Kemble
KEMBLE: Military aerodrome now civil aerodrome
(In 2009 renamed COTSWOLDS AIRPORT)
Note: More pictures of aircraft at KEMBLE can be seen in my article on Air Shows.
KEMBLE PICTURES
Note: All pictures by the author unless specified.
Military users: WW2: RAF Transport Command 116 Wing
Transport Aircraft Modification Section
5 MU (see also BERROW)
Post WW2: 5 MU (Aircraft Storage Unit)
'V' Bomber dispersal airfield
1975: RAF Base for the 'Red Arrows' 1966-1983 (Folland Gnats, later BAe Hawks)
1988: Became a US Air Force maintenance base for Fairchild Republic A-10 Thunderbolts, Northrop F-5s, McDonnell Douglas F-15 Eagles, Lockheed C-130 Hercules and Boeing KC-135 Stratotankers.
Operator: 2000: Kemble Airfield Management Ltd
KEMBLE PICTURES AT A VINTAGE AIRCRAFT CLUB EVENT IN JULY 1999
Civil activities: Post 1990: GA private and training. Also fast jets, microlights, and other activities
Flying schools: Post 1990: Aero School Kemble, BCT Aviation, Masonair, Pegasus Flight Training (Cotswolds), Ultimate High Academy
Location: On the A429, W of Kemble village, about 4.5nm SW of Cirencester
Period of operation: Military 1938 to 1990 (?) Then civil to -
Note: This map is reproduced with the kind permission of Pooleys Flight Equipment Ltd. Copyright Robert Pooley 2014.
Runways: WW2: 09/27 1829x46 hard 14/32 1189x46 hard
1990: 09/27 1833x46 hard
2000: 09/27 1833x46 hard 09/27 450x20 grass
13/31 941x46 hard 13/31 450x20 grass
04/22 380x20 grass
NOTES: Towards the end of WW2 and for some years later KEMBLE was recording massive amounts of military aircraft movements. At times up to and perhaps above 600 movements a day! In recent years Kemble has hosted many air shows and in 2003 the PFA Rally was first held here recording similar numbers of aircraft movements.
In 1977 however, it seems that only a lowly PFA type, a Luton Minor G-BDNG was based here belonging to a Mr D J Philips. Assuming Mr Philips occasionally took his Luton Minor into the skies in 1977 or thereabouts, I’ll bet a penny to a pound he’d never envisaged the skies he was flying in would one day be full of light aeroplanes, many homebuilt, in a huge celebration of the sort of flying he liked doing?
I came across an obscure fact regarding these events which did make me wonder who in the CAA dreams up such regulations. It appears that in the UK, if an aviation event is planned with over 500, (yes…500!), pre-arranged fly-in slots, a temporary air traffic control unit has to be provided. In 2006 this cost the PFA/LAA £7000 and errrr - how many other aviation events in the UK have over 500 expected arrivals? There is one aspect of this story which bothers me, having flown in to several PFA and LAA Rallies - and that is that there were no 'pre-arranged slots'. You just turn up and follow the well publicised procedure - or at least, you are supposed to. Quite a few turn up and just do their own thing.
PERSONAL MEMORIES
I have visited KEMBLE for various reasons over the years, both by driving in and flying in. On one visit I had the opportunity to have a flight in a Flight Design CT and it really was a revelation. Clearly indicating how advanced some microlight and ultralight aircraft have become. Having a novel feature which sets the flaps a few degrees upwards in flight, it can cruise at 129 mph and the handling is both incredibly light (just finger and thumb on the stick) and, the reactions to control imputs are really quite quick, which might be a bit of a problem for pilots low on hours and lacking experience of different types.
By comparison for example, it can be better to try lighting a pipe to assess roll control reaction times in a Cessna 172.
In May 1999 I flew down to KEMBLE with a good friend, Mark Woodley, (also a PPL), and, seeing that Air Atlantique were offering flights in their Percival Prentice VR259 (G-APJB) and the Scottish Aviation Twin Pioneer G-APRS, we elected to opt for a flight in the 'Twin-Pin'. Possibly because seats were still available.
ANOTHER MYTH TO BE EXPOSED
It is often said that, for light aircraft, the tail-dragger really is the 'bees-knees', and tricycle undercarriage types are a bit of a cheat - not worth a carrot etc, etc. The reality is that both types have a broadly similar amount of advantages and disadvantages, but on the whole the nosewheel type is vastly superior for most operations.
As these pictures of the Jodel D112 G-BHHX show, the tail-dragger can quickly bite in the most unexpected circumstances. Also, there is a common saying in aviation circles regarding those that regularly fly tail-draggers; "There are those that have, and there are those that will, eventually, ground-loop." As per usual in most jokes, they contain a modicum of truth.
This said, there can be no doubt that a well flown take-off and landing in a tail-dragger invariably gives that extra whiff of satisfaction and accomplishment for the pilot.
KEMBLE IN RECENT YEARS
The airfield is now home to a number of ex-military jets and an ex-RAF Bristol Britannia has been in open storage for a long time along with a few more modern jet airliners awaiting scrapping.
I now think that I must have made the previous remarks in about 2008? In 2012 I visited to collect a YAK 52 and the scene was completely transformed as, apart from a pretty busy GA section, the airfield was choc-a-block with airliners. Many were awaiting scrapping whilst others were being refurbished and/or maintained. The ins and outs of the global airline business is often difficult to understand but even so I was astonished to find two very smart Boeing 737-400s from a Vietnamese airline undergoing engine changes. Another company had a ‘fleet’ of about a dozen or more BAe 146s (or Avro Regional Jets if you prefer) presumably being refurbished and/or maintained.
A FEW MORE KEMBLE AIRLINERS
ANOTHER PERSONAL MEMORY
In July 2004, on the 11th, I flew the Reims Cessna F150M Commuter G-BDZC into the PFA Rally from ELSTREE. But I have to admit, for me it was just another Cessna 150. One of many flown over the years for which I have a 'soft spot', despite most pilots seeming to denigrate the type.
However, the fact is that the 150/152 has been, and still remains well into the 21st century, the most popular type of training aircraft around the world. For a very good reason - it is as tough as old boots - and well suited to its purpose. And this, for me, says the type deserves well earned respect.
A VISIT IN JULY 2024
This time by road, against the forecast, the weather really was abysmal and I got very wet even with an umbrella due to the strong winds. The rain only abated for a couple of short periods which is when I took these few snaps. As expected there were quite a number of airliners scattered around, and much else going on. KEMBLE, or if you prefer, COTSWOLD AIRPORT, has become a rising star in recent years and a visit is highly recommended on open days.
Perhaps arguably the main attraction for most visitors was the ex British Airways 747-436 G-CIVB "Negus", open to visitors and also partly converted to being an event venue. The Bristol 175 Britannia Series 253 C.Mk.1, XM496 "Regulus", is now resplendent in a Transport Command scheme and is also sometimes open to visitors.
Seen in picture Three is the Boeing 727-2XB M-STAR. Reputed to be still flying and the 727 with the lowest amount of hours logged. For charter I expect by high profile rock bands, billionaires (same thing?) and similar.
The Hawker Hunter XE665 is a T.8C twin seat trainer version. Converted it appears from a F.4 which served with 118 Squadron in Germany, after a couple of years it was substantially changed to a T.8 for the Royal Navy.
I may well be mistaken of course but I suspect that the 'plain wrapper' Boeing 737-45D, OO-TNN, (on the left in Picture Five), may well have been, (or still is?), part of the "Phantom Fleet" postioned around the world for deployment at short notice to plug the gaps for the airlines created by a sudden upsurge in demand, an airliner suddenly 'going tech' and being grounded etc, etc.
Picture Six is yet another typical view of the ever changing KEMBLE scene in recent years. A 747, brace of 737s and an Airbus A320 type. Awaiting an uncertain fate perhaps, being scrapped for spares, or perhaps just due for maintenance and/or conversion, for sale etc - who can say?
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