Denham Aerodrome : egld.com

History

The early days

Flying has been taking place on the site of Denham Aerodrome since almost the earliest days of aviation. The Wright brothers are generally credited with making the world's first controlled powered flight in 1903 at Kitty Hawk, North Carolina. In Britain the first flights were made in 1908 when Samuel Cody flew at Farnborough and Sir Edwin Alliott Verdon Roe at Brooklands. Just a few years after this the outbreak of the First World War in 1914 brought the Royal Flying Corps' No. 5 and No. 6 Schools of Aeronautics to Denham to learn how to pack parachutes and rig aircraft at what is now the Martin Baker Aircraft Factory (rigging was the procedure of aligning biplanes' wings and wiring them in position).

From 1915 a flying training school for Flight Cadets was based on the present aerodrome site. Various biplanes were flown including Farnborough Experimental 5s, Avros, R.E.8s and B2Cs. The adjoining Marish Farm was used as a billet for the Commanding Officer, Lord Alister Innes-Kerr, who was the brother of Lord Roxborough. There was also a women's section and the senior officer was a Miss M. K. Fraser who later married a dentist in Uxbridge. In 1918 whilst based at RAF Denham Lt M. Campbell wrote a booklet called 'Hints to Beginners on Flying'. He includes a photograph of himself with an aircraft built in 1909.

Between the wars

After the war the land returned to farming, although flying continued. One flight of note was the arrival of the Prince of Wales, later King Edward VIII, who came in a twin engined de Havilland biplane to play golf. The de Havilland Aircraft Company had its main base at Stag Lane aerodrome (at Edgware, now closed) but later moved to Hatfield aerodrome (also now closed).

In 1926 Myles Bickerton came to Denham, choosing the site because it was high and flat with good drainage. He was an ophthalmic surgeon, and Fellow of the Royal College of Surgeons, who had been a Surgeon Lieutenant in the Royal Navy in destroyers called The Sybille and The Royal Oak. During the First World War these destroyers protected shipping in The Channel. He was so impressed by the "cheap string and cloth" aircraft which he saw flying from the cliffs of Dover during the war, and with his school study companion, Sir Egbert Cadbury, D.S.O., M.C., shooting down two Zeppelins, that he had his first flight.

After the war when his medical duties permitted he learned to fly at Heston aerodrome (because it was cheaper than Hanworth aerodrome and, being less fashionable, it had a shorter waiting list). Both Heston and Hanworth used to be in west London but are now closed.

He began to fly from a field which made up part of the present aerodrome site, and bought it in 1934 from Major G. Way. The field was high and flat with few trees around it and even fewer houses. He bought his own aeroplane G-ABAG, a de Havilland Moth, which can be seen today at the Shuttleworth Collection at Old Warden, Bedfordshire. It was previously owned for a short time by Amy Johnson, the first woman to fly to Australia.

He built two hangars, installed fuel tanks and built a bungalow as a club house for visiting pilots although it was later used as a home for a groundsman.

He bought some Jacobs Spanish sheep and kept them on the aerodrome to cut the grass, with a shepherd and his dog who would round them up in the morning. Private owners began to seek hangarage for their aircraft. This was essential because aircraft were made chiefly of wood and linen. Cyril Mills, part owner of Bertram Mills Circus, brought his de Havilland Hornet Moth. Eric Pasold, who started Pasolds Ltd which subsequently owned the Ladybird brand, flew in from Czechoslovakia whilst establishing his factory at Langley.

King George V and Queen Mary celebrated their Silver Jubilee in 1935, and a garden party was held at the aerodrome on the 18th May. Fifty aircraft flew in from Hanworth, Heston, Reading, Brooklands, Hatfield and Lympne.

Articles in various newspapers including The Daily Express recorded the events. R.A.C. Brie demonstrated a direct-control autogiro, and F.G. Miles exhibited a Miles Hawk Major.

An aerobatic display was given by S. Woods in an Avro Avian, and a fleet of aircraft gave joy rides.

Subsequently, Mr. Bickerton sold G-ABAG and bought G-ACYO, a Miles Hawk Major which was built for him at Reading.

In 1938 there were talks of limiting the building expansion of London from growing ever outwards into the surrounding countryside by forming a sterilised area around it where building would not be permitted. It seemed entirely appropriate to have an aerodrome in a rural area so this scheme was given every encouragement. The Planning Committee was invited to visit the aerodrome and taken flying to get a good view of the area. In due course the Green Belt was extended to include this area of Buckinghamshire.

In the same year the aerodrome was turned into a limited company. A licence for the aerodrome was issued and it was added to aviation maps. Having a licence means it is inspected regularly and is required to adapt its management and operations according to good practice.

The Second World War approaches

With the threat of war looming aviation activity increased. The London University Air Squadron came at weekends at the request of the RAF at Northolt, the Volunteer Reserve Flying School came from Heston, and the Civil Air Guard School of Flying. They flew Hawker Harts and Fairey Battles, and borrowed the Miles Hawk to fly their friends and relations. The Gladiator Aerobatic Team also came occasionally from Hendon to practice.

Hawker Harts were made by Sir Thomas Sopwith, as was the Sopwith Camel and the Hawker Hurricane. Many years later a descendant of this same Sir Thomas came to Denham and was instrumental in starting one of the helicopter companies at Denham.

World War II broke out on 3rd September 1939. The aerodrome was closed but hastily reopened when Dunkirk fell. The RAF moved in and built a few gun posts, brought a light machine gun with one leg missing and ammunition for seven minutes' firing. Communications and photographic light aircraft were installed. The hangars and the bungalow were moved onto neighbouring land at the top of Denham Green Lane, five more hangars were built, four of them were blister hangars, and a few nissen huts. Adjoining areas of land were taken into the aerodrome, including one third of the golf course. Tilehouse Lane was closed and levelled off. Camouflage was attended to as the railway viaducts and the Martin Baker factory were useful targets. WAAF were housed in White Plains and the RAF in Halings House. The sheep had to go to a farm near High Wycombe.

A flying training school was started with about thirty each of de Havilland Tiger Moths and Miles Magisters. Many of the Arnhem glider pilots were trained and much circuit training took place, night flying was sometimes disturbing, and some neighbours asked if it could be stopped even though some 200 bombs fell in the parish of Denham.

Some peacetime problems

After the war the land area was not derequisitioned for a considerable time, but the aerodrome was abandoned by the Ministry. Some 600 or more aerodromes had been constructed during the war at enormous cost, and the Ministry had to decide which to keep and which to give up. This delay left everything unprotected, and what was not smashed for fun was stolen because at this time building materials could only be obtained by permits. Aeroplanes that flew in were soon smashed by hooligans or cattle which the local farmer put on the aerodrome. Hundreds of tons of bomb rubble had been dumped and miles of wire and fencing stolen. Suggestions were made to turn the aerodrome into an estate for 2,000 houses, a gravel pit followed by a refuse tip for London rubbish, a mental hospital and even a prison.

Tilehouse Lane was reopened. Airwork Ltd. started a flying school but had to give up due to lack of buildings. The aerodrome company bought Halings House and the field in front of it, but the deeds showed that the house could only be used as a private dwelling house so the sale of the house was not completed. Instead the company bought an almost derelict house called Bidston. Many years passed before it became 'Biggles', the very popular restaurant it is today.

The hangars had to be pulled down and were resited backing onto Great Halings Wood. An access road had to be built. The two hangars had been back to back, but were now sited side by side. Since one was 15 feet deeper than the other, planning permission was sought to extend the smaller one so that they would line up, this took two years and an Appeal to be granted. Two blister hangars without doors were left behind, one on the aerodrome which is still there, and one at the top of Denham Green Lane.

Denham Aero Club got under way in a shed. It was started by a film director who flew a Percival Proctor G-AIWA, and a pilot. They were later joined by an air stewardess who went on to become one of British Airways longest serving staff. The school used mostly Miles Magisters and Austers, the wings were substantially covered with linen which was stretched and painted. They all had to be put away in hangars at night, and would be left there when not in use.

At this time most training aeroplanes could perform basic aerobatics, as could the flying instructors. Learning to do a few simple loops and rolls was thought to be a normal part of a training course.

Airways Aero Club was at Denham for some years, they occupied a nissen hut. This flying club was largely for employees of BEA, BOAC and British South American Airways. These closed or became British Airways. This club also had to leave due to lack of buildings, and now flourishes at Wycombe Air Park. Two flying instructors and the aircraft engineer lived in caravans. It was during the time that these two schools were at Denham that Denham Green was largely built. Two houses there were bought by the aerodrome to provide homes for pilots.

After CSE had been operating at Oxford for a number of years, they started a branch at Denham. The instructor they sent over to take charge in about 1962, was also a helicopter instructor and gave lessons in a Brantly B2. Since he lived in Marlow, when the CAA asked him to draw up helicopter routes through the London Control Zone, he organised it so that one route went from his house to London with a spur off to Denham.

About this time electric landing lights were installed in the grass to assist aircraft landing in poor weather or in the dark. A planning application was submitted for an additional hangar, this was refused by the local planning authority but granted after a public enquiry. Today half of it is used to hangar six small aircraft, and half by a resident fixed wing maintenance company.

Air Gregory came along about 1963 and started a most efficient charter company. The owner had been Stirling Moss` manager at the height of his success. At its peak it had about six small twin engined aircraft, Aztecs and Twin Commanches. They flew all over Europe, mostly to smaller airports so that people could arrive close to the place they wanted to be. At one point they took over the flying school, so they operated Gregory Air Taxis, School, Helicopters and Engineering. This excellent small business got into difficulties because they undertook a charter for a Belgian business man who enticed President Tsombe of the Congo on board in the south of France. He then kidnapped the President, the crew and the aircraft.

The chief helicopter pilot for Air Gregory at this time was an ex-navy pilot, Mike Smith. He has returned to Denham with his own company, Heliair which holds the agency for Robinson helicopters. Both he and his son flew round the World in very small helicopters in 1997.

In the 1950s and 1960s much residential building took place near the aerodrome and under its circuits. New housing estates appeared and the aerodrome was threatened by electricity pylons and gas pipelines. Many ex-war time pilots became senior in the Guild of Air Pilots and Air Navigators. Ron Gillman who lived in Denham, organised a series of Garden Parties which were extremely popular even when rain stopped flying.

Around 1968 a young pilot appeared on the scene. He learned to fly at Denham in a Tiger Moth and went on to become the British free style Aerobatic Champion. Brian Lecomber has formed his own aerobatic company which has been sponsored by all sorts of famous companies such as Dunlop, Microlease, Express Newspapers, Toyota, Jaguar and MG. The pilots travel all over the country and into Europe giving displays to amaze spectators. Some neighbours may not like this but others rush outside to watch them when they practice.

Prior to 1970 the longest grass runway was NE/SW, this had a good approach over the golf course but a poor approach over Northmoor Hill Wood. The South Bucks District Council built a caravan site in the wood directly under the flight path. The second longest runway was almost E/W, the approach from the east over the big grass field was excellent, but the approach from the west was over houses in Over the Misbourne and close to others in Mirrie Lane. Therefore in an effort to appease the anti-aerodrome lobby, both runways were discontinued and the Main Runway was laid out. Instead of all over grass aerodromes the CAA decided to require grass runways to be precisely marked with chalk or white paint. The result was that the grass wore out, the soil eroded and potholes and stones appeared on the runway. In 1977 Denham Aerodrome was found to be so useful to one of its tenants that a substantial contribution was made and the runway was tarmaced.

The helicopter business was sold to Point to Point Helicopters which operated a range of helicopters including a Gazelle, a Hughes 500 and several Hughes 269. The daughter of the firm went on to become the first woman to get a Commercial Helicopter Licence. The fixed wing flying school was owned about this time by Bristol Street Motors, they seemed to do quite well with it, but were probably disappointed that they did not sell small aeroplanes in the same quantities as they sold cars.

In the late fifties the Chairman of United Biscuits brought his second aeroplane, a Miles Messenger, G-AKVZ to Denham and employed a company pilot. Within two years he had progressed via a Miles Geminii G-AKDJ, to a Piper Apache G-APVK. Since the company had interests in Edinburgh and London it enabled the Chairman and his staff to work in both cities on the same day, which was most impressive. It became even more effective as the company grew, had customers and factories all over Europe, and got better and faster aircraft. It was a most efficient operation, ferrying directors, employees, guests, customers, ministers and a Prime Minister all over the place. In order to protect their aircraft both from the weather and from the possibility of deliberate damage, a small hangar was granted planning permission and erected. It is still used as a hangar for executive aircraft.

The Air Training Corps had Squadron 2370 in a shed in Denham village, but unfortunately the land where they held their meetings was needed by the local council to build a housing estate, so the aerodrome was very pleased to offer a site. A certain number of people did not want that to happen and opposed it, but with difficulty it went ahead. Many young people have achieved various successes through their commitment and perseverance. Air Vice Marshall Sir Ivor Broome was gracious enough to become President and perform the opening in 1985. He had been to Denham before, in 1941, when he was flying a Blenheim to Northolt. The weather had seriously deteriorated and he told how he was glad to have found Denham.

A parade of pilots and 'planes

A number of people or aeroplanes have been at the aerodrome so long that they ought to be mentioned. The Spartan Flyers must have been here for over forty years, they are all qualified pilots, and the group gets its name from the aeroplane they had first. It was a Spartan Arrow G-ABWP which is still on the register. Being next door to London Airport, Denham is the obvious choice for people who work there and want to fly themselves. The Lapwing Flying Group have kept an aeroplane here since the mid-sixties when they had a Terrier G-ARUI followed by an Auster G-ASAD. A number of their members have progressed in aviation to flying at Heathrow and managing Stansted. Relative newcomers are the BBC flying club at about 25 years who fly one of the few British aircraft on the field, a Slingsby.

The hangars are nearly all used for maintenance, there is almost no space to spare for shelter. The aeroplanes stand outside in the elements, rain, hail and snow, they mostly leak, and inside the carpets are soaking wet for much of the year. Three times in recent years there have been devastating winds. Aircraft tied down outside have been smashed.

In 1989 permission was obtained to build a hangar at Denham to provide services and shelter for helicopters, many of which were being squeezed out of their base at Hayes. It was designed to be the same depth as the existing hangars, but it was soon realised that this was too shallow for the necessary workshops and offices, so a planning application was made for an extra 30 feet. This was refused largely on the grounds that the site was within the Green Belt, it was only granted after a public enquiry.

The hangar was soon full with helicopters that came in for maintenance or complete refits, for customers all over the world. The Express Newspapers´ ambulance helicopter for London, G-HEMS became resident at night, flying off to work every day at exactly ten to eight. A twin squirrel G-OITN was uniquely equipped as a television station.

Cabair has had the Denham School of Flying at Denham for nearly twenty years. They have a very efficient system whereby they not only teach people to fly, but also help many of their flying instructors to advance their careers. Every year some of them move on to fly for the airlines.

There is also a small club, The Pilot Centre, which is lodged in the old wartime blister hangar on the north side of the aerodrome. Denham has parking for aircraft on both sides of the runway, so pilots need access to the weather forecasts, a telephone and a flight planning area on each side. Despite very limited facilities it also tries to provide something for visitors.