Exeter Airport
EXETER: Civil regional airport later military aerodrome during WW2. Reverting back to civil airport, often with international connections.
Note: This picture (2018) was obtained from Google Earth ©
Known as RAF CLYST HONITON initially, RAF EXETER during WW2. Reverted back to civil regional airport in (?)
Highly recommended are two websites by Chris Wiseman, firstly www.rafexeter.co.uk which provides a history, and secondly www.exeterairportmemories.com which has a great collection of pictures.
Note: All other pictures by the author unless specified.
ICAO code: EGTE IATA code: EXT
EXETER IN 2018
Pictures taken by the author in April 2018.
Military users: WW2: RAF Fighter Comand 10 Group Coastal Command
87, 213, 247 (China), 286, 317 (Polish), 504, 536 & 601 Sqdns (Hawker Hurricanes)
19, 66, 123, 131, 165, 266, 275, 308 (Polish), 310 (Czech), 421 (Canadian), 610 & 616 Sqdns (Vickers-Supermarine Spitfires)
16 Sqdn (North American Mustangs)
21 Sqdn (Lockheed Venturas)
125 (Newfoundland) Sqdn (Bristol Beaufighters)
222 Sqdn (Hawker Tempests)
257 Sqdn (Hawker Typhoons)
263 Sqdn (Westland Whirlwinds)
275 (ASR) Sqdn (Avro Ansons, Boulton Paul Defiants, Supermarine Spitfires & Walrus and Westland Lysanders)*
282 (ASR) Sqdn (Supermarine Walrus, Supermarine Sea Otters and Vickers Warwicks)
307 (Polish) Sqdn** (Boulton Paul Defiants, Bristol Beaufighters, Mosquitos)
406 (Canadian) Sqdn (Bristol Beaufighters)
FLEET AIR ARM
816 Sqdn (Fairey Swordfish)
834 Sqdn (Fairey Swordfish)
841 Sqdn (Fairey Swordfish, Fairey Albacores)
USAAF
WW2: 440th Troop Carrier Group (Douglas C-47 Skytrains)
1950s: 10 FTS (Chipmunks & Tiger Moths)
1975: CAACU (Vampires)
Operated by:
1965: Exeter Airport Ltd
1984: British Airports International
1990: Airports UK Ltd
2000: Exeter & Devon Airport Ltd
Civil activities: Airline, charter, maintenance, open storage. GA business, charter, private, training and maintenance
British airline users: Pre 1940: Great Western & Southern Air Lines, Imperial Airways, Railway Air Services
WW2: Early on, British Airways, Imperial Airways & Railway Air Services
The third picture from a postcard of the Air Westwood Cessna Titan was kindly sent by Mike Charlton. As with so many commercial aircraft it had a complicated career whilst in the UK. Previously N5432G, this Cessna 404 Titan II was first registered to Rogers Aviation, (Cessna Agents), at CASTLE MILL in BEDFORDSHIRE, from the 15th February 1978 until the 4th April 1978. Air Westwood were the first UK operator of G-WTVC from the 13th April 1978 until the 8th November 1979, which dates this picture fairly well. Astonishing is it not - all painted up but in service for just over a year.
It was then registered to Theatre Tickets & Messengers (1961) in London from the 15th November 1979 until the 15th January 1980. So what was that all about? Air UK then acquired it from the 31st January 1980 unti the 19th May 1981, operating it again for just over a year. Hay & Company (Lerwick) operated it from the 19th May 1981 until the 29th April 1985. Performing what duties? Presumably associated with North Sea oil? It was then sold back to the USA on the 30th May 1985.
Post 1945: Air 2000, Airlines (Jersey) Air Safaris, Air UK, Air Westwood, Britannia Airways, British Island Airways, British Midland Airways, British Westpoint Airlines, Brymon Aviation (Brymon Airways), Cambrian Airways, Channel Express, Don Everall, Flybe, Jersey Airlines, Jersey European Airways, Mercury, Olley Air Service, Scilly Skybus, Thomsonfly
Foreign airline users: Post 1945: Air Malta, Eurocypria Airlines, Futura, Spanair
Cargo ops: Post 1945: Invicta, West Atlantic
Charter/air taxi: Post 1945: Baylee Air Charter, British Westpoint Airlines, Derby Aviation***, Macedonian Aviation, Western Airways, Wessex Air Charter
Flying clubs and schools: Post 1945: Airways Flight Training, Aviation South West, Celtic West Air Training School, Exeter Flying Club, Flightpass, Plymouth School of Flying
Note: In the 1957 The Aeroplane directory, the Exeter Flying Club are listed as operating Austers and DH89A Tiger Moths. No other information regarding the types of Auster, or the numbers of each type operated were given. If anybody can kindly offer advice, this will be most welcome.
Helicopter ops: Lomas Helicopters
Maintenance: Flybe Aviation Services
Manufacturing: Chrislea Aircraft (See notes below)
Pollution control: Harvest-Air (see SOUTHEND for a fuller history)
Location: Originally S of the A30, (now N of the A30 since the dual carriageway has been constructed), 4nm NE of Exeter
Period of operation: 1937 to -
Note: These maps are reproduced with the kind permission of Pooleys Flight Equipment Ltd. Copyright Robert Pooley 2014.
Runways: Originally ‘all-over’ grass airfield? Or possibly with designated runways?
WW2 (1944): 02/20 823x46 hard 08/26 1829x46 hard 13/31 1326x46 hard
1965: 02/20 920x46 hard 09/27 1865x46 hard 13/31 1326x46 hard
Note: Light aircraft could use the grass areas in the 'triangle' between the three hard runways and the grass area in front, (or N of), the control tower
1990: 08/26 2083x46 hard 13/31 1339x46 hard
2001: 08/26 2073x46 hard 13/31 1332x46 hard
NOTES: When war was declared in September 1939 a carefully planned operation to deploy civil airliners belonging to British Airways, Imperial Airways and Railway Air Services fell into place and was accomplished with amazing speed, within two days mostly, starting on the 3rd September. It appears the larger and/or longer distance land-based types operated by British Airways and Imperial mainly went to WHITCHURCH south of Bristol, (see SOMERSET), and many regional airliners came here, (and to HENDON – LONDON), to set up the National Air Communications, (NAC), system for the British government.
The primary duties were inter-communication flights for the RAF, Royal Navy and Army within the British Isles plus supplying the Army with men and urgent supplies to the ‘Western Front’ in France. I can only imagine the courage required to fly unarmed and cumbersome airliners into a ‘hot’ war zone. There is a story about several of these NAC aircraft being deployed to fly to Bordeaux in mid-June 1940 to assist in the evacuation of French Treasury officials with their stash of loot shortly before France capitulated? Apparently four aircraft had to be abandoned in Bordeaux and another, the Dragon Rapide G-AFOI had a narrow escape. Engine trouble forced it to land at JERSEY shortly before the Germans invaded. A replacement engine was ‘borrowed’ from an abandoned ‘West Coast Airlines’ DH.86, (G-ADVK), which had been undergoing overhaul with Jersey Airways, enabling the crew to escape to EXETER.
On the 27th June 1940 the NAC became the AAJC, (Associated Airways Joint Committee), based at Liverpool, (SPEKE presumably?), under Gordon Olley as Operations Manager.
*Did 275 ASR Sqdn operate all these types here?
**307 Squadron was engaged in night-fighter operations.
WW2: AN INTERESTING STORY
During WW2 this aerodrome became a really major RAF base with, in late 1944, 2348 personnel on station including 653 WAAFs. Barely short of BIGGIN HILL in fact! In May 1943 sixteen Piper L-4 Grasshoppers landed here in one day en route for Plymouth. They were originally turned away in the late evening due to a returning Beaufighter squadron and they landed after dark flying around with no navigation or landing lights! Fortunately there was a ground crew member in the rear of each ‘Cub’ and he held up a torch shining over the pilots shoulder so could see his instruments and none collided. Or so the story goes.
In 1943 Bristol Beaufighters and Hawker Typhoons were based here.
JUST A COMMENT
On a somewhat pedantic note runway dimensions often seem to vary according to which flight guide book you buy. Does anybody actually go out and measure them? Or is it all just guesswork?
MUSHROOM GATHERING
In Tails of the Fifties an anthology compiled by Peter G Campbell, Lewis J Benjamin tells this story: “Since I was now working…..in Devon I chose to fly with 10 FTS at Exeter which operated a mixture of Tigers and Chipmunks, aircraft we flew with equal abandon. Early mornings, and way before the CO was about, we’d wheel out the aircraft and all go bouncing around the dew-covered grass of the airfield collecting mushrooms. I can still hear the staccato roar of Gipsy Major engines bursting on my ears as we flew around in our D.H. Chipmunks, like so many grasshoppers, a few feet from the ground, mushroom spotting, and abruptly the sudden silence broken only by a diminishing whistle as the aircraft sank to rest beside the crouching delicacy, then the rush to clamber over the side to be the first to pick and stuff them down battle-dress blouses. About 8 o’clock we’d be back in the mess urging sleepy white-coated stewards to take our treasure back out to the cook to have them reappear on our plate along with the eggs and bacon.”
THE RAF VR
It appears the RAFVR (RAF Volunteer Reserve) of which 10 FTS was a part, closed down for flying in 1954. For many ex-servicemen this form of paid for flying was an absolute boon and they didn’t just fly Tiger Moths and Chipmunks. Indeed, many of these ‘weekend flyers’ got to fly the latest jet fighters, as well has having bacon and eggs for breakfast.
A MIKE CHARLTON GALLERY
Note: These pictures from postcards were kindly sent by Mike Charlton was has an amazing collection. See, www.aviationpostcard.co.uk
First picture: This B&W picture is rather interesting. The two aircraft on the apron were both registered to the Plymouth & District Aero Club, based at PLYMOUTH AIRPORT (ROBOROUGH). In the foreground is G-AFEW, a Miles M14A Hawk Trainer 3, which appears to have had a short life - from February to December 1938. Which seems to date this picture very well.
The aircraft beyond is the de Havilland DH87B Hornet Moth G-AFDU, registered from July 1938 to January 1940. So it seems that this aircraft too had a pretty short life. This was not so unusual in those days of 'whizzo prangs' when aircraft involved in serious accidents were liable to be written off. They were not of course regarded in any way as being 'Classics' as they are today, and the cost of a major rebuild probably far exceeeded the cost of purchasing a replacement.
Second picture. I'll make no excuse whatsoever - until seeing this picture I had no idea that Concorde had been flying from EXETER. As far as I can make out, these annual flights went from 1988 to 2000? Advice on this will be much appreciated.
Third picture: I have tried, giving it some time, to put a date on this picture. I thought it should be easy enough, but failed. I expect it was in the late 1990s? If anybody can kindly offer advice, this will be much appreciated.
Fourth picture. This truly awful and most amateur picture was, heavens knows how, selected to be used for a postcard. But, for me at least it does have interest. When I flew into Exeter in 1992, I had absolutely no idea how quickly this airport would develop into a major regional facility.
A MOST UNEXPECTED DEVELOPMENT
In May 2021 I received an e-mail from Mr Jerry Bird, regarding my comments about the fourth picture above - he took it! I think his story is well worth telling:
"I had to smile when I saw a particular photo and read the comment posted with it - something about being amateurish and how on earth did it become a postcard? I quite agree - how did it? But, as the photographer who took it, way back in the day, I thought you might like to have a little background. "(Jerry also sent a tidied up version - see below).
"Since 1985, I have worked for, at or around Exeter Airport in one form or another in aviation.My first job was six weeks as a seasonal baggage handler come cleaner, but I was offered a position in Air Traffic as an Assistant within three days of starting. Air Traffic was my cleaning patch, and I appeared to be a keen lad - hence the offer. I was soon able to buy my first SLR camera, a Nikon F301, and was very happy at being able to take aircraft photos whilst at work."
"The photo in question was taken circa 1987/8. Exeter was taking a lot of weather diversions, from Bristol and Plymouth. I was on duty and it was manic for all. Virtually all the aircraft in the photo had been diverted and this was the peak when our apron was virtually full. I was asked to do a runway inspection, so I took the Air Traffic van and my camera."
"I parked roughly at the intersection RWY 26/31. It was moving into night and the weather was grotty. I had no tripod or remote shutter release. The best I could do was to rest the camera on the van's bonnet, hence the sloping line up, focus (manual) as best I could and use the camera's timer to activate the shutter. All a bit Heath-Robinson, but there you go. I managed about three or four shots. I couldn't stay long due to where I was parked and I had to get back to work."
"In the photo are, three Britannia Boeing 737-200s, two Paramount MD-83s and a Brymon Twin Otter, I believe inbound from Gatwick on the scheduled Gatwick, Exeter to Plymouth evening run. It night-stopped due to Plymouth being fogged out. In the far background, a Jersey European Bandeirante waits outside Hangar 3, ready for the night Royal Mail run."
"When the photos were developed, they were not great, but this was about the best. However, it captured that busy period. The guy who ran the airport shop at the time, whose dad was an Air Traffic Controller, asked me for a copy, along with some other photos that I had taken and asked if I would be happy if he had some postcards made up to sell in the shop. Naively, I said sure and he went ahead and sold some. I got nothing, but was happy that they were being used. It's funny that they do appear on E-bay from time to time. I believe the Concorde one you have is one such."
A SMALL WORLD
Jerry also mentions that he knew one of my best friends, the late Austin J Brown, and often flew with him, mainly on late night mail flights.
CONCORDE AT EXETER
After learning that I intended to include his story, Jerry very kindly sent these great pictures. Clearly he had learnt a lot about using a snapometer, as I used to call my camera.
ADDITIONAL NOTE
***Derby Aviation based their Dakota G-ANTD at BLACKBUSHE from the end of May to the 15th June (when in the 1950s?) to carry newspapers to EXETER and Cardiff (RHOOSE) during the rail strike. This might not seem hugely significant in the greater scheme of things, but I reckon it needs thinking about. Not least because the independent airline operators of that era had virtually no objection regarding ethics or politics – if the price was paid. And this aspect of life, as I can certainly testify, is something that can probably never be resolved if operating a transport business.
CHRISLEA AVIATION
The information that Chrislea Aircraft set up a manufacturing facility came from an excellent article about the Skyjeep G-AKVR by Clive Davidson in the December issue of Light Aviation magazine. It appears that they moved here from HESTON (LONDON) in or around 1947 after the airport closed. It is well worth while looking into the history of this small company and their various designs.
THE AIRLINE BUSINESS TODAY
At last the UK airlines are getting the idea the pioneers in the 1930s had. To take passengers to and from as near as possible to their homes. Giant hubs are of course a neccessity for global operations - but then what happens? Flybe are very active in the UK to extend the links and sometimes you will find that just a single flight might have two or three extra flght numbers. For example, a Flybe flight from Exeter might have a Finnair and Etihad flight number.
In a brochure published for the 2018 services, some seasonal of course, direct services from EXETER were by Flybe to Alicante, Amsterdam, Belfast City and Chambéry in France. Plus Dublin, Edinburgh, Geneva, Glasgow,Guernsey and Jersey. In addition Flybe were providing services to London City, Majorca, Malaga, Manchester. Plus, Newcastle, Norwich, Paris CDG, Faro (Portugal). And I was somewhat surprised to see, a summer service to Rennes in NW France.
Crystal also offered flights to Chambéry. Thomas Cook were also providing service to Majorca from May to September.
Thomson TUI were running year round and seasonal services to Corfu, Larnaca and Paphos (Cyprus), Gran Canaria, Tenerife and Lanzarote,. Plus Majorca, Menorca, Ibiza and Faro (Portugal), Rhodes (Greece) and Dalaman (Turkey).
Skybus were running a service to the Isles of Scilly from March to October.
Also, as a sign of the times, several 'Special Depatures' were being arranged. Such as Akureyri, Iceland, Florence, Pisa and Tuscany, Gibraltar, Lapland, Lourdes Pilgramage, Madeira, Malta, Montenegro, Croatia and Adriatic Riviera, Northern Lights and last but not least, Verona and Lake Garda (Italy). The airline business is undergoing, from regional airports, in the UK and abroad, something akin to a revolution - and quite right too. Long overdue.
EXETER PICTURES AND A PERSONAL NOTE
When in 1992 Aussie Brown and I flew around most of the UK airports in the Cessna 172 G-WACL, Exeter was a must to visit. Not least because Aussie had flown single crew night-mail duties. Making Exeter a night-stop we found a B&B nearby and walked to a nearby restaurant for an evening meal. This was once a transport cafe with 'digs' which I had used back in the 1970s. By sheer coincidence we discovered at the next table two pilots flying the Auster J/1 Autocrat G-AIBX around the south-west and they had a tale or two to tell. Not least diverting due to bad weather into RAF CHIVENOR and being treated very well indeed. (Names witheld just in case they don't wish to be identified).
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