Filton
FILTON: Private company aerodrome initially, then also military aerodrome established in WW1 and later civil aerodrome (?) before reverting to partial military use during WW2. It then reverted to civil use again in (?) Some records appear to imply it has always been an aerodrome owned by the military with substantial civil/manufacturing use allowed
Note: This picture (2017) was obtained from Google Earth ©
ICAO code: EGTG IATA code: FZO
(Why should Filton have an IATA code? I am pretty certain no commercial scheduled flights took place here? But, during the Concorde era I think it’s fair to guess that a scheduled shuttle service probably existed between FILTON and Toulouse, possibly also calling in to Paris?)
Military users: WW1: RFC
33 Sqdn (BE.2s)
51 Reserve Sqdn
WW2: RAF Transport Command 44 Group
2 Aircraft Preparation Unit
RAF Fighter Command
118 Sqdn (Vickers-Supermarine Spitfires)
501 Sqdn (Hawker Hurricanes)
Centaurus Test Flt
US Army Air Corps
Post 1945:
'V' Bomber dispersal airfield
501 Sqdn (DH.100 Vampires)
Bristol UAS (Beagle Bulldogs)
3 AEF (DHC.1 Chipmunks)
Operated by:
1965: British Aircraft Corporation
1975: British Aircraft Corporation
1990: British Aerospace Aircraft Group
2000: British Aerospace (Operations) Ltd & Aviation Services
Manufacturing: 1910: British & Colonial Aeroplane Co (later to become Bristol) The address was given as Filton House, Bristol so presumably this was where the aerodrome was first established?)
Bristol Aeroplane Co later Bristol Aircraft Company factory. Later British Aircaft Corporation, (especially during the Concorde period), then British Aerospace.
Rolls Royce Aero Engine factory.
Training base: Post 1945: British Overseas Airways Corporation (BOAC)
Charter/air taxi: Post 1945: Air Bridge Carriers, Air Compton, Aircruise, Capital Trading Aviation
Aero clubs: Pre 1940: Bristol & Wessex Aeroplane Club later Bristol & Wessex Aero Club
Air cargo: Post 1945: Airbus Skylink (surely the Aerospace ‘Guppies’ based on Boeing Stratocruiser airframes were visiting Filton?)
Flying schools: From 1910 to ?: Bristol Flying School
Note: The photo + caption, showing three Bristol Boxkites c.1910, is from Bristol - A Pictorial History.
The second picture from a postcard was kindly sent by Mike Charlton who has an amazing collection. See: www.aviationpostcard.co.uk
Note: The de Havilland DH82A Tiger Moth G-ACVL was registered to The Bristol Aeroplane Co at FILTON on the 12th July 1934, where it appears to have stayed until being sold to India as VT-AOG in September 1940. Perhaps the RAF said, "Keep it, we're up to our ears in *!**!* Tiger Moths." Whatever the actual case, it clearly escaped being impressed.
Pre 1940 Filton Reserve Flying School (Operated by the Bristol Aeroplane Co)
2000s: Aeros (Filton)
Location: W of the A38, about 4.5 nm NW of Bristol city centre
Period of operation: 1910 to - 2012
Site area: WW1: 106 acres 823x686 grass
Note: These maps are reproduced with the kind permission of Pooleys Flight Equipment Ltd. Copyright Robert Pooley 2014
Runways: WW2: 10/28 1372x46 hard 03/21 1223x46 hard
1965: 10/28 2492x91 hard 03/21 1147x46 hard
1990: 10/28 2450x91 hard 03/21 1240x46 hard
2000: 09/27 2450x91 hard (Once longer approx. 3000 mtrs?)
NOTES:
It is claimed that the idea of developing Filton as an aerodrome came about when Maurice Tabuteau landed his Farman, without invitation, on the front lawn of Sir George White’s mansion in Filton and apparently Sir George was very annoyed. (Sir George White had just formed the British and Colonial Aeroplane Company). A bit later it occurred to him that using his front lawn as an aerodrome would save a lot of time.
Another account from ‘The History of Filton Airfield – The Early Years’ sent to me by a friend gives a somewhat different emphasis: “The first flight into Filton is thought to have taken place early in 1911. Maurice Tabuteau, the 27 year old French pilot hired to test BCAC (British & Colonial Aeroplane Company) aircraft at Larkhall, (My note: LARKHILL, Salisbury Plain, WILTSHIRE), decided to visit Sir George White and his son Stanley White at Filton House. (Along the way he suffered an engine failure – see BATH, SOMERSET). This account goes on to say; “…and to everybody’s amazement he took off again and landed on the lawn behind Filton House. He, (Tabuteau), recorded that he was not popular when he arrived – his exploits were thought to be pretty foolish and bad publicity. But then it dawned on Sir George that what he had actually done was to demonstrate the usefulness of the aeroplane, and he was much congratulated.”
“Tabuteau records in his memoirs that he then taught Herbert Thomas (nephew of Sir George) to fly from the lawn – and thereafter tested aeroplanes from there instead of on Salisbury Plain. If Tabuteau is to be believed therefore, that is how flying (as opposed to aircraft manufacturing) at Filton began. Herbert Thomas (then aged 18) must therefore have been the first person to learn to fly at Filton, though he officially gained his his certificate (No.51) at the Company’s Flying School at Larkhill. It appears Mnsr Tabuteau returned to France later in 1911 but returned to Filton in 1961, aged 77, flying his own aeroplane to celebrate the 50th anniversary of the 1911 ‘Circuit de l’Europe air race’.
Note: These four pictures were scanned from British Aviation - The Pioneer Years. I have yet to find any information regarding the extent of the 'airfield' next to the factory prior to WW1. If anybody can kindly offer advice, this will be most welcome.
The caption for the first picture, (attributed to Mr A. H. Lukins), is: "Sydney Smith views the Zodiac at Filton".
THE FIRST MAJOR AEROPLANE MANUFACTURER
I can highly recommend reading British Aviation - The Pioneer Years, by Harald Penrose, first published in 1967. He gives chapter and verse on how the British & Colonial Aeroplane Company, later known as Bristol, became the first major aircraft manufacturing concern in the UK. The factory was in Filton, which also had a small airfield, but most of the company flying activities took place at their flying schools, at LARKHILL on Salisbury Plain, and BROOKLANDS in SURREY. Sir George White was very keen on selling aircraft abroad, and had quite a degree of success in this respect.
ANOTHER CONNECTION?
In the summer of 1912 the French aviator Henri Salmet had gained sponsorship from the Daily Mail to make a thirteen week tour of the south-west of England and his HQ was Bristol. Would it be reasonable to assume this might well have been FILTON? The intention was that from ‘Bristol’ Salmet would visit Wells, Taunton, Exeter, Torquay, Plymouth and, to quote Flight : “….visiting every city, town, village and hamlet possible in that space of time.”
FRANK BARNWELL
It is of course well known just how fickle history can be, and aviation history is no exception. I would like to quote an excerpt from a article by Francis Donaldson in Light Aviation magazine (January 2014). “While the pioneering days of aviation conjure up names such as de Havilland, Sopwith and Hawker, despite the huge significance of his work at Filton, Frank Barnwell’s contribution has not become embedded in the public consciousness in the same way. Few recall that Barnwell designed a monoplane fighter (the Bristol M1C) in 1916 that outperformed everything in sight at the time, but which was denied major production orders due to official bungling and deep-set prejudice against monoplanes in general.”
This situation needs to be set against the “Fokker Scourge” at a time when the Fokker Eindekker was laying waste to RFC aircraft – and, the Eindekker was of course, a monoplane! This said the success of the Eindekker was largely because it had an interrupter gear fitted enabling the machine gun to fire through the propeller disc.
“Barnwell’s work extended from the sticks-and-string era via tube-and-wire (as expressed in his beautiful Bristol Bulldog of the late twenties) to stressed skin riveted aluminium monocoque structures of the modern type. By the mid-1930s, Boeing and Douglas in the States, as well as Willy Messerschmitt and others in Germany had several years lead on any British manufacturer with riveted sheet metal construction, and it was Barnwell’s work for Bristol (backed by an order ‘off the drawing board’ by the far-sighted Lord Rothermere) which finally got Britain engaged with this soon-to-become almost universal type of construction. The Bristol Type 142, perhaps ironically named Britain First was the first British aircraft built in this way, the considerable investment in the new technology paying off with substantial orders for the subsequent Blenheim bomber, Beaufighter and Beaufort, and critically, showing the way for other manufacturers such as Supermarine at Woolston and Shorts of Rochester, whose famous products followed in the wake of Barnwell’s Britain First.”
A BIG PART OF BRITISH AVIATION HISTORY
The name ‘Bristol’ reverberates across most of the history of British aviation and is still renowned today. Incredible though it might seem, throughout a period spanning some sixty years, (Concorde was a joint production with the French of course), the company was only rarely involved in developing and producing types which were:
a) successful for mass production for military use
b) successful for mass production for commercial use
This needs a bit of explanation. For the military (not forgetting the pre WW1 Bristol Boxkite of course), the Bristol F.2 Fighter and the Type 105 Bulldog were a great success. Despite the huge numbers produced I very much doubt you’ll find many fans for the Blenheim?
CLASSIC DESIGNS
It is surely fair to say that the Beaufighter was an exceptional design in the WW2 era, but the only one produced by Bristol during that conflict? Then it occurred to me to find an exception to the rule that each British major manufacturer in WW2 only produced one truly classic design, including many variants of course, throughout the entire conflict. For Avro it was the Lancaster, for de Havilland the Mosquito and for Handley Page the Halifax. For Hawker it was the Hurricane and for Shorts it was the Sunderland and for Vickers-Supermarine the Spitfire. This course was heavily influenced by outside interests, not least from the Ministry of Aircraft Production (MAP) who, probably quite rightly, decided that major production should be concentrated on types of proven merit.
A MICHAEL T HOLDER GALLERY
Note: The second and third items above were published in the Western Daily Press on the 27th May 1929.
Note: The fifth item was published in the Western Daily Press on the 24th May 1929. The seventh snippet from a newspaper article was published in the Clifton and Redlands Free Press on the 30th May 1929.
The last, but most certainly not least picture, taken 1947, really is a corker. It shows six Bristol Brigands and two Bristol Freighters. It also shows the start of the massive E/W runway under construction, ostensibly for use by Bristol Brabazons - but of course, only one was built. Came in handy for Concorde later on. Also, unless I am much mistaken (?), it shows the eastern end of a grass runway.
A SINGULAR VISIT
The 1929 Sir Alan Cobham's Municipal Aerodrome Campaign visited FILTON on the 25th and 26th May. Perhaps Sir Alan thought FILTON could be persuaded to become a regional airport? It would certainly make a lot of sense. Today we might well wonder why the Bristol Aeroplane Company couldn't see the potential?
It was the 9th venue on a Tour that started in May and ended in October with one hundred and seven towns and cities planned to be visited. Mostly in England with two venues in Wales and eight in Scotland. In the end after a couple of crashes and other setbacks, he managed to visit about 95 venues, which was still a magnificent achievement.
Without any doubt this 'Tour' encouraged many to start building aerodromes. The aircraft he mostly used on this Tour was the de Havilland DH61 'Giant Moth' G-AAEV, named 'Youth of Britain'. I can highly recommend reading Cobham's memoir, A Time to Fly published in 1978 if you can find a copy.
POST WW2
After WW2 is appears the company decided to concentrate on civil designs. Why? The company had no background in this area so small wonder the Brabazon was a disaster in terms of commercial viability. I suspect there was, (quite typical in those days), a huge ‘disconnect’ between senior management and all the other people in the company? We British are now renowned for generally not having any practical realism and professionalism in our upper echelons of big business and government. But why and how did this come about? After all, the ‘industrial revolution’ started in the UK!
This situation must have been very frustrating for many if not most those employed at Bristol? Especially, I suppose, because development of the Britannia was taking place alongside completion of the Brabazon.
I’m guessing, obviously, but I cannot believe that most of those employed on the Brabazon knew pretty early on it was a non-starter in commercial terms? From a purely technical point of view it would appear it was brilliant? Against this there seems to be a sub-division in the company employed to make a practical aircraft and the Bristol Freighter was born with its subsequent derivatives, and very much a success commercially. The Britannia, although highly advanced in so many respects, failed to gain sales. It was actually quite a difficult aircraft to manage by aircrews in many normal commercial flight conditions.
SIGNIFICANT FIRST FLIGHTS
Bristol F.2 Fighter 9th September 1916
Bristol 105 Bulldog 21st January 1928
Bristol 130 Bombay 23rd June 1935
Bristol 142 Blenheim 12th April 1935
Bristol 152 Beaufort 15th October 1938
Bristol 156 Beaufighter 17th July 1939
Bristol 167 Brabazon 4th September 1949
Bristol 170 Freighter 2nd December 1945
Bristol 175 Britannia 16th Aug 1952
BAC Concorde 9th April 1969
I suppose the biggest insult to all the people involved in the Concorde project was when the government decided (?) it was to be a BAC project rather than a Bristol one? I do realise that in the development of Concorde many other big names in British aviation became involved, (such as Fairey and Handley Page), but surely the British built examples should have been called the ‘Bristol Concorde’?
AN UNUSUAL FEATURE
Mr David Evans of the South Gloucestershire ‘Planning & Environment’ office contacted the Airfield Research Group in 2006 regarding the historic significance of what appears to be an aircraft engine test turntable originally thought to be a compass swinging area. A picture seems to confirm an aircraft, a Bristol Bullpup (?), (in the era 1917 to 1920), tied down on this apparatus which could be positioned into wind. I have certainly yet to discover anything similar to this elsewhere. Could it have been unique? (In 2017 I was given an answer - see picture and 'Comments' below).
PARNALL TEST FLYING?
It appears that in the early 1920s all Parnall aircraft were test-flown here. I’d have nominated YATE in GLOUCESTERSHIRE where Parnall had their factory and airfield?
FLYING CIRCUS VENUE?
Venue, (1929), for Sir Alan Cobham’s Municipal Aerodrome Campaign tour.
FILTON in WW2
Over the years I have been surprised how little history is readily available apart from aircraft production taking place here, so was pleased to discover this account by Capt Archie Jackson in his autobiography Can Anyone See Bermuda? In late 1943 he had just finished a stint on BOAC flying boats: “Aircrew seconded to BOAC were for administrative purposes on the strength of the RAF station at Filton near Bristol and I reported there to await a posting. The principal activity at this place centred on modifications to Bristol Beaufighters, twin-engined machines which were used for low-level attacks on shipping and ground targets. Normally they carried a pilot and navigator. The crews remained at Filton for a couple of days and then flew north to Port Ellen on the Isle of Islay to carry out firing trials before joining their squadrons.”
I reckon it is probably worth reporting the next few paragraphs as it says a lot about how the RAF operated in those days: “A few days after my arrival it happened that one of the eight Beaufighters which had recently taken off for Port Ellen had failed to arrive there, nor did it land at any other airfield. The weather had been atrocious and none of the pilots had arrived at their destination, most returning to Filton whilst a few had diverted to other stations.” This clearly indicates that, to some extent at least, the RAF even by late 1943 did not have in place even a basic weather reporting system for flights within the UK. And yet a pretty robust weather forecasting service, including specific ‘Met Flights’ employed before regarding raids on enemy targets. This said, there are many instances of the ‘Met Flights’ returning to say the weather was entirely unsuitable, but the RAF top brass ordering the raid to go ahead knowing the loss of aircrews and aircraft had to be catastrophic.
“The Station Commander sent for me and pressed some documents into my hands. ‘Here is a job for you’ he said. ‘In the next day or so someone will come upon the wreckage of that aircraft, a little longer perhaps if it crashed in the sea. I want you to conduct the enquiry.” Surely this revelation is simply staggering today and seems to reflect the almost disregard some senior RAF officers had for such matters. But, of course, there was a war going on!
I can strongly recommend this book for many similar revelations.
THE POST WAR ERA
Regarding the Bristol 170 Freighter which first flew from here on the 2nd December 1945 it is sometimes claimed that the passenger version, the Wayfarer, (with 34 seats), which first flew here in April, (some say August), 1946, was the first British post-war airliner? Should this claim be examined or discarded? The Avro Tudor first flew on the 19th June 1945 and the Vickers Viking on the 22nd June 1945…but, when did they first enter service? The first Tudor to enter service was late in 1947 and the first Viking entered service in September 1946 with BOAC from HURN. It would therefore seem that this claim is null and void if you agree to the August first flight date. But, if you accept that the Wayfarer was just an ‘all’ passenger version of the Freighter and soon after it’s first flight in April 1946 carried, (as is claimed), over 10,000 passengers in less than six months with Channel Island Airways that year, the claim is indeed justified!
In Tails of the Fifties, an athology compiled by Peter G Campbell, Peter Amos visited FILTON in July 1949 and, “…..I was somewhat disappointed not to see the ‘Brabazon’ but there were Bristol Freighters, a number of near-derelict ex-RAF Beaufighters, a few new RAF Brigands and one of only two Brigands for the Pakistan Air Force.”
SOMETHING TO CONSIDER?
It does, does it not, seem really quite incredible that this company could have been involved in the design and production of something as useless as the Brabazon which first flew in 1949 whereas there must surely have been a large degree of overlap with the Britannia project which first flew only three years later. It doesn’t seem to make any sense. To try and make sense of how this might have happened I can thoroughly recommend reading Empire of the Clouds by James Hamilton-Paterson in which he graphically describes the demise of the British aviation industry since WW2 with many a thrilling story along the way. Perhaps his most damning quote is from Squadron Leader Eddie Rigg when addressing a class of pupil test pilots at Boscombe Down many years ago. “Gentlemen, you must never, ever forget that all aircraft manufacturers are thieves and rogues.”
Probably, I suspect, the problem is how government contracts were awarded? It seems likely that Bristol knew the Brabazon wasn’t going to succeed fairly early on – why else start on the Britannia? But, if they had proposed terminating the project, would there have been contractual complications? On the other hand the company was in business to build aeroplanes and, as the money was guaranteed, why not fulfil the contract and let others sort the matter out. Plus of course, in those early post-war years, the future of airliner and indeed airline development was still being determined and the only known ‘model’ was where things had terminated before WW2. As the Brabazon project had been conceived during WW2 it seems perfectly reasonable to design an airliner along the previously established lines. And, I suspect, many might have regarded the Brabazon as a safe option?
Hamilton-Paterson highlights two principle elements within the industry itself that nigh on guaranteed it self-destructing, a process greatly speeded up by almost unbelievable political decisions. The first is the astounding complacency, sheer arrogance and mind-boggling incompetence almost across the board, (to use a convenient pun), within top management. The other is the utter determination of the workforce, (with few exceptions), abetted by their unions, to do everything possible to force closure on the company employing them.
Regarding the latter comments, setting out as an owner-driver in the early 1970s I often delivered to aircraft and aero-engine factories. To me it was obvious, (I’d like to invent a more powerful word than “obvious”), that the employees I met were totally committed to do everything in their power to utterly and totally destroy the industry they worked in. The same invariably applied to the docks, the motor industry and many other major industrial plants. I did not visit FILTON but would be somewhat surprised if the same attitude hadn’t prevailed there?
As for the rest they achieved their aims eventually. So - congratulations.
ONE CAUSE OF OUR INDUSTRIAL FAILURE?
Without much doubt we British have our inappropriate, mostly inadequate and certainly incompetent system of education to thank? From top to bottom it was, and perhaps still is, mostly designed for a self-perpetuating celebration of academic achievement. Being a lawyer or doctor or scientist is tolerable, but getting involved in manufacturing is still beneath contempt? I exaggerate for effect of course, but feel fairly certain this is still the case? Indeed, I’m pretty confident any comparison with higher education facilities, especially in Europe at least, will confirm this opinion? Indeed, in recent years, the emergence of the industrial power in India and China certainly shows that great respect is accorded to designers, engineers and those involved in manufacturing.
Sandwiched between these two intransigent, belligerent and equally arrogant levels in the aviation industry were the people who actually make things happen. The designers, top technicians and test pilots. Without exception their stories confirm the situation. Some are outspoken, others preferring a diplomatic stance, but it all amounts to a single conclusion, the British aviation industry was determined to self-destruct.
Oddly enough but for entirely different reasons the German aviation industry after WW2 fared little better, and in fact made an utter mess of it by and large. Producing a range of utterly technically brilliant aircraft without a hope in hell of any being commercially successful either for civil or military use. I am trying to think of an example to prove the rule.
It was the French who seized the opportunity to become a world force in aviation, taking on the might of the USA certainly, and succeeding. Perhaps it is because of their language? The least adequate in specific technical terms but brilliant for concepts? Is it just ironic that the manufacturing facilities at FILTON are now owned by Airbus Indutries?
THE CONCORDE ERA
I suppose the Concorde debate will rage, nigh on forever. With hindsight it was obviously a totally uneconomic project almost from the outset, an utterly preposterous commercial project, and, for some, a laughable failure. But, this was not the case when the project was conceived. Due to the very neccessary long development time, the commercial viability of Concorde was overtaken by global events, and of course especially, the huge amount of resentment and opposition stoked up within and by factions in the USA.
But, it excited the imagination for millions of people, a kind of surrogate cathedral in effect, proof of our aspirations to achieve something really worthwhile during our short stay on this mortal coil. The basics of economics doesn’t dictate the way most people approach life, despite what some teachers tell you in school. Aspirations and inspiration are far more important but many schools, and for that matter government institutions, can’t easily handle this concept.
Despite all this and many other aspects Concorde did fly, and kept on doing so for 34 years, with 27 years in airline service. A unique achievement. A thoroughly practical supersonic airliner which actually had a much longer service life than it’s eventual demise due to other circumstances, and politics, dictated. The only supersonic airliner in regular service the world has ever seen.
I have heard it said that British Airways at least had long planned the withdrawal of Concorde at more or less the period it last flew simply on the grounds that no 'second generation' engineers and technicians had been trained to maintain it, and most of those who did this work were approaching retirement. This scenario certainly seems to make commercial sense.
A COUPLE OF DETAILS
Without much doubt only of interest to 'anoraks' of which I am trying quite hard to deserve inclusion their ranks, some Concorde components were flown from here to Toulouse in the 'Guppy', a highly modified Boeing Stratocruiser. See my article on Gate Guardians and Museums, BRUNTINTHORPE, if you would like to see a picture of one. What may be less known is that an Armstrong-Whitworth Argosy was also employed, very often, to transport completed engines from the Rolls-Royce aero engine factory at FILTON to the French Concorde assembly plant in Toulouse.
Despite all the commercial failings involved, the creation of Concorde involving the participation of two countries, usually historically enemies, and having totally different languages and cultures. it demonstrated the resolve of so many people to create a unified Europe, which is of course the only sensible answer to anybody. And, they succeeded. The aeroplane flew, and, in its own terms, was a huge success.
WELL WORTH READING
In 2016 I found the book 'Concorde - The Inside Story' by Brian Trubshaw, the Chief test pilot at the British end. And he describes how the practicalties of moving substantial amounts of people between FILTON and Toulouse were initially laughable. One has to wonder at the lack of intellect and imagination of the people involved in this part of the project. Sud Aviation provided a Nord 262 and a Paris four-seater, whereas the British supplied a Hunting President, a version of the military Pembroke.
To quote: "The journey time took several hours and great deal of the travel was done by airlines. However, there were no direct flights to Toulouse, so all journeys were via Paris from Heathrow or Bristol (Lulsgate). The result was it took best part of two days to cover a meeting that probably only needed 2 hours. The cost in time, travel and hotel expenses was consequently very high."
"In 1968 common sense had prevailed with the purchase of an HS125 eight-seat executive aircraft, used to make two round trips a day between Filton and Toulouse. Rolls-Royce also acquired a HS125 which BAC (My note: British Aircraft Corporation), used to borrow on occassions.
"Communication between Weybridge and Filton was vastly improved by the use of a fourteen-seat Heron, in place of a car jouney that might take 5 hours. Unfortunately, communication aircraft and their use have always been a prime target for accountants." This has been, without too much doubt, why British industry went into decline. Our incredibly ignorant governments, over decades, decided that accountants should manage our principal industries rather than professors of engineering and design which all the main players in Europe were employing.
SOMETHING TO BE SET STRAIGHT
For perhaps only political reasons the UK has been ruled by people absolutely determined to destroy the manufacturing base of this country. One has to ask why? Probably trade union domination accounts for most of it, and of course, in the UK the majority of those controlling trade unions were totally dedicated to destroying, for utterly ridiculous political ideals, the destruction of the trades and industries they were supposed to be supporting. The whole affair was an utter nonsnse, and I and millions of others watched in dismay, powerless.
Our first female Prime Minister, Margaret Thatcher, was dedicated to this ideal, insisting we should be a 'service-industry' based society and her 'dopple-ganger' Tony Blair eagerley persued the principle.
THE FRENCH TOOK ANOTHER APPROACH
Wihout any doubt the French soon realised that the Concorde project was a 'non-starter' commercially, but, being generally far better educated than the British at all levels, and altogether a much more imaginative and creative people, they saw the Concorde project as a 'God-Sent' opportunity for the French to take on the might of the US aviation industry, and equal if not better it., By creating Airbus. And by heck, are they succeeeding!
A TRADEGY
Without any doubt whatsoever, in the UK we had the talent and expertise to rival Airbus, but our ruling classes decided against doing so - Why?
THE CONCORDE FLIES
The French Concorde first flew on the 2nd Mar 1969 and the British Concorde on the 9th April. The latter took off from FILTON but positioned to FAIRFORD as the runway at FILTON was both too short and, (although not stated), probably also unsuitable due to its heavily ‘hump- backed’ nature.
ANOTHER FILTON INCIDENT
In 1957 a military pilot of 501 Sqdn based at FILTON,and flying a Vampire attempted to fly beneath the Clifton suspension bridge in nearby Bristol but got it completely wrong crashing into the side of the gorge with fatal results. The first pilot to attempt this, (safely although the practise was soon banned), was apparently Monsieur Tetard, a French pilot in 1911.
SPOTTERS NOTES
In 1977 the following civil aircraft were based here: H.S. 125 Srs.3B G-AVPE of the British Aircraft Corporation, H.S. 125 Srs 400B G-AXLX of Turbo-Union Ltd, Beech E.90 King Air of the Dickson Robinson Group Ltd and PA31 Navajo Chieftain 350 of Rolls-Royce Ltd. I expect a number of military DHC.1 Chipmunks were based here too. The main activity at Filton in those days was Concorde production plus Rolls-Royce aero engines of course.
From 1993 to 1997 Air Bristol, (later A B Airlines), operated a daily service between Toulouse and FILTON using a BAC One-Eleven. After 1997 Jersey European took over the contract.
Open to GA private and business use since late 1990s?
On 5th April 2003 one of many PFA sponsored UK ‘Young Eagles’ events was held here. Thirty eight allocated children were flown in nineteen different aircraft ranging from an Auster and Aeronca IIBC Super Chief to a King Air 200
THE END WAS NIGH
In 2012 it was announced the airfield would close, which it did at the end of the year. Exactly why this should be is probably three-fold.
A) Because mostly only GA traffic use this vast runway, enough revenue cannot be generated to keep it maintained?
B) Large airfields have been specifically targeted by developers for commercial and/or residential use.
C) As the site is now owned by Airbus Industries, who have shown no intention of ever building ‘whole’ aircraft here, I suppose the revenue earned by selling off the flying area was very attractive to their corporate accountants.
PERSONAL NOTES
I am so glad I took the opportunity to land here on the 29th April 2000. Just like MANSTON in KENT it was quite a challenge in a small aircraft to determine the correct height to flare before landing given such a very wide runway. My technique was to look out of the window to the left given that the aircraft was mostly pointing in the right direction. A method not normally taught but it works well and is also useful with floatplane flying when landing on a ‘glassy’ surface. Another reason for picking FILTON was that I was looking for somewhere of some significance as it would be the 200th airfield I had landed at.
In February 2010 I got the job of moving, in my truck, the Bristol Bulldog K2227 to and from the RAF Museum in Hendon to Filton for the centennary celebrations of the Bristol Company. Quite a distinct privelege and a very interesting job as no other aircraft move has been anywhere near as demanding. The engineers at Skysport had worked out the Bulldog would fit inside my truck, and they were spot on. But, it was the most closely packed aircraft move ever. It is also not every day I get an opportunity to picture my truck in front of a 747.
A QUERY
Several years ago I was sent this picture asking if I knew what it was? I did not have a clue and could only guess. Was it a moveable compass swinging base? Or perhaps a turntable on which engine tests could be conducted with the aircraft facing into wind? Or used for both purposes? Situated on the eastern part of Filton, can anybody explain what this was used for? In 2017 I was given an answer - see 'Comment' below.
Tim Feast
This comment was written on: 2017-10-05 15:30:11I know what the mysterious platform is ! This was near Barnwell Hall apprentices residence and was used for harrier engine testing.
Reply from Dick Flute:
Hi Tim, Many thanks. I shall keep your advice posted. Best regards, Dick
Tim Feast
This comment was written on: 2017-10-20 21:45:01Glad to be of help Dick. Two weeks ago I met up with four other ex-apprentices from feb'70 as we all reached retirement this year, having all started at Barnwell Hall on the same day !.The Harrier at RR was XW738, the first production airframe, and it did ground testing on the platform about 100 metres from my window at Barnwell Hall. Sometimes it would be left there till the next day, so I was able to walk around it and still have an accurate Airfix model that I made of it. The fuselage was in yellow chromate primer and it eventually got refurbished and went to IV (AC) Sqn RAF. Best wishes, Tim Feast.
Reply from Dick Flute:
Hi Tim, Many thanks for this extra information, which I shall keep posted. Best regards, Dick
Brian Lloyd
This comment was written on: 2018-02-15 20:21:27I lived in Patchway, just over 200 yards from Filton airfield from my birth in 1955 to the mid 70s. I remember the windows rattling at my primary school when Vulcan XA894 blew up in 1962, watching the first flight of Concorde 002 with thousands of north Bristolians, and Tom Frost's spectacular flying of the Harrier (which was actually XV738, not XW738). I'd love to see any pictures anyone has of aircraft at Filton during that period, especially the family air days every other year, I remember 1962, 64, 66 and 68 - I think. Happy days for a plane obsessed schoolboy, who's still plane obsessed to this day. Brian
Reply from Dick Flute:
Hi Brian, Many thanks indeed, I shall definitely keep this posted. Lets hope some kindly person can oblige with some pictures. Best regards, Dick
Brian Brookes
This comment was written on: 2018-03-09 18:41:44I was stationed at RAF Filton (National Service) from June 1950-October 1951. An electrician, servicing 501's Vampires, 2 Meteor Mk 7, 2 Harvard's, the latterly in MT section. Brabazon still flying! Remember BOAC and BEA Constellations and Strato-cruisers . One day saw a Constellation(doing circuits and bumps) crash just short of Gloucester Road. Great posting and lots of experiences.
Reply from Dick Flute:
Hi Brian, Many thanks for these most informative memories. I shall definitely keep this posted. Best regards, Dick
Ian Atkinson
This comment was written on: 2018-03-10 10:29:03I am a retired RAF gp Capt and currently undertaking a project on RAF Filton as an Aerospace Bristol (new museum occupying refurbished Belfast Hangars) contribution to RAF100 celebrations. Very short of photos of buildings at RAF Filton. I understand that Barnwell Hall was Officers’ Mess? Any photos of airfield and buildings from RAF Filton years would be much appreciated.
Reply from Dick Flute:
Hi Ian, I shall keep this request posted. Hopefully you will get some help. If there is anything in this 'Guide' you wish to use, please feel free. As always I will ask for any attributions / copyrights to be mentioned. Best regards, Dick
Jean Monelle
This comment was written on: 2020-07-14 17:07:10Not sure if this is a good place for this? Do you know of anyone planning to mark the 80th Anniversary of the Bombings of Filton for the 92 people killed and are stories needed/wanted?
Dick Flute
This comment was written on: 2020-07-14 18:42:16Hi Jean, Not that I am aware of. Were these casualties at the aircraft factory? Best regards, Dick
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