Croydon Airport
CROYDON
Note: This picture (2018) was obtained from Google Earth ©
The extent of the aerodrome has been pretty much lost today, unlike so many other locations virtually nothing exists to indicate the perimeters. Clearly the remaining terminal building and hotel define its eastern boundary alongside and just W of the A23.
This Ordnance Survey map of 1930 was kindly provided by Mr Ed Whitaker
At the end of WW1 this was WADDON aerodrome, which included the No.1 National Aircraft Factory. When WADDON was selected to become the international airport for London, to supersede HOUNSLOW and CRICKLEWOOD, it was originally known as The London Terminal Aerodrome, Waddon, Croydon. The terminal, offices and hangars were spaced around Plough Lane, all of which disappeared when CROYDON airport was being constructed and expanded. This includes the area of the WW1 RFC aerodrome, BEDDINGTON.
TWO MOST IMPORTANT MAPS
In 2021 Mike Holder unearthed these two maps published in Flight magazine on the 15th December 1927. I do so wish I had found these maps over twenty years ago, as they would have explained so much I struggled with for years, trying to identify the original airport location.
THE EARLY DAYS
In September 2021 Mr Michael Holder, a great friend of this 'Guide' unearthed these items from Flight magazine, showing the first international movements in 1921.
Notes: The first item was published in Flight on the 28th April 1921. The second item shows airline schedules from the 10th to 23 April 1921, published in Flight magazine on the 28th April 1921. Note that flights from CRICKLEWOOD are also included. The third item shows pictures of the first KLM service to Amsterdam, which took place on the 18th April 1921, published in Flight magazine on the 21st April 1921. The last item shows pictures of international departures, published in Flight magazine, also on the 21st April 1921.
Although operating international flights from 1921 at the PLOUGH LANE site, it wasn't until 1928 that CROYDON opened as the major civil international BRITISH airport. (Perhaps one of the first ‘hub’ airports?). This time with a large purpose-built terminal and grandiose hotel.
During WW2 a RAF Station once again albiet with civilian contractors also on site. After WW2 briefly a civil regional airport mostly for services within the UK.
EMERGENCY LANDING GROUNDS
It was originally envisaged, by at least one person, that to establish a London to Paris service, ELGs at ten mile intervals would need to be provided. As was the clearance of a wide strip for landings on both sides of the Channel. The chief concerns were engine reliability and of course weather.
In the end, as the London to Paris service became established, the ELGs were reduced to four in Kent, PENSHURST, MARDEN, LYMPNE and LITTLESTONE.
In France the ELGs were St INGLEVERT, BERCK PLAGE, ABBEVILLE, POIX and BEAUVAIS. Which is pretty much a straight line from roughly Dover/Folkestone to Cap Gris-Nez to Paris. It seems that once reaching the French coast the preferred route was to fly south to Berck Plage, then inland to Abbeville. Presumably a railway line then led south, rather than deviating via Amiens?
THE FIRST CUSTOMS AIRPORTS
The first fully established international 'airports' in the UK were CRICKLEWOOD, which was operated by Handley Page, and HOUNSLOW HEATH which had the very first Customs facilities for civil international flights after WW1.
This picture of a lovely painting by Kenneth McDonough, of an Imperial Airways Handley Page W.8b being taxied across Plough Lane, was scanned from The Story Of Aircraft by David Charles, published in 1974. The photograph from a postcard was kindly sent by Mr Mike Charlton who has an amazing collection. See: www.aviationpostcard.co.uk
I think it interesting, as can be seen from the captions on some of the pictures, that this site was referred to as Croydon Aerodrome for some time, even after being fully developed. It then being called Croydon Air Port, which differentiated it from a Sea Port. It was also referred to as the London Terminal Airport.
WW1 military use: RFC/RAF and the National Aircraft Factory (RFC/RAF WADDON)
39 Sqdn (Royal Aircraft Factory B.E.2c) + Training squadrons
Civil activities: Pre 1939: Airline, air freight, charter. GA charter, air taxi, pleasure flights, private, business, training, maintenance, aircraft manufacturing and conversions
Note: This first picture was probably taken around the mid 1930s, as the 'chalk line' for aircraft equipped with the 'Lorenz' landing system is clearly evident. Copyright: The Aeroplane.
The second picture was taken of a photograph in the Science Museum, London. Highly recommended for a visit. G-AAXD 'Horatius' was a HP.42W 'Western', denoting that was intended for European duties carrying 42 passengers . Four were built for this operation, and another four designed for operations in the Middle East through to India.
This example, registered to Imperial Airways, at the 'Air Port of London', served from the 23rd of January 1930 until the 9th September 1940. When it was impressed into military service. The RAF, needless to say and perhaps understandably, had no idea what to do with them, and they were soon consigned to the scrap heap. Not one survived. An attempt was made to build a replica but, as far as I know, nothing has come of this?
The third picture: Kindly sent by Mike Charlton from a postcard, this is a good example of a hand-tinted black & white picture. Probably taken at dusk, or maybe dawn? The incipient anorak in me wonders what the aeroplane H-NAE? was. 'H' being the country 'ident' for The Netherlands before 'PH' was introduced.
Fourth picture: This picture from a postcard was also kindly sent by Mike Charlton and shows the Plough Lane 'International Air Port' layout before the later major Air Port was built further north on this site.
A MIKE CHARLTON GALLERY
These great pictures from postcards were very kindly sent by Mike Charlton who has an amazing collection. See: www.aviationpostcard.co.uk
NOTES: The third and fourth pictures are both of two de Havilland DH83 Fox Moths operated by Provincial Airways, based at CROYDON. The company was founded in 1933 with two GAL Monospar ST-4 types to operate a mail service to Plymouth via Portsmouth and Southampton. In November 1933 the two Fox Moths G-ACEX 'Mercury' and G-ACEY 'Jupiter' were added, and later in May 1934 a de Havilland DH84 Dragon was added. A last ditch attempt to save the enterprise with a London to Hull service also failed, Provincial Airways closed in December 1935.
G-ACEX went on the serve with Pines Airways based at REST BAY, Porthcawl in South Wales from the 15th April 1936 until the 29th December 1939 when it was impressed into the RAF as X2866.
G-ACEY was acquired by Utility Airways at HOOTON (Merseyside Air Park) and destroyed by fire in July 1940.
Fifth picture: This rare picture is of the original terminal at Plough Lane
Eighth picture: This Fokker FV11b/3m was operated by SABCA, a forerunner of SABENA. The aircraft behind, F-AIZN, is the Air Union Liore et Olivier 213, later operated by Air France.
Twelth picture: This picture is of the entrance to the aerodrome when it was situated at Plough Lane. Roughly half a mile south of the later major Air Port development.
AND YET MORE
In March 2020 Mike Charlton very kindly sent these three pictures. The first is very interesting as the sign on the post office says 'WADDON AERODROME', which surely must mean the picture was taken shortly after the Plough Lane terminal opened. It seems that at first there was some debate as to whether this airport should be known as WADDON, after the existing aerodrome, or CROYDON to help identify it as a new site of much more importance. Rather like in later years after WW2 the HEATHROW (GREAT WEST AERODROME) was called LONDON AIR PORT. Which it swamped of course.
The second picture of the entrance to the Customs Hall, at Plough Lane, is a welcome addition, and the third picture of a hangar was taken after the later airport was opened just to the north of the Plough Lane terminal.
Operated by: 1930s: Croydon (Air Port of London)
Flying Circus operators: Aircraft Demonstrations Ltd
Note: Operated as Coronation Air Displays during 1937. Three aircraft were acquired it seems, probably Avro 504 types?
Also: Air Pageants Ltd
Note: Operated as British Hospitals Air Pageants in 1933 and 1934, and, Sky Devils Air Circus in 1934. Reformed as Jubilee Air Displays in 1935.
Aircraft known to be operated by these concerns were: Avro 621 Trainer G-ACOV, Miles Hawk G-ACPC, de Havilland DH60M G-ACOA and the Avro 504N G-ACNV
WW2: Royal Air Force
17 Sqdn (Hawker Hurricanes) Note: Possibly operating here before the start of WW2?
*Battle of Britain RAF Station 11 Group
(10th July 1940) 111 & 615 Sqdns (Hawker Hurricanes)
(1st August 1940) It seems only 111 Sqdn remained here with their Hurricanes?
(1st September 1940) 72 Sqdn (Vickers-Supermarine Spitfires)
85 Sqdn (Hurricanes)
Also, during this period, No.605 (County of Warwick) Sqdn, Royal Auxiliary Air Force, flying Hurricanes
AT OTHER PERIODS IN WW2
Department of Civil Aviation
Note: It is often said that when WW2 began, all civil operations stopped. They did not. All
private flying stopped but a few selected civil commercial operations continued under strict supervision. For example many commercial operations continued around the Scottish highlands and islands. Imperial Airways and British Airways were merged to form BOAC (British Overseas Airways Corporation) and services to the west coast of Africa via Lisbon, then across central
Africa to provide links to the Middle East, South Africa and India.
Air links to Australia and New Zealand were also maintained, but I think QANTAS flew these services from Ceylon (now Sri Lanka).
RAF Fighter Command 11 Group
92 & 145 Sqdns (Bristol Blenheims)
111, 145, 605 & 615 Sqdns (Hawker Hurricanes)
RAF 110 Wing
147 Sqdn (Vickers Warwicks & Douglas C-47 Dakotas)
One list prepared by Alan C. Wood states that twenty-two RAF Squadrons flew from the airfield in WW2. These being: Squadrons, 1, 2, 3, 17, 32, 41, 72, 84, 92, 111, 115, 116, 147, 207, 271, 287, 302, 307, 501, 605, 607 and 615. He wrote the book Military Ghosts and this includes a couple of stories relating to CROYDON.
Note: This picture was probably taken shortly after the new CROYDON terminal building opened in 1929.
British airline and charter users: Pre 1940: Air Commerce, British Continental Airways, British Air Lines, British Airways, Channel Air Ferries, Cobham Air Routes, Commercial Air Hire, Crilly Airways, Daimler Airways, Handley Page Transport, Imperial Airways, Instone Air Line, International Air Lines, London, Scottish & Provincial Airways, Olley Air Service, Personal Flying Services, Provincial Airways, Railway Air Services, Spartan Air Line, The Western Air Express, William Beardmore & Co Ltd
Post 1945: Air Commerce, Airlines (Jersey), Barclays International Airways, BEA (British European Airways), Jersey Airlines, Transair
Note: In the 1957 edition of 'The Aeroplane' directory, Transair had a fleet of ten Douglas C-47 Dakotas, with two Vickers Viscounts on order, which clearly couldn't have been operated from CROYDON. Their operation transferred to GATWICK.
Note: This first picture of the Luft Hansa G.38, on short finals for Croydon, was apparently taken on June 12, 1931. Note the passenger cabins inside the inboard wing sections. Copyright: Aeroplane Monthly.
Notice that the two inboard engines have four bladed propellers, the outboard engines two bladed.
The second picture from a postcard was kindly sent by Mike Charlton. The Junkers G.38 was, when first flown on the 6th November 1929 the largest land plane in the world. Only two were built, registered D-2000 and D-2500. Operated initially by the Reich Air Ministry from the 27th March 1930 the G.38 established four world records for speed, duration, distance and lifting ability - 5000 kg.
Luft Hansa then operated the type from the 2nd May 1930. Oddly it might seem, passenger accommodation, although luxurious, was restricted to around thirty passengers seated in three eleven seater cabins - including two in the leading-edge wing roots. The only example as far as I can see, of this idea being adopted. There were also smoking cabins and washrooms available. It appears Luft Hansa operated the type until WW2.
Foreign airline users: Pre 1940: A.B. Aerotransport (Swedish Air Lines), Aer Lingus, Aero Transport Line, Air France, Air Union, Cie des Grands Express Aériens, Cie des Massageries Aériennes, ČLS (Československá Letecká Spoleċnost), Deutsche-Aero-Lloyd, DDL, Deutsche Luft Hansa, KLM Royal Dutch Airlines, SABENA, SNETA, Swissair
Post 1945: Aer Lingus
Charter/air taxi: Pre 1940: Air Dispatch, Air Couriers, Air Taxis, AviationTours, British Air Transport, Captain Lowenstein, Henderson Aviation Bureau, Leslie Hamilton, Rollason Aviation, Surrey Flying Services
WRIGHTWAYS
These two pictures from postcards were also kindly sent by Mike Charlton. And of course amply illustrate how frustrating it can be to 'pigeon-hole' many companies for a simple 'Guide' such as this.
Post 1945: Adie Aviation, Aerial Transit Company, Aikman Airways, Air Charter, Air Couriers, Aircraft and Engineering, Air Enterprises, Airlinks, Airspan, Air Taxis, Allen Air Services, Birkett Air Service, Blue Line Airways, Brevet Flying Club, British Air Transport, Channel Air Services, Flyaway, Hunting Air Travel, Morton Air Services, Olley Air Service, Spencer Airways, Surrey Flying Services, Wrightways
Note: In the 1957 'The Aeroplane' directory, the Wrightways fleet was; Seven DH104 Doves and three Airspeed Consuls. Olley Air Service were an Associate Company.
But, in this same directory, Olley Air Service, also claimed to be operating seven DH104 Doves, three Airspeed Consuls and one DH89A Dragon Rapide. Clearly these aircraft, except for the Dragon Rapide, were in effect being operated by both companies. Channel Air Ferries were also listed as being an Associate Company.
Air freight: Pre 1940: Air Dispatch, Commercial Air Hire, Wrightson & Pearse
Air Mail: Pre 1940: Air Post (Banks Ltd), Crilly Airways
A MIKE CHARLTON GALLERY FOR SURREY FLYING SERVICES
Without any doubt (?) these aircraft were acquired from the Aircraft Disposal Company, who had taken over the No.1 National Aircraft Factory at the north end of WADDON aerodrome. They held a vast stock of WW1 surplus aircraft which explains why a couple of these aircraft had previously allocated military serial numbers.
First picture: The Avro 536 G-EAKM was first registered 18.08.19. It appears registered to Surrey Flying Services 30.07.25 and crashed at Taplow, Berks, 04.07.28.
Second picture: The Brush/Avro 504K G-EBDP was previously F2284. Presumably in the RAF and built at the Brush works in Loughborough, Leics. Registered 22.06.22 it was apparently WFU (Withdrawn From Use) 24.07.25 - although the official register states December 1930. I imagine this might be explained because it may have been kept aside with a view to renovation?
Third picture: This example, G-EBHM, was an Avro 548 and previously E3794. Registered 30.07.23 it crashed and was cancelled 15.06.27
Fourth picture: The Avro 536 G-EBOF was registered 31.05.26 and WFU 05.03.28.
So many of these Avro 504s and derivatives appear to have had quite a short life. Presumably because new or almost new airframes were available at a price which was below that of the cost of a major overhaul.
First picture: This Fokker F.XI Universal led an interesting life, originally registered in the U.S.A. as NC3199. It was first registered in the U.K. as G-EBUT in May 1928, just before the 'G-A' system was adopted in 1929. When it served with Surrey Flying Services remains unclear, to me at least. It seems it went to Kenya as VP-KAB in December 1928, but was restored to the U.K. register in March 1929. A long way to go for barely three months - did it fly there - or was it shipped? And for what duties I wonder?
Perhaps then serving with Surrey Flying Services, it was later registered to Staffordshire Airplanes at MEIR aerodrome near Stoke-on-Trent from 12.03.35 to 07.12.35 before going to Australia as VH-UTO.
Second picture: A lovely composite picture showing several examples of the Surrey Flying Services fleet.
Third picture: The de Havilland DH83 Fox Moth G-ABUT was first registered on 28.06.32, going to Surrey Flying Services on the 15th September that same year. It appears it stayed with SFS until being impressed into RAF service as X9304 in early April 1940.
Fourth picture: A fine snap but no registration details for this DH83 Fox Moth.
Flying schools and clubs:
Pre 1940: Brevet Flying Club, Henderson School of Flying, Rollason Aviation, Royal Aero Club, Surrey Flying Services
Post 1945: Airways Aero Club, Central Flying Group, Croydon Flying Club, Experimental Flying Group, Pioneer Flying Group, Surrey Flying Club, Transair Flying Club, Vendair Flying Club
Note: In the 1957 The Aeroplane directory, the remit for Airways Aero Club, is given as: M.T.C.A. approved for P.P.L. and C.P.L. instruction; instrument ratings.
Their fleet was: 5 Auster Aiglet Trainers, 2 DH89A Tiger Moths, 1 Auster 5D, 2 Airspeed AS.65 Consuls and 8 DHC.1 Chipmunks. The Consul was a civil conversion of the Oxford.
Also listed in 1957 was the Central Flying Group (founded in 1950) and they had twelve members with: One Taylorcraft, two gliders and two Percival Proctors. And, also listed was the Croydon Flying Club. They it appears were operating one DH89A Tiger Moth and one Taylorcraft.
Plus, the Experimental Flying Group were listed with two Miles Hawk-Trainer 3s. Obviously I am missing something here? What exactly was "Experimental" in using a couple of Hawk-Trainers? In addition was the Pioneer Flying Group, who it seems were operating one DH82A Tiger Moth.
Of I think great interest, was the Surrey Flying Club, which it seems had a fleet of: Six DH82A Tiger Moths, two DH87B Hornet Moths, one DH85 Leopard Moth and one Miles M38 Messenger. Today of course, for many, a 'dream' fleet of classic types.
Last but not least, also listed in the 1957 The Aeroplane directory, was the Vendair Flying Club - operating two Percival Proctors, two Austers (night flying) and one de Havilland DH82A Tiger Moth.
Pleasure flights: Pre 1940: Aircraft Transport & Travel, Airspan, Aviation Services, Aviation Services, British Air Transport, Leatherhead Aviation Services, Surrey Flying Services, W.G. Pudney
Maintenance/conversion: Post 1945: Air Courier (Transport), Aircraft and Engineering, Field Aircraft Services, Wrightson & Pearse
Manufacturing: Post 1945: Rollason’s (part of Field Aircraft Services/Hunting Group)
Other users: Pre 1940: Aircraft Disposal Co (Owned by Handley Page), Kensington-Moir & Straker, ‘Airline’ Publications
Post 1945: Film Aviation Services?
Location: 2.5 nm S of Croydon town centre. Originally laid out further to the south near to Plough Lane. It is well worth reading about the details involved in the expansion of CROYDON from about 1926. Incredibly it seems the original, (and much smaller), airport didn’t allow enough room for take-offs and landings into the prevailing south-westerly winds! And, in those days, all these aircraft/airliners were ‘tail-draggers’ which usually have limited tolerance to cross-wind operations. But who on earth would be barmy enough to start an airport under such circumstances? See the beginnings of GATWICK in SUSSEX to try and ascertain the vast extent of sheer stupidity often employed in British civil aviation.
Period of operation: 1915 to 1959 (some records say 1915 to 1955) but it seems certain it closed forever in 1959. Military from 1915 to 1919. Opened as the main civil airport for London on the 29th March 1920 after HOUNSLOW HEATH was closed - at least for international operations. A collection of wooden shacks served the incipient international airlines.
However, this information appears to be incorrect as it was CRICKLEWOOD, operated by the Handley Page Company, that opened in February 1920 as a full-time international Air Port with permanent Customs and Ministry people present.
Incredibly the Handley Page Company appears to have been quite unaware of the how the fog/smog problem which so often afflicted London would impact on their operations. And that even commercial airline pilots in those days had to navigate by visual references. We also need to remember that in those days 'airliners' were much slower and flew much lower, often very low indeed, sometimes barely above the tree-tops.
One of the principal navigation skills for airline pilots was to learn by heart the detailed route features, such as the visual character and sequence of railway stations. This was usually referred to as flying by 'Bradshaws', the publishers of a very popular railway guide.
Airline operations at CRICKLEWOOD, it appears, closed in May 1921.
THE LAST DAYS
This said there were some special exceptions allowing aircraft to land after it closed ‘officially’ as a licensed airfield.
Runways: 1930s: NW/SE 1189 grass NE/SW 1006 grass E/W 1097 grass
In 1938 the landing area was listed as being 1050 x 1050, and still grass of course. This said, I think it should be noted that advice was given that; "A white chalk line is permanently installed on the landing area as a guide to aeroplanes using the Lorenz landing approach system."
I am not familiar with this, but it appears to have been based on a radio beacon sending out signals, rather like the ILS today, on a single radial which can be 'homed in' upon.
It seems to appear that the same runways stayed in use throughout WW2 and until the airport closed?
NOTES: Rather unusual if not unique for any airport in the UK, CROYDON was developed from two adjoining WW1 airfields, BEDDINGTON and WADDON seperated by a road, Plough Lane. WADDON was the site of the National Aircraft Factory No.1 and also included the ‘flying area’. However, I have discovered reports of the earliest years of operation when it is said Plough Lane was often closed to road traffic to allow aircraft to taxy across to the ‘flying area”, presumably onto the BEDDINGTON site?
It appears that during WW1 trainee RFC pilots were introduced to flying Sopwith Camels here before going to the ‘Western Front’ in France. The Camel was it seems the most atrocious aircraft to try and fly for a beginner, utterly unstable – attributes much appreciated in combat by those who mastered it. It is said it would not normally fly in the direction it was pointed, which made it difficult to shoot down! However, it also appears that 30% of Camel pilots crashed on their first flight, a large proportion being fatal accidents.
One aspect of British history prior to WW2 not usually much known about is the interest some members of the Royal family had in flying. For example it appears the Duke of York (later King George VI), gained his “wings” here in 1919. Later in the 1930s the Prince of Wales was a very keen pilot, establishing SMITH’S LAWN airfield in the middle of Windsor Great Park.
The principal point about CROYDON is that although operational in March 1920, and known as the London Customs Air Port, replacing the rather temporary ad-hoc arrangement at HOUNSLOW HEATH which then closed, it wasn’t until 30th January 1920, (some say March 1920), when it was opened as the very first British purpose built international Air Port with one of the first specially designed terminal buildings. In fact this development didn’t take place until 1928! This tends to mask the fact that CRICKLEWOOD airport, operated by Handley Page in north London, was in fact the first properly staffed and equipped international airport to serve London.
As pointed out above, with the common fog/smog problems that London frequently suffered, it was an act of idiotic foolnishness to situate an International Air Port north of London, especially as the services to France dominated the schedules in the early days. Hence the decision to put the 'new' airport in the clearer air south of London. It was better than CRICKLEWOOD, but not such a lot really as this area and the areas to the south and east of CROYDON also suffered badly from fog problems.
What we need to remember today is that all the forms of heating for private dwellings, let alone any form of commercial activity, depended entirely on burning mainly coal and to some extent wood. Therefore, even in areas only reasonably densely populated such as these, the amount of smoke being generated was still considerable. Hence the liklehood of fog was greatly increased. And indeed. a line of diversion airfields had been arranged along the routes into CROYDON to cope with this. See PENSHURST in KENT for example.
In the event of a severe and prevailing fog problem causing the airliners to be grounded for several hours or more at a diversion airfield, the airlines would arrange for coaches to collect the passengers. I expect that these journeys were pretty arduous too given the state of the roads, but perhaps some of these people were delivered to a nearby train station to continue their journey? It seems very difficult to find out more information on this aspect of early air travel.
ANOTHER MIKE CHARLTON GALLERY
Sixth picture: It is clear from this picture that the A22 trunk road, (Purley Way), had been rebuilt, further east, to allow more space for CROYDON AIR PORT.
Seventh picture: This pictures dates from the time when the main centre of operations, in the early days of CROYDON, was at Plough Lane, at the southern end of the later Air Port development.
Tenth picture: The KLM Fokker F-VIII PH-AEF can clearly be seen in this picture.
CUSTOMS APPROVED AIRPORTS FOR LONDON
Some authors say CROYDON was the only UK Customs airport in the 1920s for international air travel until the Empire flying boats came along in the mid 1930s. This is, it appears, incorrect. CRICKLEWOOD for example became an international Air Port one month before CROYDON opened in 1920 and several other locations in the south of England undertook regular/scheduled international flights in the early post WW1 years. In fact it now seems five international ‘Customs Approved’ Air Ports were nominated around the time HOUNSLOW HEATH opened. The others were CRICKLEWOOD also in LONDON of course, DOVER and LYMPNE in KENT and HADLEIGH in SUFFOLK. As far as I am aware, HADLEIGH was never developed, and indeed, it seems probable that no services were ever made to this site.
1920
In 1920 Handley Page apparently acquired all stocks of ex WW1 military aircraft and sold them here through their subsidiary company, the Aircraft Disposal Co. It seems that the average price for a Clerget-engined Avro 504K was £650. (About £19,500 today comparing RPI? Or £80,000 comparing average wages? Much more than the price of an average house in 1920). Which amply illustrates how basic statistics can be so hopelessly misleading.
In May 1920 ‘Bert’ Hinkler took off for a non-stop flight of 650 miles to Turin in the Avro 534 Baby G-EACQ taking just 9.5 hours! In January 2004 I flew as a passenger from Rome to Heathrow (about 892 miles) in a Alitalia Airbus A320. This took two hours ten minutes. And, if it could be have flown directly from point to point, a bit sooner of course. I mention this simply to illustrate how incredibly fast and efficient the modern airline industry has become transporting hundreds of thousands of people daily. Once you are actually on the airliner of course. Even then, on short haul operations especially, the time taken on the ground taxying to and from the runway really eats into the airborne time.
The business of getting into the airport, the check-in, passport and security checks at both ends, and getting to and from the departure gate can easily add another two or three hours. And if being sensible and allowing for delays, add another couple of hours. In effect, flying from the U.K. to Paris, Amsterdam and Brussels especially can often take as long, or even longer on average, as it did in the 1920s! The longer the distance, as a general rule, the more air travel makes sense.
The first ‘KLM’ flight to Schipol (Amsterdam) took off here on the 17th May 1920 and used an Airco DH.16 G-EALU, operated by Aircraft Transport & Travel.
The reliability, or rather lack of reliability of early commercial aircraft, (let alone military or possibly even privately owned examples), needs to be explained. The illustrious Captain Gordon Olley claimed no fewer than seventeen forced landings due to a faulty engine oil feed on an early flight between CROYDON and Paris! Just think about this - seventeen forced landings - and all successful! Try doing this in the majority of light aircraft, let alone airliners today - utterly impoossible. The importance of air races between the wars cannot be overlooked today, they made huge contributions to both enhanced performance and reliability.
INSTONE AIR LINE: A MIKE CHARLTON GALLERY
First picture: The Vickers 66 Vimy Commercial 'City of London' G-EASI,was first registered on the 13th of May 1920. As far as I am aware it served with Instone until being WFU (Withdrawn From Use) on the 20th August 1925. It could well have served briefly with Imperial Airways.
It certainly is a very interesting picture, which I suspect is a heavily touched up photograph? The scene is at the Plough Lane terminal.
Third picture: Very interesting I would say - clearly an air freight operation. Loading what? 'Golden Guinea' is I think, a brandy. The DH18A G-EAWO was registered on the 23rd March 1921 and was destroyed in a mid-air collision with the Farman F.60 Goliath F-GEAD operated by Cie des Grands Expresses Aeriennes, based at Le Bourget, over Poix in France on the 7th April 1922.
I wonder if it was this mid-air collision that led to the rule that aircraft following a line-feature, such as a railway, road or river etc, should always fly to the right. A very sensible rule that still applies today - although I have come across a few pilots who have failed to obey it, both in the UK and in Europe. And on a couple of occasions only narrowly escaped a head-on collision, simply because I was looking out and saw the oncoming traffic. (See below).
Fourth picture: Here again something of interest. It appears that the DH18A G-EARO was registered on the 2nd March 1920 but only served with Instone Air Line until the 24th March 1921. It was then registered to the Air Council until the 25th November 1925. However, another respected source states it became J6899 at FARNBOROUGH on the 9th July 1921. Any advice will be most welcome.
THE EMERGENCE OF CROYDON AS A MAJOR EUROPEAN AIR PORT
What is not generally appreciated today is that when the reconstructed airport was officially opened on the 2nd May 1928, (some say 1929) the CROYDON terminal building was reckoned to be the largest of it’s kind in the world. And, it had another remarkable distinction in that it had the first purpose built control tower. However, we shouldn’t get too excited about this because, from one architectural point of view at least, a Mr John Dower stated that, “CROYDON is a dull and grim sobriety and does not express aviation at all!” I think he was correct in that opinion but fortunately for us today this ‘contentious’ terminal building does have a preservation order imposed so we can make our own minds up about that issue.
Originally CROYDON airport was based around what is now known as the Plough Lane site. The development of the now famous CROYDON airport took place just to the north of this. The burning issue that exercises my little brain is that the grass runways listed in WW2 must surely have been about the same size as those used before by the airlines operating services between the ‘wars’? Considering the equipment and aids then available, from my point of view today, I would expect to find an airport at least four times larger to minimise errors especially when landing in poor visibility. It seems to me almost incredible that those airline crews were so damned good, but their safety record certainly proves they were.
Over the years the names of famous aircraft manufacturers come and go, usually by merger of course. In the 1930s the really big names here were, for the British: Armstrong Whitworth, de Havilland and Handley Page. For foreign manufacturers: Douglas, Farman, Fokker and Wibault.
1921
29.01.21 A Martinsyde F.4 G-EAWE departed here for Warsaw and apparently arrived!
In 1921 Surrey Flying Services started pleasure flights initially with Avro 504K G-EAWI.
1922
The first King’s Cup Air Race started from CROYDON taking place over the 8th & 9th September 1922. Flying 810 miles with the twenty-two starters making compulsory stops on the first day at Birmingham, (CASTLE BROMWICH?), Newcastle-upon-Tyne, (where?) and an over-night stop at Glasgow, (ABBOTSINCH perhaps?). The following day they called at Manchester, (ALEXANDRA PARK perhaps?), FILTON in Bristol, then back to CROYDON. There were 22 entries but only 11 finished. Franklyn L Barnard, the Commodore of Instone Air Line won in G-EAMU, a DH.4A “City of Cardiff” at an average speed of 123mph. Just to show how hopelessly anoraky I’ve become, (but only sometimes hopefully?), since starting this research I’d maintain G-EAMU was probably a DH.4 (?) during this race, because according to my notes when Instone upgraded G-EAMU to DH.4A status they also renamed it “City of York.” On the other hand, did Instone modify G-EAMU to DH.4A standard specifically for this race?
Another King’s Cup Race was held here three years later on the 4th July 1925. This time the winner was once again Frankyn L Barnard, (he hadn’t won in the previous two races), but this time he was flying an Armstrong-Whitworth Siskin V, G-EBLQ, which was a front-line fighter type. Fourteen aircraft started and the course had doubled in length to 1,608 miles and Barnard averaged 141.7mph. This distance was, I believe, the longest ever of any King’s Cup and after WW2 the course was a great deal shorter, probably not exceeding 200 miles and a couple of times (1957 & 1965) only covering 40 miles. The 1922 and 1925 King’s Cup were the only times the race took place from CROYDON.
Could it be that the handicap system was first introduced for the King’s Cup Air Races? Be this the case or not the genius who invented the system certainly needs applauding as it keeps the excitement up throughout the race and the competitors with the fastest aircraft have no advantage over those flying the slowest. What a brilliant concept.
02.04.22 Daimler Hire started a Croydon to Paris service with a DH.18A G-EAWO. Five days later this aircraft collided with a Farman Goliath F-GEAD over Poix in poor visibility. Many accidents like this led to the rule that all aircraft following a line feature such as a major road, railway or coastline should fly on the right of the ‘line’ feature. This still applies today for flights conducted under VFR, (Visual Flight Rules), but I have had many close encounters over the years with pilots ignoring this basic 'Law'. ,
Including the Red Arrows to a limited extent when they were circumnavigating the Isle of Wight clockwise after a display in the Solent and having a ‘bimble’ back to BOURNEMOUTH. It is of course entirely probable that the Red Arrows had planned this 'sortie', and that I had failed to notice it amongst the plephora of information regarding the huge event in the Solent. Plus, not everything gets published, despite the best intentions. As it happened we were monitoring their progress on the radio, so quickly flew inland to land at SANDOWN.
On 24.05.22 Major W T Blake departed in the modified AIRCO DH.9 G-EBDE for a round-the-world flight but he crashed at Borely in France. He later continued in the DH.9 G-EBDL which reached Calcutta and was sold to Mr Birla, a newspaper proprietor who presented it to the University of Benares. (What happened to it after?). Major Blake used several aircraft to accomplish the attempt. The FAIREY IIIC G-EBDI was intended for the Calcutta to Vancouver sector but it crashed in the Gulf of Assam in August 1922, after which the attempt was abandoned. The DH.9 G-EBDF was intended for the Canadian sector and was shipped out, later to be sold and used commercially in Canada by Laurentide Air Service as G-CAEU. The Felixstowe F.4 G-EBDQ flying boat was intended to undertake the final Atlantic crossing but there is no evidence it was shipped to Canada. Even so this was a massive undertaking, which by and large, seems to be mostly forgotten about today?
1923
In 1923 Handley Page Transport were flying regular services as far as Zurich.
Captain Lowenstein operated charter flights to Nice from January to March 1926 using the Vickers 60 Viking IV G-EBED. This aircraft was sold to Leslie Hamilton in July 1926 for a winter sports service to Switzerland! I wonder what happened? The CoA expired in July the following year. An amazingly modern concept I think; the offering of winter services for holiday purposes, but I wonder how reliable they could have been given the usually poor weather?
IMPERIAL AIRWAYS: A MIKE CHARLTON GALLERY
First picture: The Short S.17/L Scylla 'Scylla' was registered to Imperial Airways on the 16th August 1933 and served with them until the 9th September 1940. Even before being issued with a military serial it appears it was delivered to RAF DREM in Scotland, and, not being properly tethered, or hangared, it was destroyed in a gale on the 14th Sepember 1940.
Third picture: The 42-seater Short S.17/L Scylla, 'Syrinx', G-ACJK was registered to Imperial Airways on the 15th August 1933 and WFU (Withdrawn From Use) on the 17th December 1939. It was scrapped at EXETER in 1940.
Fourth picture: Why is it that the HP.42W 'Hengist', G-AAXE seems to appear in most pictures? Imperial Airways operated four HP.42Ws on their European routes. The others were G-AAXC, G-AAXD and G-AAXF so you'd think the other three would share the limelight equally - but not so. These three soon came to grief soon after the outbreak of WW2 - and I suppose nobody thought anything of them at the time - which is easy enough to understand.
G-AAXC was destroyed by gales at WHITCHURCH (Bristol) on the 19th March 1940. G-AAXD was destroyed in a forced landing at Tiverton in Devon on the 7th November 1939. G-AAXF was impressed on the 29th May 1940 as AS983, but destroyed at DONIBRISTLE (Scotland) on the 23rd April 1940.
Fifth picture: The Boulton Paul P71A G-ACOY 'Britomart' was of the Bodicea Class operated by Imperial. Registered on the 14th October 1934, Imperial acquired it on the 8th January 1935. It seems it crashed at Haren, Brussels in Belgium on the 25th October 1935. A short operational life of ten months.
Sixth picture: The de Havilland DH66 Hercules G-EBMW was registered to Imperial on the 11th December 1925, and served with them until making a forced landing at Koepang, (now Kupang in Indonesia) on the 19th April 1931. I think this gives a very good idea of just how far Imperial were operating aircraft of this fairly basic type airliner, even into the 1930s.
Seventh picture: This Armstrong Whitworth A.W.27 Ensign 1 (G-ADSR) was the first of twelve registered by Armstrong Whitworth on the 3rd October 1935. The registrations running from G-ADSR to G-ADSW, plus G-ADTA to G-ADTC. It appears that G-ADSR was registered to Imperial Airways on the same date, and, as can be seen, was named 'Ensign'.
The Ensign was a 32 seater and G-ADSR served with Imperial Airways until the 22nd August 1940. It was then transferred to BOAC at CROYDON, (although I suspect it operated from WHITCHURCH near Bristol initially?), until the 18th February 1945 when it was broken up at Cairo, Egypt.
Eighth picture: This is very interesting, as although clearly painted with Imperial Airways colours, this aircraft (G-EAWY) almost certainly never served with Imperial. Can anybody kindly identify where this picture was taken? Only three were built, the third example, the Bristol Brandon going to the RAF.
The Bristol 67 Ten Seater G-EAWY (nine passengers plus pilot) first flew in October 1921 and was registered to the Air Council. It seems that Instone Air Lines operated it from Feb 1922, then Handley Page Transport before it was WFU (Withdrawn From Use) on the 10th February 1923. Several months before Imperial Airways was formed.
IMPERIAL AIRWAYS: A MIKE CHARLTON SECOND GALLERY
First picture: Here again another example of an 'airliner' not apparently registered to Imperial Airways. First registered on the 16th May 1933, the first record I can find of G-ACCC was of it being registered to the Air Ministry, and based at CROYDON from the 7th May 1935. It then went to the RAF as L6102 in June 1936 and was broken up in 1937. It would therefore appear that Imperial probably evaluated it on various services, but weren't too impressed.
Second picture: The AW Argosy 2 G-AACJ, a 28 seater, was first registered on the 24th October 1928 and appears to have served with Imperial until the 3rd January 1936 when it went to British Airways and based at SOUTHAMPTON. It seems it didn't last long there, being cancelled in December 1936. Used for just one season it would seem, but on which services?
The third picture: Once again confusion rules the roost. One source, supported by the picture caption to some extent, says that this Handley Page HP.42 'Hadrian' was a 42 seater HP.42W (Western). However, assuming it is correct, the official registration document states it was a 18-28 seater HP.42E (Eastern), and, registered to Imperial on the 30th January 1930 was based at Cairo in Egypt until the 25th July 1940. It was, it seems, then impressed to the RAF as AS982. What became of it?
Fourth picture: This 14-seater Handley Page W.10 G-EBMM was a derivation of the WW1 0/400 bomber, developed via the 0/7, 0/10 and 0/11 transport types. Presumably still well thought of, it was registered to Imperial on the 5th March 1926 and served with them until late 1933.
On the 27th November 1933 it was acquired by Alan Cobham's National Aviation Displays based at FORD aerodrome in SUSSEX. On the 7th September 1934, on a staging flight with four on board after departing from HESTON AIRPORT (LONDON) the tailplane came adrift and it crashed killing all four occupants at Aston Clinton in Buckinghamshire.
Fifth picture: Here again one respected source states this was a HP.42W Western 'Hanno' (G-AAUD) - but the official record states it was registered to Imperial on the 30th January 1930 as a HP.40E Eastern and based at Cairo. It appears it was destroyed in a gale at WHITCHURCH (SOMERSET) on the 19th March 1940. Presumably whilst awaiting to be impressed to the RAF?
Sixth picture: This example of the HP.42 (G-AAXC) 'Heracles' was it seems a 41 seater HP.42 Western. Used for European duties and registered to Imperial at CROYDON on the 22nd April 1930. It appears it had the same fate as G-AAUD, being destroyed in a gale during March 1940.
Seventh picture: Before seeing this picture I had no idea that Imperial operated the Westland Wessex type. Presumably used to destinations to the nearest parts of Europe when passenger numbers were down on certain sectors? Or perhaps, for destinations with limited pasenger numbers - such as Oostende in Belgium for example. G-ACHI was registered on the 4th July 1933 and appears to have served with Imperial until late 1937. It then went to Air Service Training at HAMBLE (HAMPSHIRE) on the 24th November 1937, and was WFU (Withdrawn From Use) there on the 23rd May 1940.
Eighth picture: This picture shows the Boulton Paul P.71A nine-seater airliner G-ACOX 'Boadicea'. First registered on the 19th September 1934 it went to Imperial on the 8th January 1935. It was lost over the English Channel on the 25th September 1936. A reminder that, although getting safer, there was still a considerable risk flying the airlines. A situation that didn't much improve until some time after WW2.
IMPERIAL AIRWAYS: A MIKE CHARLTON THIRD GALLERY
First picture: This Avro 652 six-seater was one of two operated by Imperial, G-ACRM and C-ACRN and both were registered on 1st March 1935. Both went to Air Service Training at HAMBLE on the 16th Sepember 1938, G-ACRM being impressed as DG655 on the 14th February 1941, and G-ACRN on the 11th. This does seem to indicate that those given the task of impressing civilian aircraft for military use were really struggling to cope. No doubt resisted by the RAF especially who, in many cases, had no idea what on earth they were expected to do with them.
Yet another example of office-wallers in government, right up to senior level, having no idea whatsover of the consequences of their decisions. Invariably being based on having complete ignorance of the subject they suddenly found they had command over.
Second picture: The 12 seater de Havilland DH86A, (later a DH86B), G-ADUE 'Dardanus' was registered to Imperial at CROYDON on the 19th December 1935 and served until the 22nd August 1940. It then went to BOAC at WHITCHURCH (Bristol) from the 22nd August 1940 until the 20th September 1941. It was then impressed as AX762.
Seen behind in this picture is the Imperial Airways DH86 G-ADUF 'Dido' and beyond the Wibault 28.T12 F-AMHK.
Third picture: The Armstrong Whitworth Argosy 1 G-EBLF was registered to Imperial on the 16th March 1925 and served with them until being WFU (Withdrawn From Use) at CROYDON in December 1934.
Fourth picture: This picture reveals a rather interesting aspect of Imperial Airways operations. Clearly seen here at CROYDON, the 18 seater Armstrong Whitworth AW.15 Atlanta G-ABTG 'Amalthea' was registered to Imperial on the 14th January 1932.
But here comes the interesting bit - it crashed at Kisumu, Kenya on the 27th July 1938. What can be made of this? Everything I have ever heard or seen about Imperial Airways services from the UK to and through Africa has involved the big classic airliners and flying boats. I find it hard to believe that this type would have been used on premium route sectors. So, presumably Imperial offered feeder services away from the main staging points? Any advice will be most welcome.
Fifth picture: The 12-seater DH86B Express G-ADUI was registered to Imperial on the 19th December 1935, and served with them until the 22nd August 1940. It was then transferred to BOAC at WHITCHURCH (SOMERSET) until the 5th November 1941 when it was impressed to the RAF as HK830. They then took it Egypt when it was DBR (Damaged Beyond Repair) at Bilbeis on the 11th March 1942.
Sixth picture: The 42-seater Handley Page HP.42W 'Horatius' G-AAXD was registered to Imperial on the 22nd April 1930. It was destroyed in a forced landing near Toverton in Devon on the 7th November 1939. I suppose it is fair to wonder what exactly an aircraft of this calibre was doing down there?
Seventh picture: The 12 seater DH86B Express 'Demeter' G-AEAP was registered to Imperial on the 27th January 1936 and served with them until the 22nd August 1940. It was then transferred to BOAC, but it seems still based at CROYDON - I had expected it to be based at WHITCHURCH. What I find interesting is the address given for BOAC for that period in early WW2 - which was - the Grand Spa Hotel, Clifton, Bristol. It was of course, during WW2 quite normal to find that the 'top brass' in both the military, and companies such as BOAC, made certain that they were 'billeted' in first class accommodation. Not just in the UK but everywhere across the world where 'the war was being fought'.
Eighth picture: It appears the Short S.17L Scylla aircraft were known as the 'Syrinx Class', and G-ACYK was named Syrinx.
IMPERIAL AIRWAYS: MIKE CHARLTON FOURTH GALLERY
First picture: The 42-seater Handley Page HP.42W Western 'Helena' G-AAXF, was registered to Imperial on the 23rd April 1930 and appears to have served without any major problems until it was impressed as AS983 on the 29th May 1940. In the hands of the RAF it was destroyed at DONIBRISTLE, barely four months later, on the 1st August.
Second picture: The 22-seater Armstrong Whitworth Argosy 1, G-EBLO, was registered to Imperial on the 4th June 1925. There is then some doubt about its fate. The official record states it was WFU (Withdrawn From Use) on the 2nd August 1930. But another generally reliable source says it crashed at Aswan, Egypt on the 16th June 1931. Any advice available?
Third picture: The 18-seater Armstong Whitworth AW.15 Atlanta, G-ABPI, named 'Atalanta' was registered to Imperial on the 26th August 1931, and served for two years before being sold to India as VT-AEF in August 1933.
Fourth picture: The AW.15 Atlanta, as can be clearly seen, was also named 'Atalanta' and I wonder why? Registered to Imperial on the 14th January 1932, it was impressed to the Indian Air Force as DG451 on the 5th April 1941.
Fifth picture: The DH86 Express G-ACPL (un-named?) was registered to Imperial on the 23rd April 1934 and served until the 22nd August 1940. It then went to BOAC at WHITCHURCH until the 13th December 1941 when it was impressed to the RAF as HK844.
Seventh picture: The 16-seater Handley Page W8B G-EBBI was registered to Handley Page Transport Ltd on the 10th July 1922 and probably named by them as the 'HMA Prince Henry'. It went to Imperial Airways on the 7th September 1926 and continued in use until being WFU (Withdrawn From Use) on the 24th March 1932.
Eighth picture: Clearly seen here at CROYDON, the 21-seater Handley Page HP.42E Eastern G-AAGX, was registered to Imperial on the 30th April 1929, and was based in Cairo. It was lost over ther Gulf of Oman on the 3rd March 1940. Presumably seen here in readiness to be ferried out to Egypt?
IMPERIAL AIRWAYS: MIKE CHARLTON FIFTH GALLERY
First picture: The 12-seater de Havilland DH86B Express 'Dione' G-ADFF was registered to Imperial on the 7th November 1935 and served until the 22nd August 1940. It then went to BOAC, although still based at CROYDON, until the 15th August 1941 when it was impressed to the RAF as AX760. Is it just my impression that the DH86 Express, both with Imperial and other civilian operators, seems to have had a very good safety record.
I have later learnt that although it did have a good safety record, the initial design was not so good in many respects. It needed, for example, quite a bit of modification to improve its handling.
Second picture: The 18-seater Armstrong Whitworth AW.15 Atlanta 'Astraea' G-ABTL was registered to Imperial on the 14th January 1932 and served until the 22nd August 1940. It then went to BOAC, (still based at CROYDON), until the 5th March 1941, before being sold to the Indian Air Force as DG450.
Fourth picture: This 12-seater DH86 Express (G-ACWD) was registered as a DH86. Not a DH86A or DH86B variant. It entered service with Imperial on the 29th January 1935 and served with them until the 22nd August 1940, before passing to BOAC, (still based at CROYDON), until the 5th November 1941. It was then impressed to the RAF on the 22nd November 1941 as HK829 and just over a year and a half later, on the 17th March 1943, it was DBR (Damaged Beyond Repair).
Fifth picture: The 6-seater Westland IV Wessex G-AAGW was registered to Imperial on the 21st October 1929 and served until the 24th November 1937. It then went to Air Service Training at HAMBLE (HAMPSHIRE) before being WFU (Withdrawn From Use) at WATCHFIELD (BERKSHIRE) on the 16th August 1940.
Sixth picture: In this picture Imperial Airways had added the name 'Delphinius' to G-ACPL.
Seventh picture: Is it just me, or is the DH.91 Albatross design one of the most aerodynamically advanced and superb looking airliners of the 1930s? I could well be wrong but it appears only four were built? All for Imperial Airways it seems. A clear sign that Imperial at that time were keen to employ the latest and best of the most modern types on offer. There was just one problem, it was built entirely of wood and was totally impractical for airline use. The one piece wing, for example, being impossible to repair economically if seriously damaged. And, it couldn't be kept outside - needing hangarage.
It has been pointed out that it cannot be purely coincidence that Lockheed employed a similar fuselage profile for its fabulous Constellation series.
This example G-AFDI 'Frobisher', a 26-seater, was initially issued with the prototype serial 'E-2', and registered to Imperial on the 28th June 1938. It served with Imperial until the 22nd August 1940 when it was transferred to BOAC until the 19th October 1940 - ostensibly still based at CROYDON. It was destroyed by fire at WHITCHURCH on the 20th December 1940.
Eighth picture. Last but not least, this DH86 Express was registered to Imperial on the 15th February 1935. And, how fitting from my perspective trying so hard to get things correct for this 'Guide' as one highly respected source states it crashed at Zwettl, Australia on the 22nd October 1935, just eight months later. Zwettl is of course in Austria. Heavens only knows how many similar 'finger-trouble' mistakes I have made.
1924
CROYDON will surely and primarily be remembered as the principal first base for Imperial Airways which was formed in April 1924, (actually 31st March but commencing operations on the 26th April), by combining British Marine Air Navigation, Daimler Airways, Handley Page Air Transport and Instone Air Line. These four companies dominated British international operations at that period. It came as a bit of a shock to discover that the combined airworthy fleet comprised just thirteen aircraft! Three Handley Page W.8bs, two Supermarine Sea Eagles, one Vickers Vimy Commercial and seven de Havilland DH.34s.
Quoting from his book History of British European Airways Charles Woodley states; “In the early 1920s the Hambling Committee was appointed by the British government to look into the state of the British air transport industry. This committee decided that a merger of the existing airline companies was the only way to compete with the European competition. The British companies were offered an incentive of £1 million spread over a period of ten years, with the stipulation that the new airline must only operate aircraft of British design.” This, in effect, meant that Imperial Airways nearly always had designs that lagged woefully behind those offered ‘in the open market’. Or so it is often said. Not true I’d say, if you look at the ‘table’ below.
Type Pax Crew AUW (tons) Cruise (mph) Operators
A.W. ‘E Class’ Ensign 27 4 20 200 Imperial Airways
Dewoitane D.338 18 3? 8.4 160 Air France
DH.86A ‘Diana Class’ 10 3 4.5 145 Imperial Airways
Douglas DC-2 14 3? 8.1 191 KLM & SWISSAIR
Fokker F.XVIII 14 2? 7.8 157 Czechoslovak A. Co
Fokker F.XX 12 2 9.4 158 KLM
Fokker F.XXII 22 3? 13 165 KLM
Fokker F.XXXVI 32 4 16.5 174 KLM
Fokker VII/3M 10 2? 5 93 SABENA
Handley Page HP.42 38 5 13.4 100 Imperial Airways
Heinkel He.111 10 3? 6.9 200 Deutsche Luft Hansa
Junkers G.38 34 ? 24 129 Deutsche Luft Hansa
Junkers Ju. 52/3M 17 3? 9.2 162 SABENA
Junkers Ju. 86 10 3? 7.8 175 Deutsche Luft Hansa
Potez 62 12 3? 7 175 Air France
Savio-Marchetti S.73 18 4 9.3 180 SABENA
Savio-Marchetti S.74 24 4? 13.2 180 Ala Littoria (Italy)
Short Scylla 39 5 14.3 105 Imperial Airways
Wibault-Penhoët 282 10 3 6.2 140 Air France
Mention is often made that, although not having much performance, these British designs were at least very safe by the standards of the day. I reckon it would be very interesting to compare the performance and safety records of foreign types operating around Europe during this period. Without any doubt it would a herculean task to obtain safety data regarding the airliner types being operated throughout Europe in the late 1930s, but some rough idea regarding comparative performance can be gleaned from the table I have drawn up above.
NOTE: (Quoted/estimated from published data of that period). This table does of course apply to landplanes only –many of these airlines were also using seaplanes and flying boats. Another reason for compiling this table of basic comparisons is simply because a fairly large proportion of the types listed would have visited the UK.
The tri-engine Wibault-Penhoët 282-T-12 operated by Air France inaugurated the ‘Golden Clipper’ service from Paris to London. KLM DC-2s also flew into DONCASTER, etc, etc.
The table above certainly makes for interesting reading but does not of course even attempt to portray the realities of airliner operation, operating costs per hour or mile etc. But, it does seem for example that the Armstrong-Whitworth Ensign, (hardly an ‘iconic’ type), seems to compare very favourably with the ‘opposition’.
It appears that the original name for the new combined airline was British Air Transport Service, until some bright spark pointed out what the initials spelt. Incidentally it is claimed that from April 1919, until merged in April 1924, the four former airlines carried over 34,600 passengers with the loss of five passengers and six aircrew, a very fine safety record for those days and possibly superior, in terms of safety alone to the four years after WW2? In 2008 by comparison HEATHROW alone handled 67.8 million passengers, an average of 185,753 a day.
Another story is that Imperial didn’t start operations as planned due to the pilots going on strike for better pay and conditions. It appears this was resolved when an offer of £880 per annum, (for Captains presumably?), plus £1000 life insurance was accepted. What airline pilot today I wonder would find just over a years salary acceptable life insurance?
From April and up until the 24th December 1924 not one single passenger lost their life on a public transport aircraft operating to the Continent from CROYDON. Sadly this exemplary state of affairs ceased that day when a DH.34, (by that time it was operated by Imperial Airways), suffered fuel starvation it seems soon after taking off, and crashed killing the pilot Capt. D A Stewart and the seven passengers on board. This must have been quite a blow because in those days people rarely got even badly hurt in a forced landing.
First scheduled Imperial Airways flights;
26th April 1924: Croydon to Paris
3rd May 1924: Croydon to Brussels and Cologne
2nd June 1924: Croydon to Amsterdam, Hanover and Berlin
They went on to expand the network with services to Basle and Zurich
It must be pointed out that the concept of scheduled international services in those days was vastly different from those we enjoy today. A system of diversion ‘airfields’ extended along each route and were frequently used at first, with arrangements for taking passengers onward by bus and train being put in place. It is hardly surprising then to discover that aids to enable pilots to fly on instruments, to navigate in poor or even nil visibility, (the latter when flying of course, and also at night in such conditions, were a priority issue for the airlines and before 1939, (and the start of the Second World War), much progress had been made. The RAF by comparison took almost no interest in these developments, (one must ask why not?), and when WW2 started most of their aircrews were hugely inept. In fact probably well behind the standards expected of a inexperienced private pilot today.
A THIRD MIKE CHARLTON GALLERY
Second picture: It appears that F-GEAC, clearly seen, was the Farman F.60 Goliath 'Artois'.
Third picture: The Farman F.60 Goliath F-AEGP can be seen on the apron and this airliner crashed in Tonbridge on a Paris to London flight in March 1927.
Fourth picture: Forget the caption, the Handley Page HP.42W G-AAXC was named 'Heracles'. But, this picture does raise an issue. Look up the history and it shows that eight of this type were built. Four of the HP.42 for use in the Middle East, and four of the HP.45 four European operations. But, looking at the official records, G-AAXC was actually registered as a HP.42W (Western Type).
Although slow and ponderous, way behind the times in many ways, the HP.42 had, I believe, an excellent safety record. It was I think, primarily designed for the Middle East routes plied by Imperial Airways when a very safe airliner capable of virtually STOL operations on rough ground was a high priority. Having to undertake forced landings in the desert due to sandstorms for example. The European versions could accommodate 41 passengers.
This example, G-AAXC was registered to Imperial Airways at CROYDON on the 22nd April 1930 and was destroyed in a gale at WHITCHURCH (SOMERSET) on the 19th March 1940. Ironic really as, with WW2 being declared, the Imperial Airways land based fleet had been ordered to move from CROYDON to WHITCHURCH.
Fifth picture: What a great apron view. Can anybody kindly provide advice on the aircraft seen in this picture?
Sixth picture: The aircraft in the foreground is an Avro 536 five-seater, and I think it is G-EAKM. Registered on the 18th August 1919, it was acquired by Surrey Flying Services on the 30th July 1925 and based here at the "London Terminal Airport". It crashed at Taplow, Bucks on the 4th July 1928.
Seventh picture: The airliner seen overhead is an Armstrong Whitworth AW154 Argosy. The type made its first flight on the 16th March 1926 and entered service with Imperial Airways on the 16th July the same year. The pilots still sat out in the open but the type had an excellent safety record and Imperial operated them until 1935. They were operated on routes around Europe.
Eleventh picture: A rare view of the interior of an Imperial Airways hangar. In the foreground is an Armstrong Whitworth AW154 Argosy. Note the wing sections stacked along the hangar wall on the left.
Thirteenth picture: This is interesting as it shows the Handley Page HP.42W G-AAXE 'Hengist' on the apron. According to most it seems, there were two versions of the HP.42, four for European duties and another four for the Middle East and India routes. G-AAXE was registered on the 23rd April 1930 as a 41-seater HP.42W 'Western'. Clearly it was presumably modified to be a HP.42E (?) as it was destroyed by fire in Karachi, India, (later to become Pakistan of course), on the 31st May 1937.
Fifteenth picture: Another rare picture I think. Post WW2, with a DH.114 Heron in the background, it looks as if some kind of function was, or had been, taking place with a marquee and loudspeakers. Could anybody kindly offer advice?
ROUND THE WORLD FLIGHT
16.07.24 Three U S Army Air Service Douglas World Cruisers landed at CROYDON on their way to complete a round-the-world flight. (Four had departed from Seattle but one came to grief early on). They arrived to a grand reception and then flew up to KIRKWALL, (possibly via HOWDEN?), before departing on the 2nd August for Iceland. A second ditched in the north Atlantic but the crew were, I think, rescued (?). Chicago and New Orleans finally made it to Seattle after being away six months and flying 26,345 miles. A truly remarkable achievement. Incidentally the classic Douglas corporate logo features a homage to this flight.
1925
In November 1925, on the 16th, Alan Cobham took-off for a survey flight in a DH.50J to Cape Town. (He had earlier flown here from STAG LANE to clear Customs). It appears in one account that only close family and friends attended on that cold and foggy day to witness his departure. Contemporary newspaper accounts paint a very different picture. Indeed, a very hearty crowd sent him on his way, including the attendance of the ever ebulliant Sir Sefton Branker, the "Patron Saint of British Civil Aviation" in those days. His engineer was Arthur Elliott, (later to be killed by a bullet fired at their aircraft probably by a Marsh Arab when crossing southern Iraq on a later pioneering flight with Cobham), but he also carried B W Emmott, a Gaumont cine-cameraman to film suitable landing sites. They arrived in Cape Town on the 17th February 1926 having surveyed in detail some 25 suitable landing sites for Imperial Airways to choose from.
On the much faster ‘direct’ return flight he made a wager, with the Master of the SS Windsor Castle that he’d beat the ship back to the UK. He won that wager by two days. Índeed, his arrival at CROYDON, (two days before the liner docked at Southampton), was greeted as being a gala occasion, normally reserved for Hollywood ‘Film Stars’ in that era.
1926
08.03.1926 A Bristol Type 84 Bloodhound landed here after completing a round the world proving flight to demonstrate the remarkable reliabilty of the Bristol Jupiter radial engine. It flew 25,074 miles in 225 hours and 54 mins and incredibly for those days, the engine was sealed. No work on the engine needed. Only four prototype examples were built.
16.11.26 (Some say they departed on the 26th) B.S. Leete departed to Karachi, (in India in those days), flying the 2nd prototype Moth together with T. Neville-Stack (Some say his name was Neville Stack, the CFI of the Lancashire Aero Club so probably the leader, Leete being a Club member), flying another Moth. Both aircraft made it arriving in Karachi on the 8th January 1927. It seems the flight was acknowledged as being, “the world’s longest light aeroplane flight.”
On Boxing Day 1926 the Imperial Airways DH.66 Hercules City of Delhi took off on the first stage of a flight to India with Sir Samuel and Lady Hoare on board, the first flight by Imperial Airways to India. I suppose this illustrates at least two important points? Firstly the confidence Imperial had in their aircraft, crews and support network especially given the status of these passengers, (Sir Samuel was the Secretary of State for Air). Secondly that such notable personages were prepared to lead by example, (‘putting their money where their mouth is’ so to speak), in backing such a venture. Surely there must have been some degree of uncertainty about the eventual outcome?
1927
On the 7th February 1927, (others say this flight took place on this date in 1928), Bert Hinkler took off in the Avro 581 Avian G-EBOV, (the modified prototype), to fly the first successful solo flight to Australia. He arrived on the 22nd in Darwin 15½ days later breaking six records along the way. 11,005 miles it is said in 128 hours flying time. This really was an extraordinary achievement by any means in those days, averaging 710 miles each and every day! What is not normally known today is that Bert Hinkler was the Chief Test pilot for Avro from the early 1920s.
In April 1927 the Duchess of Bedford, (then aged 61 I think?), hired a DH.60 Moth and pilot, Charles Barnard, departing from CROYDON to tour France, Spain and north Africa. They arrived back on the 12th of May. Apparently the de Havilland Company boasted and/or advertised; “The tool box was not opened on a single occasion.”
Later, aged 62 the Duchess took her first flying lesson. Later on she partook in several very long distance and even record breaking flights. Mary Cadogan goes on to say, “Despite the enforced intimacy of close cockpit proximity, Barnard and Allen, even when rapping out instructions to the Duchess during a minor emergency in the air, never failed to address her as ‘Your Grace’. It appears the most celebrated flight by the Duchess was in 1929 before she had got her Pilots License. Again to quote Mary Cadogan, “With Barnard at the controls of her Fokker F.VII.A plane, she proved in 1929 that is was possible to fly – or be flown - to India and back in eight days ‘without undue fatigue’. On this trip the dauntless Duchess had to spend a great deal of her time aloft pumping petrol, but, afterwards affirmed that she had enjoyed it, and admired the panoramas unfolding above, below and around her.”
Here’s a thought, perhaps passengers today should have pump handles on their seat arms to transfer fuel between tanks, to get some sense of the incredible privilege they are experiencing in the air? It won’t happen of course, they’d much rather listen to music or watch a film etc, and disregard every aspect of flying entirely. Few even bother to take more than an occassional glance outside, even when having a window seat.
Her history is well worth taking a look at. Ten years later in 1937 she took off for a solo flight, headed out east over the North Sea it is claimed, never to be seen again. Some think this was a suicide trip as the Duchess suffered very badly from tinnitus (her only relief was when flying due to the noise) and if ever proved I’d like to salute that very brave woman.
A NOTABLE RESULT
24.05.27 Dennis M. M. Rooke took off for a wager he could fly to Australia in the DH.60 Moth G-EBQJ. On the 14th of August he struck a palm tree taking off from Aurangabad in India and the aircraft was destroyed. He survived the accident I believe?
In December 2021 Mr Phil Allen sent me these pictures, presumably taken by his mother-in-law's father when based in Karachi - then in India of course. This landing accident occuring on the 20th June 1927. The first picture shows G-EBQJ nosed over, and presumably the second picture shows it after being repaired and before departing to Aurangabad, Maharashtra.
CHARLES LINBERGH LANDS HERE
Note: We have to thank Mr Michael T Holder, a great friend of this 'Guide' for unearthing this rare picture.
Just five days later on the 29th May 1927, Charles Lindbergh landed, a few days after making his epic record breaking non-stop flight across the Atlantic from New York to Paris. Taking off from Roosevelt Field on May 20th at 07.53 (local time) and landing, 22.22 (local time) at Le Bourget on the 21st. 33.5 hours flying solo over 3,610 miles.
What is probably not well remembered today is that, when he landed in Paris and eventually after sending reports and making interviews, when he was allowed to turn in at 04.15, he hadn’t slept for sixty three hours. This is according to a biography by Walter S Ross published in 1964. He recounts that, “Usually, when Lindbergh put his head on the pillow, he went to sleep. But not this night. A poker game was going on among the press and media correspondents at the hotel. Excitement mounted when the pot reached $400. Just at that point, Lindbergh came into the room and said, ‘Can’t you let me get some sleep? I’ve got to get up early in the morning.’ Sam Schulman, a former International News Service cameraman recalls that this had little effect on the group.”
When Lindberg landed at Le Bourget the mob pretty much tore his aircraft to bits, to obtain souvenirs. When he went back to Le Bourget on the 28th May, everything had been repaired.
He visited Brussels first before flying to London and the King of Belgium issued orders that Lindberg must not be mobbed, as had happened in Paris. And this order was complied with. Not so in England, a massive crowd assembled, estimated at 120,000, who overwhelmed the police and burst through the barriers to get close to Lindberg and the Spirit of St Louis. It was described as, “…..scenes of wild enthusiasm, the like of which have never been known in the history of aviation.” To quote Walter S Ross; “A crowd nearly as large as the one that had greeted him at Le Bourget eight days earlier was gathered. And the crowd was, if anything, less controllable than the Le Bourget mob. No sooner had the Spirit of St. Louis touched down than they broke through the police barricades and rushed the plane. Lindbergh was certain that people would be hurt by the moving ship, or the propeller, so he quickly took off again. He circled the airport for five minutes while police pushed and hauled at the mass to try and clear a place where he could land safely. On the second touchdown, he was able to halt the propeller just before the mob pelted up to him. Officials of the Royal Air Club, (that’ll be the Royal Aero Club, Mr Ross), in an automobile managed to reach the Spirit of St. Louis a second or two ahead of the pack and got Lindbergh safely away.”
The official welcoming ceremony was trashed and the aircraft badly damaged. Makes you proud to be British dunnit? No report seems available to say who paid for the damage and who, if anybody, made the repairs. It is reported that the Spirit of St Loius was transported, (other reports say flown), to GOSPORT (HAMPSHIRE), before being crated and sent back to the USA. It is also reported that Lindbergh then flew back to Paris in a RAF Hawker Woodcock, (loaned, lent or given?), from 23 Sqdn at KENLY.
ANOTHER PERHAPS LESSER KNOWN FLIGHT?
I found this account in Bill Bryson's book 'One Summer, America 1927'. This involved the Detroit businessman Edward F. Schlee and one of his pilots, William S. 'Billy' Brock. Schlee owned more than one hundred petrol stations and a small airline, Canadian American Airways. "They set out to beat the round-the-world record of 28 days, 14 hours and 36 minutes made the pevious years by two other Detroit men using aeroplanes, trains and ships, but this time they intended to do it exlusively by air."
"Although neither Brock nor Schlee had any experience of distance flying, they set themselves the ambitious goal of circling the world in just fifteen days. Their plane was a Stinson Detroiter powered by a Wright Whirlwind engine." My note: Lindbergh's 'Spirit of St Louis' was also powered by a Wright Whirlwind. "They successfully flew the Atlantic - a notable achievement in itself, of course - but had no idea where they were when they got to the other side. Passing over a beach crowded with holidaymakers, they dropped a message asking the name of the locality. A man with a stick obligingly traced the name 'SEATON' in the sand and pointed to a Union Jack fluttering over the promenade.
Presumably then, they must have had a pretty decent map, but one is left wondering - why didn't they choose the nearby town of Sidmouth instead for asking directions? Presumably there would have been plenty of holidaymakers on the beach there? Anyway, Bryson tells us; "With their location fixed they proceeded to a triumphant reception in London."
Leaving CROYDON they; "....then made their way in stages across Europe to Constantinople before continuing on to Calcutta, Rangoon, Hanoi, Hong Kong and Shanghai. They were finally forced down by a typhoon on Kyushu in Japan. They had covered 12,795 miles in nineteen days, but were still 9,850 miles from home. Bad weather and the daunting breadth of the Pacific made them decide to end their quest while they were still ahead, and they returned by ship to a hero's welcome."
1928 MORE INTREPID PILOTS USE CROYDON
Note: For details of Bert Hinklers flight to Australia, see 1927. I now believe that 1928 is probably correct?
09.01.28 Mrs Maia Carberry took off in DH.60X Moth G-EBSQ to join her husband, John Carberry in Nairobi. Records seem unclear if she actually made it all the way initially, but I assume she did, as she was killed when she stalled at low altitude near Nairobi on the 12th of March that year. However, it seems unclear if that accident occurred at the end of her flight from England, or on a more local flight after her arrival.
On the 9th March 1928 Lady Bailey departed in a DH.60 Moth to fly to Cape Town to ostensibly visit her husband. Arriving somewhat late her excuse was, it is said, “I got a bit muddled around the mountains.” She then spent five months flying around Africa before making the return flight to the UK, arriving back in CROYDON on the 16th January 1929. An “excursion” of around 11,000 miles it is claimed. I reckon she flew quite a bit further than this as the straight line distance from London to Cape Town is 6009 miles.However, there is much more to this story. It appears that en route to Cape Town in the DH.60X Moth G-EBSF, she crashed at Tabora, (Tanzania), on the 8th of April and the Moth was effectively 'written off'.
In fact it becomes even more interesting, according to the account by Mary Cadogan in her book Women with Wings. Regarding Lady Bailey she has this to say, referring to her rivalry and friendship with Lady Sophie ‘Mary’ Heath, (see second paragraph below): “Her friend and rival, Mary, Lady Bailey, vied with her in setting speed and altitude records. Both had Irish backgrounds, tremendous enthusiasm for aviation, and husbands who were wealthy enough to indulge this. When, for example, Lady Bailey’s aircraft became a write-off in Tanganyika, she simply cabled her South African millionaire spouse for another one – which reached her after only a few days!”
“After becoming the first woman to fly across the Irish Sea, she decided to tackle the flight from London to Cape Town in a de Havilland Moth. Subjected to many delays, she eventually took off in early March 1928, arriving on the 30 April. After spending a few months in South Africa, she made up her mind to attempt the return trip to London. Again there were hold-ups and mishaps, and the flight occupied the period from 21 September to 16 January 1929. Nevertheless she was the first woman to make this solo return trip.”
29.07.28 Lt P Murdoch took off in Avro 594 Avian III G-EBVU for Cape Town arriving on the 12th of August. On the return however he crashed at Elizabethville in the Belgian Congo 18.10.28 and was severely injured.
On the 4th of October 1928 Lady "Mary" Heath flew DH.60X Moth G-EBZC to 18,000ft over Croydon. Was the aircraft modified? Did she use oxygen? I doubt it. Here again the records seem incorrect? She was actually Lady Sophie Heath and her contribution to British aviation is largely overlooked. She was born Sophie Mary Pierce Evans in County Limerick in 1896. She then married to become Mrs Elliott-Lynn and under this name became, quite possibly, the first British commercial pilot? To quote from Mary Cadogan in her book Women with Wings, “Her first major struggle was with the International Commission for Air Navigation, who had decreed in 1924 that would-be commercial pilots must be of the male sex. She challenged the Commission on the grounds that she knew more about women and their capabilities than the doctors (all male) who had imposed the ban.”
“Her qualifications to make such a claim were impressive; as well as being an experienced pilot, she had a degree in physiology, was a champion high-jumper, and founder of the Women’s Amateur Athletic Association of Great Britain. Nevertheless she had to suffer the indignity of proving to the Commission that she could function efficiently as a pilot at all times of the month! Nothing daunted, she did so. By May 1926 the ban on female pilots carrying passengers was rescinded.” But needless to say the status quo continued for another seventy years by and large. As a very close friend, a senior BA Captain (now retired) tells me, in the early days women pilots really were exceptional, very good indeed. Nowadays most are average, some struggling to even make the mark. Once the battle has been won of course, it’s a natural human response to relax.
Mary Cadogan goes on to say; “In 1927 she set an altitude record of 16,000ft, entered and won several air races, and gave lectures on aviation in various parts of the country. It is no wonder that the magazine Flight recorded that ‘Mrs Elliott-Lynn has perhaps done more for her sex [in aviation] than any other woman.’ However, her ambitions surged even higher, and, fairly soon after marrying Sir James Heath, she planned to make the first solo flight by a woman from South Africa to England. The first trip in the reverse direction had been made by Flight Lieutenant R. Bentley of the South African Air Force only a few weeks before Lady Heath set off from Cape Town to Croydon. Bentley’s trip took twenty-seven days, while hers was to extend over three months, from 12 February to 17 May 1928.”
“The difficulties which beset her included the loss of large-scale maps of the route, extremely severe sunstroke, and the fact that she was not allowed to fly over at least two sections of the journey without being ‘chaperoned’. Bentley obligingly provided protective escort over both the Sudan and the Mediterranean. A further hazard, of which Sophie was unaware at the time, was that her plane – an Avro Avian III G-EBUG – had been shot at when she flying over the North African coast, and holed in one of its wings.” Personalised registrations were not issued in those days but I have to say that hers was singularly appropriate for such a flight! Large swarms of insects can be a real hazard and may be difficult if not impossible to see in advance, doubly so I suppose for a low flying light aircraft in Africa. Flying through insect swarms can have several effects which can be hazardous. For example: Build-ups on the propeller can reduce thrust, build-ups on the airframe increases drag and can potentially reduce lift if enough are deposited on leading edges, air filters can get partially blocked reducing power to the point of engine stoppage, and last but not least can reduce visibility when splattered on windscreens or goggles.
I trust you will agree that this story is worth adding to? Again from Mary Cadogan, “….she maintained her machine carefully: ‘I did the tappet clearances every day, no matter how short the flight was, and cleaned the petrol and oil filters’.” (My note: No mention of air filters but perhaps the Avian didn’t have any?). The only thing which really worried her was the possibility of crashing into the sea; on her Cape Town to Croydon flight she wore two inflated rubber tyres, (My note; inner tubes surely Mary?), which she hoped would act as a life-jacket, but these burst at 7000 feet…..”
It certainly delighted me to learn, when even in a Cessna 172 with three up for example, at the end of the 20th century, reducing baggage to a bare minimum was an absolute necessity on a long trip. Not so for Lady Mary Heath, flying a two seater she used the ‘passenger’ weight allowance to the full. “She believed in being well prepared for every situation, and in addition to essential medical supplies, she took on her long trips plentiful reading matter and almost every kind of outfit from full evening dress to tennis gear. It is not surprising that at the end of each flight she generally managed to climb from her plane looking immaculate.” Mary Cadogan also makes this remark: “Lady Heath’s courage and determination caused her to be elected in the USA, Lady Champion Aviator of the World. In Britain, however, she received brickbats as well as bouquets, and was sometimes dubbed Lady Hell-of-a-Din because of her flair for self advertisement.”
This said I think it is worth quoting a couple of paragraphs from Powder Puff Derby by Mike Walker, an author with little or no interest in aeroplanes and how they fly, but who gives a striking account of the history of most of the famous female inter-war pilots. Regarding Lady Sophie reaching England: “She landed safely in Paris and spent the night there before setting off on the last stage, across the Channel, in another storm, landing at Lympne in Kent before making a last hop to Croydon. Over the airfield she was joined by two escorts and, looking down, she saw a huge crowd waiting to meet her. She couldn’t resist doing a loop of triumph before coming into land.”
However, skipping a paragraph here is the account that has my interest. “A week later a dinner was given in Lady Mary Heath’s honour at the Mayfair Hotel by the Air league of the British Empire, in association with the Royal Aeronautical Society, the Royal Aero Club and the Society of British Aircraft Constructors. His Grace the Duke of Sutherland presided, Under-Secretary for Air, Sir Sefton Brancker was present, as were many more of the great and good in the world of flying.”
Roundabout ten years later she died, tripping whilst alighting from a tram on City Road, in London, quite possibly drunk. Nobody knew who she was, either at the accident site or the hospital the corpse was taken to. Without any doubt all the ‘named’ aviators of that period knew only too well that their fame rested on their last achievement, and - if - they didn’t do something much more daring and succeed, they’d be discarded almost within hours by the press and media. So, nothing has changed there.
Here once again a striking example of how, some names endure whilst others are forgotten. For the most famous women pilots of this era one factor seems worth remarking on. For example both Amy Johnson and Amelia Earhart died whilst flying, both in circumstances shrouded in doubt, popular myth and much subsequent conjecture. In both cases it seems pretty clear that their lack of airmanship was a major factor leading to their deaths. Yet their names live on. For those who survived their flying career, with a reputation for a very high level of airmanship, such as Jean Batten, Lady Sophie ‘Mary’ Heath, Lady Mary Bailey and The Hon. Mrs Victor Bruce, (nee Mary Petre), although not entirely forgotten, their public profile is now very low, bordering on non-existent in popular terms. Why should this be?
11.10.28 The Fokker F.VIIB/3m G-EBYI took off for big game hunting in Central Africa.
Also in 1928, (date?) Juan de la Cierva flew his Cierva C.8L Mk.11 autogyro, (‘Autogiro’ was a Cierva tradename), to Paris, the first rotary wing Channel crossing. By a bizarre coincidence Cierva was killed (09.12.36) at CROYDON when the KLM DC-2 he was a passenger in crashed on take-off.
1929
This picture of G-EBLF, an Armstrong Whitworth A.W.154 Argosy Mk.1, (later upgraded to a Mk.11), and named City of Glasgow, was scanned from The Pageant of the Century published around the mid 1930s, and kindly loaned to me by Mr Ed Whitaker. It appears that the three Argosy's operated the Croydon to Basle sector when Imperial commenced services to India in late 1929.
Airliners in those days had, by modern standards, quite short lives when in service. G-EBLF was first registered in May 1925 and was withdrawn from use, (WFU), at CROYDON in December 1934.
In November 2015 I was contacted by Ian Elliott who had come across some newspaper cuttings in an old family album. On the 11th September 1929 the Fokker-Grulich F.III G-AALC, operated by British Air Lines, had failed to lift off during its take-off run to Le Touquet in northern France. The newspaper report was, typically, utter nonsense in most respects and also stated that just two people were on board. A report on the accident which I have found states that six people were on board, including the pilot, and none were injured - or at least not seriously. However, the cause of the accident was not explained, and indeed, may very well have been an unsolved mystery. In those days the science of accident investigation was still in its infancy.
At the end of the (probably aborted take-off run?) the Fokker ran through a hedge and ended up in the conservatory of a house on Plough Lane. This house was built by Ian's grandfather and his father (aged 25) and his mother were around at the time but fortunately well out of harms way. As an amusing aside Ian explained that the insurance company gathered all the grapes from the vine inside the conservatory, weighed them, and paid the market price in full. The reason for this being that it was feared the grapes could contain shards of glass. I mention this to also illustrate that all on board the Fokker, after demolishing a conservatory, appear to have had an almost miraculous escape with so much smashed glass flying around. This said, it was obviously a low speed impact and, (presumably?), the engine was developing little or no power.
A NEW ROUTE
Departing 02.11.29 Imperial Airways used a Armstrong Whitworth Argosy named City of Budapest to pioneer a new eastern trans-Europe route to India, (via the Balkans I think?), but the service was withdrawn after two attempts. Other accounts say, (it must surely have been a ‘new or enhanced’ service?), service to Karachi in India, (now the capital city of Pakistan of course), was started taking seven days with a single fare of £130. In 1932 Imperial Airways were offering a service from CROYDON to Cape Town taking 11 days - and I suppose that was probably an estimate?
FRANCIS CHICHESTER
It was on the 20th December 1929 that the ‘New Zealander’ Francis Chichester, (later to become Sir Francis due to his first ever round-the world single-handed sailing exploits), set off in his DH.60 Gipsy Moth Elijah , (some say it was the Madame Elijah), to attempt the second solo flight to Australia and hoping to break the record. He was in fact English, being born in Barnstaple, Devon in 1901. He made it to Australia but mechanical problems meant he took 41 days. Incidentally it is claimed he only learnt to fly in 1929 returning from New Zealand to the UK to do so. Indeed, I have now discovered an account which says he set off for Australia just four months after making his first solo flight at BROOKLANDS!
Apparently his original intention was to fly the Moth to New Zealand but it had insufficient range for a non-stop flight and there were no available en route airfields. His Moth had to be shipped to New Zealand were he then made preparations to fly back to Australia. (See below). Incidentally it appears that when he arrived at Port Darwin on the 27th January he’d logged 180½ flying hours to cover the 12,050 miles, thereby averaging a groundspeed of 66.75mph.
It is well worth reporting his next exploit as this eventually had great significance for RAF aircrew in WW2 – and still does. Determined to cross the Tasman Sea he acquired floats from the New Zealand Air Force and set off, the first to do so, to Sydney. However he had to find the tiny Norfolk Island and then Lord Howe Island were he’d set up fuel. Failure to find these tiny islands would have meant almost certain death and his feat of ‘dead-reckoning’ plus ‘off-set navigation’, (the later an ironic term in this context of course), is still marvelled at today. He realised that if he approached the islands ‘dead-on’ he wouldn’t see them, so they needed to appear off-set to one side. A technique still applicable today for many VFR flights in certain types with limited vision over the nose especially.
He deserves to be very famous today, not least because he was largely self taught and developed many of his own methods – like riding a bicycle hands-free to take sun-shots with a sextent. Having become a master of navigation techniques he returned to the UK at the outbreak of WW2 and enlisted in the RAF developing the methods, (and writing the manual), that enabled single-seat fighter pilots to navigate using just a knee-pad to work on.
First picture: This is of the Lioré et Oliver LeO 213 'Golden Ray' F-AIZO Air Union airliner above Croydon in 1930. First registered on the 7th May 1929, it flew with Air Union until that airline was absorbed into Air France. It was WFU (Withdrawn From Use) in August 1934.
Second picture: From a postcard this was kindly sent by Mike Charlton and is also of a Lioré et Oliver LeO 213, "le Rayon D'Or", probably F-ALCS. (Other details elsewhere in this listing). Note how the nose section can be opened to facilitate the loading of baggage. A most unusual feature I would think.
THE 1930s – BIRTH OF BRITISH REGIONAL AIRLINES
1930
In the summer of 1930 Imperial Airways commenced domestic services, connecting CROYDON with Birmingham (CASTLE BROMWICH), Liverpool (SPEKE) and Manchester (BARTON). It appears the venture was not successful as it lasted only four months. I wonder what type(s) were used on these routes?
30th April 1930. The Duchess of Bedford returns in her Fokker ‘Spider’ with Charles Barnard as pilot and Bob Little as co-pilot, having made a record breaking return trip to Cape Town in 20 days. Although by now a qualified pilot the Duchess preferred to undertake her longer trips with a far more experienced pilot, (or pilots). She would sometimes take a ‘quick flip’ in her Gipsy Moth to Bruxelles (Brussels) for example, to attend a couple of art exhibitions before returning to READING (BERKSHIRE). This appears to indicate that flying from her home at WOBURN ABBEY might have occurred quite late in the 1930s?
Once again I think this is worth quoting from Women with Wings by Mary Cadogan. “During the period of her enthusiasm for aviation, she liked to employ two pilots. Captain D. C. Barnard and Flight Lieutenant J. B. Allen both performed the double duties of aerial chauffeur and flight instructor. The Duchess was looping the loop only a week after Barnard began to give her the first of the lessons which enabled her eventually to acquire her licence, and Allen completed the instruction course.”
THE AMY JOHNSON LEGEND
On the 5th May 1930 Amy Johnson departed flying solo from CROYDON in her second-hand DH.60G Gipsy Moth G-AAAH named Jason to successfully reach Port Darwin in Australia nineteen days later, making her name world famous. It appears the flight was half sponsored by Lord Wakefield, the other half by her father. Amy estimated the total cost of the flight would be around £1500. Today, flying a typical Group ‘A’aircraft I’d expect to reach Berlin for about the same return cost (without hotel expenses etc). When she departed for Australia it is reported she had only 90 hours logged and hadn’t even crossed the English Channel! For a modern PPL it seems extraordinary to say the least that her first stopping point was Vienna.
Like Francis Chichester she was also a very inexperienced pilot, but, unlike Chichester, not much good at navigation it is claimed. I think this appraisal needs to be somewhat revised? Incidentally though, Amy herself never ever claimed to be much of a pilot in either 'stick and rudder' skills or navigation. She was however a good mechanic which clearly shows an aptitude for being practical and realistic. Picking Vienna as a first destination clearly shows she felt confident about VFR navigation over long distances? In fact she also gained a Ground Engineers ‘C’ license at de Havillands STAG LANE factory which surely clearly demonstrates just how thoroughly she had made preparations for her planned her trip to Australia? It is claimed she also took a ‘crash course’ in navigation and got as much advice as possible regarding various hazards she’d be facing.
But - I don’t think anybody thought she stood a chance and quite frankly I don’t think I would if I was around at the time. Lord Wakefield did though, as did her father - but they both knew her of course. I think it is very interesting to discover that after her younger sister commited suicide in 1929 shortly after getting married, the family encouraged Amy on this very high-risk venture rather than seek to coddle and protect her. Only a small crowd gathered to watch her depart with little if any press attention.
This picture was scanned from the Pageant of the Century published in the mid 1930s. It was kindly loaned to me by my good friend Mr Ed Whitaker, who found it in a car boot sale in 2024.
Surely there can be little doubt today, that, perhaps heavily influenced by her sisters futile suicide, she somehow saw the opportunity to really make something of her life? It is difficult today to realise that her decision to make this trip was very much akin to becoming an astronaut today, and, if anything, the risks involved were far greater. For anybody, male or female, the task involved immense fortude and bravery.
DID AMY GET AN INSTRUMENT RATING?
As far as I can determine she never did? Something that seems quite an ommission considering the flights she later embarked on with her husband Jim Mollison.
The question being, did she ever get to grips with navigation in IMC or navigate when above cloud cover? It appears she didn’t, which presumably eventually led to her demise when, as an ATA ferry pilot in WW2 she became hopelessly lost, (she was supposed to land at KIDLINGTON in OXFORDSHIRE?), when flying above cloud. Short of fuel she elected to bale-out and by sheer misfortune landed in the Thames Estuary, (in deep mud according to some reports), and although a rescue attempt failed, (claiming the life of one rescuer), she was seen alive. Her body was never recovered and a deep mystery seems to surround this flight as apparently she had a passenger on board who has, it seems, never been identified.
It now also appears she may well have been shot down, abiet parachuting from her stricken aircraft, after failing to display the correct signals. Google up more information on this aspect of her story. There might well be some truth in this; Army and Naval anti-aircraft gunners would notoriously and invariably fire on any aircraft regardless of it being friend or foe, unless ordered not to do so.
Much of the Amy Johnson story, (later Amy Mollison after her marriage to Jim Mollison), is fogged in myth and legend. It seems when Amy first started learning to fly she was advised not to pursue it and save the money. Indeed, many accounts appear to back up this idea that she was not much of a pilot in many respects. The trouble being she went on to make a couple of quite extraordinary long distance solo flights. Another myth is that ‘Our Amy’ was a working class girl. Her father was a wealthly fish merchant in Hull and she had patronage from Lord Nuffield. (Here again accounts differ, as is so often the case, some saying she had gained patronage from Lord Wakefield). Knowing this should not detract in the slightest from her sheer guts and determination.
I reckon that Mary Cadogan in her book Women with Wings makes a pretty good job of summing up the Amy Johnson story and I would like to quote this paragraph. “Her determination, endurance and general, (I'd say self-effacing), charisma caught the imagination of the public, not only in Britain and Australia but all over the world. Although appearing at first to enjoy the adulation resulting from her success, she was to find it increasingly hard, as her career progressed, to cope with such intensities of feeling. She was disturbingly conscious that the frenetic praise which she attracted sprang less from her technical achievements than from surprise that a female could cope with the challenges of long-distance flights. In spite of receiving tributes from other aviators, from statesmen, movie stars and crowned heads, the ‘Amy, Wonderful Amy’ of popular song found it almost impossible to obtain a serious flying job.”
Here again, not entirely correct. 'Ted' Hillman of Hillman Airways offered Amy a job flying his Dragons as far as Paris, and it appears she did accept the offer, for a while.
From all the accounts I have read the answer is now pretty obvious? Amy did not have what it took to become a fully qualified commercial pilot in that era. Indeed, as Amy herself later admitted about the flight to Australia, “The prospect did not frighten me, because I was so appallingly ignorant that I never realised….what I had taken on.” It seems to me so very sad today that, propelled into the spotlight of global media glare, this poor woman felt compelled to live out other peoples expectations? Indeed, her final fatal flight in the ATA appears to illustrate very convincingly, she hadn’t yet mastered the pretty simple: airspeed, track and time equation when flying above a solid cloudbase? If she had she’d have baled out over any of the Home Counties with relative safety, rather than over the Thames esturary.
Some might say, “Hold on, you said before she had considerable confidence in navigation techniques, deciding on Vienna for her first stop to Australia.” And you will be correct, providing it was a VFR flight throughout - in sight of the surface. Which it was by all accounts. There is an old flying joke about flying VFR in ‘IFR’ conditions…...IFR meaning: ‘I Follow Roads/Rivers/Railways’.
ANOTHER AMAZING LADY PILOT
Once again the fickleness of history is well illustrated by the adventure Mary Petre had, (flying under her married name, the Hon. Mrs Victor Bruce), in the same year Amy Johnson flew to Australia, but who now remembers the name Mrs Victor Bruce nee Mary Petre ? And, once again, I have Mary Cadogan to thank for this history from her book Women with Wings.
“Attracted to a Blackburn Bluebird which she saw on display in London, she drew a round-the-world line on an atlas and asked the AA, (My note; you could in those days, they liased with the Royal Aero Club), for the appropriate air-route maps. Someone within the organisation asked her when she had learned to fly, and was disconcerted to receive her unruffled reply: ‘I haven’t yet, but I will before I go.’ She did too – and in only a couple of weeks!”
This needs to be put into context. You cannot learn to fly in a couple of weeks, it takes years to be even competent…and you never stop learning. All you can learn in a couple of weeks is how to take-off and land, some basic handling and possibly some rudimentary navigation techniques. All of which makes this story all the more astonishing.
However, getting back to Mary Cadogans account of the story: “Her planned 1930 trip, from England across Europe and Turkey to the Middle East, then to India, Burma, Hong Kong, Tokyo and America, seemed an impossible venture for so inexperienced a pilot. She sensibly decided to cross both the Pacific and the Atlantic by ship. Nevertheless her five-month journey involved horrible hazards, including forced landings in the Syrian desert, on quicksand in the Persian Gulf and over the Potomac River in the USA. She and her plane had to struggle through sandstorms, an attack by vultures, a tropical rainstorm, and, of course, the inevitable fog over the Channel and England. Highspots of her circumnavigation of the globe were clearing the crowd from an Ankara stadium by dropping smoke bombs, (she had missed the aerodrome and had to land somewhere!), a motor-cycle escort in San Francisco, and being met by Amy Johnson and a gaggle of Blackburn Bluebirds, which escorted her from Lympne to Croydon at the end of the long, long trip which had taken in some twenty-three countries on four continents.” But who today knows about this epic flight?
I reckon I can relate to the comment Mary Bruce made. Which Mary Cadogan relates; “Towards the end of this truly remarkable journey, Mary Bruce wished it was all over as she was ‘so tired of flying, flying, flying.’ I trust you will agree a most remarkable adventure. But, why don’t we have a monument to the achievements of Lady Sophie Heath, Lady Mary Bailey, Mary Petre (the Hon. Mrs Victor Bruce), and indeed Amy Johnson mounted at CROYDON? As well as all the famous male pilots of course, to celebrate the history of this immensely important site? It really does seem disgraceful not to do so? All we have is a DH Heron on a pylon, an aircraft type certainly not associated as operating to any significant degree (if ever?) from this airport!
ANOTHER STAGE TO THE MARY PETRE STORY
Having recovered from her ‘Round the World’ trip: “After a spell in the British Hospitals’ Air Pageant Flying Circus she operated a company called Air Dispatch from CROYDON. This carried not only freight but passengers, and it included an air ambulance service. Air Dispatch went from strength to strength, becoming the fastest air service between London and Paris.” I would like to establish a connection here regarding the idea of air ambulance services, which, at around about the same time, were emerging in the remoter parts of Scotland.
AND YET ANOTHER REMARKABLE FLIGHT
This era at CROYDON really was amazing, with so many quite remarkable flights being made; most forgotten about today. For example take Mr Oscar Garden who later became a pilot with United Airways, being based at RAMSEY (HALL CAINE) airport on the Isle of Man. Quoting from his book The Triple Alliance Neville Doyle states: “He learned to fly in 1930 and flew to Australia in October 1930 in the DH.60M Moth G-AASA ‘Kia-Ora”, leaving Croydon on the 16th and arriving at Wyndham, Western Australia on November 4th.”
I find this really quite extraordinary. Today, given such flying experience you would be lucky to be allowed outside of the local area by most flying schools – let alone being considered ‘fit’ to fly to Australia. “Garden then worked as a commercial pilot in New Zealand and South Africa and later for Vacuum Oil Co in East Africa.”
A SHORT LIVED COMPANY
Henderson Aviation Bureau was formed in 1930 but it appears he was killed in a crash a few months later in the Junkers F.13 G-AAZK. One of his freelance pilots, Charles Allen, briefly took over the business changing its name to British Air Transport, before selling out in 1931. This is mentioned to illustrate the fact that so many people tried to establish a viable business in aviation (they still do) but for a wide variety of reasons many founder, often within the first year of operations. Which has given rise to the popular saying; "How do you make a small fortune in aviation? Answer: "Start off with a big fortune!"
1931
In 1931 Amy Johnson took off, (presumably from CROYDON?), to fly to Peking in China. That attempt ended abruptly in Poland. Not deterred she then planned a trip to Tokyo with Jack Humphreys, her engineering tutor from STAG LANE. (Here again I assume they departed from CROYDON?) It appears the flight went very smoothly and did set a record although not much featured in the British press who were far more interested in Jim Mollison arriving in London, (CROYDON?), after his record-breaking solo flight from Australia.
This picture is of Jim Mollison arriving a CROYDON in the de Havilland DH60X Moth VH-UFT. Later to be re-registered in the UK as G-ABUB. In fact Mollison had first landed at Pevensey Bay in Sussex. (See seperate listing).
As an aside there is the story that somebody, thinking Jim Mollison was Australian, (he was a Scot), had arranged for a kangaroo to be there when he landed. The animal got scared and hopped across the runway as Mollison was landing, which he managed to avoid. Having clambered from his aircraft it appears the kangaroo had followed his aircraft and kicked him in the stomach! Quite possibly the most unusual arrival greeting after a record breaking flight?
1932
20.01.32 The HP.42 Helena G-AAXF took-off on the first service to Cape Town, apparently carrying only air mail. The return passenger fare was £234; the average price of a UK house that year was £530. Obviously this comparison cannot be projected forward but I think it is useful to illustrate the kind of very privileged passenger Imperial expected would use this service; even though I suspect, few would being paying the fare out of their own pocket?
Note: This picture shows two Air France Bloch MB-220 airliners, plus D-AMHC, a Focke-Wulf Fw200 D-2c of Duetsche Luft Hansa.
Finding this picture astonished me. It was scanned from The Pageant of the Century published in the mid 1930s. My good friend Mr Ed Whitaker found a copy in a car boot sale in 2024 and loaned it to me to scan many pictures. Amelia Earhart was the first women to fly the Atlantic from west to east over May 20/21, making landfall near Londonderry in Northern Ireland. It then appears she flew to London, which I presume would have been CROYDON? But, in over twenty five years of research for this 'Guide', I had failed to find any proof of her landing here.
18.12.32 Amy Mollison (nee Johnson) arrived here in bright sunshine, having beaten the records to and from the Cape (South Africa) and was given a rapturous welcome. This time she was flying the silver DH.80A Puss Moth "The Desert Cloud" (G-ACAB). However, she had not beaten the round-trip record and it appears she had no intention of ever doing so. The remarkable feature of these two flights was that she had, after taking off from LYMPNE (KENT) on the 14th November, flown across the Sahara in both directions. Therefore, on the outbound flight, being the first woman to achieve this.
A FOURTH MIKE CHARLTON GALLERY: Airliners and other aircraft
First picture: This picture is surely a rarity? I must confess to not knowing this French manufacturer - Liore et Oliver. I seems that F-ALCS was registered on the 12th January 1931, and served with Air Union until being sold in February 1934 to the Aeronautique Militaire. I suppose this indicates that the French had a high opinion of the type.
Second picture: In 1933 six Wibault 280 T.12s were registered, three to Air Union which later became Air France. These were F-AMHN, F-AMHO and F-AMHP. In 1934 three more were registered to Air France - F-AMYD, F-AMYE and F-AMYF. Here is a picture of one of them.
Third picture: Taken at the Plough Lane 'terminal' almost certainly in 1922?. This Avro 548 G-EAPQ (ex H2322) was first registered on the 21st November 1919. It was registered to Mr W G Padney (Badney?) on the 1st March 1922 until cancelled on the 19th October 1922. It would appear it was used for joy-rides at CROYDON throughout most if not all of this period?
Fourth picture: The Farman F.60 Goliath F-FHMU, seen here at the Plough Lane 'terminal', was registered on 00.04.21. And yes, typical of the French perhaps, how do you get a date like this? I suspect it only gives the month of registration? But, in those days it was not unusual. It appears the registration was probably cancelled "pre-'22". So for some reason it had a very short service life. Note the passengers boarding from the right hand side.
Fifth picture: Without too much doubt the Fokker F.VIIA PH-ADN (ex H-NADN) was being operated by Nederlandse Luchtvaart when this picture was taken. It later appeared on the British register as G-AEHE registered to Professor Gilbert Murray, Chairman of The League of Nations on the 20th June 1936. (Based at CROYDON). A few months later in December 1936, it was sold back to The Netherlands as PH-EHE. I wonder what that was all about?
Sixth picture. Another story here to be told. Registered on the 12th November 1923, it appears that the DH.50 G-EBFP only became registered to Imperial Airways on the 11th May 1933. And it was based in Cairo! Doing what? It seems it didn't last long in Egypt, having its registration cancelled in December 1933. I assume this rare picture was taken at CROYDON, whilst being prepared by Imperial before going to Cairo. Was it flown there - or shipped by sea?
Seventh picture: Here again, surely a rare picture: The Avro 642/2M Eighteen G-ACFV was registered on the 12th April 1933. Only two were built and G-ACFV served with Midland and Scottish Air Ferries on a Glasgow - Belfast - London route from April 1934 until May 1935. It appears it crashed on the 4th June 1934 and was rebuilt. It was then registered to Commercial Air Hire at CROYDON on the 24th May 1935 until June 1936. In September 1936 it was sold to Australia as VH-UXD.
Eighth picture: In this scene the Loire et Oliver LeO 213 has been renamed, in English as "The Golden Ray". The two figures on the left are, almost certainly, the pilots.
Ninth picture: This Farman F.63 Goliath, (originally a F.60), was registered in July 1921, and later operated with Air Union from Le Bourget. Named 'Alsace' it is seen here, on the apron at CROYDON. I think it is very interesting that a few French airliner designs of this period, placed some passengers in the nose, which gave them really great views. This Farman design probably being the best?
Tenth picture: This picture of a Wibault 280 T.12 was, without too much doubt, taken when this example was being operated by Air Union from Le Bourget.
Eleventh picture: This picture of a Blériot 165 was almost certainly taken when it was being operated by Air Union from Le Bourget.
Twelth picture: Without too much doubt this picture is of a Farman F.60 type Goliath, (either F-AECB or F-AECU), seen at the Plough Lane terminal and operated in those days by Messageries Aeriannes at Le Bourget before Air Union was formed.
1933
In 1933 the first Air France aircraft arrived. Prior to that three French airlines were using CROYDON and Air union had a hangar here, taken over by Air France. I’m pretty certain KLM did too, as probably did some of the other foreign airlines. It is useful to remember that airliners in those days needed very regular maintenance. Perhaps as soon as after every flight or two (?) unlike today.
1933 also saw the brief appearance of International Air Lines Ltd. Under the various regulations in force today there is no way a company could be formed with such an outrageously extravagant name. Indeed, it seems they had no intention initially of even crossing the Channel! On August 24th 1933 they started a CROYDON –PORTSMOUTH/Southampton (EASTLEIGH) – Plymouth (ROBOROUGH) service using two Monospar ST.4s – G-ABVN and G-ACJF. Operations ceased about ten days later. We can I suppose only conjecture about the reasons for the sudden failure of this company. It could well have been a scam but on the other hand (more likely in those days?) a devastating blow to people who had gambled everything, mortgaged their houses, blown the family inheritance etc, but ran foul of the banking conditions for repayment of loans. Who can say? It certainly does seem to have been the most short-lived airline on record?
THE FIRST EAST-WEST FLIGHT ATTEMPT TO NEW YORK
The Mollisons, Jim and Amy (nee Johnson) arrived here in early June, with Seafarer their new DH.84 Dragon (G-ACCV) with the aim of setting off on Whit Monday, the 5th June, but the weather forecasts were not favourable. Shortly after 5A.M. on Thursday morning they commenced their take-off determined to use every inch of runway in their seriously over-loaded aircraft. Not having bothered to get a precise briefing on the airport layout, (or so it appears), they taxied beyond the runway limits and after around 200 yards hit a hidden obstacle which collapsed the port undercarriage.
When the aircraft had been rebuilt they decided to position to PENDINE SANDS in South Wales. See seperate entry.
On the 21st June, Lores Bonney arrived from Brisbane, Australia in VH-UPV, a de Havilland DH60G Gipsy Moth named “My Little Ship” having departed on either the 10th or 15th April. She thus became the first woman to fly from Australia to England and was awarded the OBE (some say MBE) for the feat. (See GANTON, YORKSHIRE for more info on Mrs Bonney)
In October 1933 Provincial Airways Ltd was formed to take-over the International Air Lines routes – except that just one DH.83 Fox Moth G-ACCF was used. It appears this service operated for just two days on the 25th and 26th November but was suspended due to the ill health of its managing director Harry Kent. But, the service did resume in March 1934. As a side note I had always imagined the DH Fox Moth as being used in mostly an ‘air taxi’ sort of role. This is far from the truth – although barely capable of carrying four reasonably sized adults it was actually regarded as a very useful regional airliner! And indeed, many inaugural regional services throughout the UK were commenced using the type. I suppose we should also bear in mind that the concept of scheduled services was still in its infancy in the 1930s and perhaps the term ‘regular services’ is more applicable.
THE ADVENT OF CONTROLLED AIRSPACE
CROYDON was the first British airport to establish controlled airspace. This was in 1933 and was known as the ‘Croydon Controlled Zone’. The minima required for implementation of the zone was; “cloud base below 1000ft and visibility less than 3000ft.” Access was then restricted to radio equipped aircraft with permission granted only when airborne. This said non-radio equipped aircraft could land from outside the zone if telephoned permission to enter had been obtained.
THE DUCHESS SETS OFF AGAIN
After her flight to Cape Town with Flight Lieutenant Allan, (in 1932 I think?), in 1933 the Duchess of Bedford set off, (presumably from CROYDON?), with Flight Lieutenant Preston on a month’s tour to Europe and the Middle East. The more I learn about this lady the more extraordinary she seems. Unfortunately Allan, her favourite pilot, was killed when competing in an air race to Cairo and his place was taken by Flight Lieutenant Preston who she thought tended to lay down the law rather than advise. However they seemed to get on well enough as a few months later, (either also in 1933 or 1934?, and presumably also from CROYDON?), they set off for a six weeks tour across the Sahara. I suppose it is well worth reflecting that today, sadly, it would be virtually impossible to contemplate making such trips in an aircraft with such limited endurance due to political unrest, war zones etc.
This picture is from The John Stroud Collection.
SOMETHING TO NOTE?
In trying to produce a reasonable record of events at this airport, there are many pitfalls along the way to be wary of. This being a good example. Mike Holder, a great friend of this 'Guide' found a picture, published in The Bystander on the 24th April 1934, of the terminal and control tower. In which, as can be seen, the Handley Page W.8B, 'RMA Prince Henry', G-EBBI is clearly visible.
The problem being that the sixteen seater W.8B, G-EBBI, was registered to Imperial Airways from 07.09.26 and WFU, (Withdrawn From Use), on 24.03.32. So, the picture used was two years out of date. Also note that in the picture of G-EBBI the engines are running, but, it would appear, no pilots were 'in control' in the cockpit.
OLLEY AIR SERVICES: A MIKE CHARLTON GALLERY
First picture: It would appear that this de Havilland DH84 Dragon Mk.2, G-ACNA, was one of the first aircraft operated by Olley Air Services when it was formed at CROYDON in 1934.
Registered on 25th January 1934 it served with Olley until the 2nd September 1936, when it was "sold abroad".
Second picture: The 7-seater Short S.16 Scion 2, G-ADDO was first registered on the 11th July 1935, and acquired by Olley Air Service on the 2nd May 1936 who based it at SHOREHAM until the 1st January 1939. It was then registered to Great Western & Southern Air Lines from the 17th March until the 19th July 1939. It then went to Aircraft & Allied Enterprises, (HESTON and DONCASTER) from the 27th July 1939 until the 6th July 1940 when it was impressed to the RAF as AX864.
Third picture: The 9-seater de Havilland DH89A Dragon Rapide was registered to Olley Air Services at CROYDON on the 10th January 1935 and served with them until the 20th March 1939. On the 6th April 1939 it went to Great Western & Southern Air Lines at SHOREHAM until the 17th June 1940 when it was impressed as X9320. But it seems, it was NTU (Not Taken Up). Presumably too worn out to be of much use?
Fourth picture: In the foreground is the 9-seater DH89A Dragon Rapide 4 G-AGSI. Ex-NR810 it was registered to Olley Air Services on the 25th July 1945 and served with them until the 16th February 1953. Seen here, I reckon at CROYDON (?), it was based at Liverpool (SPEKE). It then appears to have served with Cambrian at RHOOSE (CARDIFF) from the 19th February 1953 until the 9th March 1954. A few months later, on the 26th October, it was sold to Australia as VH-BFS.
I cannot be 100% certain, but the Dragon Rapide seen beyond, is I think, G-AHEB? If so this example, ex-RL963, was registered to Portsmouth Aviation on the 27th February 1946 and served until the 2nd August 1947. After going to Ireland as EI-ADP it was then re-registered in the UK to private owners from the 2nd April 1955 until the 30th September - during which period I suspect this picture was taken? It then went to Airlines (Jersey) from the 25th November 1955 until the 8th February 1957 when it was sold to France as F-BHVQ.
Sixth picture: The 9-seater DH89A Dragon Rapide 4 G-AIYE (ex NR727) was registered to Olley on the 12th December 1946 and served until the 16th February 1953. It went to Cambrian Air Services, (RHOOSE) from the 19th February 1953 until the 17th April 1954.
Then it went to R A Peacock (Aviation) at CROYDON from the 3rd May 1954 until the 9th September before going to a private owner in Yorkshire from the 22nd September 1954 until the 20th March 1957. It was then sold to "The French Colonies" as F-OAYS.
Seventh picture: The de Havilland DH104 Dove 2B, G-AKJR was registered to Olley Air Services at CROYDON on the 23rd October 1947 and served with them until the 16th February 1953. There is then an interesting entry in the official records which shows that it was registered to Cambrian Air Services from the 19th February until the very next day, the 20th. What was that about?
It then went to Moreton Air Services, then also at CROYDON, from the 20th February until the 4th April 1953. A short stay of about one and a half months before being sold to Pakistan as AP-AGJ. It was restored to the British register on the 1st June 1965, going back to Moreton Air Services, then based at GATWICK until the 22nd September 1967. It is recorded as being PWFU (Permanently Withdrawn From Use) in August 1968 before being broken up at SOUTHEND in 1970.
Eighth picture: The de Havilland DH104 Dove 1B, G-AJOT, was registered to Olley Air Services at CROYDON on the 17th April 1947 and served with them until the 16th February 1953. It then went to Cambrian Air Services from the 19th February until the 12th November 1956. Based at RHOOSE probably?
It was then acquired by Short Bros & Harland in Belfast from the 21st November 1956 until the 22nd February 1963. Presumably based at SYDENHAM which later become BELFAST CITY AIRPORT. Sky Charters at GATWICK then operated it from the 7th March 1963 until the 23rd July 1965. It was then sold to Brooklands Aviation, Weybridge, (based at BROOKLANDS?), from the 26th November 1965 until the 1st October 1968 when it was sold to Senegal as 6V-ABL.
1934
I reckon this story from the Croydon Airport Society Journal by Neville Doyle in his book The Triple Alliance is well worth telling – and speaks volumes about airline affairs in those days. “Leslie Harrington, the SR (My note: Southern Railways) liason officer….made a trip to Bembridge in 1934 on the 9.25 am from Croydon. On his arrival at Croydon, he was approached by Lynch-Blosse (My note: A very experienced pilot with Spartan Air Lines) “who greeted me with news that it was a foggy day, but that as I knew my railway geography would I take the co-pilots seat and assist! ‘I will fly low’ he said. When we got airborne, he asked for directions. I replied ‘Down the Brighton main line to Redhill, then along the Reading line to Dorking and then down the mid-Sussex route to the coast’. When we reached Redhill and I told him to go hard-a-starboard to take the points to the Dorking line, I well remember seeing a lady in her garden pegging up her washing on the line.”
A FEW MORE PICTURES FROM MIKE CHARLTON
In February 2010, Mike very kindly sent me these lovely pictures.
First picture: Registered in January 1929, this Bréguet 281.T, F-AIXY, served first with Air Union and later with Air France. It was withdrawn from use in August 1934.
Second picture: In the foreground is the Farman F.63 Goliath F-ADDT named 'Languedoc'. Registered in Sept 1921 it served initially with Cie des Grands Expresses Aeriennes, and later with Air Union, with whom it is seen here. It was withdrawn from use in December 1832.
Beyond is the Fokker F.VIII PH-AED, flying with KLM. This long-lived example was originally registered as H-NAEH in February 1929 before The Netherlands adopted the 'PH' national identity letter. Later it was re-registered as PH-OTO so perhaps being used for aerial photography? Later it became PJ-AID and later still YV-AFO. It went to The Netherlands Antilles in March 1938.
Third picture: I cannot identify this example, but it appears to be one of a select few flying with Air Union in 1933 (at least?) on its 'Voile d-Or' or in English, its 'The Golden Clipper' service. As this is an 'English' version, perhaps it only served on the Paris to London route?
Fouth picture: Here again I am unable to identity this aircraft, despite being able to read the second word 'Chanute' on its nose. Perhaps somebody can kindly offer advice? Only one was built by Blériot as a 135, a second example being modified from a pre-existing type. Serving with Air Union from 1924 it seems it was either F-ESBB or F-AGFA?
REGIONAL AIR SERVICES GET GOING
On the 20th August 1934 Railway Air Services started a CROYDON – Birmingham CASTLE BROMWICH) – Manchester (BARTON) – Belfast (ALDERGROVE?) –Glasgow (RENFREW) service using two DH.86s G-ACPL and G-ACVY. G-ACPL was on charter from Imperial Airways. In his book The Triple Alliance Neville Doyle has this to add: “A much more ambitious scheme came into operation on August 20th 1934 when Railway Air Services were given a contract to carry mail over the whole of their network”.If Neville Doyle has got his facts correct, and he certainly appears an expert on this era, this indicates that Railway Air Services were already operating into the above mentioned airports, and, in addition, also operating into Liverpool (SPEKE), the Isle of Man (RONALDSWAY), Bristol (WHITCHURCH), Southampton (EASTLEIGH), Cowes (COWES WEST – SOMERTON), Cardiff (PENGHAM MOOR), Plymouth (ROBOROUGH) and Teignmouth (HALDON).”
He adds: “The opening day became a notorious ‘fiasco’ as extraordinary weather for the time of the year played havoc with schedules. Only the Liverpool – Plymouth service got through. The southbound D.H.86 from Glasgow and Belfast gave up at Manchester and a substitute sent north from Croydon only managed to reach Birmingham…” It soon becomes very clear to anybody researching aviation history that the claims of people warning against the effects of ‘global warming’ today are mostly talking out of their backsides. Any study of history soon reveals a major cyclic system covering centuries, and, even in the shorter term extreme weather conditions are nothing new. This is certainly not to say we shouldn’t be aware of pollution created into our atmosphere; it is obviously so much better humanity (and animals etc) should breath cleaner air, but to solely blame pollution created by people as a cause is a nonsense. Just one major volcanic eruption puts everything humanity produces into the ‘small box’ regarding atmospheric pollution.
And, as far as I can see, nobody appears to be attempting to evaluate the effects on the environment of the hundred and fifty years of the coal-fired industrial revolution and two massive World Wars.
WHAT AN ADVENTURE
In August 1934 the Polytechnic Touring Association hired a Handley Page HP.42 from Imperial Airways for a 2,829 miles fourteen day grand tour of European cities – Amsterdam, Berlin, Vienna, Budapest, Venice, Rome, Marseilles and Paris. The cost was 75 Guineas and included thirteen nights at first-class hotels with three meals daily, gratuities to hotel staff, Government and local taxes, transport to and from the airport and a number of excursions plus an escort throughout. I suppose it’s still theoretically possible to arrange such a trip today but I do wonder how the cost might compare in real terms?
Today we’d probably use a luxury coach but that couldn’t possibly equate to the level of experience those old airliners offered, and we’re supposed to have made progress since those days! It is very interesting, (to me at least?), that the fare charged in 1934 would have been about £3500, (using a RPI calculator), or £12,500 if average earnings are used to make the comparison.
NOTE: I did have a picture of a Sabena Westland Wessex, OO-AGC, in this position. See 'Comment' below.
Around the same time Alan Cobbam was looking for a type with short landing and take-off capabilities for his Cobham Air Routes to serve the small airfield of L'EREE on Guernsey, and the Westland Wessex was ideal. He actually purchased four Westland Wessex to serve both his 'Air Routes' and his famous 'Air Tours' during the 1930s. These were G-EBXK, G-ABAJ, G-ADEW and G-ADFZ. It appears that the only 'airliner' certified to use L'EREE on Guernsey was the Westland Wessex.
Also, another clue is that this postcard was produced by Pamlin Prints, Croydon in 1973. It appears that somebody got their wires crossed as I am absolutely certain that SABENA did not fly to Guernsey during the 1930s.
SPANNING THE EMPIRE
It seems that a list of Imperial Airways destinations outside of Europe at least, (probably not complete), should be included as it really was a major landmark achievement in the history of British flight especially regarding passenger carrying operations. I have also included a similar list for the flying boat operations from SOUTHAMPTON WATER in HAMPSHIRE and I’d like to refer you to this and my general comments on the subject especially. So, for what it’s worth and hopefully comprehensive (?), here are the destinations served by the HP.42 in the Middle and Far East and Africa:
Accra, Allahabad, Baghdad, Bahrein, Bangkok, Basra, Cairo, Calcutta, Cawnpore, Delhi, El Fasher, El Geneina, El Obeid, Fort Byard, Fort Lamy, Hanoi, Hong Kong, Jodhpur, Kaduna, Karachi, Kano, Khartoum, Lagos, Lydda, Malduguri, Minna, Oshogbo, Sharjah, Singapore and Udorn.
However, regarding the Imperial Airways HP.42 fleet at CROYDON, these aircraft were for European operations only and of a different configuration to the HP.42s used for the above routes.
Note: This map was provided by Dr. Anne Tarver; Nottinghamshire County Archive Service.
1935
In 1935 Imperial introduced the De Havilland DH.86 for a daily service: Croydon – Brussels - Cologne – Prague – Vienna – Budapest. Could the DH.86 make Budapest in one day with all these stops?
On the 29th April 1935 Jean Batten landed, the first woman to make a round trip to Australia. She was popularly known as “Try again Jean” as her two previous attempts had failed. She flew the Gipsy Moth G-AARB.
ANOTHER PART OF THE AMY JOHNSON STORY
In 1935, by now Mrs Amy Mollison (nee Johnson), became the UK sales agent for Beechcraft and registered the Beechcraft B17R Staggerwing, G-ADDH, on the 13th March 1935. This being the first Beechcraft product to be placed on the UK Register, and very much the "Learjet" of the day. On the 20th October 1936 she took off from Le Bourget, Paris, to fly back to CROYDON, which due to fog she failed to find, opting instead to make a precautionary landing into a field in Chelsfield near Orpington. After two attemps she decided to commit to landing. Sadly it nosed over onto its back, during which Amy suffered some injuries, including a broken nose. She was soon rescued but the Staggerwing was declared DBR (Damaged Beyond Repair).
MORE CONTINENTAL SERVICES
Once again I am indebted to Neville Doyle for the following information: “British Continental Airways Ltd, had started Belgian services from Croydon in 1935. Additional Belgian services to Ostend and Le Zoute were commenced by BCA on July 2nd with a week-end extension to Brussels (until September 28th), a Lille service from October 12th with a new service to Brussels two days later and finally to Antwerp and Amsterdam on November 1st.” In part at least, (or even perhaps mostly?), the formation of British Continental Airways routeing to this area of Europe must surely have been in response to Hillman’s Airways being absorbed by British Airways at HESTON, (moving to GATWICK in May 1936), and the Hillman’s services to Belgium being terminated.
The BCA fleet during 1935/36 appears to have been:
De Havilland DH.84 Dragon G-ACOR
De Havilland DH.86 G-ADMY
De Havilland DH.86A’s G-ADYC, G-ADYD, G-ADYE & G-ADYF
De Havilland DH.89 Dragon Rapides G-ADAK, G-ADAL & G-ADIM
1936
BCA also pipped British Airways by starting services to Denmark and Sweden, which created some embarrassment for the Air Ministry as they had already awarded the subsidised air mail contract to British Airways who had yet to start. This was solved in mid 1936 when the British Airways and British Continental Airways services were merged. British Airways operated the Scandinavian routes from GATWICK in 1936. However the BCA services to Amsterdam, Antwerp, Knocke, Lille and Ostend continued until September 1936.
A WARNING
Throughout this research it has always been a priority to try and think about the information available. For example, on Wikipedia it claims that in April 1936 Colonel the Master of Semphill astonished everybody when he took off from CROYDON in a BAC Drone for a return flight to Berlin making the trip in 11 hours using 25 shillings worth of petrol. This certainly astonishes me having flown to Tempelhof (Berlin) in a Cessna 172 from ELSTREE. The straight-line distance from London to Berlin is 581 miles, ergo the return would be 1162 miles. The top speed of the BAC Drone was 70mph and the cruise speed 60 mph. So even flying flat out and flying all the way in nil wind plus not stopping to refuel in Berlin it would take 16.6 hours. Pretty obviously he either reached Berlin in 11 hours or flew back to CROYDON in 11 hours. This would equate to an average speed of 52.8 mph, much more like it. The next problem being that performance data for the BAC Drone gives a range of 300 miles and that would be in still air, which at 52.8 mph it obviously wasn’t. Therefore two stops for fuel required which would still make the claimed 11 hours a complete nonsense ? Given a payload of pilot plus fuel of just 32kgs, (yep…look it up), it is very hard to make any sense of any of this information.
Information on the internet might be free but a great deal of it is highly suspect!
So - did he fly a BAC Drone to Berlin and back? If so, a remarkable flight in such an aircraft, as was ‘Willi’ Messerschmitts first flight over the Alps in a similar sort of aircraft in the 1920s.
These three pictures from postcards of British Airways Lockheed Electras were very kindly sent by Mike Charlton.
G-AEPN was a Lockheed L-10A Electra and registered 17.12.36. Impressed as W9105 on 12.04.40. Destroyed 6/7.11.40. Possibly as a result of a bombing raid by the Luftwaffe?
G-AEPO was another Lockheed L-10A Electra, also registered 17.12.36. Impressed as W9106 it survived WW2, being scrapped at HENDON in June 1946.
1937
Due to GATWICK being waterlogged British Airways transferred operations to CROYDON in early February 1937. Small wonder some confusion still exists, especially about where Prime Minister Neville Chamberlain waved his piece of paper about in 1938, declaring; “Peace in our time.” He actually emerged from a British Airways Lockheed Electra at HESTON. But, British Airways introduced the Electra whilst briefly at CROYDON. The first Electra service being to Paris on the 5th April 1937 and a Malmo service on the 17th April.
It appears that British Airways had delivery of their first four Lockheed 10A Electra’s at CROYDON in March 1937. These being: G-AEPN, G-AEPO, G-AEPP and G-AEPR. A fifth Electra, G-AESY was delivered in June.
It also appears that in 1937, due to the efforts of the A&AEE at MARTLESHAM HEATH (SUFFOLK), modifications were made to the DH.86 resulting in the DH.86B. It is claimed most , if not all, DH.86s and DH.86As were converted to DH.86B standard. In effect the government boffins sorted out basic failures for a de Haviland design, just as they did for the DH.106 Comet jet airliner some twenty years later, only this time at FARNBOROUGH. In recent years virtually no ‘official’ bodies appear to exist to test fly and double-check new aircraft designs anywhere in Europe and the USA. The certification process being far more advanced and technical.
BRITISH AIRWAYS
British Airways only stayed at CROYDON from February 1937 to May 1938, but however it appears BA continued operating the night mail service to Germany from CROYDON. Therefore it is somewhat difficult to ascertain the BA fleet that operated from CROYDON during this period and up to WW2. The debacle concerning the DH.86 definitely muddies the waters. However, it does seem reasonable to assume the fleet owned by British Airways from 1936 to 1939 is as follows:
De Havilland DH.86 G-ADEA, G-ADEB, G-ADEC & G-ADMY
De Havilland DH.86A G-ADYC, G-ADYD, G-ADYE, G-ADYF, G-ADYG, G-ADYH, G-ADYI & G-ADYJ
De Havilland DH.89 Dragon Rapide G-ACPN, G-ACPO, G-ADAE, G-ADAI, G-ADAJ, G-ADAK, G-ADAL & G-ADIM
Fokker F.XII G-ADZH, G-ADZI, G-ADZJ, G-ADZK, G-AEOS, G-AEOT, G-AEPT & G-AEPU
Junkers Ju.52/3M G-AERU, G-AERX & G-AFAP
Lockheed 10A Electra G-AEPN, G-AEPO, G-AEPP, G-AEPR, G-AESY, G-AFCS & G-AFEB
Lockheed 14 Super Electra G-AFGN, G-AFGO, G-AFGP, G-AFGR, G-AFKD, G-AFKE, G-AFMO, G-AFMR & G-AFYU
THE JAPS ARRIVED
On the 9th April 1937 the first Japanese aircraft to arrive in the UK landed here. The Mitsubishi monoplane had completed the 9,900 mile flight in just over 94 hours and a large crowd had assembled to greet the crew. In the 1930s the Japanese were welcomed in the UK to study aircraft design, operations and manufacture. A policy that soon backfired in WW2!
1938
It is recorded that in 1938 CROYDON was served by nine British airlines and seventeen European airlines. (Perhaps an attempt could be made to list all these airlines?) In 1938 Imperial Airways introduced both the Armstrong-Whitworth Ensign and the de Havilland Albatross, the latter being the first British 200mph airliner and it is claimed it could fly the CROYDON to Paris route in one hour, which is almost exactly what it takes today…except they could take a much more direct route and didn’t have to taxy for a mile or more and then invariably queue waiting at the ‘hold’ to take-off.
According to Neville Doyle by April 1938 all the DH.86s had been sold and the last three Dragon Rapides had been disposed of by the summer of 1937. He also states the four ex-Crilly Airways Fokker F.XIIs (G-ADZH, ZI, ZJ and ZK) were operated by British Airways whilst at GATWICK. In addition he also tells the rather bizarre story relating to the disposal of these aircraft – see GATWICK for more info.
Looked at today it seems quite remarkable that CROYDON was not only developed as a major international airport, but it continued to stay one for so many years. As far as I can see no other country in Europe had an international airport, serving a capital city, placed on a hillside? This said, with SE England having prevailing winds from a westerly direction, most take-offs would have been across a large flat area.
SPEED RECORD
In his book Spitfire's Forgotten Designer, Mike Roussel tells us that Jeffrey Quill, a Supermarine test pilot, broke the speed record to Paris. "In November 1938, one of the early production Spitfires was flown to the Salon de l'Aéronautique International in Paris.Quill and Mansbridge planned the 200-mile (321.86km) route in order to challenge the Croydon to Le Bourget speed record. The plan was to use the Spitfire's best climbing speed to a height of 18,000ft (5,486.4m), fly level at full power and then descend to Le Bourget at a steady calculated rate to avoid damage to the engine. The flight took 40 minutes going out and 41 minutes return, successfully breaking the record and creating prestige for the Spitfire as the press acclaimed its performance."
Note: This picture of the DH.91 Fortuna was taken in 1939 Copyright. Pamlin Prints.
1939
THE PACE OF PROGRESS
I think it is of upmost importance that, set against those undoubtably brave and courageous early flights to and from South Africa which started from CROYDON, the utterly heroic return flight by Alex Henshaw from GRAVESEND (KENT) in the Miles Mew Gull G-AEXF to South Africa in 1939 needs to be judged. The pace of development in aviation was incredible during the 1930s, and driven by civilians, not the military. Many people like to make the case that only war leads to major developments in aviation, but the proof is clearly there to disprove this simplistic notion. This concept is certainly true in military terms, but military demands are only a part of aviation history.
LOSING OUT
Even as WW2 loomed it was evident that the European services operated by Imperial from CROYDON were losing out to British Airways, so a recommendation was made to hand over European routes to British Airways, but war with Germany being declared on the 3rd September 1939, this caused the two airlines to become merged, forming the British Overseas Airways Corporation on the 24th November. Most of the serviceable, if not the entire fleets of Imperial Airways (landplanes only of course!) and British Airways were flown to WHITCHURCH (SOMERSET) near Bristol. Most of the obsolete types were handed over to the RAF who fairly promptly proceeded to crash and trash them.
THE WW2 YEARS
Almost as soon as the airlines departed in late 1939 CROYDON became a RAF aerodrome. From what I can gather it was 111 Squadron based here with their Hurricanes that first developed the ‘head-on’ attack method? It was obviously very risky but also very effective. Although much praised today the advantage of having radar and the integrated communications system did not often allow enough time for our fighter aircraft to climb to an altitude that gave them an advantage. Generally speaking our fighter squadrons were based much too close to our coast so were invariably ‘sitting ducks’ for the German fighters coming in much higher. It was a lesson hard learnt and many RAF pilots needlessly perished because of it.
The ‘Battle of Britain’ story is hugely complex but it must be said that on the whole the RAF tactics used did not favour our airmen. But they did learn and adapted at squadron level. The big problem being for the RAF ‘High Command’ that no war had ever been fought along these lines before.
* It appears the RAuxAF (Royal Auxiliary Air Force) was not exactly a ‘reserve’ for the Royal Air Force, but in effect a separate air force within the RAF, formed squadron by squadron over the years 1924 – 1936 on a regional basis. All 22 Squadrons were declared operational shortly after September 1939. And in fact, many pilots trained for full combat status in the early stages of WW2 were sent to these squadrons.
THE LAST MIKE CHARLTON GALLERY FOR CROYDON
First picture: This postcard was dated, when sent, on the 26th December 1948: I have no idea what this version of the 'Dak' was. Before WW2 Swissair purchased four Douglas DC-3s, known as Douglas-Fokkers and acquired between 1937 and 1938. HB-IRA was a DC-3-216, HB-IRE a DC-3-276, HB-IRI was another DC-3-216 and HB-IRO was DC-3-227A. It seems these examples were all sold off in 1955.
After the end of WW2 two Douglas DC-3D were acquired in 1946 - HB-IRB and HB-IRC. After that it appears that all the later versions were ex-military C-47s. These being HB-IRD, HB-IRF, HB-IRG, HB-IRH, HB-IRK, HB-IRL, HB-IRM, HB-IRN and HB-IRX. Amongst these three examples had served with the RAF, HB-IRH as KG666, HB-IRM as KN465, and HB-IRN as KN683.
Second picture: The Airspeed AS.65 Consul G-AJLR (ex R6029) was first registered to Olley Air Services at CROYDON on the 21st May 1947 and served here, with them, until the 16th February 1953. I am fairly certain this picture was taken during this period. It then went to Cambrian Air Services from the 19th February 1953 until the 24th September 1953, when Morton Air Services, (then at CROYDON) acquired it from the 30th September 1953 until the the 16th July 1956.
It was then acquired by APT Electronic Industries in Byfleet from the 2nd August 1956 until the 26th February 1973. Presumably based at FAIROAKS it was PWFU (Permanently Withdrawn From Use). But, it appears it was preserved. Is this still the case? And if so - where?
Third picture: The de Havilland DH.104 Dove 2B, G-AKJR, was first registered on the 23rd October 1947 to Olley Air Service at CROYDON and served with them until the 16th February 1953. It was then registered to Cambrian Air Services for a couple of days, (why ?), before transferring to Morton Air Services at CROYDON on the 20th February 1953.
It only served a couple of months before going to Pakistan as AP-AGJ until being restored to Morton Air Services, now at GATWICK on the 1st June 1965. It served with them until the 22nd September 1967, and was WFU (Withdrawn From Use) in August 1968, until being broken up at SOUTHEND in 1970.
Fourth picture: Not an airliner in sight, so presumably a late picture taken before CROYDON closed? In the centre is a Miles M.65 Gemini, but, what is that aircraft on the right? Possibly a Nord 1203 Norécrin?
THE POST-WAR PERIOD
The story of how British civilian airlines emerged from WW2 seems both fascinating and complex. In effect it seems ‘airline’ operations were operated by the RAF until January 1946, but even then the process was gradual. European operations by BEA were transferred to RAF NORTHOLT in early 1946 but a domestic route was initated from CROYDON to Liverpool (SPEKE) and Belfast (SYDENHAM), operated by Railway Air Services on behalf of BEA, using ex-Luftwaffe Junkers Ju 52/3ms. G-AHOC and G-AHOF are two examples, but photographs appear to show they had ‘British European Airways’ lettering applied.
According to Charles Woodley in his book History of British European Airways, “BEA’s last scheduled services out of Croydon with its own aircraft took place on 1 November 1947, when three Dakota scheduled flights to Guernsey were operated, the final one by G-AGIF. However, this was still not quite the end of the airline’s association with the airport, as during the summers of 1948 and 1949 Olley Air Services operated de Havilland Doves on seasonal services to Deauville on BEA’s behalf.”
The first woman to fly around the world, Richarda Morrow-Tait, a British subject, cleared Customs here on the 18th August 1948 and returned on the 19th August 1949, flying another aircraft – her first having crashed in Alaska. See CAMBRIDGE for further details.
AIR COURIERS (TRANSPORT) Ltd
In 1957 the Air Couriers fleet was listed, in 'The Aeroplane' directory, as being a Miles Gemini plus Rapides
THE TIGER CLUB
In the 1950s Rollasons built the Turbulent and Condor French light aircraft here under license and Norman Jones, who by then owned Rollasons which had been formed here in 1935, started the Tiger Club. It appears the idea occurred at a Royal Aero Club dinner in January 1956 and Norman Jones gave the club four Tiger Moths. These were G-ANSH, G-ANZZ, G-AOAA and G-AODR. Later G-ACDC was added, being the oldest airworthy Tiger Moth still flying, (and still flying with the Tiger Club at HEADCORN in KENT) arrived a bit later in 1957. Mind you, it is actually quite a young aeroplane, having been extensively rebuilt after a few “whizzo prangs” since 1957, the aerial equivalent of the ‘original’ road-sweepers broom.
The Tiger Club ran many airshows and I can remember attending them as a youngster, and very entertaining they were too with all sorts of ‘acts’ involved. Some of these Tiger Moths became famous for their aerobatic routines as they had been much modified, including a fuel and oil system for sustained inverted flight and known as ‘Super Tigers’. These were the The Canon G-ANMZ, The Archbishop G-ANZZ, The Deacon G-AOAA and The Bishop G-APDZ. G-ARAZ was modified to carry a ‘wing-walker’. Strictly speaking standing on the wing is illegal in the UK, but you can stand on the centre-section, which is the fuel tank in a standard Tiger Moth. I imagine a strengthener plate is added?
Arguably, amongst many amazing feats and ‘firsts’ performed by members of the Tiger Club over the years, was when Elwyn McAully flew G-ANZZ, The Archbishop, inverted from LYMPNE (KENT), presumably after clearing Customs, to Le Touquet in France on the 27th June 1959 as part of the half-centenary celebrations of the French pioneering aviator, Louis Blériot, first flying across the Channel.
CROYDON CLOSED
These three newspaper articles have been very kindly provided by Mr Michael T Holder. The first article was published in the Daily Mirror on the 7th February 1959. The second article was published in the Daily News on the 30th September 1959, and the third article, also in the Daily News, was published on the 1st October 1959.
As these three newspaper articles show, the closure of CROYDON took place in two main stages during 1959, the ultimate final closure taking place on the 29th September. The end of CROYDON was of course inevitable, for various reasons. Since WW2 the emergence of far more suitable airports around London, meant that airline activity could not continue. Plus of course, the increasing housing development close by, meant that GA activity had to end.
Several aircraft and their pilots gathered to mourn the closure of CROYDON at the airport on the 30th September 1959.
One of the problems, and pleasures, of producing this 'Guide', is that it can never be finished. New information keeps coming, which is much appreciated of course. Have admit though, that my flabber was ghasted when Mr Graham Frost, a great friend of this 'Guide', sent me this picture from the Dave Welch Collection (1960), of the Consolidated PBY5A Catalina, N5593V. Apparently one of the last aircraft to depart from CROYDON in 1959.
However, Graham's father, when driving past in around 1965/6, saw a DH104 Dove parked outside the hangars. Any ideas?
AFTER CROYDON CLOSED
In his excellent book Tiger Moth Stuart McKay tells us: “Even after its closure, Croydon airport echoed to the beat of Gipsy Major engines. One of the very last Tiger Moths to leave the site was an ex-military airframe, T-7438, which was sold by the RAF in 1954 and converted in 1961 by Film Aviation Services for a starring role as a Fokker D VII in the magnificent film Lawrence of Arabia. Two additional Tiger Moths were modified to represent Rumpler CVs for the same production; the tail ends were disguised by the simple addition of "Fokker" fins and rudders, but as the aircraft were seen only in long shot, nobody raised any objection.”
Perhaps some of you, like me before I read the explanation, might be wondering – what the hell was a “Fokker fin and rudder”? In Tiger Moth Stuart McKay gives a full explanation, but put simply, when the Dutch RLS (Government Aviation School) and NLS (National Aviation School), received ex-RAF Tiger Moths after WW2 – the Dutch authorities were not at all happy. These aircraft had, in their opinion – too much rudder deflection available – and a new more restrictive design was developed by Fokker. Now then, this only applied to civil types, the Dutch Air Force and Navy kept the classic DH tail configuration.
I shall leave you to your own conclusions - but – it was perhaps a foretaste of what EASA has been accused of in more recent years. Interference without justification!
MUCH LATER AVIATION ACTIVITY
In 1980 on the 5th and 30th of May, hosted by the Tiger Club with the full support of Sutton Borough Council, two air displays were held here with many aircraft actually landing on an ‘improvised’ mown runway. It seems that Tiger Moths, Turbulents,Stampes and a Mew Gull, Spitfire and Fairey Flycatcher did land and a Hawker Sea Fury and the Battle of Britain Memorial flight performed fly-pasts.
On the 27th September 2009 eleven aircraft performed a fly-past to ‘celebrate’ the closure of CROYDON. Eight of which were biplanes, five Stampes and three Tiger Moths. The monoplanes consisted of two Druine Turbulents and a Jodel D.150. These bearing tribute to the fact that Rollasons became agents for Jodel aircraft. Indeed, the company was probably unique in promoting highly advanced French-built light aircraft in those days.
PICTURES OF CROYDON IN 2006
Note: These pictures by the author.
Karl W Smith
This comment was written on: 2017-07-26 21:38:47My godfather, Charles Jeffrey Hayward, was employed by Instone Airline at the time Croydon became the "new" Londn Airport. He was sent there to find accommodation for fellow workers who were to be relocated to this new location. His notes make it clear that local residents did not exactly welcome the new arrivals with their noisy machines! Anyway, it all worked out OK. When the 4 operators were merged to become Imperial Airways he became an Inspector (he had earlier been an engine fitted with AirCo (who had employed a young chap named De Havilland as a designer) and, within a year was appointed the airline's first Chief Inspector. This post he held until 1938 when he joined Major Mayo's staff. My father joined IAL in 1934 to work in their machine shop and, for the next 15 years, manufactured or serviced vital engine components that were otherwise unavailable. As a child I was taken to Short Bros Rochester factory to see the new C Class flying boats under construction and, having grown up in a family totally involved in aviation, I gravitated to the industry by joining Handley Page in 1952. In consequence, when I qualified for membership of that firm's employee Flying Club. Since that club had no aircraft we all flew at the club most convenient for ourselves; my choice was the Surrey Flying Club at Croydon. That club resulted from the termination of the RAF VR operations at Redhill when the instructors set up at Croydon. My PPL flying I completed between 1958 and closure of Croydon in 1959, but I still had a written paper to complete after the move to Biggin Hill where I passed one Sunday afternoon, returning home to learn that Jeff Hayward had just died at his home in Waterer Rise, Wallington. As an aside, I flew as a back seat passenger from Croydon to Biggin Hill wnen the Surrey fleet relocated. Our little group of 3 Tiger Moths, a Hornet Moth and a Leopard Moth made a loose formation pass over Croydon town centre en route.
Reply from Dick Flute:
Dear Karl, Thank you so much for these memories. These are exactly what I had hoped for when setting up this 'Guide'. My very best regards, Dick
David Hunt
This comment was written on: 2017-10-21 17:32:25I commenced my PPL training with SFC at Croydon in 1958 and completed once we were at Biggin Hill. I appeared with my friend and fellow trainee in the Movietone News clip covering the closure. Peter Chinn asked us to do this because he was not keen to be filmed. I am the dark-haired one climbing into the Tiger cockpit. Happy Days.
Reply from Dick Flute:
Hi David, Many thanks indeed for this memory, which I shall keep posted. Best regards, Dick
Roger McElliott
This comment was written on: 2017-12-05 17:22:11The photo on the Pamplin Post Card, of OO-AGC, Westland Wessex was taken on the Westland works airfield at Yeovil in Somerset.
Reply from Dick Flute:
Hi Roger, Many thanks. I shall keep this posted. Best regards, Dick
Sandra Spillane
This comment was written on: 2019-05-16 18:05:13Recently I went through some old document at home, and found a lovely booklet "Central Flying Group, Croydon Airport, Surrey, Second Annual Dinner, Criterion Restaurant, Croydon, Wednesday, 1st October 1952. Along with many photos taken at the event, the menu for the dinner and the Presentation was made by Mrs RA Gifford. My father Michael Spillane's copy had members signatures (some easier than others to make out). A lovely piece of history. Would anyone know any more information on this flying group? Many thanks, Sandra
Reply from Dick Flute:
Hi Sandra, I shall keep this posted and hopefully somebody will know more. Best regards, Dick
John Gilbert
This comment was written on: 2020-05-22 18:18:51In June 1960 l parachuted along with other members 10 para into Croydon Airport, from a Beverley aircraft,we understood airshow celebrated closure. l have not been able to find any reference anywhere to this airshow, which was a big affair.wou. Would you mind if l asked if you have knowledge of this? T/o was from RAF Odiham. lm sure it happened but beginning to doubt! Rgds John Gilbert
Dick Flute
This comment was written on: 2020-05-22 20:02:56Hi John, I will certainly keep this posted. Hopefully some kind person can offer advice. Best regards, Dick
John Gilbert
This comment was written on: 2020-05-22 22:36:22Ref my Enquiry earlier Mr Flute, by pure luck found confirmation on PPRuNe Beverley forum pp.9. Was Croydon millenium celebrations with two Beverleys low level,eye witness account! My memory ok. Thank you for your interest, you may want to delete comment now.Rgds John Gilbert
Dick Flute
This comment was written on: 2020-05-22 23:10:41Delete it? Not at all. Very much what this 'Guide' is all about. We are all learning, and many thanks. Cheers, Dick
Sandy Cotterman
This comment was written on: 2020-08-02 23:42:49I am doing research on the original co-director of Air Couriers, Charles Godsal (1907-1965), operating out of all three airfields. In 1935 he designed and built a on-off open two seater blue sports car and sold it to a 'pilot' at Air Couriers, most likely during the mid-40's to early 50's. If anyone is a descendant of this Air Couriers pilot or remembers hearing stories about the sports car and Charles with his 'green parrot', Capt. Hook, please contact me at 2JagGIrl@gmail.com
Tony Elgar
This comment was written on: 2020-11-15 16:14:44There was a parachute drop on Croydon during the closing event. My father Capt. Gordon Elgar was in the last stick fourth from last. When we met up after he landed he said their exit was very tight and they were concerned they may land on the Purley Way. I remember going round to the fan trainer with dad but was refused a go as I was too young. I have been trying to find information on that drop without much luck.
Alban Ndreu
This comment was written on: 2021-06-14 15:03:19I go to The downs where the airport use to be and there is a part of it where there is abandoned brick wall and there is a sign with the word bank. I’m really eager to know what it is
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