Meppershall
MEPPERSHALL: Private airfield (also known as CAMPTON)
Note: All four of these pictures were obtained from Google Earth ©
Location: On Standalone Farm, S of A507, 1.5nm SSW of Shefford, 2nm W of RAF HENLOW
Period of operation: Early 1980s (?) to -
Runway(s): 1990s: 02/20 630 grass
2006: 17/35 570 grass
2016: 17/35 570 (possibly 625?) grass 06/24 680 grass
Note: The 06/24 runway appears to have been added circa 2014/2015
NOTES: I have visited this nice airfield a few times and especially when landing towards the south with a strong crosswind blowing can fairly be described as being a bit tricky as you pass very close to the hangar. On one visit an old Beech Bonanza was in the hangar being restored and I learnt it had been built in 1947, the same year "wot I was". I don’t think I have ever had such a strong desire to own an aeroplane, and that one in particular, as I did standing beside it that day.
It is probably difficult for younger readers to imagine just what an impact the sight of these svelte, sleek ultra-modern American aircraft made on impressionable youngsters keen on light aircraft when they were first seen in the UK. In Tails of the Fifties, an anthology (the first of three) compiled by Peter G Campbell, a contribution by Timothy Foster tells of his love for the type when a pupil at Lancing College, just to the north of SHOREHAM aerodrome (SUSSEX): “It was from here that I saw my first ever Beechcraft Bonanza….on the 2nd July [1952].” This was HB-EGB and it had of course, arrived from Switzerland.
“You have to understand about me and Bonanzas. It was, at the time, my most favourite aircraft. It was all-metal (in an era when most private ‘planes were still fabric covered, or made of plywood), had a low wing, four seats, retractable tricycle landing gear, and a V-tail (sometimes called a butterfly tail), making it unique in small private ‘planes, then and since.* I was so turned on to this machine in those days that I actually wrote a fan letter to Beech Aircraft, asking for photos and stuff. They replied sending a thick package containing a brochure and air-to-air pictures." Companies did that in those days – I used to write off to shipping companies and invariably got a small parcel of postcards of their fleets. I saw nothing inconsistent in being mad about merchant shipping and also part of the ‘LAP mob’ of ‘plane spotters.
*My note: This is not correct - there have been several light aircraft built with 'V' tails. Indeed, if you look at the GLOUCESTERSHIRE AIRPORT file you will see an air-to-air picture of me flying one - the French built Robin ATL.
In those days, (early 1960s), probably aged eleven or twelve when we started, we’d cycle off to the local aerodromes, Denham, Fairoaks and sometimes White Waltham. For me the dream machine was the Piper PA-24 Comanche. The Chevrolet Corvette of the skies and utterly beautiful to my young untutored eyes. Looking back it seems rather odd, having flown most Piper single-engine types, that I never found a Comanche to fly.
But, in life, it is sometimes better to leave idols on their pedestals.
Picture by the author.
A MEPPERSHALL MEMORY
On the 22nd April 2002 I arrived at Meppershall for my bi-ennial JAR license renewal check flight. I was expecting to do this at Top Farm, which I was regularly flying from, but was told the only aircraft available, a PA-28 Archer, was actually here for some reason. My instructor/examiner arrived and we climbed in and started getting ready, which wasn't as straightforward as we'd expected it to be. The reason being that this was a new model PA-28 for us, a PA-28-181 Archer III, (G-BZHK), and the designers had seen fit to move a lot of the well known switches and knobs into entirely new locations. For example we found that the electrics 'master' switch was now in a roof mounted panel, which cleverly managed to cut down on the already fairly minimal view out of the windscreen - but this is, I have found over the years, the primary job of most aircraft designers. To wit; to try and make tried and tested aircraft less safe. And I am not entirely joking!
Anyway, we got the Archer started and ran through the checks. Although we wouldn't need to use the radio, it was my habit to tune in to a frequency that could be used in the event of an emergency for example. I was hoping this precaution would impress my instructor. Although not an exam as such, it is hard not to regard it as such. After all, your ability as a pilot is being assessed.
We fiddled and fiddled and fiddled and could not find a way to switch the damned thing on. Closing down the engine we unbuckled and exited, walking into the hangar rather shamefaced, to ask if anybody knew how to do this. Fortunately somebody did know.
By this time I had flown about sixty different types of aircraft, (and well over two hundred different aircraft), so I was not best pleased to be defeated. And, for his 'day job' my examiner/instructor flew Tornados for the RAF!
Oh yes, I'm pleased to say that I did pass the flight evaluation.
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