Post by PB on Mar 25, 2015 22:27:10 GMT
Blackbushe Airport - This is Your Story
Located in a rural north-east Hampshire position, on first glance the observer might see an aerodrome for flying clubs, private flying, and small business jets. This may well be the impression passers-by receive as they travel the main London - Southampton trunk road that skirts the Airport. A casual 21st Century look at Blackbushe Airport would not reveal the history and heroism that belong to Blackbushe, an airfield that has long proven to be the perfect location for flying.
You will find in the Forum's section headed "Blackbushe Past" a detailed history of the airfield's early wartime days when it was originally known as Royal Air Force Hartford Bridge. It's located under the "Blackbushe Past" heading. Compiled by former Manager of Blackbushe Airport, Mr Stuart Marshall, it makes compelling reading.
This, however, is the story of Blackbushe in fairly general terms, as I hope to allow you the chance of building an overall picture of what Blackbushe was, is, and might be...
History lessons live or die depending on how interesting they are made by those who deliver them, hopefully this short history of Blackbushe's life span will not be too bogged down with numbers, and will see you reach the end while still awake..
Where do we start? I've already mentioned that the A30 London to Southampton trunk road skirts Blackbushe, so it seems a good enough place to begin our journey!
Rather extraordinarily, the A30 originally ran through the new airfield, or rather the airfield was built either side of it. A road that would provide excellent surface connection for the post war times when Blackbushe became a commercial airport. The road did not always suit the operational needs of wartime Blackbushe, or RAF Hartford Bridge as it was originally named. Secrecy demanded that the road was closed during crucial stages of the War, around D-Day for example. Also the north-south runway stretched across the A30 causing significant delays to road traffic if the wind required the use of 01/19.
Today, thousands of motorists daily drive this two mile stretch of the London to Southampton trunk road as it spans the entire length of the Airport. In 2015 the passing motorist will see a lot of trees, scrubby overgrown Common Land, as well as the surviving operational part of Blackbushe.. Had these motorists made the same journey during the war, or up until 1960 their view could not have been more different.
Roadside view, 1950's style..
The A30 ran through Blackbushe, photo taken after the Airport re-opened cc1970
The A30 as it passed the Airwork complex located at the eastern end of the airfield. The road still spans the Airport's width, a perfectly straight runway like length of two miles!
The Airport's life can divided into three distinct ages, her origins in wartime, a major civil commercial airport, and the age we are in today that commenced when Blackbushe went into private hands in 1960.
The first age of Blackbushe, 1942 1946. The necessity of war.
Shortly after the outbreak of World War Two the sprawling north-east Hampshire plateau known as Hartford Bridge Flats was viewed as a site offering all the attributes an airfield would require. The war dictated the need for additional airfields for transport, taking our offensive reactions to the enemy, and accommodation for our own growing and allied air forces.
This is a prudent juncture to emphasise the reasons why from 1942 until this day, Blackbushe has proven an ideal site for flying. An airfield that suits safer flight is always a good airfield. Blackbushe fits the "ideal site" description perfectly.
An airfield needs some basic attributes. Good weather, with the least intervention of fog, it needs to be easily seen from the air, passengers and supplies need good surface access - it helps if the airfield is easily found on the surface too, and it needs to be as flat as possible while offering long unobstructed approaches. In 1942 Hartford Bridge provided long unobstructed approaches to her runways. Those approaches are still unobstructed as arrivals and departures fly over large tracts of either Common or Forestry Commission land.
I give you Blackbushe - or RAF Hartford Bridge as it was!
We've already mentioned the fact that the airfield was given birth atop the plateau known as Hartford Bridge Flats. Not only did "the Flats" provide a table top level surface, but being a natural plateau they also serviced two other prime requirements. The new airfield enjoyed an elevated position, some 330 feet above sea level, placing it a useful height above neighbouring land. Being a useful height above the surrounding terrain proved a great asset toward also staying above low lying fog, it also made life easier for aircrews finding their home - either after sorties over enemy territory, commercial flights with their passengers and cargo aboard or today's light aeroplanes that frequent this historic airfield.
Bostons ready for action at RAF Hartford Bridge as Blackbushe was originally known
Wartime fuel supplies for the Hartford Bridge squadrons.
Safely home....
A better location for a new airbase conveniently close to London would have been very hard to find given the benefits of access, good weather, and its suitability to environmental considerations - come war or peace.
Thus it was in 1941 that the concept of an airbase on Hartford Bridge Flats started to become reality. Built according to standard air force design, the new airfield boasted three all-weather runways each of a length suitable for the largest aircraft of the time. Robert McAlpine were contracted to build the airfield, and excelled at their job. So much so that they received the following Telegram offering congratulations on the speed they were laying concrete.
A job well done...
So it was that a piece of north-east Hampshire, once famous for the highway men who awaited passing stage coaches in the 18th Century, went to war. The official opening was conducted in November, 1942.
At this point I would urge you to read the Forum section headed, "RAF Hartford Bridge - Blackbushe goes to War 1942 -1946" written by Stuart Marshall.
As Stuart's account recalls, RAF Hartford Bridge was initially used by RAE Farnborough for glider trials. The RAE's airspace was at a premium due to the war effort, the new airfield presenting the perfect opportunity for advancing trials with the new troop carrying gliders that were to play such an important role in the Allied liberation of Europe.
In March, 1943, it was announced that the A30 running through the airfield would be closed to traffic from dusk to dawn. Luckily the there were convenient alternate roads, but the diversion would add time to the normally easy run down the two mile length of the airfield. Not a popular move with local motorists, but the barriers manned by armed guards left drivers little uncertainty as to which would be the better route!
Were the flying enthusiasts able to get near enough, they would have been in for something of a treat as to the variety of aircraft that operated from RAF Hartford Bridge. Spitfires and Venturas on photo-reconnaissance work, heavy bombers returning from missions appreciated the fog free benefits of Hartford Bridge when their bases were clamped in as Lancasters, Halifaxes and other heavies became a routine sight, while squadrons of Boston light bombers moved in and made Hartford Bridge their home. Tragedy and triumph awaited the Bostons as was the nature of aerial warfare.
Stuart's work covers this subject in great depth, I am just brushing the wartime events. Big changes came about in October following reorganisation within the RAF. No. 2 Tactical Air Force had been formed and they were head quartered at Hartford Bridge.
In December, 1944, RAF Hartford Bridge underwent a name change. Because of apparent confusion with Hartford Bridge in Northumberland the airfield became known as Blackbushe, most likely due to the nearby Blackbushe Farm.
The second age of Blackbushe, 1946 - 1960, the home and birthplace of numerous independent airlines, the period during which Blackbushe became London's Second Airport
Following the onset of peace and a shattered world having to find its feet again, life at RAF bases changed significantly. The approach of peace saw BOAC, our state airline, make requests to use Blackbushe for projected future operations. Hard runways were essential , but due to the high levels of air traffic using Blackbushe they opted to use the Bournemouth Hurn airport instead.
Civil aviation was rightly expected to grow once the war was past, and in line with this expectation various plans were made to increase Blackbushe's scope. The serving main runway would be stretched from 6,000 to 9,000 feet, and another runway would be constructed along the two miles that the A30 London-Southampton trunk road directly through the airfield. The A30 would have yielded a runway nearly 13,000ft long - even Heathrow of today cannot claim such a runway! The A30 still runs the same two miles through the Blackbushe site! As we know, such improvements were not undertaken and Blackbushe carried on with her 6,000ft runway. Long enough for the majority of heavy aircraft in the almost forgotten piston powered days.
Royal Air Force Blackbushe changed her role during March, 1945. It was decided that Blackbushe was in an excellent geographic location for a transport airfield. The combat aircraft finally left with the Mosquito squadrons moving to Europe, RAF Transport Command arrived soon after. Vickers Warwicks, converted to passenger from wartime bombing duties launched three times daily services to Naples plus one to Athens. Mosquitoes returned with peaceful intentions. They flew high speed air mail services to destinations in Austria, Czechoslovakia, Denmark, Greece, and Italy. The beginning Blackbushe's career in the air transport industry. In June of 1945 new passenger terminals were built, and the aged and unreliable Warwicks were replaced by Dakotas. Probably somewhat more comfortable than old converted bombers?
A wartime Stirling bomber now wears civilian clothes, typical of the early post war era.
Blackbushe had an early post war opportunity to demonstrate her exemplary good weather benefits. The need was growing to gain experience and confidence in the viability of scheduled or regular air services. The All Weather Air Service was formed to operate regular services for a trial period. Two airfields were selected for the purpose, Prestwick and Blackbushe. Both airfields boasted good weather records, and inOctober, 1945, a daily Dakota service was inaugurated operated by 24 Squadron, RAF. The point here is that during the trial period which ended in the spring of 1946 the service was flown with only flight cancellations. Blackbushe was equipped with the FIDO fog dispersal system and this was employed no more than five times to aid landings. Stuart Marshall will be writing about FIDO in more detail. By mid 1946 Transport Command's Blackbushe operation was brought to a close, a move that severely diminished the number of aircraft movements. VIP flights and some general air traffic continued. Interestingly, two JU-52 transport aircraft arrived that had been captured from the Germans. They cleared Customs at Blackbushe before heading to RAE Farnborough.
The first air show at Blackbushe , a "Battle of Britain" display was held in September, 1946 as a wide variety of aircraft types participated. Fighters, bombers, gliders, and perhaps the airfield's first jet powered movement by a Gloster Metor. A true open-day for visitors as they could inspect all the airfield's departments including the operations rooms and radar rooms. Pleasure flights were also available with a Miles Aerovan and an Avro Anson. Sound like the forerunner of many a modern air display.
The end of war confirmed that the London area was very short of airfields, while Heathrow was going to become available once the job of building it was complete. A post war surfeit of aircraft such as the Dakota, Anson, Consul and Rapide provided the means for the formation of an independent air transport industry. Independent airlines were not given an easy time by the British government. They were highly protective of their state funded corporations, BOAC and BEA, the new independents were limited to charter flying, they were prohibited from scheduled flying or any idea of it. However, with the lack of airfields providing hard runways the then Ministry of Civil Aviation decided to throw open some RAF airfields for commercial use. In December, 1946, the Ministry announced that they would be taking Blackbushe over. Diversions from Heathrow would primarily go to Blackbushe and Customs services would possibly be provided. Largely neglected by Transport Command, conditions at Blackbushe were not ideal from the facilities point of view. At least there were hangars, runways and office space available and plenty of applications for space were made by the embryo independent airlines.
British Aviation Services, better known as Britavia were the first resident company. They ferried stored ex military Dakotas to Canada for Canadair to bring them to civilian standards, after which Britavia flew them back to the UK.
Silver City was the next Blackbushe airline to be formed. They acquired surplus Dakotas and new Lancastrians. This brought long haul international flying to Blackbushe. The first Lancastrian service was from Blackbushe to Johannesburg and onward to Australia. A 52 day round trip....Other carriers from the early days were Air Contractors, Westminster Airways and Airwork. This now saw all the Blackbushe hangars occupied but this time for peaceful purposes. Airwork remained at Blackbushe until its closure in 1960 and operated charter services, trooping flights plus became engaged in the modification of RAF aircraft such as the Hastings transport and the Javelin jet fighter.
A Silver City Lancastrian , Blackbushe 1949.
The RAF domestic site remained on the northeast of the airfield, and the now vacant accommodation became popular with squatters. Yateley Parish Council took the site over and charged a weekly rent of around 6.5P as many of the huts became temporary council dwellings.
The location of numerous race courses within reach of Blackbushe brought about the first cross-channel shipping of horses. Ascot, Kempton, Newbury and Sandown race courses realised hat Blackbushe was the perfect location for horse movements by air.
By 1948 Blackbushe was becoming better established. Operating 24 hours a day, the airfield now had full Customs. The Government grip on scheduled services was loosened slightly as independents were permitted to fly associate routes for BEA. Silver City operated a scheduled service to Jersey. Airwork began transporting service personnel under contract to the War Office to the Middle east They flew Viking aircraft on several flights a week to Cairo and Khartoum.
One of Airwork's Vikings. In total 31 Vikings were based at Blackbushe during her commercial airport days.
The charter carriers became employed on the Berlin Air Lift in 1948. Lancastrians and converted Halifax bombers carried liquid fuels to Berlin. Airwork applied their new Bristol Freighter with extra large cargoes that the other aircraft could not manage.
The Bristol Freighter, work horse of the fifties.
In 1949 the Blackbushe terminal consisted of two single storey buildings linked by a corridor, operating hours were 0700 to 2300 unless otherwise requested, fuel was available as were various navigation and approach aids.
The next decade witnessed the arrival of a company owned by AVM "Pathfinder" Bennett of wartime Bomber Command fame. The AVM was to play a major role in the life of Blackbushe in 1960, but for now his business was Fairflight, and its success in the brave new world of independent commercial airlines.
An Avro Tudor 2 of AVM Bennett's Fairflight.
The 1950s were a wonderful decade for Blackbushe. Local radar control was set up, and GCA approaches were possible by the mid fifties. Flights at a far lower fare than the scheduled operators offered were provided to Johannesburg from Blackbushe . The improved facilities attracted the state airlines, BEA and BOAC, to use Blackbushe for crew training and as a very suitable alternative to Heathrow when it was smog/fog bound. All types of aircraft operated by the state carrier crew trained at Blackbushe, including the new jet powered Comet. Night 'circuits' were not too popular with Yateley residents and such flying throughout the night was curtailed to acceptable hours. Maybe the world's first complaints about four engines jets?
The "Whispering giant" as she was fondly known, a BOAC Britannia is caught on a crew training exercise. The state airlines regularly used Blackbushe for this purpose, before simulators came along...
It didn't always go strictly to plan!
BOAC enter the jet age, the beautiful De Havilland Comet during crew training at Blackbushe.
HM the Queen prepares to depart Blackbushe in the company of Prince Phillip. Blackbushe Airport was host to Kings, Queens, Prime Ministers, Presidents, Heads of State, movie stars and assorted VIPs..
Blackbushe has long been popular with the movie industry with classics like James Stewart in "No Highway", and Frankie Howerd and Margaret Rutherford in the hilarious film, "The Runaway Bus". Just two of the movies shot on site before 1960.
Possibly the airline most synonymous with Blackbushe, Eagle Airways, arrived at Blackbushe in 1952. A direct link to Eagle's website and archive can be found at the top of the Forum, just under the Forum's title banner, the association with Eagle remains strong. The airline was founded by Harold Bamberg and it was our privilege for him to unveil the "Airlines of Blackbushe Airport" sign that stands proudly adjacent to the Terminal Building.
Eagle's hangar on he south side of the A30 tucked in the Airport's south-western corner
An Eagle Viscount, the turbo prop era had arrived. This one comprised part of Eagle's Bermuda operation.
One of the many Vikings operated by Eagle.
Another busy day at Blackbushe Airport as passengers arrive aboard Eagle's Vikings. This part of the Airport was dug up by local authorities, and to this day remains an unsightly picture...
Eagle were founded in 1948, moving to Blackbushe having acquired Aviation Servicing who were based on the south western corner of the Airport. Aviation Servicing were in possession of one of the Airport's valuable hangars. Eagle's Founder and Chairman, Harold Bamberg's great ambition was to challenge the state airlines on their own routes. An ideal greatly helped by the Conservative government who wished to improve the opportunities of our growing network of independent airlines.
The eventual death of Blackbushe as a major commercial airport originated from a government study into the future 'second' London Airport. Blackbushe in fact became London's second airport in respect of the airlines and traffic volumes that it handled, however, in 1953 the white paper published considered a number of prospective locations for a new major airport. The sites short listed were Blackbushe, Gatwick, Stansted and Dunsfold. Factors opposing Blackbushe were possible air traffic conflicts with Farnborough and the proposed build up of high speed military flying, and a potential conflict with Heathrow depending on the wind direction and which runways were in use. The Government selected Gatwick for the new airport due its remote location in relation to established air traffic. Today's technology permits closer and more precise air traffic flows, possibilities undreamed of in the 1950's, however, the small grass airfield called Gatwick was selected to become London's new airport. This cost £8 million, with work completed by 1958. Meanwhile, Blackbushe continued as a perfect base for the numerous independent airlines based there, plus diversions from Heathrow continued according to how bad the fog was there.
A thriving airport, Blackbushe was home to numerous airlines in addition to various ancillary enterprises. Engineering, spares, avionic and radio maintenance, it was indeed a community the members of which referred to Blackbushe as, "the happy airport".
1953 saw the installation of a new Decca approach radar, thus the Airport's ability to receive landings in poor weather was much improved. 1953 also saw aircraft movements increase in numbers amounting to almost 27,000. Nearly 500 people were now employed at Blackbushe.
1954 witnessed P&O taking a controlling interest in Blackbushe based Britavia. Five Handley Page Hermes aircraft were purchased from BOAC, acquiring at the same time a trooping contract.
The Handley Page Hermes, a staple part of Britavia's long-haul fleet, and well known to our troops as they were positioned far and wide on Britavia 'Trooping flights'.
The feeling toward independent airlines was manifest by BOAC unions who objected to their aircraft being sold to an independent. Legal intervention put an end to that and Britavia, having been being delayed for several weeks due to the BOAC unions action. The Hermes thus flew from Blackbushe to Egypt, Aden and Malta in addition to ad-hoc business, the Airport was truly becoming a source of long-haul flights. Britavia performed the first transatlantic flight by an independent airline when they flew a ship's crew from Blackbushe to New York
A big development in Blackbushe's importance came about. The United States Air Force were looking to expand their operations in the United Kingdom during the fifties. Blackbushe was included in their plans as one of the required 17 bases for their B-47 nuclear bombers. Although Blackbushe only had a 6,000ft runway - 10,000ft were required for the B-47 operation - its position was deemed as being strategically beneficial and a massive expansion plan was put forward. In May, 1952, the Royal Air Force announced that Blackbushe was to be rebuilt. A 10,000ft runway would be constructed for no less than three squadrons of B-47s accompanied by a further two squadrons of KC-97 tankers. The Air Ministry agreed to provide £3.8 million for new hangars, a new terminal and taxiway infrastructure, the USAF would contribute £1.2 million. The plans were clouded by the fact that the USAF wanted sole occupation of the new Blackbushe, not to share it with the RAF, Additionally, our Ministry of Civil Aviation hoped that the expanded Blackbushe with 10,000 and 7,000 ft runways would become a long haul alternative to Heathrow.
With the surfeit of airfields across the country following WW2, it was decided not to continue with the Blackbushe plans. Interesting to conjecture commercial air services today had these plans gone through. Gatwick would not have been built and Heathrow would be less crowded..
Despite the withdrawal of the USAF, the United States Navy were interested in the prospect of operating from Blackbushe, her runways were long enough. Thus in 1952 half a million dollars were put toward on enhancing the facilities that would be used by the US Navy. A vast new hangar, new taxiways and a new apron, plus living quarters just off the main Airport appeared after several years work which were hampered by budgetary restrictions from the other side of the Atlantic. It was 1956 by the time the total move to Blackbushe took place. The new base was close to London, conveniently close to Portsmouth where their ships docked. There was plenty of room, and with hard runways none of the problems experienced at their previous Hendon base would be experienced. They might have been the Navy, but water logging was still a headache..
A visiting US Navy Super Constellation adjacent to the Navy's extremely large Blackbushe hangar.
The US Navy's FASRON 200, the Fleet Service Squadron handled all US Navy communications flights, and was in fact the only United States Navy squadron in the United Kingdom. They operated a variety of aircraft types causing a unique blend of civil commercial and military operations from the same airfield. Apart from flying weekly services to US Navy bases around Europe, FASRON 200 handled aircraft servicing which pulled in regular interesting US military aircraft. Among the first to visit was a flight of five North American Savages, carrier borne nuclear bombers.
Lockheed Neptunes and Super Constellations were another feature of the Blackbushe skyline. The Neptunes were engaged in the tracking of Soviet submarines, the Constellations in various counter measure roles
In 1959 the US Navy received a nasty shock. Blackbushe was going to close. With no reason to suspect this the Navy had been looking to take over several buildings while nobody informed them that their base was to close. They flew from Blackbushe right up to the day when flying was to cease, sadly their last aircraft departed to a temporary new base at West Malling on 31st May, 1960.
The rise and fall of Blackbushe happened relatively quickly. The Ministry of Civil Aviation negotiated with local and county councils regarding a compulsory purchase. The Ministry agreed with the local authority in 1956 that the airfield would revert to common land in the event of its closure, they did anticipate it closing so soon. During this uncertain time another 'big player' arrivedd at Blackbushe in the shape of Dan-Air. Dan-Air's maintenance base became established at nearby Lasham as there simply was no available hangar space available at Blackbushe.
The magnificent Dakota. A Dan-Air example at rest on the main apron with the Terminal Building in the background.
Flying mainly Yorks, Dan-Air operated flights to the Far East and to Africa, while the Dakota fleet was occupied with Inclusive Tour flights around the Mediterranean and the Channel Isles. Dan-Air scored a first in 1955 when they performed the first ever air drop of spares to a ship in the Atlantic. They found the ship and dropped their consignment directly onto the waiting vessel.
1955 also saw the arrival of new cargo handling equipment and new fire trucks, HM Customs were throughout the week, although clearance outside of their published working hours had to be prior arranged. The control tower was fitted with the new VHF radios, and a new hangar for Airwork was started following being awarded conversion contracts on RAF Hastings transport aircraft and the Gloster Javelin fighter. The winter period brought more diversions from Heathrow. Interestingly one of these diverted aircraft was an Aeroflot Ilyushin IL-12. One of Aeroflot's very early flights to the United Kingdom, the crew refused to leave the aircraft until officials arrived from the Soviet Embassy.
Fog diversions from Heathrow, Blackbushe's exemplary good weather saved the airlines a fortune not having to divert too great a distance from London.
Blackbushe layout 1952.
1956 witnessed an amazing spectacle as a result of the mounting Suez crisis. The First and Third Battalions of the Parachute regiment were ordered to Cyprus. No less than twenty-eight Shackletons and sixteen Hastings arrived to ferry the Paras out of the UK. Blackbushe had suddenly taken on a very full appearance!
One of the many RAF Shackletons to use Blackbushe, an airport far from just being a mecca for commercial airlines.
In 1956 an extension to the main runway was under consideration requiring some kind of modification to the A30 - the new runway would cross over it. An alternate new road skirting the south of the Airport was drawn up while on the airfield the runways had £750,000 spent on resurfacing them. That work still holds today although wear and tear are showing through. Also in 1956, the Hungarian revolution took place driving several thousand refugees to this country. Blackbushe was made the centre this new rescue airlift bringing many passengers whose first view of England was Blackbushe.
In 1957 another new airline was based at Blackbushe. Independent Air Transport who used both Blackbushe and Manchester for holiday flights to resorts in Europe. Today's mass air travel had started.
Despite having only two years left to live as a major air transport centre, a significant Airport upgrade programme had commenced in 1958. This is when today's Terminal Building was extended, the end that had to be demolished following Hampshire County's neglect of it post the 1960 closure of Blackbushe. The upgraded Blackbushe included a new large car park, a new large control room atop the control tower, new runway lighting, resurfaced taxiways, a large approach light over the A30 to the west of the Airport, and became the first airport to offer the newly designed VASI lights that enable accurate visual approaches.
Blackbushe held its own spectacular event every September. The Farnborough Air Show was held annually in early September, and many companies, air forces and government aircraft from around the world would flock to Blackbushe bringing VIP's, dignitaries, and government officials. By the late fifties Blackbushe would be packed out by many and varied types of visiting aircraft.
Farnborough Air Show visitors departing Blackbushe in the late afternoon.
By 1958 the deliberations over the compulsory purchase of the Airport were still ongoing. The law stated that common land purchased by compulsory means would have to be subject to parliamentary approval. The Under Secretary of State for Air refused to bring the matter before parliament. A pledge that the airfield would return to common land should it be closed appealed to the local Yateley Council and offered the Ministry the land at an annual rent of £750.
As late as 1959 the home based airlines continued to apply for new routes with subsequent routes from Blackbushe to Portugal, Switzerland, France and Spain and Italy. Eagle Airways flew Blackbushe to Bermuda charters offering a fare of £124, some £94 less than that offered by state run BOAC. This was the year that Blackbushe's fortunes descended as the threatened closure moved nearer.
Britavia moved to Manston, a long haul from London compared to Blackbushe, Airwork opted to join their Gatwick based airline Transair and moved to the newly established airport. The Ministry went quiet on the proposed compulsory purchase while the Minister of Transport spelled out the reasons why they had taken the decision, "with very great reluctance" why Blackbushe Airport would be closing. The recently upgraded airport would be virtually destroyed after 31st May 1960.
The decline in traffic was one reason. Not surprising as operators moved out as their home base was to be taken from under them. Around £2.5 million would be needed to develop Blackbushe's ability to handle large aircraft. Not a huge amount compared to building a new airport from scratch in West Sussex...Gatwick was out of the way, that and the fact that it had a railway link were further reasons to debunk Blackbushe.
Even in those days the government argued that a third London airport would need to be east of London and hence Blackbushe was unsuitable. The build up of fast military traffic at Farnborough was considered a worry, despite the two airfields working in harmony for many years. The jet traffic build up never came while the Empire Test Pilots School moved to Boscombe Down. The London area air traffic plans were drawn up in a way that there could be conflicts between Heathrow and Blackbushe traffic. Although today's precision avionics permit much tighter packing of air traffic the 1950's air traffic planning stuck another knife into Blackbushe.
In August, 1959, the Government declared that Airport would be closed in mid 1960. The operators and the US Navy provided strong opposition. A Blackbushe Tenants Association was formed by those companies who desperately wanted Blackbushe to remain operational. The US Navy were greatly put out and offered to buy the place and expand it. A fabulous opportunity, but tragically the common land and its rights were employed and as a result Blackbushe fell silent on 31st May, 1960. Only parts of the Airport were subject to the restrictions imposed by the commoners, but nevertheless had been made. Ironically the airlines were still increasing their fleet sizes and route networks from Blackbushe through 1959. The last airliner to leave Blackbushe was Orion's Viking G-AHOS, her destination was Gatwick. Not all the operators moved to Gatwick, some went bankrupt as a result of the upheaval, and Blackbushe lost the sound of aero engines supposedly for all time. The Airport infrastructure was demolished with amazing haste, services were ripped up some distance away - perhaps in the hope that nobody would consider acquiring Blackbushe? Every drain was smashed and left filled with rubble, the once immaculate Blackbushe was now a terrible mess. All buildings except the US Navy hangar and the Teminal were destroyed. It was a heart breaking spectacle. Maybe the interest shown by private operators had a bearing on the rapid destruction of Blackbushe.
The local Yateley council had authority over the east end of Blackbushe which was deemed common land. At vast expense for a local council the east end of Blackbushe was ripped to pieces. Fifty plus years later, their work still leaves a disgraceful eye sore, the land promised for public recreation offers no benefits to the public, while dogs that wander the land leave their calling card in the most unsuitable places.
The east end of Blackbushe in 2015, 'common land'....
Enough to make a grown man cry..it did me!
TO BE CONTINUED
The final stage of Blackbushe's history, 1960 onwards, will follow as soon as possible.
PB
Located in a rural north-east Hampshire position, on first glance the observer might see an aerodrome for flying clubs, private flying, and small business jets. This may well be the impression passers-by receive as they travel the main London - Southampton trunk road that skirts the Airport. A casual 21st Century look at Blackbushe Airport would not reveal the history and heroism that belong to Blackbushe, an airfield that has long proven to be the perfect location for flying.
You will find in the Forum's section headed "Blackbushe Past" a detailed history of the airfield's early wartime days when it was originally known as Royal Air Force Hartford Bridge. It's located under the "Blackbushe Past" heading. Compiled by former Manager of Blackbushe Airport, Mr Stuart Marshall, it makes compelling reading.
This, however, is the story of Blackbushe in fairly general terms, as I hope to allow you the chance of building an overall picture of what Blackbushe was, is, and might be...
History lessons live or die depending on how interesting they are made by those who deliver them, hopefully this short history of Blackbushe's life span will not be too bogged down with numbers, and will see you reach the end while still awake..
Where do we start? I've already mentioned that the A30 London to Southampton trunk road skirts Blackbushe, so it seems a good enough place to begin our journey!
Rather extraordinarily, the A30 originally ran through the new airfield, or rather the airfield was built either side of it. A road that would provide excellent surface connection for the post war times when Blackbushe became a commercial airport. The road did not always suit the operational needs of wartime Blackbushe, or RAF Hartford Bridge as it was originally named. Secrecy demanded that the road was closed during crucial stages of the War, around D-Day for example. Also the north-south runway stretched across the A30 causing significant delays to road traffic if the wind required the use of 01/19.
Today, thousands of motorists daily drive this two mile stretch of the London to Southampton trunk road as it spans the entire length of the Airport. In 2015 the passing motorist will see a lot of trees, scrubby overgrown Common Land, as well as the surviving operational part of Blackbushe.. Had these motorists made the same journey during the war, or up until 1960 their view could not have been more different.
Roadside view, 1950's style..
The A30 ran through Blackbushe, photo taken after the Airport re-opened cc1970
The A30 as it passed the Airwork complex located at the eastern end of the airfield. The road still spans the Airport's width, a perfectly straight runway like length of two miles!
The Airport's life can divided into three distinct ages, her origins in wartime, a major civil commercial airport, and the age we are in today that commenced when Blackbushe went into private hands in 1960.
The first age of Blackbushe, 1942 1946. The necessity of war.
Shortly after the outbreak of World War Two the sprawling north-east Hampshire plateau known as Hartford Bridge Flats was viewed as a site offering all the attributes an airfield would require. The war dictated the need for additional airfields for transport, taking our offensive reactions to the enemy, and accommodation for our own growing and allied air forces.
This is a prudent juncture to emphasise the reasons why from 1942 until this day, Blackbushe has proven an ideal site for flying. An airfield that suits safer flight is always a good airfield. Blackbushe fits the "ideal site" description perfectly.
An airfield needs some basic attributes. Good weather, with the least intervention of fog, it needs to be easily seen from the air, passengers and supplies need good surface access - it helps if the airfield is easily found on the surface too, and it needs to be as flat as possible while offering long unobstructed approaches. In 1942 Hartford Bridge provided long unobstructed approaches to her runways. Those approaches are still unobstructed as arrivals and departures fly over large tracts of either Common or Forestry Commission land.
I give you Blackbushe - or RAF Hartford Bridge as it was!
We've already mentioned the fact that the airfield was given birth atop the plateau known as Hartford Bridge Flats. Not only did "the Flats" provide a table top level surface, but being a natural plateau they also serviced two other prime requirements. The new airfield enjoyed an elevated position, some 330 feet above sea level, placing it a useful height above neighbouring land. Being a useful height above the surrounding terrain proved a great asset toward also staying above low lying fog, it also made life easier for aircrews finding their home - either after sorties over enemy territory, commercial flights with their passengers and cargo aboard or today's light aeroplanes that frequent this historic airfield.
Bostons ready for action at RAF Hartford Bridge as Blackbushe was originally known
Wartime fuel supplies for the Hartford Bridge squadrons.
Safely home....
A better location for a new airbase conveniently close to London would have been very hard to find given the benefits of access, good weather, and its suitability to environmental considerations - come war or peace.
Thus it was in 1941 that the concept of an airbase on Hartford Bridge Flats started to become reality. Built according to standard air force design, the new airfield boasted three all-weather runways each of a length suitable for the largest aircraft of the time. Robert McAlpine were contracted to build the airfield, and excelled at their job. So much so that they received the following Telegram offering congratulations on the speed they were laying concrete.
A job well done...
So it was that a piece of north-east Hampshire, once famous for the highway men who awaited passing stage coaches in the 18th Century, went to war. The official opening was conducted in November, 1942.
At this point I would urge you to read the Forum section headed, "RAF Hartford Bridge - Blackbushe goes to War 1942 -1946" written by Stuart Marshall.
As Stuart's account recalls, RAF Hartford Bridge was initially used by RAE Farnborough for glider trials. The RAE's airspace was at a premium due to the war effort, the new airfield presenting the perfect opportunity for advancing trials with the new troop carrying gliders that were to play such an important role in the Allied liberation of Europe.
In March, 1943, it was announced that the A30 running through the airfield would be closed to traffic from dusk to dawn. Luckily the there were convenient alternate roads, but the diversion would add time to the normally easy run down the two mile length of the airfield. Not a popular move with local motorists, but the barriers manned by armed guards left drivers little uncertainty as to which would be the better route!
Were the flying enthusiasts able to get near enough, they would have been in for something of a treat as to the variety of aircraft that operated from RAF Hartford Bridge. Spitfires and Venturas on photo-reconnaissance work, heavy bombers returning from missions appreciated the fog free benefits of Hartford Bridge when their bases were clamped in as Lancasters, Halifaxes and other heavies became a routine sight, while squadrons of Boston light bombers moved in and made Hartford Bridge their home. Tragedy and triumph awaited the Bostons as was the nature of aerial warfare.
Stuart's work covers this subject in great depth, I am just brushing the wartime events. Big changes came about in October following reorganisation within the RAF. No. 2 Tactical Air Force had been formed and they were head quartered at Hartford Bridge.
In December, 1944, RAF Hartford Bridge underwent a name change. Because of apparent confusion with Hartford Bridge in Northumberland the airfield became known as Blackbushe, most likely due to the nearby Blackbushe Farm.
The second age of Blackbushe, 1946 - 1960, the home and birthplace of numerous independent airlines, the period during which Blackbushe became London's Second Airport
Following the onset of peace and a shattered world having to find its feet again, life at RAF bases changed significantly. The approach of peace saw BOAC, our state airline, make requests to use Blackbushe for projected future operations. Hard runways were essential , but due to the high levels of air traffic using Blackbushe they opted to use the Bournemouth Hurn airport instead.
Civil aviation was rightly expected to grow once the war was past, and in line with this expectation various plans were made to increase Blackbushe's scope. The serving main runway would be stretched from 6,000 to 9,000 feet, and another runway would be constructed along the two miles that the A30 London-Southampton trunk road directly through the airfield. The A30 would have yielded a runway nearly 13,000ft long - even Heathrow of today cannot claim such a runway! The A30 still runs the same two miles through the Blackbushe site! As we know, such improvements were not undertaken and Blackbushe carried on with her 6,000ft runway. Long enough for the majority of heavy aircraft in the almost forgotten piston powered days.
Royal Air Force Blackbushe changed her role during March, 1945. It was decided that Blackbushe was in an excellent geographic location for a transport airfield. The combat aircraft finally left with the Mosquito squadrons moving to Europe, RAF Transport Command arrived soon after. Vickers Warwicks, converted to passenger from wartime bombing duties launched three times daily services to Naples plus one to Athens. Mosquitoes returned with peaceful intentions. They flew high speed air mail services to destinations in Austria, Czechoslovakia, Denmark, Greece, and Italy. The beginning Blackbushe's career in the air transport industry. In June of 1945 new passenger terminals were built, and the aged and unreliable Warwicks were replaced by Dakotas. Probably somewhat more comfortable than old converted bombers?
A wartime Stirling bomber now wears civilian clothes, typical of the early post war era.
Blackbushe had an early post war opportunity to demonstrate her exemplary good weather benefits. The need was growing to gain experience and confidence in the viability of scheduled or regular air services. The All Weather Air Service was formed to operate regular services for a trial period. Two airfields were selected for the purpose, Prestwick and Blackbushe. Both airfields boasted good weather records, and inOctober, 1945, a daily Dakota service was inaugurated operated by 24 Squadron, RAF. The point here is that during the trial period which ended in the spring of 1946 the service was flown with only flight cancellations. Blackbushe was equipped with the FIDO fog dispersal system and this was employed no more than five times to aid landings. Stuart Marshall will be writing about FIDO in more detail. By mid 1946 Transport Command's Blackbushe operation was brought to a close, a move that severely diminished the number of aircraft movements. VIP flights and some general air traffic continued. Interestingly, two JU-52 transport aircraft arrived that had been captured from the Germans. They cleared Customs at Blackbushe before heading to RAE Farnborough.
The first air show at Blackbushe , a "Battle of Britain" display was held in September, 1946 as a wide variety of aircraft types participated. Fighters, bombers, gliders, and perhaps the airfield's first jet powered movement by a Gloster Metor. A true open-day for visitors as they could inspect all the airfield's departments including the operations rooms and radar rooms. Pleasure flights were also available with a Miles Aerovan and an Avro Anson. Sound like the forerunner of many a modern air display.
The end of war confirmed that the London area was very short of airfields, while Heathrow was going to become available once the job of building it was complete. A post war surfeit of aircraft such as the Dakota, Anson, Consul and Rapide provided the means for the formation of an independent air transport industry. Independent airlines were not given an easy time by the British government. They were highly protective of their state funded corporations, BOAC and BEA, the new independents were limited to charter flying, they were prohibited from scheduled flying or any idea of it. However, with the lack of airfields providing hard runways the then Ministry of Civil Aviation decided to throw open some RAF airfields for commercial use. In December, 1946, the Ministry announced that they would be taking Blackbushe over. Diversions from Heathrow would primarily go to Blackbushe and Customs services would possibly be provided. Largely neglected by Transport Command, conditions at Blackbushe were not ideal from the facilities point of view. At least there were hangars, runways and office space available and plenty of applications for space were made by the embryo independent airlines.
British Aviation Services, better known as Britavia were the first resident company. They ferried stored ex military Dakotas to Canada for Canadair to bring them to civilian standards, after which Britavia flew them back to the UK.
Silver City was the next Blackbushe airline to be formed. They acquired surplus Dakotas and new Lancastrians. This brought long haul international flying to Blackbushe. The first Lancastrian service was from Blackbushe to Johannesburg and onward to Australia. A 52 day round trip....Other carriers from the early days were Air Contractors, Westminster Airways and Airwork. This now saw all the Blackbushe hangars occupied but this time for peaceful purposes. Airwork remained at Blackbushe until its closure in 1960 and operated charter services, trooping flights plus became engaged in the modification of RAF aircraft such as the Hastings transport and the Javelin jet fighter.
A Silver City Lancastrian , Blackbushe 1949.
The RAF domestic site remained on the northeast of the airfield, and the now vacant accommodation became popular with squatters. Yateley Parish Council took the site over and charged a weekly rent of around 6.5P as many of the huts became temporary council dwellings.
The location of numerous race courses within reach of Blackbushe brought about the first cross-channel shipping of horses. Ascot, Kempton, Newbury and Sandown race courses realised hat Blackbushe was the perfect location for horse movements by air.
By 1948 Blackbushe was becoming better established. Operating 24 hours a day, the airfield now had full Customs. The Government grip on scheduled services was loosened slightly as independents were permitted to fly associate routes for BEA. Silver City operated a scheduled service to Jersey. Airwork began transporting service personnel under contract to the War Office to the Middle east They flew Viking aircraft on several flights a week to Cairo and Khartoum.
One of Airwork's Vikings. In total 31 Vikings were based at Blackbushe during her commercial airport days.
The charter carriers became employed on the Berlin Air Lift in 1948. Lancastrians and converted Halifax bombers carried liquid fuels to Berlin. Airwork applied their new Bristol Freighter with extra large cargoes that the other aircraft could not manage.
The Bristol Freighter, work horse of the fifties.
In 1949 the Blackbushe terminal consisted of two single storey buildings linked by a corridor, operating hours were 0700 to 2300 unless otherwise requested, fuel was available as were various navigation and approach aids.
The next decade witnessed the arrival of a company owned by AVM "Pathfinder" Bennett of wartime Bomber Command fame. The AVM was to play a major role in the life of Blackbushe in 1960, but for now his business was Fairflight, and its success in the brave new world of independent commercial airlines.
An Avro Tudor 2 of AVM Bennett's Fairflight.
The 1950s were a wonderful decade for Blackbushe. Local radar control was set up, and GCA approaches were possible by the mid fifties. Flights at a far lower fare than the scheduled operators offered were provided to Johannesburg from Blackbushe . The improved facilities attracted the state airlines, BEA and BOAC, to use Blackbushe for crew training and as a very suitable alternative to Heathrow when it was smog/fog bound. All types of aircraft operated by the state carrier crew trained at Blackbushe, including the new jet powered Comet. Night 'circuits' were not too popular with Yateley residents and such flying throughout the night was curtailed to acceptable hours. Maybe the world's first complaints about four engines jets?
The "Whispering giant" as she was fondly known, a BOAC Britannia is caught on a crew training exercise. The state airlines regularly used Blackbushe for this purpose, before simulators came along...
It didn't always go strictly to plan!
BOAC enter the jet age, the beautiful De Havilland Comet during crew training at Blackbushe.
HM the Queen prepares to depart Blackbushe in the company of Prince Phillip. Blackbushe Airport was host to Kings, Queens, Prime Ministers, Presidents, Heads of State, movie stars and assorted VIPs..
Blackbushe has long been popular with the movie industry with classics like James Stewart in "No Highway", and Frankie Howerd and Margaret Rutherford in the hilarious film, "The Runaway Bus". Just two of the movies shot on site before 1960.
Possibly the airline most synonymous with Blackbushe, Eagle Airways, arrived at Blackbushe in 1952. A direct link to Eagle's website and archive can be found at the top of the Forum, just under the Forum's title banner, the association with Eagle remains strong. The airline was founded by Harold Bamberg and it was our privilege for him to unveil the "Airlines of Blackbushe Airport" sign that stands proudly adjacent to the Terminal Building.
Eagle's hangar on he south side of the A30 tucked in the Airport's south-western corner
An Eagle Viscount, the turbo prop era had arrived. This one comprised part of Eagle's Bermuda operation.
One of the many Vikings operated by Eagle.
Another busy day at Blackbushe Airport as passengers arrive aboard Eagle's Vikings. This part of the Airport was dug up by local authorities, and to this day remains an unsightly picture...
Eagle were founded in 1948, moving to Blackbushe having acquired Aviation Servicing who were based on the south western corner of the Airport. Aviation Servicing were in possession of one of the Airport's valuable hangars. Eagle's Founder and Chairman, Harold Bamberg's great ambition was to challenge the state airlines on their own routes. An ideal greatly helped by the Conservative government who wished to improve the opportunities of our growing network of independent airlines.
The eventual death of Blackbushe as a major commercial airport originated from a government study into the future 'second' London Airport. Blackbushe in fact became London's second airport in respect of the airlines and traffic volumes that it handled, however, in 1953 the white paper published considered a number of prospective locations for a new major airport. The sites short listed were Blackbushe, Gatwick, Stansted and Dunsfold. Factors opposing Blackbushe were possible air traffic conflicts with Farnborough and the proposed build up of high speed military flying, and a potential conflict with Heathrow depending on the wind direction and which runways were in use. The Government selected Gatwick for the new airport due its remote location in relation to established air traffic. Today's technology permits closer and more precise air traffic flows, possibilities undreamed of in the 1950's, however, the small grass airfield called Gatwick was selected to become London's new airport. This cost £8 million, with work completed by 1958. Meanwhile, Blackbushe continued as a perfect base for the numerous independent airlines based there, plus diversions from Heathrow continued according to how bad the fog was there.
A thriving airport, Blackbushe was home to numerous airlines in addition to various ancillary enterprises. Engineering, spares, avionic and radio maintenance, it was indeed a community the members of which referred to Blackbushe as, "the happy airport".
1953 saw the installation of a new Decca approach radar, thus the Airport's ability to receive landings in poor weather was much improved. 1953 also saw aircraft movements increase in numbers amounting to almost 27,000. Nearly 500 people were now employed at Blackbushe.
1954 witnessed P&O taking a controlling interest in Blackbushe based Britavia. Five Handley Page Hermes aircraft were purchased from BOAC, acquiring at the same time a trooping contract.
The Handley Page Hermes, a staple part of Britavia's long-haul fleet, and well known to our troops as they were positioned far and wide on Britavia 'Trooping flights'.
The feeling toward independent airlines was manifest by BOAC unions who objected to their aircraft being sold to an independent. Legal intervention put an end to that and Britavia, having been being delayed for several weeks due to the BOAC unions action. The Hermes thus flew from Blackbushe to Egypt, Aden and Malta in addition to ad-hoc business, the Airport was truly becoming a source of long-haul flights. Britavia performed the first transatlantic flight by an independent airline when they flew a ship's crew from Blackbushe to New York
A big development in Blackbushe's importance came about. The United States Air Force were looking to expand their operations in the United Kingdom during the fifties. Blackbushe was included in their plans as one of the required 17 bases for their B-47 nuclear bombers. Although Blackbushe only had a 6,000ft runway - 10,000ft were required for the B-47 operation - its position was deemed as being strategically beneficial and a massive expansion plan was put forward. In May, 1952, the Royal Air Force announced that Blackbushe was to be rebuilt. A 10,000ft runway would be constructed for no less than three squadrons of B-47s accompanied by a further two squadrons of KC-97 tankers. The Air Ministry agreed to provide £3.8 million for new hangars, a new terminal and taxiway infrastructure, the USAF would contribute £1.2 million. The plans were clouded by the fact that the USAF wanted sole occupation of the new Blackbushe, not to share it with the RAF, Additionally, our Ministry of Civil Aviation hoped that the expanded Blackbushe with 10,000 and 7,000 ft runways would become a long haul alternative to Heathrow.
With the surfeit of airfields across the country following WW2, it was decided not to continue with the Blackbushe plans. Interesting to conjecture commercial air services today had these plans gone through. Gatwick would not have been built and Heathrow would be less crowded..
Despite the withdrawal of the USAF, the United States Navy were interested in the prospect of operating from Blackbushe, her runways were long enough. Thus in 1952 half a million dollars were put toward on enhancing the facilities that would be used by the US Navy. A vast new hangar, new taxiways and a new apron, plus living quarters just off the main Airport appeared after several years work which were hampered by budgetary restrictions from the other side of the Atlantic. It was 1956 by the time the total move to Blackbushe took place. The new base was close to London, conveniently close to Portsmouth where their ships docked. There was plenty of room, and with hard runways none of the problems experienced at their previous Hendon base would be experienced. They might have been the Navy, but water logging was still a headache..
A visiting US Navy Super Constellation adjacent to the Navy's extremely large Blackbushe hangar.
The US Navy's FASRON 200, the Fleet Service Squadron handled all US Navy communications flights, and was in fact the only United States Navy squadron in the United Kingdom. They operated a variety of aircraft types causing a unique blend of civil commercial and military operations from the same airfield. Apart from flying weekly services to US Navy bases around Europe, FASRON 200 handled aircraft servicing which pulled in regular interesting US military aircraft. Among the first to visit was a flight of five North American Savages, carrier borne nuclear bombers.
Lockheed Neptunes and Super Constellations were another feature of the Blackbushe skyline. The Neptunes were engaged in the tracking of Soviet submarines, the Constellations in various counter measure roles
In 1959 the US Navy received a nasty shock. Blackbushe was going to close. With no reason to suspect this the Navy had been looking to take over several buildings while nobody informed them that their base was to close. They flew from Blackbushe right up to the day when flying was to cease, sadly their last aircraft departed to a temporary new base at West Malling on 31st May, 1960.
The rise and fall of Blackbushe happened relatively quickly. The Ministry of Civil Aviation negotiated with local and county councils regarding a compulsory purchase. The Ministry agreed with the local authority in 1956 that the airfield would revert to common land in the event of its closure, they did anticipate it closing so soon. During this uncertain time another 'big player' arrivedd at Blackbushe in the shape of Dan-Air. Dan-Air's maintenance base became established at nearby Lasham as there simply was no available hangar space available at Blackbushe.
The magnificent Dakota. A Dan-Air example at rest on the main apron with the Terminal Building in the background.
Flying mainly Yorks, Dan-Air operated flights to the Far East and to Africa, while the Dakota fleet was occupied with Inclusive Tour flights around the Mediterranean and the Channel Isles. Dan-Air scored a first in 1955 when they performed the first ever air drop of spares to a ship in the Atlantic. They found the ship and dropped their consignment directly onto the waiting vessel.
1955 also saw the arrival of new cargo handling equipment and new fire trucks, HM Customs were throughout the week, although clearance outside of their published working hours had to be prior arranged. The control tower was fitted with the new VHF radios, and a new hangar for Airwork was started following being awarded conversion contracts on RAF Hastings transport aircraft and the Gloster Javelin fighter. The winter period brought more diversions from Heathrow. Interestingly one of these diverted aircraft was an Aeroflot Ilyushin IL-12. One of Aeroflot's very early flights to the United Kingdom, the crew refused to leave the aircraft until officials arrived from the Soviet Embassy.
Fog diversions from Heathrow, Blackbushe's exemplary good weather saved the airlines a fortune not having to divert too great a distance from London.
Blackbushe layout 1952.
1956 witnessed an amazing spectacle as a result of the mounting Suez crisis. The First and Third Battalions of the Parachute regiment were ordered to Cyprus. No less than twenty-eight Shackletons and sixteen Hastings arrived to ferry the Paras out of the UK. Blackbushe had suddenly taken on a very full appearance!
One of the many RAF Shackletons to use Blackbushe, an airport far from just being a mecca for commercial airlines.
In 1956 an extension to the main runway was under consideration requiring some kind of modification to the A30 - the new runway would cross over it. An alternate new road skirting the south of the Airport was drawn up while on the airfield the runways had £750,000 spent on resurfacing them. That work still holds today although wear and tear are showing through. Also in 1956, the Hungarian revolution took place driving several thousand refugees to this country. Blackbushe was made the centre this new rescue airlift bringing many passengers whose first view of England was Blackbushe.
In 1957 another new airline was based at Blackbushe. Independent Air Transport who used both Blackbushe and Manchester for holiday flights to resorts in Europe. Today's mass air travel had started.
Despite having only two years left to live as a major air transport centre, a significant Airport upgrade programme had commenced in 1958. This is when today's Terminal Building was extended, the end that had to be demolished following Hampshire County's neglect of it post the 1960 closure of Blackbushe. The upgraded Blackbushe included a new large car park, a new large control room atop the control tower, new runway lighting, resurfaced taxiways, a large approach light over the A30 to the west of the Airport, and became the first airport to offer the newly designed VASI lights that enable accurate visual approaches.
Blackbushe held its own spectacular event every September. The Farnborough Air Show was held annually in early September, and many companies, air forces and government aircraft from around the world would flock to Blackbushe bringing VIP's, dignitaries, and government officials. By the late fifties Blackbushe would be packed out by many and varied types of visiting aircraft.
Farnborough Air Show visitors departing Blackbushe in the late afternoon.
By 1958 the deliberations over the compulsory purchase of the Airport were still ongoing. The law stated that common land purchased by compulsory means would have to be subject to parliamentary approval. The Under Secretary of State for Air refused to bring the matter before parliament. A pledge that the airfield would return to common land should it be closed appealed to the local Yateley Council and offered the Ministry the land at an annual rent of £750.
As late as 1959 the home based airlines continued to apply for new routes with subsequent routes from Blackbushe to Portugal, Switzerland, France and Spain and Italy. Eagle Airways flew Blackbushe to Bermuda charters offering a fare of £124, some £94 less than that offered by state run BOAC. This was the year that Blackbushe's fortunes descended as the threatened closure moved nearer.
Britavia moved to Manston, a long haul from London compared to Blackbushe, Airwork opted to join their Gatwick based airline Transair and moved to the newly established airport. The Ministry went quiet on the proposed compulsory purchase while the Minister of Transport spelled out the reasons why they had taken the decision, "with very great reluctance" why Blackbushe Airport would be closing. The recently upgraded airport would be virtually destroyed after 31st May 1960.
The decline in traffic was one reason. Not surprising as operators moved out as their home base was to be taken from under them. Around £2.5 million would be needed to develop Blackbushe's ability to handle large aircraft. Not a huge amount compared to building a new airport from scratch in West Sussex...Gatwick was out of the way, that and the fact that it had a railway link were further reasons to debunk Blackbushe.
Even in those days the government argued that a third London airport would need to be east of London and hence Blackbushe was unsuitable. The build up of fast military traffic at Farnborough was considered a worry, despite the two airfields working in harmony for many years. The jet traffic build up never came while the Empire Test Pilots School moved to Boscombe Down. The London area air traffic plans were drawn up in a way that there could be conflicts between Heathrow and Blackbushe traffic. Although today's precision avionics permit much tighter packing of air traffic the 1950's air traffic planning stuck another knife into Blackbushe.
In August, 1959, the Government declared that Airport would be closed in mid 1960. The operators and the US Navy provided strong opposition. A Blackbushe Tenants Association was formed by those companies who desperately wanted Blackbushe to remain operational. The US Navy were greatly put out and offered to buy the place and expand it. A fabulous opportunity, but tragically the common land and its rights were employed and as a result Blackbushe fell silent on 31st May, 1960. Only parts of the Airport were subject to the restrictions imposed by the commoners, but nevertheless had been made. Ironically the airlines were still increasing their fleet sizes and route networks from Blackbushe through 1959. The last airliner to leave Blackbushe was Orion's Viking G-AHOS, her destination was Gatwick. Not all the operators moved to Gatwick, some went bankrupt as a result of the upheaval, and Blackbushe lost the sound of aero engines supposedly for all time. The Airport infrastructure was demolished with amazing haste, services were ripped up some distance away - perhaps in the hope that nobody would consider acquiring Blackbushe? Every drain was smashed and left filled with rubble, the once immaculate Blackbushe was now a terrible mess. All buildings except the US Navy hangar and the Teminal were destroyed. It was a heart breaking spectacle. Maybe the interest shown by private operators had a bearing on the rapid destruction of Blackbushe.
The local Yateley council had authority over the east end of Blackbushe which was deemed common land. At vast expense for a local council the east end of Blackbushe was ripped to pieces. Fifty plus years later, their work still leaves a disgraceful eye sore, the land promised for public recreation offers no benefits to the public, while dogs that wander the land leave their calling card in the most unsuitable places.
The east end of Blackbushe in 2015, 'common land'....
Enough to make a grown man cry..it did me!
TO BE CONTINUED
The final stage of Blackbushe's history, 1960 onwards, will follow as soon as possible.
PB
