Those were the days!

Proctor V followed by Bristol 170 superfreighter Silver City Lydd ferryport to Le Touquet, Prentice Gibralter to White Waltham, then a Hornet Moth. My big regret is never getting on board one of the Short Solents of Aquila that my late father co piloted. Cherokee 235 now with Proctors to look forward to again!

Picture ???

All historic fans are waiting for the pictures, you did bring your camera ????
As luck would have it my commute each Friday takes me from Hemel Hempstead right past Duxford on route to B St Edmunds,my eta today 18-00 hours, please put her to bed after then!

Flawed Design

I am sure i have read in a number of WW2 publications that more 109 airframes were lost in take off or landing accidents then in combat. Like most tail wheel aircraft, the ideal scenario is take off and land right into wind on a large open airfield with loads of space. When things start to go wrong, there is a much higher chance of recovery undamaged, not so when operating from a limited width grass or hard runway. Ground looping is highly likely, and add a cross wind component, with the small rudder,things can and do go wrong in a blink. These aircraft will bite at near walking pace, flying stops only when you come to a halt and switches off. Proctor 1 G-IAWA was lost in France in 82, victim of a crosswind, obstacles close to the relativley narrow landing strip, and probably inexperience on type.

Blackbushe Early Sixties

I am not able to help with names of management there at the time you ask, however in regards to characters, my late father Symon Biddulph was certainly just that. After leaving Aquila Airways in the late fifties, he was a member of both Blackbushe and West London flying club at White Waltham. From 62 to 64 he operated Proctor V G-AGTC a regular site at both locations. As a young lad we flew many trips in TC from both fields, and in later years i learnt more of my fathers exploits. Two incidents that come to mind are as follows. In about 57 father was co pilot on an Aquila Short Solent and rostered on a return from Maidera to Southampton. For what ever reason the return was on a Sunday, with only had crew on board. They learned whilst on the island that an American aircraft carrier was at anchor further down the island, and decided to beat it up on departure. On getting airborne, instead of climbing for altitude, they kept it low and fast, following the coast below cliff top level, rounding a headland to see the carrier at ease on a calm sea. They decided it would be a good idea to buzz her, and came screaming in at 150 ft right along the flight deck. Looking out of the cockpit window crew were seen running all over the place, probably to gun positions, i bet they thought world war three was starting! On another occasion Symon was air testing a B170 Super Freighter from Eastleigh on a Monday morning. She had a new starboard engine that was being tested. On climb out there was a bang, and the engine seized in a spectacular fashion (loose oil pipe) and they were forced back on one. After arrival the airport was beseiged by irate Southampton housewifes who’s Monday wash had been covered with drops of Mr Castrols finest aviation grade engine oil, all over their sparkling whites! Silver City had to pay for the damage. Another exploit that comes to mind was after dark landings at Waltham. The trick my father said was to stooge around north of the airfield and wait for an express train to come through on the main London to Bristol line. As soon as one appeared, this acted as a perfect marker to the airfield boundary, and a let down could commence aiming for the huge black unlit expanse of Walthams grass. On short finals at around 50 ft landing lights were switched on. Imagine my fathers horror when doing so to see two or three mushroom pickers running for their lives as the Proctor appeared out of the night sky. What the mushroom pickers thought, he never found out. An additional landing check had to be added to TC as she threw a lot of oil from the VP mechanism. On turning finals father leant forward with a rag, poking it through the clear vision panel to wipe the windshield for a better view for landing. Memorable days indeed!

Dakotas Rest

I read about this some years back in one of the UK’s other aircraft magazines, it was most certainly Northolt, not Heathrow. What was interesting is that the crew and passengers all descended into the loft, down the loft ladder onto the landing, then down stairs and out by the front door, none the worse for their
experience so it seems!

Doug and cheap wine!

My father was operating his Mk V Proctor from White Waltham early sixties, and PPS looked after the maintenance. Tony Bianchi told me that his first flight was in the Mk V. My father had a bladder tank fitted in the centre section, where a bespoke long range tank would normally have been positioned on the V. This was filled with wine in France, and imported, Doug was in on the secret, and both he and father spent a good long hour late at night beneath the Proctor decanting it into bottles!