CHRISTCHURCH CHRISTCHURCH 
You can read an eyewitness account of his visit on the Christchurch Historical Society Website.
GAUC(till 1960),EGHA: Lat/Long 50 44 03N/01 44 53W. Grid ref SZ 186933 . 20 feet ASL. Ident "XC",later "CT". USAAF Station #416.
1943 Steel Matting runway,QDM 245/065 1650x50 yds,
replaced by Tarmac over an earth & concrete mix base 4484x100ft in 1954.
As can be seen from the maps above ,the evolution of Christchurch Airfield was complex.The first beginnings were in July 1926 on the area known as "Burry's field"(part of Mudeford Farm - owned by Mr.Burry -area "A" on the map)which was used for pleasure flights.Among the users was " Surrey Flying Services". offering joyrides.In May 1928,the Bournemnouth & District branch of the Hampshire Aero Club operated from fields adjacent to the Somerford Grange.Initial operations were one day per week but this increased to two days (Wednesday & Thursday) after the closure of Ensbury Park Aerodrome. Instruction was by Lt Swaffer who would fly an aircraft in from Hamble for the purpose.
New services were operated by Cobham Air Routes to Guernsey and Croydon using Westland Wessex aircraft.A hangar was built to accomodate the aircraft overnight.
Over the next five years airline services were operated to Cardiff & Shoreham(Channel Air Ferries Ltd), and to Ryde(IOW) by PSIOWA as well as other minor airlines .By June 1935 full customs facilities were available although these were withdrawn the following year.
For more information on airline operations see the Christchurch Airlines page. In July 1935 Flight reported that "BOURNEMOUTH and Poole have decided on a joint purchase of land near Bear Cross for use as a municipal airport—a project which will cost about £15,000." Although some land was purchased nothing came of the idea and Christchurch remained the Bournemouth airport until after WW2 when Hurn became available. There was an active flying club , the Bournemouth Flying Club(also a brainchild of Francis Fisher) , which in 1938 had a fleet "which includes a Heron, a Martin, a Swallow, a Robin, three Sparrows, and three Avis's"(from Flight March 1938)- a considerable rise from 3 Moths and a Widgeon listed the preceding year.The 1937 rates were given as: Instruction and advanced dual, £2 an hour; solo from £1 10s. an hour; contract rate from £1 7s. an hour.Members subscription was £2.2.0.Francis Fisher was the instructor and secretary.Capt the Rt Hon the Ear1 of Normanton was the President and Sir Alan Cobham was the Vice-President. In 1937 additional hangars were erected to accomodate the club's expanding fleet.By 1938 an additional instructor was available - this was David G Biggart. Other notable members were Roderick A F Farquharson who owned BA Swallow G-ADJN (used by the club), Walter S Coates,(ex RAF), a farmer, who held B Licence No 1661; and Edgar K P Ince who qualified with the Bournemouth club. Looking after the aircraft was Mr. E D Whiting, the chief ground engineer . In March 1938 Airworthiness Company started up doing overhaul and repairs in a new hangar.
In the early days of 1940 the Airspeed factory ,built on part of the original Fishers field ,commenced production .This factory , oficially opened on 22nd of March 1941, when fully completed produced Horsa gliders as well as Oxfords and Mosquitos during WW2. It is notable that the Christchurch factory was the only location where Horsas were produced, assembled and flown out. All other Horsa producers(Harris Lebus etc.) made only parts which were assembled elsewhere by RAF maintenance units. After the war,as part of De Havillands,the factory produced the Ambassador airliner, Vampires,Sea Venoms and Sea Vixens before closure in 1962. The Luftwaffe reconnaisance photo below shows the field as it was in February 1941 with the Airspeed factory clearly visible at the northern end of the small grass field.
Between 24 March and 8 April 1943 the steel mesh(BRC/British Reinforced Concrete Mesh )runway was compacted and laid by Company A of the USAAF 833Rd Engineers Aviation Battalion on land to the south of the existing airfield.They also constructed a shooting-in-butt and bomb storage revetments.In the spring of 1944 the airfield passed into the control of the USAAF who moved in in March 1944 when the 405th Fighter Group (Commanded initially by Col James Ferguson and then by Col Robert L Delashaw,from 26th April )arrived with 509/510/511 Squadrons,equipped with P-47D Thunderbolts.The 405FG was officially established at Christchurch on the 7th of March with an HQ in Bure Homage House and tented accomodation.The USAAF left soon after D-Day following a not uneventful stay and the airfield was returned to RAF control.The photo below shows 405FG tents pitched in the grounds of Bure Homage.A Horsa glider can be seen in the distance..Below that , a photo by J Clear of the Stars and Stripes that hangs in Christchurch Priory. It was presented to the Priory in June 1944 by Group Executive Officer, Edgar J. Loftus.
A: Original postwar clubhouse c.1951 B: Aircraft tie-down area north of woods . C: Old RAF Officer’s Mess. D: Original buildings where maintenance was carried out on club aircraft. E: Bure Homage stable Buildings .(Used as PX etc. by 405FG). F: Site of new (1955)Blister Hanger. G: Control Tower. H: Airspeed/de Havilland factory. HFCP:Hoburne Farm Caravan Park. J: SRDE. K: Portsmouth Aviation(WW2),89GS/ 622 Gliding School. L: Site of new Clubhouse. P1:Standard FW3 Type 22 hexagonal pill-box but with addition of corrugated asbestos fake roof to disguise its purpose. P2:Standard FW3 Type 22 hexagonal pill-box but with addition of corrugated asbestos fake roof to disguise its purpose. P3:Standard FW3 Type 22 hexagonal pill-box adjacent to derelict two story house. P4:Standard FW3 Type 22 hexagonal pill-box. P5:Standard FW3 Type 22 hexagonal pill-box. P6:Pickett Hamilton Fort hydraulically-operated retracting Pill-Box.Retractable down to ground level to allow aircraft to be taxied/towed over it. SRDE: Signals Research and Developement Establishment(originally The Air Defence Research and Developement Establishment.)
Operated by the Ministry of Supply, later the MoD and eventually the Department of the Environment. T: Bellman hangar.....Bessoneaux hangar was to the east of it. W: Compass swinging area finally used for winching site for up to two glider winches X: Approximate crash-site of G-ACDI - no injuries other than dented pride for doing a ‘turn-back’ in a Tiger. Y: Approximate crash site of G-AHVY (two occupants killed). Bure Homage Mansion(see picture below) was used during 1944 as an HQ by the 405FG , USAAF, and later in the early 50s by the Royal Signals.
Civilian flying returned slowly to Christchurch after the war . In November 1946 Air Review reported that Francis Fisher, having been recently demobbed ,was seeking to re-open the Bournemouth Flying Club at Christchurch just as soon as the necessary permission to resume operations was granted by the Ministry of Supply.The MoS were at that time the controlling authority for the aerodrome.Mr Fishers intentions were to commence with a fleet comprising DH.60G G-AAHI,two BA Swallows G-AEGN & G-AEVA, the Avro Cadet G-ADFD, a Taylorcraft Plus G-AFJP, two ex-RAF Miles Magisters and two Mile Falcons. Air Review stated that the aircraft were undergoing reconditioning at the firm's (Bournemouth Flying Club) own workshops under the supervision of the Chief engineer , Mr Whiting. Once operational the club intended to charge £3 5s per hour for instruction with a cheaper rate for solo flights
A local newspaper report on the startup can be seen on Roy Hodges Christchurch website.
His first attempts were vetoed by the Ministry and it was not until 1948 that organised club flying resumed at Christchurch.
In 1948, Portsmouth Aviation, by now doing non-aviation work, closed their premises in Scotts Hill Lane .Also in 1948 the South Hants Ultra Light Aero Club took up residence operating out of hut at the southern end of Mudeford Wood.Of note is that the club's president, Lord Ventry, was the man behind the building of the Bournemouth Airship G-AMJH, the gondola of which lingered on for many years in the 622GS Hangar.Other luminaries who were members included Sir Donald Bailey ( of Bailey Bridge fame) and George Errington , the Airspeed test pilot.A flying display was advertised in Flight for August 20th 1949 , photos may be seen here. However the club did not prosper and was dissolved on 13 October 1950The new "Christchurch Aero Club",founded by brothers John Hutton Marshall and Thomas Hutton Marshall along with Ted Gould , Capt.Francis Fisher and others came into being ,and on Saturday December 9th 1950 the Club held an informal dinner to introduce members to their new headquarters. The club operated initially from a site in the centre of the field at the western end of Mudeford Woods.The initial instructors were Capt. Fisher, Sqn Ldr (Flt Lt at that time) Ron Hayter (RAFVRT) and later on John Pothecary.John Marshal was the Club's Chief engineer.A plan to use the fuselage of an Airspeed Horsa( possibly RN371-adjacent to Bure Lane on the south side of the field ) as a clubhouse was abandoned when the fuselage was vandalised and in June 1952 a reorganised club under the heading of Tom Marshall moved to the north side .Around this time the three original Blister hangars were removed.The new ‘club’ premises were in the western side of the old RAF Officers Mess building. The eastern side of that building was occupied by the Groundsmen (Airspeed/de Havilland employees) that kept the airfield in trim. It is probable that the club initially were using the old Besssoneaux hangar, but this was destroyed in a winter storm in 1954.
Flight stated on August 15th 1952 "CHRISTCHURCH AERO CLUB, inaugurated on June 14th, has now received Ministry of Civil Aviation recognition. Headquarters are on the de Havilland airfield at Christchurch, Hants, in accommodation made available by the company. The venture has been financed, and is managed, by Mr. Tommy Marshall, a Bournemouth business-man; so far, the club has a fleet of two Tiger Moths and one Auster and membership of 25. Sixty-four members of the air section of the de Havilland sports and social club who have been flying at Thruxton, Portsmouth, and Eastleigh under the " £1 an hour" scheme will also use the club.The three instructors are Mr. E. J. H. Thornton, Mr. R. Hayter (commander of No. 89 A.T.C. Gliding School at Christchurch), and Mr. Davis, a Wimborne schoolmaster. The club has a licensed bar and facilities for catering. It is hoped soon to arrange a dawn patrol, to which the nearby holiday resort of Bournemouth should be an added attraction.By 1953 the CFI was John Pothecary assisted by Johnny Stone and occasionally, by Ron Hayter.
In about 1956 the additional ‘clubhouse’ was built and the operational side of the club moved into that area with the social side of the club remaining in the old Officers Mess building. It was about this time also that Bert Hawkins took over as CFI and the Blister Hangar was built(varying dates - 1955-56) for the engineering side of the CAC.The hanger was not one of the three original blisters at Christchurch but was "imported" , parts possibly from Warmwell and one of the Lymington strips.<.p>In February 1957 the club was operating 3 Tiger Moths, a Gemini and four Austers.Flying rates for the Austers and Tigers was £3.15s per hour whilst the Gemini cost £7.15s per hour.Flying hours in 1956 totalled over 2,600(of these 826 hours were flown by the V-A Hurn Flying Club).This was at a time when fuel was rationed due to the Suez crisis.
In 1957 the British Women Pilots' Association held a successful flying meeting at Christchurch on September 28-29.By 1961 CHRISTCHURCH AERO CLUB was offering instrument- rating training and practice and advanced multi-engine training using Airspeed Oxford aircraft previously belonging to the College of Air Training. Flying rate for the type was £16 per hour, with special contract rates for 20 or more hours. The photos below (Left & Centre by J.W.Kitchenham, via Geoff Kingman-Sugars,Right by Dave Welch) show (left) The Flying Club bar with Tom Marshall behind the bar :(centre)John Marshall(on steps)overhauling a Tiger Moth:(right)Desford G-AGOS outside the new hangar.
A first-hand account of gliding here can be read on the Christchurch Historical Society website
. The picture below, from Colin Pomeroy(additional detail from John Pothecary),was taken during a visit by the Commandant Air Cadets (centre left , in battle dress).The Officer Commanding,622GS, Flight Lieutenant Ron Hayter is second from the left.Standing with arms folded is Johnny Allen - later a flight engineer on Concorde.The sergeant seated on the right is Peter Course - later deputy manager of Hurn.More photos of 622GS are on the Christchurch Residents page.
In 1954 the Military Experimental Engineering Establishment from Christchurch laid a hard runway on the site of the WW2 wire mesh runway using a revolutionary new technique combining concrete and soil.The runway, 4480 x 100 feet and 6 inches deep , was laid in a matter of weeks using 3 Howard Single-pass soil stabilisation plants. The surface was then topped off with various experimental tarmac finishes to a depth of 2 inches.
The main beneficiaries of this exercise were De Havillands who were by now turning out Vampires and Sea Venoms.Flight reported on the runway construction in October 1954.....
SOIL-STABILIZATION—i.e., the improvement of soil as a
"structural" material, usually by the introduction of a binding
agent such as cement—is being increasingly employed in runway
construction.
One of the largest runway stabilization projects to be carried
out in this country has recently been completed at Christchurch,
Hants, Airfield, which is operated by the de Havilland Airspeed
Division under lease from the Ministry of Supply. The project
has involved the replacement of a permanent grass runway by a
stabilized-soil runway 4,500ft in length and 100ft in width.
The subsoil was found to be of a satisfactory nature, but it was
necessary to remove the turf and topsoil to a depth of 6in and to
use gravel to regain the required level. Topsoil of a high organic
content, such as existed at this site, cannot be economically
cement-stabilized.
The work was carried out without interruption of flying activities.
Soil stabilization to a depth of 6in was performed very
largely by Howard single-pass soil-stabilization plant, made by
Rotary Hoes, Ltd., of Horndon, Essex. Three complete "trains"
of this equipment were employed, usually working in echelon.
Two of the trains were hauled by crawler tractors designed and
made by the same company for this specific duty. The work
was completed at a rate of 270 sq yd/hr for each train, this time
included final rolling.
The final tar or bitumen surfacing added to the soil cement was
of the minimum thickness necessary to give protection from
mechanical and climatic damage.
Preliminary trials included stringent tests with Service aircraft
on seven different types of surfacing. As a result, three types
were selected for long-term test. Part of the runway will be
surfaced with tar and chippings, part with a 2in tarmac carpet,
and part with Jetcrete, a special emulsion developed to withstand
the effects of use by jet aircraft.
The work forms part of a Ministry of Supply experimental
programme and is being carried out by the Military Engineering
Experimental Establishment, Christchurch, with the co-operation
of Royal Engineer units of the Army.
Another prospective buyer was the British Oxygen Company . However , this possibility was stillborn , partly at least due to internal disputes between various government departments.
There was disagreement among the interested parties about the future of the airfield site with a period of discussion by the council. Accounts of the plans and objections from the local "Christchurch Times" may be read on Roy Hodges Christchurch historical website here, here , and here.
By 1969 the Christchurch Council had at last got some kind of coherent plan for the airfield site. Details of this plan can be seen on Roy Hodges Christchurch history website.
UNITS
