Cambridge Airport
CAMBRIDGE AIRPORT: Military aerodrome later civil airport and aerodrome.
Note: Picture by the author (Taken through perspex)
Note: All eight of these pictures were obtained from Google Earth ©
Note: Most of the other pictures by the author unless specified.
(Also known as CAMBRIDGE CITY AIRPORT). Formerly known as TEVERSHAM
ICAO code: EGSC IATA code: CBG
Note:This picture from a postcard was kindly sent by Mike Charlton who has an amazing collection. See, www.aviationpostcard.co.uk
The picture seems to raise a question. The DH60M Moth G-AASR was operated by the Cambridge Aero Club from 07.34 to 06.40. But, also in the picture is an example of the Hawker Audax, Hart and Hind series. Was this just visiting?
Military users:
WW2 RAF Flying Training Command 50 Group
22 EFTS [Elementary Flying Training School] (de Havilland DH82 Tiger Moths)
No.1 ITW (Initial Training Wing)
16 Sqdn (Westland Lysanders)
Post 1945: RAF Cambridge UAS [University Air Squadron] (DHC.1 Chipmunks & Beagle Bulldogs)
5 AEF [Air Experience Flight] (DHC.1 Chipmunks)
Operated by:
1965: Marshalls of Cambridge
1980s/1990s: Marshalls of Cambridge (Engineering) Ltd
2000: Marshall Aerospace
British airline users: Post 1945: Air Anglia, CityFlyer Express, Derby Airways, Suckling Airways
Flying schools: Pre 1940: Marshall’s Flying School
Note: This article was kindly provided by Mr Michael T Holder.
Post 1945: Cambridge Aero Club, Cambridge Flying Group, Marshalls' Flying Services, Mid-Anglia School of Flying, Southside Flying Club
Note: In the 1957 The Aeroplane directory, Cambridge Aero Club are listed as operating; One Auster and five de Havilland DH89A Tiger Moths.
In this same directory Marshalls' Flying Services are listed as operating: Four DH89A Dragon Rapides, five DH89A Tiger Moths and one Auster. So clearly they were also involved in commercial operations - can anybody kindly give advice? Presumably the five Tiger Moths and one Auster, although listed seperately, are in fact one and same.
SOME USEFUL INFORMATION
In December 2021 I was kindly contacted by Mr Laurence Garey who provided these pictures. In July and August 1958, in just ten days shortly after his seventeenth birthday, he gained his PPL - courtesy of Peterborough ATC. He tells us the Tiger Moths were; G-AGYU, G-AHXN, G-AIBN, G-ALTW and G-ANFI. The Auster J-1N Alpha was G-AIGM.
Gliding Club: Post 1945: Cambridge Gliding Club, Cambridge University Gliding Club
Note: In the 1957 The Aeroplane directory, the Cambridge University Gliding Club listed as their 'Gliding Site' - Cambridge Aerodrome. Their fleet was: One Skylark, one Olympia, one T.21B two-seater, one Prefect and one Tutor.
Helicopter ops: Cambridge Helicopters
Manufacturing: Marshall Aerospace (and similar previous names under Marshalls)
Users: Pre 1940: Marshalls’ Automobile Engineers
Location: S of A1303, 2 nm E of Cambridge
Period of operation: It appears TEVERSHAM opened officially as the Cambridge airport in October 1938
Note: These maps are reproduced with the kind permission of Pooleys Flight Equipment Ltd. Copyright Robert Pooley 2014.
Runways: Originally ‘all over’ grass airfield?
1933: Max landing run: 1372 grass
WW2: N-S 1188 grass NE-SW 1280 grass
E-W 1280 grass NW-SE 1005 grass
1965: 06/24 1617x46 hard 03/21 975x91 grass 06/24 1280x91 grass
09/27 914x91 grass 15/35 884x91 grass
1990: 05/23 1965x46 hard 02/20 897x35 grass 05/23 950x35 grass
13/31 650x35 grass
2000: 05/23 1965x46 hard 02/20 895x35 grass 05/23 895x35 grass
10/28 695x35 grass
NOTES:
The itinerary for Alan Cobham’s 1933 No.1 Tour of the UK gives the address as 'The Aerodrome', so this was probably FEN DITTON, situated just NW of TEVERSHAM.
THE LOCATION
The original CAMBRIDGE aerodrome - FEN DITTON - was situated roughly half a mile north west of the present TEVERSHAM/CAMBRIDGE site. See seperate entry for FEN DITTON.
A SHORT INTERLUDE IN WW2
In January 2022 I was kindly contacted by Mr Peter Duffell. His research reveals that No.16 Squadron were based here from the 29th August until the 3rd August 1940. Flying Westland Lysanders it seems their sole duties were to fly four coastal patrols, two in the early morning and two in the evening. The sorties being from Sutton Bridge to Wells-next-the Sea, and Wells to Lowestoft. These timings of course reflecting that if an invasion was underway, it would have to be undertaken mostly at night.
This was of course a period when the possibility of a German invasion was at its height, but it never got close to being a real threat. Indeed, although photo-recce flights showed an initial build up of invasion barges, this soon stopped. Churchill and the top brass were well aware of this, but it suited their purposes to keep the myth alive to have the public fearful. Although Hitler was initially gung-ho about an invasion, his military advisors soon explained that it would have no chance whatsover of succeeding. By this time the RAF were turning the tide in the air, our coastal defences were formidable, and the Royal Navy had far greater strength at sea.
I suppose the reason the Lysanders were based here, rather than at an airfield in Norfolk, is perhaps because it was thought that the Lysanders would get in the way of far more urgent missions needed to defend the southern half of England.
CAMBRIDGE AERO CLUB
It seems that Marshall’s were the first to re-establish a flying club, the Cambridge Aero Club, for strictly private purposes after WW2, this being in 1946 and one of their initial pupils in the early days was the first woman to fly around the world. I can almost hear the gears in most readers brains grinding around trying to absorb this news, as indeed mine did in July 2012. I think it is an utter disgrace to the British that Mrs Richarda Morrow-Tait is not celebrated today alongside Amy Johnson at least, and in my opinion she deserves probably more accolades.
Richarda Morrow-Tait gained her flying license with the Cambridge Aero Club and was determined to fly around the world. A Percival Proctor IV G-AJMU was purchased and Field Aircraft Services at TOLLERTON (NOTTINGHAMSHIRE) were tasked to make it capable of long range by installing fuel tanks from the DH Dragon Rapide, replacing the rear seats. On the 18th August 1948 she took off, with her navigator Mr Michael Townsend to clear Customs at CROYDON before departing east. Perhaps not surprisingly for such a low hours pilot flying a Proctor she had a couple of mishaps en route and eventually, apparently due to carb-icing, crash-landed at Tanacross in Alaska on the 21st November.
The means to recover and repair the aircraft were not available so Mr Townsend came back to the UK. One account states she was, by this time, virtually penniless but this is perhaps untrue? She enlisted Jack Ellis as a navigator, purchased the BT-13 Vultee Valiant NX-54084, had it modified, and completed the flight landing first at PRESTWICK before ending the flight at CROYDON on the 19th August 1949, a year and a day after departing. A most remarkable achievement:
Becoming the FIRST woman to FLY AROUND THE WORLD!
The fact she had to change her aircraft mid-way does not in any way demean what she accomplished. Quite frankly I’d say this accentuates the magnitude of the task she faced. Plus, graduating from a Proctor to a Vultee Valiant clearly demonstrates she had learnt a hell of a lot about flying along the way.
The press virtually ignored her and if anything she received critiscm for abandoning her motherly duties. There appears to be no evidence that she failed to make adequate provision for her children whilst away on this adventure. It really does make me feel quite angry that this singular woman is not today given the credit she very rightly deserves.
THE FIRST AFTER WW2
In his excellent book Tiger Moth Stuart McKay has a picture of G-ACDG with a caption explaining the history of this aircraft. One aspect of which is: “….eventual sale to a flying school at Cambridge in 1946 where she gave the first post-war civil flying lesson.” So, possibly three significant firsts in one hit. For the aeroplane, the flying school (which one?), and of course the airfield itself.
DERBY AIRWAYS
I was somewhat surprised to learn that Derby Airways commenced a scheduled service to the Channel Islands in June 1959. Was this the first scheduled service from here? Derby Airways (previously Derby Aviation), were certainly pioneers in developing regional airports after WW2 with scheduled services not just from their home base at BURNASTON (DERBY AIRPORT) but also PENDEFORD (Wolverhampton), SYWELL (Northampton), LUTON and STAVERTON (Gloucester/Cheltenham). It is not clear if they used their Miles Marathons and/or Dakotas from here? Without much doubt these aircraft landed at HURN (Bournemouth) to clear Customs on at least the inbound sector. As pointed out elsewhere I still have yet to ascertain what the 'huge' threat was eminating from the Channel Islands, requiring airliners to land at a Customs approved airport. As far as I am aware, having had the same inconvenience, this situation still applies today?
THE SOUTHSIDE FLYING CLUB
Unique in many ways the Southside Flying Club encourages aircraft ‘homebuilders’ to use their premises and in early 2004 announced that sixty four such aircraft had been built and flown from the club’s base. The co-located Cambridge Flying Group have been unique in the UK for operating a ‘fleet’ of two DH.89A Tiger Moths, and still were in 2007 at least. Since then another remarkable operation using Tiger Moths has been established at HENSTRIDGE (SOMERSET).
MARSHALL AEROSPACE
Also of note is the aircraft conversion work done by Marshall Aerospace like, for example, converting Lockheed Tristar civil airliners to RAF military use as freighters and tankers. This company has a most interesting history and is well worth investigating.
CAMBRIDGE PICTURES
Note: These pictures by the author, of the Suckling Dornier, were taken in September 1992. We were both on a 'mission' from Ian Allan publications to both fly a Cessna 172 around as many UK airports as possible, (my job mostly), and Aussie to produce a 'coffee table' type of book, with fabulous pictures of UK airports. They left signing the contract so long, that we were faced with undertaking this in one of worst autumn weather scenerios on record!
A PERSONAL MEMORY
Aren't pictures wonderful? Until I discovered these pictures in late 2016 I had completely forgotten that I had landed here in March 1999. I have no idea exactly why this visit was made but suspect that my good flying friend Guy Browning rather fancied the idea. We had flown across from WYCOMBE AIR PARK in my favourite Cessna 172 operated by Wycombe Air Centre, G-WACL, the most basic of the four 172s they operated at the time.
ANOTHER PERSONAL MEMORY
In May 2007 I was given the job of delivering the Vans RV9A to CAMBRIDGE airport from LEA airstrip in WILTSHIRE for fitment of avionics etc.
A QUESTION
Cambridgeshire has a rich and illustrious aviation tradition. But during the 1990s South Cambridge County Council, supported by others it appears, decided they wanted all GA acitivity pretty much banned in South Cambridgeshire. They were opposed and didn't entirely succeed. And indeed, their plans showed that they were intent on increasing aircraft noise in exactly the two spots where most of the aircraft noise objections originated - Cambridge Airport and Duxford.
Being at heart a simple soul, I'd imagined that people with the interest of improving community conditions would gravitate into local government, the NHS etc. But no, it now appears that so very often, the nastiest, vindictive and self-serving individuals seek out these positions in our society. Why?
undisclosed
This comment was written on: 2015-09-18 02:15:27This is really nice to know. I hope it will be successful in the future. Good job on this and keep up the good work.
Reply from Dick Flute:
I am glad to be of service. Regards, Dick
Alan Roberts
This comment was written on: 2019-10-01 20:19:50I learnt to fly at Marshalls, Cambridge in April 1959 on all of the five Tiger Moths you mention. I left with a PPL aged 17years and 1 month. The instructors then were all ex RAF pilots and doubled up as test pilots for Marshalls. Cambridge Aero Club and Cambridge Flying services were then owned by Marshalls. After a days training we sometimes got a trip in one of the Rapides to go and pick up pilots who had delivered aircraft back to the RAF or airlines after servicing.
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