dakota G-ALWC often frustrated those on the ground at Blackbushe, it would have been so nice if she could drop into Blackbushe just once more. From 1953 through to the end of the Ministry of Transport & Civil Aviation's tenancy of Blackbushe, Whiskey Charlie would use Blackbushe for Customs clearance, but now that Blackbushe had little to offer she flew over our circuit with not so much as a wing waggle.







The above occasion was thanks to a particularly moist period rendering White Waltham too squelchy for grown-up aeroplanes. Back to Blackbushe just the once, I seem to recall she spent a few days back on Blackbushe tarmac.

The photo with the other twins in the background was taken as for this brief moment my camera could capture something akin to the now deceased Blackbushe. I well remember wandering between these wonderful machines and wishing for days gone by...but in those days gone by such types - and many others - would have been fully spread across the scene. On the Common that was beginning to become overgrown, the other side of the A30..everywhere! Poor old Blackbushe, it's still hard to believe the speed and vindictive viscious way the airfield was destroyed so as such aircraft could never return. Happily, the old airfield lives on, but it could have been so different. The home based airlines were planning a consortium to take her over..

PB

[PB]

"Photo of the Day"
21/03/15

Normal service resumed today, if "normal" has any bearing on this daily duty for the faithful.. I suppose other airfields might have a similar service provided by a similarly affected soul who spends his nights patrolling the vaults in search of aeronautical tit bits to be devoured by a pack of ermm, awfully nice chaps the next morning? If you know of a similar operation I'd be happy to know that I'm not alone in my nocturnal wanderings!!

Just a thought. Alone or not, here are the morsels recovered from the vaults overnight.

Yesterday, despite the discomfort of a toe that is trying to either poison me or fall off, we ventured back to the happy days when a DC-3 spent a day or two at Blackbushe because its base was water logged while a Dove sneaked in on the action too. Staying around that era, dates escape me, but a couple more similar twins have been found in the dreaded vaults.. I have to admit I was never a reggie logger hence my lack of dates/time references. Actually, I tell a lie..My Dad bought me a BP log book when I was about eight, and I happily recorded Blackbushe and Farnborough traffic as it transitted our home in Crowthorne. In those days Crowthorne was well located which is about the only thing Crowthorne had going for it. Personal view point, of course.. The Blackbushe circuit's downwind leg was overhead our house a lot of the time regardless of whether 26 or 08 were the duty runways. This involved a regular supply of heavies, Hermes, Yorks etc etc dangling their Dunlops overhead with wonderful sound effects from their piston power units, while Farnborough inbounds tracked on a direct heading for EGLF just slightly to the west of our garden. Ansons on the shuttle runs were just a part of life. Evidence of the long standing mutual co-operation that has existed between ATC Farnborough and Blackbushe. I must assume that today a similar understanding prevails?

So..


The gorgeous Riley Dove. She looked amazing with her red, orange, white colour scheme emphasised by the snow. The vaults have a colour shot somewhere which when found I'll stick in a future POTD.



Lord Trefgarne's Anson under the name of Treffield Aviation. A regular face at Blackbushe, Lord Trefgarne's time at Blackbushe became less as his parliamentary career took off. Lord Trefgarne is still a member of the House of Lords as one of the ninety hereditary peers elected by their colleagues to remain after the passing of the House of Lords Act of 1999, and it would be good to see him again should he venture our way at some point....



Aer Turas DC-3 on the ground during one of the types rare such visits.



Finally a couple from the DH stable..



RAF Devon, WB534. One time Finningly based with 27 Sqn, moved to live in Rutland as OY-BHZ. The photo illustrates that the services still found Blackbushe a useful airfield as the RAF, RN and the Army all showed up from time to time.



Finally two aircraft of distinction. First in the foreground is poor old "RBH", AVM Bennett's Dove. As her useful days were over the AVM parked her on the airfield and there she stayed until she pretty much rotted. In the background we have home based Proctor G-AGTC. TC was the property of Symon Biddulph, and it's highly probable that his son Mike is onboard! Mike, of course, many years later was the star whose company manufactured our "Airlines of Blackbushe Airport" sign that proudly stands for all to see adjacent to the main Terminal Building. Today. Mike's own Proctor is nearing completion after a major reconstruction. It's destined to be at Blackbushe in 2017 for the Airport's 75th Anniversary.

That's it for now, better drag myself back to the present day.

PB

[PB]

"Photo of the Day"
22/03/15

Early start today, still can't sleep due worsening condition of the big pinkie on my right foot. Happily Blackbushe tends to take my mind off many of the daily worries that come to call...

Yesterday we looked back at examples of Dakotas that have frequented Blackbushe since that happy day when the Government decided to bulldoze Blackbushe having modified the grass airfield in West Sussex.

Airliners, any aircraft, would never fly from Blackbushe again, the word being that Blackbushe would become an open space, and public recreation area...Well, we've all seen the hash made of the 'public open space' bit, and they who closed Blackbushe did not reckon on a certain Air Vice Marshal who had a distinct dislike of Labour governments, and meddling men from the ministry.

The Dakota, a shape that graced Blackbushe for so many years, did come back, she's been back on numerous occasions..



The US Air Force sent one to join us for the Three Counties Aero Club show in 1965. The dashing man in white being destined for the high seat of Airport Manager in years to come..Morning Stuart!





During one distant Easter weekend around the mid sixties the USAF came back to pick up a load of parachute people. Fancy wanting to jump out when you're having the pleasure of being airborne in a Dak!!??





A totally moving experience was our first Dakota's return to Blackbushe, the site the ministry had written off anticipating that no aircraft would ever return to Hartford Bridge.



Football charters..



They came to make movies..



They came for other reasons...Farnborough Week maybe? Cannot recall this one's intentions....



..another movie star!



Tyne Tees Air Charter before her movie clothes..



Free French Air Force 'Lorraine Squadron' crew came back in a Dak for a sentimental look at their old wartime base, RAF Hartford Bridge as it was then.



My most beloved Dakota. G-BVOL who was my baby for a year on the air show circuit...we kept her at both Farnborough and Blackbushe. I still regret filming the Blenheim and Duke of Brabant B-25 on VHS movie as we left Northern Ireland on our last sortie in tight formation with the two aeroplanes mentioned. Great movie footage, but nothing to show you...I suppose you can get stills from VHS footage??



Of course, Doug Arnold brought lots of Daks back from Spain..



who found themselves in the movie business too







Air Atlantique in Handley Page colours..

...and a final look at the USAF in 1965 at the Three Counties show



Therein ends your Dakota feast. Hope you enjoyed it? And they said in 1960 that Blackbushe would never see another aeroplane on its tarmac..

WRONG!!!

PB

[PB]

"Photo of the Day"
23/03/15

Monday greetings from "Photo of the Day" HQ. I hope you like the new banner heading and you are seeing the whole picture. I notice that on the PC it's OK, on my laptop the photo takes 80% of the header space and on the tablet the Viscount has lost its nose. Any comments as to this would be welcome..

Moving on. Yesterday we looked at one of the larger aircraft types that has frequented Blackbushe since our nation's leaders declared no flying machine fly over - or even land - on the location previously known as Blackbushe Airport.

I've made a management decision to continue in that vein and look at larger aircraft movements that have followed the Airport's closure...

Happily I was able to add to some of these first hand. The Blackbushe Air Festival was my chance to bring back some types that would supposedly never be seen here again, and although the idea was to raise money for Doug Arnold's planning permission 'fighting fund' I must admit a selfish motivation in bringing back some of Blackbushe's types from her former life.

Today it's the Varsity's turn for the spotlight..



Two of them, in fact, had to dig in my pocket but worth every penny!!









The very last chance to see a Varsity at Blackbushe, unless something very unexpected should happen. Sadly, one of these was involved in a serious accident some while later.

Having rounded up these two beauties for the Air Festival, it occurred to me that as they were both positioning from their northern bases it might be fun if they could get together and arrive in formation. To my utmost joy they did, and once again the sound of two Bristol Hercules arrived overhead - well, actually it was four such engines, and did they sound good?? Each day they put on a sparkling two ship display bringing back that familiar shape and sound. How good would it have been to also have their stable mate, the Viking, back where they belong. Over 30 Vikings were based at Blackbushe long ago..

Talking of long ago..












Tomorrow I'll visit the Viscount and any of her post closure sightings at the still operational Blackbushe Airport.

Cheers
PB

[PB]

"Photo of the Day"
24/03/15

Having spent a day with the Dakotas and yesterday looking at visions of the Varsities that have appeared at Blackbushe since it was closed by governmental expertise, today we move up a notch and visit the Viscount. A type that perhaps nobody thought would arrive back on Blackbushe tarmac?

Our current Banner 'header' photo goes back to 1957,'58 or '59..G-AOHG was seen at Blackbushe either on training sorties or diversions from fog stricken Heathrow throughout those years. However, moving to the post closure time we find....

...those who worked for Eagle at Blackbushe had better look away....



The EAGLE name flew back home, but on this occasion it was the end of the road as G-ATDR arrived to be broken up.









So many heroic aircraft of the past have ended up in this fashion. No doubt they have a significant scrap value, but if just one airliner of old surviving as a Blackbushe 'gate guard' would have been very satisfying. This Viscount was built at Hurn and first flew in July, 1958. Operated by Misrair, Egyptian Airlines and United Arab Airlines she eventually joined Eagle. Withdrawn from use at Liverpool in 1968 with over 21,000 hours and 12,500 landings behind her, "Delta Romeo" was ferried to Blackbushe in November, 1969 and finally scrapped in May 1970.





As she was on arrival at Blackbushe..little knowing what her fate was to be.

Our other Viscount, I think we've only had the two, was from Manston based Invicta Airlines for the making of yet another motion picture at Blackbushe.







Logos painted out and working for a new airline.."Victa" G-AOCB had a distinguished career in the real world. She would have been Blackbushe based being built for home based Airwork. She was registered to Airwork, but the order was not taken up due to the state run BOAC objecting to the proposed competition on overseas networks with such an aircraft. Another example of state concerns crushing the gallant independent airlines as far as possible. "Charlie Bravo" first flew in May, 1956, from Weybridge and retired with 24,500 hours to her credit and more than 18,000 landings. She served with Cubana da Aviacion, Eagle (Bermuda), Cunard Eagle, British Eagle, Invicta and last with British Midland. Finally scrapped in September, 1970, at East Midlands Airport.

Prior to 1960, the Viscount was very much a part of Blackbushe. Being built at nearby Weybridge many airlines trained and converted their crews to the Viscount at Blackbushe.

Some Viscount memories from Blackbushe before the dreaded closure in 1960..
















...and there were so many more! Until the government dropped their axe on Blackbushe after which nobody expected to ever see the Viscount return. It did, limited numbers perhaps, but that wonderful sound of four RR Darts once again sang across the now lonesome acres of what had been London's second airport. Moments worthy of marking in our Photos of the Day...

PB

[PB]

"Photo of the Day"
25/03/15

Greetings once again from the vaults wherein lies many a memory from days gone by at Blackbushe. Over the past day or so we've treated ourselves to recalling the larger types of aircraft that have flown at Blackbushe since the government's efforts to grind the old place into the ground following their multi multi millions of pounds invested in the green grass of Gatwick. So, Blackbushe would never see another flying machine?? The local authority/powers did their very best to finish her off too. Over fifty years ago they ploughed in vast sums of money to plough up the east end of this splendid airfield so as they could have the land for 'other uses', but they didn't succeed. They wrecked the land to great effect, but Blackbushe was not for turning - flying would continue. There has never been any question about the physical and geographic suitability of Blackbushe Airport's position for the operation of aviation, either from the point of view of access or its topographical perfection for aeronautical happenings. Today its location would be hard to better in the south of England for minimal environmental impact, but despite plans to develop this prime location back in the fifties, the population of Crawley were presented with a new airport where today it still wants more runway availability. The Blackbushe plans provided two very long runways and a superb location. We know where it ended, ancient rights won the day and a foggy West Sussex grass aerodrome became London's second airport as it took the title from Blackbushe.

Today Blackbushe still flies aeroplanes, is still limited by the application of ancient rights where phantom animals may graze while the local village people may gather kindling upon the many acres of airport. But - despite all the efforts by those who needed Blackbushe closed for 'whatever reason', their ambitions have been foiled for over half a century.

Yesterday's "POTD" focused on the Viscounts that found their way to the Blackbushe that refused to die. I have to thank our astute member 'A30yoyo' for pointing out my gross error. I retrofitted the Viscount with Tyne engines when - as we all know - they were Rolls Royce Darts. Mistakes are embarrassing but I do appreciate being taken to task when they happen.

Aircraft fitted with Darts tended to be on the larger side, and it wasn't just the Viscount that flew from Blackbushe following the failure of government and local powers to close her.

The Royal Air Force made a number of visits with their might Argosy transports. Known affectionately as the "whistling wheelbarrow" back around 1968 - give or take a year - we were living in times of unrest in this country. Plans were drawn up as to how riots/disturbances could be neutralised in the shortest possible time. The resultant exercises involved RAF transport aircraft being mobilised to gather up troops as necessary and take them towards the action. Blackbushe again showed her suitability and to one's amazement no less than three RAF Argosies arrived as part of the mock exercises to quell trouble makers.









The Argosy showed that it required nothing like the runway length still available, and did it look big after the previous years where light aircraft were the size norm.

Also in the sixties, Blackbushe was the venue for the Daily Telegraph National Sky Diving Championship and a major air display. Amid the static park was evidence that another Argosy was in our midst. All the way from RAF Thorney Island.





Evidence that the Argosy was popular amid the event's attractions!



While her crew adopted the traditional air display pose by taking the sun 'on top' while getting the best views in the house.

Some years later, in 1977, I was looking at a suitable organisation to run the fixed wing pleasure flying during the 'Blackbushe Air Festival' weekend. An aircraft that could operate with fare paying passengers from our apprx 4,000 feet of tarmac, that was big enough to get as many airborne as possible, and that represented a type that could have been seen at Blackbushe while still a commercial airport. The HP Herald seemed a good choice, and following discussions with British Air Ferries we had the pleasure of one of their Heralds for the weekend. Not only had we established the wonderful sound of Dart turboprops across the airport - and the oh so nostalgic kerosene odour in the air - we also had an airliner back at Blackbushe carrying the fare paying public. THAT gave me a huge 'feel good' sensation!!



This to me was my chance of putting one in the eye of those who proclaimed - at our expense - that Blackbushe was closing for all time. As it happens this very aircraft flew from Blackbushe in 1959 and 1960. The 1959 visit was in November and the aircraft was still registered to Handley Page, Reading, Ltd..She, and other Heralds being built at the HP factory at Woodley Aerodrome. In 1960, 'PWA' returned in February and March. This time she was wearing BEA colours. Seventeen years later I had the perfect opportunity to bring her back, back to an airfield where she looked totally at home.

The Daily Mail had an article on 1st June, 1960 carrying the caption, "Bye Bye Blackbushe" after which they reported that two Vikings departing on 31st May, 1960, were the last ever flights from Blackbushe. Sorry Daily Mail, you were wrong this time, but you weren't to know the tenacity of a retired RAF officer who had other ideas....

PB