Rochester Airport (Kent)
| Company type | Public limited company |
|---|---|
| Industry | Aviation |
| Founded | 1933 |
| Headquarters | Rochester, Medway , England, United Kingdom |
Area served | Medway and surrounding communities |
| Products | General aviation services, aircraft storage, flying instruction |
| Owner | Rochester Airport PLC |
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Rochester Airport (codes Template:Airport codes), also referred to as Rochester Airfield, functions as a general aviation facility positioned approximately 1.5 nautical miles (2.8 km; 1.7 mi) south of Rochester, Medway, situated in South East England. The River Medway lies about 1.5 nautical miles (2.8 km; 1.7 mi) from the threshold of runway 34, while the airport is roughly 3.4 miles (5.5 km) away from Chatham, Medway and its renowned Chatham Dockyard within the Medway region.
The aerodrome holds a Civil Aviation Authority (CAA) Ordinary Licence (No. P846), permitting it to conduct public passenger transport flights and authorised flying instruction under the licencee, Rochester Airport PLC. Presently, no scheduled commercial services operate from the airfield; it primarily serves as a storage site for privately owned aircraft housed in a cram hangar.
1933-1945
In September 1933, the land designated for Rochester Airfield was compulsorily acquired by Rochester City Council to establish a municipal airport. Shortly thereafter, Short Brothers—who had been manufacturing aircraft since 1909 on the Isle of Sheppey—requested permission to lease the site for flight testing purposes, marking the beginning of a significant partnership between local government and the aviation sector. The first recorded flight into Rochester originated from Gravesend Airport, piloted by John Parker in a Short Scion (registration G-ACJI), equipped with Pobjoy engines. Passenger services commenced in June 1934 with flights connecting Rochester to Southend Airport, priced at 12 shillings (equivalent to 60p) for a return journey.
Between 1934 and 1935, Short Brothers assumed control of the airport premises, relocating some staff from their seaplane manufacturing operations. Concurrently, Pobjoy Airmotors Ltd moved closer to Short Brothers’ facilities to support engine production for the Short Scion aircraft. Financial challenges led to Shorts investing capital into Pobjoy and ultimately integrating it into their operations. In 1936, the Air Ministry authorised Short Brothers to design and construct a four-engine high-wing monoplane. A half-scale model designated S3 (serial M4) undertook its maiden flight at Rochester on 19 September 1938. The full-size S29 prototype emerged on 14 May 1939; although its initial flight was successful, it suffered landing gear failure upon touchdown. This design evolved into the Short S.29 Stirling—the Royal Air Force’s first four-engine heavy bomber. Meanwhile, Short Brothers continued seaplane production along the Esplanade at Rochester, catering to increasing demand for flying boats.
In 1938, No. 23 Elementary and Reserve Flying Training School RAF (part of No. 26 Group RAF) was established at Rochester. To accommodate RAF and Royal Navy operations as well as Avro Tutor aircraft, Hangar No. 1 was constructed; this facility remains visible along Maidstone Road today. During World War II, on 15 August 1940, Rochester Airport endured significant bombing by Dornier Do 17 bombers dropping numerous 100 lb bombs that struck both factory buildings and runways. Spitfires from No. 54 Squadron RAF based at RAF Hornchurch intercepted some attackers successfully. The bombing delayed Stirling bomber production by approximately one year and eventually led to dispersal of manufacturing activities beyond Rochester.
Other units stationed at Rochester during various periods included:
- No. 16 Group Communication Flight RAF (September 1939 – June 1941 & January 1945 – March 1946)
- No. 24 Elementary Flying Training School RAF (March 1946 – April 1947), which later became No. 24 Reserve Flying School RAF (May 1947 – March 1953)
- No. 168 Gliding School RAF (January 1945 – June 1949)
Post War
Following World War II, Shorts focused its operations primarily in Belfast, withdrawing from the Medway towns by 1946. Between 1947 and 1953, the RAF's 24 Elementary Flying Training School was relocated to Rochester and renamed the "Reserve Flying School." This unit was ultimately disbanded in 1953. Former Shorts employees formed the Shorts gliding club at Rochester and developed a prototype aircraft known as the "Nimbus", aiming to sustain aircraft manufacturing activities at the site.
During the 1950s and 1960s, passenger services connecting Rochester with continental destinations increased, utilizing Douglas DC-3s (Dakotas) and de Havilland Dove aircraft operated by Channel Airways. However, due to stringent regulations imposed by the Civil Aviation Authority, operators were compelled to relocate from Rochester.
In 1979, control of the airport lease reverted back to the local council. After careful evaluation of potential closure, the General Electric Company plc, which included Marconi Electronic Systems and instrument manufacturers Elliott Automation, assumed management of the airport. They maintained two grass runways while releasing portions of land for development in light industrial uses.
By 1999, a consortium of aviators and local entrepreneurs established a company dedicated to preserving and promoting Rochester Airport’s rich aviation heritage, community service, and long-term sustainability. This group successfully prevented the airport’s imminent closure despite pressures from the Labour-controlled local council to rezone the site for industrial development. Rochester Airport plc proposed continuing airport operations despite a very limited timeframe for takeover. Their objective was to maintain existing private, business, and emergency aviation services while enhancing them to generate greater economic benefits for Medway, its surrounding communities, and local enterprises. Considerable voluntary efforts have supported the airport’s financial viability during its operation on a care-and-maintenance basis amid challenges securing a stable lease agreement. Eventually, a five-year lease was granted outside the scope of the Landlord and Tenant Act 1954, expiring in January 2009, initiating critical negotiations with Medway Council.
On 13 January 2009, Rochester Airport Operating Company received a new lease with specific conditions attached. Despite this extension, the lease duration remained too short to encourage significant investment. Although deterioration was halted, financial constraints prevented substantial improvements benefiting airport users. Consequently, approximately 90% of the Microlight aircraft fleet relocated to Damyns Hall Aerodrome near Upminster. Additionally, one of Rochester’s long-standing flight schools entered administration.
2010 onwards
In 2013, the Conservative-controlled Medway Council expressed intentions to allocate a portion of the airport's land for industrial development. This plan entailed closing one runway while utilizing proceeds from the development to enhance the remaining runway. Following a tender process, the current operator was selected as the preferred bidder after the deadline on 12 March 2013. However, the council's strategy for funding the project before executing the development remained unclear. Local ward councillors showed strong support for the initiative, which, once completed, is expected to extend airport usability throughout more of the year by installing an all-weather surface on runway 02/20. This improvement aims to boost operational sustainability and provide financial backing for several proposed projects.
By February 2015, although Medway Council had granted planning permission for airport upgrades, a determined local opponent challenged this approval through a high court judicial review. The council was unsuccessful, requiring the aerodrome operator to submit a revised application. This reapplication incurred substantial costs to comply with the judge’s directive for an Environmental Impact Study. The resulting delay compelled Rochester Airport Ltd to divide their submission into two separate applications: one focusing on runway enhancements and another addressing the renovation of the original 1930s hangar, alongside constructing a new control tower and replacement hangars and workshops intended for the Medway Aircraft Preservation Society (MAPS). These renovations include upgrading facilities within the historic hangar and developing a new tower and hub building designed to benefit Pilots And Friends of Rochester Airport (PAFRA), as well as local recreational and business aviators.
In 2019, modernization efforts at the airfield commenced, leading to the decommissioning of runway 16/34. The initial phase is anticipated to establish a light industrial zone in the northern section of the airfield. Subsequent plans involve reconstructing hangars and erecting a new terminal facility. The long-range vision includes converting the existing grass runway 02/20 into a hard-surfaced runway.
Head-up display manufacture
The earliest contract for head-up displays was secured in 1965 for 800 Saab Viggen aircraft while located at Sydenham. At that time, only a handful of firms produced head-up displays, with British manufacturers leading advancements over their American counterparts. The technology itself originated in the UK, developed by Frank Clarke who later sold it to Smiths. GEC’s development efforts were spearheaded by Peter Hearne.
The first significant U.S. contract involved supplying head-up displays for 1,500 LTV A-7 Corsair II aircraft used by the US Navy from 1968 onward as part of the ILAAS digital navigation system.
GEC manufactured head-up displays for the SEPECAT Jaguar as well. They were also responsible for producing these systems for General Dynamics F-16 Fighting Falcon jets, which included most Royal Air Force planes. A contract valued at $57 million covered head-up displays for 650 USAF F-16s plus an additional 348 units destined for Belgium, Denmark, Norway, and the Netherlands—totaling approximately 2,000 F-16 units produced starting in 1978.
Contracts also included work on Boeing C-17 Globemaster III aircraft in 1989 and outfitting 75 Boeing 737 planes for American Airlines in 1998. Their competitor in this market was Flight Dynamics.
Smiths Industries, based in Gloucestershire, produced head-up displays for Panavia Tornado aircraft and likely supplied those used on BAE Systems Hawk jets. In the early 1990s, Smiths equipped some 1,100 McDonnell Douglas F-15 Eagles with their head-up displays. Additionally, Eurofighter aircraft were fitted with Smiths-manufactured head-up display units.
See also
References
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