Devised by the Society of British Aircraft Constructors (SBAC), it held its first Air Show in 1932 at Hendon Aerodrome. The event was moved to the De Havilland works at Hatfield in 1936; in the following year 1937, it was held over two days and featured both static and flying demonstrations. This was the last to be held before the Second World War.
A much larger aircraft industry resulted from the War, and the SBAC Air Show and Exhibition resumed in 1946 - held at the Handley Page works at Radlett- and again the following year. 1948 marked a significant step: the SBAC Air Show and Exhibition moved to the Royal Aircraft Establishment (RAE) at Farnborough, Hampshire; furthermore, there were now Trade and Technician days and, for the first time, the Public was admitted on both days of the weekend.
The Air Show and extensive Exhibition Hall attracted military and civilian customers from all over the world; it was the ultimate 'Shop Window' of the aviation industry and was held annually for a week in September. It was immensely important as foreign government officials had the opportunity of being able to meet and discuss with the individual exhibiters and company executives, their current requirements and solutions offered. Furthermore, most of the larger companies had entertainment chalets where confidential discussions could be continued and held in a social setting. Of crucial importance to the Industry was the potential for winning export sales.
The SBAC Farnborough Air Show had always held a special magic and excitement for me. I had done my five-year indentured apprenticeship with EKCO at Southend, and every year we were taken on conducted visits to Farnborough for us to see the latest developments in aircraft (some of which incorporated the EKCO cloud-warning and weather radars), and competing ranges of air traffic control (ATC) equipments by other companies. The Company's Anson trials aircraft was based at Southend Airport, where on some occasions I used to see, and occasionally talk with, the charismatic Freddie Laker whose airline's Air Charter(London)Ltd, Channel Air Bridge, and Aviation Traders (Engineering) Ltd were based.
MWT's Participation at the SBAC Shows
MWT's Aeronautical activities had of course been closely involved with the Aircraft Industry since its earliest days, and continued to do so. Post the Second World War and MWT's heavy investment in military and civil radar and the establishment of Radar Division, the Farnborough Airshow and Exhibition became a key event in the Company's annual exhibition programme.
John Pool was Marconi's Exhibition Manager. Early each year he would convene a meeting with those Product Divisions (principally Radar and Aeronautical) who intended to display at Farnborough, and what was likely to be included, so that he could book the correct amount of space within the Exhibition Hall for the Stand. In later years, Radar Division exhibited complete radar equipments and radar display cabins; these were displayed on a terrace area close to the Exhibition Hall.
Marconi Stand at 1961 Farnborough Air Show - In forefront John M. Brown, Radar Division, System Engineer.
Each year, the design of the stand was different. In 1960 for instance, I recall his design team and the carpenters faithfully reproduced Southend Airport's ATC Tower Room and its outlook, as viewed by the Controllers. Marconi Bright PPI Displays, CRDF, and related equipments were featured; it certainly attracted the attention of the passing visitors - because of its realism — and it drew them on to the stand in considerable numbers.
The key Marconi person for the entire week (and he did so superbly for many years) was 'Mr Farnborough' - Les King (Leslie William Henry King). Formerly an RAF Fighter Controller, he joined Radar Division Civil Sales in 1959. He was the perfect choice to fulfil the exacting role as the Farnborough Co-ordinator. He had a great personality and was totally unflappable: it was a busy job. For much of each day he operated within the large Reception Chalet, welcoming and conversing with that days' official guests, and ensuring that they were being met and entertained by the designated member of staff. Lunch-time was the peak period, when Les used his diplomatic skills to ensure that everyone - who was expected - had a host and a place to sit. Les would later have a short respite when he could sit down to eat, before the Flying Programme commenced at two o'clock in the afternoon — and with the weather permitting - the Chalet awning would be rolled back above the seating area to get the best view. Many of the lunch visitors would remain to watch the flying display, and later enjoy afternoon tea before departing. Outside of his Marconi responsibilities, in 1972 Les was elected to serve as the Mayor of Chelmsford.
Forward to 1961: I was now with MWT employed as a systems engineer in Radar Division. I had been told that I would be spending two days at the Farnborough Air Show on the Marconi Radar Division stand as a member of the sales/systems team. I was over the moon! The Company booked rooms at the Sunningdale Hotel, built close to the rail level crossing (sadly, the hotel was demolished in the 1970's). Farnborough was held at my favourite time of the year; the car journey down — after leaving Staines — was through wooded countryside looking at its best in the autumn colours and the early morning sunlight, enhanced by dew.
I arrived at the Hotel in time for breakfast, presided over by Les King, the genial host and co-ordinator for Marconi's. Breakfast set the tone for the day, and we would then drive to the exhibition by 09.30 a.m to be ready for the opening time at 10 a.m. You never knew who was going to cross the concourse on to the stand; and as the morning went on the questions could come quick and fast. We had been pre-briefed on those visitors who were to be hosted and by whom; however, one had to be alert to the potentially important visitor who walked on to the stand, and turned out to be an official from a major authority wanting to do business.
The commencement of the daily flying programme at 2 p.m could not be mistaken: the Vulcan Bomber lined up on the runway, the pilot opened up the throttles controlling the four Olympus engines and after a few yards, had rotated the aircraft into a vertical climb and just kept going up. It never failed to impress everyone. With visitors occupied with the flying display one could - for a short time - sit on the hillside to watch it too. What an animated sight, looking down on the rows of blue and white chalets, the crowds lining the safety barriers, and the famous black sheds beyond. Then after the exhibition had closed at 6 p.m, we would return to the Sunningdale Hotel for dinner and a much needed rest, in preparation for the following day.
Sunningdale Hotel, Berkshire – ‘Marconi Base’
For the following year 1962, slightly relaxed aircraft entry rules were introduced which up to that time had been an all-British requirement; it now permitted the display of foreign aircraft using British engines. lt was also the last of the annual shows — the next would be 1964 —and henceforth held biennially. !968 - European manufacturers were invited to display — extended in 1974 to International manufacturers to participate. Since 1964, Farnborough has alternated with the Paris Air Show; furthermore, in the same year, the SBAC title was adjusted to read the Society of British Aerospace Companies.
I still recall with much fondness my first MWT stand duty of 1961.
1968