WELCOME TO THE REAL WORLD

Chesham Model Flying Club was formed in 1988, and is now a highly successful club operating under the umbrella of the British Model Flying Association, the UK's Governing Body for model flying. The club has continually shared its success with the BMFA in order to help raise the profile of model flying in the UK. In just over 15 years much has been achieved due to the club's determination to succeed, through the efforts of the committee and the support of the membership as a whole.

As Chairman and one of the founder members of the club, I have been directly involved over this period in the many planning applications made by the club to two Local Authorities, and appeals to the Planning Inspectorate in Bristol. Every document, letter, map and photo has been copied and archived for future reference. They amount to over 4000 pages of A4 material, spiral bound in over 25 volumes. 

This is my first hand account of the club's dealings with its near neighbours, local planning authorities, environmental and countryside groups, and other users of the countryside. It charts the highs and lows as the club has fought to establish itself as a legitimate organisation, acting responsibly to counter opposition to its activities, -

At the same time exposing as myths much of the criticism levelled at the club and the sport of model flying in general. 

This is The Real World and the impact of our activities on other countryside users conflicts with the Ideal World views held by many who choose to ignore factual evidence; their purpose, - To curb the activities of minority sports using the countryside. Many obstacles had to be overcome as the club embarked on a rollercoaster journey toward its ultimate goal, - that of securing its future and as far as possible taking charge of its own destiny.

IN THE BEGINNING

In June 1988 a dozen model aircraft enthusiasts, living in and around Chesham Buckinghamshire were offered the opportunity of renting a ten-acre field for flying radio controlled model aircraft.

The location is green belt land, being a picturesque valley setting in an AONB, - part of a 650-acre private estate in Pednor, just a mile from the centre of Chesham.

Test flights were carried out which suggested the site could be suitable. Senior flyers present acknowledged this opportunity as "A long time coming", - in fact 25 years or more, and so were eager to make something of it.

After considering a likely annual rent, it was decided that a model flying club should be formed, so in August 1988 a meeting was held to elect a committee and establish the first rules of the club, which would be named Chesham Model Flying Club.

At the same time it was decided the club be affiliated to the British Model Flying Association (BMFA). Membership of the BMFA for club members, to include £5 million individual third party insurance cover, would be mandatory.

Down at the field a patch was mown for take off and landing and a pits area established. A portable pegboard was made, with all members issued with their own personal frequency peg. These were made from extrusions used in the manufacture of UPVC window systems, and are still in use today. A windsock completed the necessary equipment and flying began. This took place whenever the weather permitted, but Sunday mornings were when there was most activity.

Membership grew to just over fifty in a short space of time, and things soon became well organised with safety the main consideration, closely following BMFA guidelines.

All appeared to be going well until, - In the summer of 1989 a letter addressed to myself, Dave Humphrey - CMFC Chairman, was received from a family whose house was one of a row of about 14 in the next valley some 500 metres away.

The letter referred to the 28 day rule and complained that the club had exceeded this use in less than a 12-month period, and so was in breach of planning regulations regarding a change of use of the land in question. Quietly sitting on this letter, while deliberating a suitable reply, another more personal letter followed warning Mr. Humphrey for the last time to, - Take your toy planes to some other playground in the Chilterns, - and looking forward to a reply confirming that he would heed the warning and take appropriate action. A letter was sent back, thanking them for their concern, and confirming that action would be taken.

PLANNING APPLICATION No. 1   -  (No. 1 at PEDNOR SITE)

The CMFC committee had decided what action would be taken; - On 16 August 1989 we applied to Chiltern District Council for planning permission to fly radio controlled model aircraft from the site. This was to include vehicular access to a concrete car parking area by way of using a designated bridleway, which ran alongside the field. 

At the planning meeting, to the residents' amazement, the application was approved even though there were a dozen or more letters of objection, but outnumbered by letters of support, mainly from club members. The Council decided that power flying be allowed on 3 weekdays plus Sunday, - (they chose the days!), - for a 12-month trial period to expire on 31 December 1990.

Club members were suitably pleased, and the British Model Flying Association was given all the details of our success, our first contact then being General Secretary Roy Nudds. This information was also made available to Roger Bellingham, currently the BMFA's full time Flying Site Liaison Officer, his interest being that at the time he was a member of CMFC and also a long-standing committee member of neighbouring club, - Aylesbury and District MAC.

Although we knew that we were not the first club to obtain planning permission, we felt obliged to make as much information available to the BMFA so that any valuable precedents set, might assist other member clubs, and raise the profile of properly organised model flying.

During this 12-month trial period, the club continued to operate in a safe and well organised manner, with the District Council's Environmental Health Department verifying noise output levels in accordance with the DOE Code of Practice.

PLANNING APPLICATION No. 2   -  (No. 2 at PEDNOR SITE)

A year later on 22 August 1990, towards the end of the 12-month trial, we applied for permanent planning permission. At this time there had not been a single complaint about the activities of the club whether it be to the District Council, the Police or the local press. We enlisted the support of the BMFA, the Sports Council (Southern Region), and various other interested parties.  

When the Council posted the application, - All hell let loose as the residents from over the hill sent in letters of objection, some reasonable in their content but most extreme, with some claiming that we flew from 9.00am until 9.00pm seven days a week. Others alleged that we were wearing out the narrow road that led to the site, were a danger to horse riders and ramblers on the Bridleway, scaring off the wildlife, and also frightening sheep in not so nearby fields.

These views were soon countered in a letter to the Council; - We never flew outside the hours allotted, and had no adverse affect on the standard of the single-track road.

We had an excellent relationship with all users of the Bridleway, and even had a local horse-riding group with around 300 members, some who used the Bridleway, supporting the club's planning application.

The resident and close by wildlife were not put off by our presence. Often seen were Foxes, Rabbits, and Hares, as well as many bird species including, - Pheasant, Skylark, Linnet, Yellowhammer, Greenfinch, Goldfinch, Dunnock, Wren, Kestrel, and also a family of Little Owls living and breeding in the disused farm building next to our car parking area.

Regarding the sheep, - our landlord was happy for 100 or more of his own to share the field with us. They took little or no notice of the aircraft flying, even during the lambing season. Other objections were centred on noise levels, which some residents stated were unbearable.

The number of aircraft flying at the same time was grossly exaggerated, with claims that there were up to six in the air at once, when in fact the club's self-imposed maximum of three, for noise reduction and safety, was never exceeded.

At the planning meeting, after much discussion, the Councillors voted to defer the application, stating that they would like to visit the site before deciding, and in any case the local councillor whose views should be listened to, was out of the country at the time. Worthy of note at this meeting was a comment by the Chairman of the Council's Leisure Services, when she stood up and in an uncontrolled outburst said, - "Anyone who flies a model plane must be a moron".

After this setback, (a postponement for a site visit), my efforts to enlist the support of the local councillor, backfired. Whilst promising that he would seek out a compromise on acceptable flying times when visiting the residents, and then report back to me, - He betrayed my trust by whipping them into a frenzy to produce a petition signed by people far and wide opposing the planning application.

When the application came before the planning committee again on 29 November 1990, the councillor gave a storming performance, setting the scene for the application to be refused by a majority.  Only 2 of the 21 members on the planning committee had in fact visited the site to see the aircraft being flown. One councillor was happy with what he saw whilst, in his presence, his female colleague was critical of A rather noisy one, - It was a full size Cessna! 

The councillor representing those residents opposing the application and two others who had voiced vociferous opposition, all lost their seats in the subsequent local elections, - Now that's public appreciation for you!

PLANNING APPEAL No. 1   -  (No. 1 at PEDNOR SITE)

After a committee meeting to discuss what should happen next, - we decided to appeal to the DOE Planning Inspectorate in Bristol, under the Written Representations Procedure.

The appeal was lodged on 29 January 1991, and we set about providing as much evidence as we could, including aerial photographs of the site, and copies of the club’s daily flight log sheets which detailed the names of members, the aircraft flown, at what time and on which day. This elaborate and comprehensive information, including letters supporting our case, was presented in handsome spiral bound volumes to the DOE Inspectorate and to Chiltern District Council.

A top lawyer working for a multi-national company was shown the documentation, and he gave it the thumbs up - We were cautiously optimistic of winning the appeal.

The day came for the site visit by the Govt. Inspector, - It was overcast with drizzle, hardly ideal flying weather but we obliged and demonstrated several aircraft. 

Because of the weather, there was virtually no ambient noise, usually present on a fine day, - namely jets from Heathrow, light aircraft from Wycombe Air Park and Denham Airfield, and perhaps farm machinery and lawnmowers, - Therefore conditions were not representative of a normal flying day.

The Inspector observed and listened to three aircraft being flown, the maximum permitted in the air at any one time, - (club rule). Flight patterns were also those in accordance with the club rules.

Accompanied by CMFC committee member Gordon Hancock and the Council’s planning officer, the Inspector left the site to travel to the residents homes to observe and listen from there. Our man duly returned to report that any noise was neither loud nor continuous as the models flew circuits. 

Many weeks passed until the Inspector's decision letter finally arrived, dated 13 May 1991, - It was bad news, he had ruled in favour of the Council.  One statement in the letter was not easy to take, but is remembered for the amusement it caused. It seemed not to support the decision to refuse the appeal. 

The Inspector had said: - "The noise from these aircraft is not what I would term a loud noise, particularly when heard from some distance such as the houses in Pednor Road. It can be drowned by other noises close at hand such as passing traffic or even birdsong".

Did this mean a Blackbird singing from the same location for more than 28 days would need planning permission?

On the plus side, he found unconvincing the Council's concern that we had an adverse effect on the enjoyment of those who used the Bridleway, even though the edge of the take off and landing patch was only 30 metres distant. Such views were often repeated by Councillors, perceived through their imagination, and although contrary to reality were still to be used in the future as a tool in an attempt to justify the refusal of an application.

Although the Inspector dismissed the appeal, he indicated in his decision letter that power flying perhaps only 3 mornings a week, with no flying at weekends, would in his opinion be acceptable, such as to be of no use to the club. This would in fact be of little use as far as power flying was concerned.

He wished the club good luck for the future, in finding a more suitable site. At this point in most people's minds, - we were long gone into the sunset!

PLANNING APPLICATION No. 3   -  (No. 3 at PEDNOR SITE)

We decided this was not to be, for the future was now, - so on 31 May 1991 we submitted another planning application, (this time there was no charge) for just what the Inspector had deemed to be acceptable in his letter, plus unlimited silent flight.

During the coming weeks, as we waited for the application to be heard, we continued flying under the 28 day rule. Purposely suspending all weekend flying, Thursday was chosen as the one day a week that flying would take place, - Activity was greater than on Sundays had been during the trial period. A letter, however, soon appeared in the local newspaper rejoicing that "Peace and tranquillity had returned at last to the Pednor Valley", - Strange, were we now somehow silent? 

When this application finally came before the planning committee, Councillors were slightly confused and did not seem happy as they tried to work out if we had moved to a more distant location. They were told it was the same site, - nothing had changed, - and warned by the planning officer to refuse this application at their peril and not to impose any further temporary use or the Council would definitely lose any subsequent appeal.

It went through unanimously, we had full and permanent planning permission, dated 08 August 1991 - residents and some Councillors were not amused.  This was indeed a victory for CMFC, for it kept the club together, while the hunt began for a second site to restore our lost weekend power flying.

THE HUNT FOR SITE No. 2

Now that we could be seen as a fully legitimate organisation, we decided to build our image. Most important was to continue our fully co-operative approach when dealing with third parties, whether individuals or other organisations, especially as our Pednor site is in the Green Belt in an Area of Outstanding Natural Beauty (AONB).

We had always from day one shown respect for other users of the countryside, namely those using the Bridleway. In return, horse riders and ramblers alike were always polite, many stopping for a chat and finding it hard to believe that we had lost our weekend power flying.

Also the reduction of noise was seen as important for the future. Myself and at least half a dozen other members were now engaged in experiments with add-on and modified silencers and trying different make/ size/pitch propellers, achieving good results.

While all this was going on, members were urged to keep a look out for any site in the district or beyond that might be suitable. Many phone calls were made, sites visited, and maps studied in an effort to find the ideal site.

Letters appeared in the local newspaper giving the club all sorts of advice including that we should relocate to disused Bovingdon Airfield, some five miles away.  We replied to explain why the airfield was unsuitable, at the same time offering anyone £50 for any lead which resulted in a suitable site being found, - Not surprisingly, no one contacted us.

In September 1991, an unsuccessful attempt to rent some land from a farmer 5 miles north of Chesham led to a possible breakthrough. At the end of the phone call with the farmer, I asked him if he knew of any other land that might be available to rent.

He had heard that another farmer two miles further on, had put some thirty one (31) acres of a thirty five (35) acre field into a five-year set aside scheme in 1989, - Perhaps he might be willing to let part of it.

Along with Richard Johnson our secretary, I visited the farmer, a nice man in his late seventies, who agreed the club could rent some of the field, subject to permission from MAFF (now DEFRA) regarding the land status, - but any complaints from anyone nearby and we would have to go. "What about if we were able to obtain planning permission?" - He agreed that would be a different matter.

PLANNING APPLICATION No. 4   -  (No. 1 at NEWGROUND SITE)

The field in question, like Pednor, - also in the Green Belt in an Area of Outstanding Natural Beauty, situated a mile south of Tring in Hertfordshire, close to the picturesque village of Aldbury.

Being only seven miles by road from the centre of Chesham, it seemed an ideal location especially with the A41 dual carriageway bypass under construction, which would serve to reduce journey times to and from the site.

The field has a minor road, Newground Road, as its southern boundary, - Grand Union Canal (towpath side) as its western boundary, and the West Coast Main Line Railway forming the eastern boundary. With an already usable entrance from the road, a car park could be ideally shielded behind the tall road hedge. Ten acres in the widest middle part of the field would be a suitable flying area, but would need to be ploughed, harrowed, seeded and rolled to make it like a playing field, with a take off and landing patch suitably positioned.

All this work would cost around £2500, and was approved by the committee and incorporated into the planning application submitted to Dacorum Borough Council on 18 November 1991.

On 06 February 1992 the application came before the planning committee. The discussion at the planning meeting started badly, with one councillor stating that we should, - "Clear off back to where we came from", - presumably he meant Chesham.

Others were more positive, particularly since there were no letters of objection from any individuals. However the Parish Councils of nearby villages Aldbury and Wigginton objected. In the end after much discussion we were given full planning permission.

This was on a temporary basis, conditional for one year, so that the Borough Council could assess the impact of our activities on the surrounding area. Actually, it expired on 31 December 1992 so was in fact less than 11 months.

This would of course be of no use to the club, since it would take longer than this period for the field to be usable, and in any case, it would be pointless to commit to any serious expenditure for so short a period with no guarantee of continued use.

PLANNING APPLICATION No. 5   -  (No. 2 at NEWGROUND SITE)

Because of this consideration, on 21 February 1992 we submitted another planning application to have the restrictive condition removed, asking instead for a period at least to coincide with the ending of the set-aside agreements, (about 3 years).

Just three days later, on 24 February 1992, we lodged an appeal to the DOE should the Council decide to refuse this application. This meant that in the event of the application being refused, the appeal would be up and running and is known in the building trade as twin tracking.

A letter was sent to all 21 Councillors on the planning committee explaining in detail the situation. I attended the planning meeting along with several other CMFC committee members, in optimistic mood, to hear the second application discussed.

Amazingly, by a majority, the Councillors stuck to their original decision, so on 16 April 1992 we had a refusal. We couldn't believe what had happened but were determined not to give up, so decided to prosecute the appeal we had already submitted.

PLANNING APPEAL No. 2   -  (No. 1 at NEWGROUND SITE)

From what we had learned from our first appeal at the Pednor site, no way were we going for the Written Representation Procedure. This time it would be an Informal Hearing, despite the Council kindly pointing out that written representation would bring about a quicker decision.

The fact that a top lawyer could find no fault with the documentation we had submitted for our first appeal at the Pednor site, convinced us that however much information was presented, and however strong the case was, there was no guarantee which parts would be read or fully understood for that matter.

We thought it better to have an across the table discussion with a Government Inspector present. We invited Roy Nudds and Roger Bellingham, representing the BMFA to attend the hearing held at the Dacorum Borough Council Offices on 16 June 1992.

Representing the club was myself and fellow committee member Gordon Hancock. Things seemed to go well at first, with the planning officer having the unenviable task of defending the Council's refusal decision, when her own planning report had recommended a 5 year temporary use.

Prior to the hearing, a late objection by Railtrack seemed that it might threaten the outcome, when it was suggested that if a model collided with a train, injury or death to the driver could occur.

To counter this, I had obtained information from their engineering works at Derby, and conveyed to the inspector at the hearing, that their safety tests required that a two pound weight projectile be fired at the train's, front windscreen and for it not to penetrate the second screen. It was fired at 1.5 times the maximum speed of the train. In the case of a 125 train, this speed would be 187.5 mph. The Inspector noted all this down.

After the hearing had concluded, we all headed off for the site visit, which proved uneventful, since the Inspector had previously indicated that he did not wish to see aircraft being flown at the site.

Just two weeks passed by until we received the Inspector's decision letter. It turned out to be as much as we could ever had hoped for, - condition number one had been removed, and changed to 5 years use from the date of the letter, which meant until 01 July 1997.

Railtrack's objections were dismissed by the Inspector as unconvincing, along with British Waterway's objection that the model flying would adversely affect people using the canal towpath.

He dismissed the claim made by Aldbury Parish Council that the site was on the edge of their village, and that the land would be a loss as far as agriculture was concerned.

He also upheld the times for power flying at the site, these were 9.00am - 7.00pm on Monday through to Saturday, and 10.00am - 6.00pm on Sundays and Bank Holidays.

He saved his heaviest criticism for the Council and in particular the Councillors for failing to fix a term of use that took account of the money to be invested, and that therefore a 12-month period was too short and wholly inappropriate.

In a separate letter linked to this, he awarded the club costs against Dacorum Borough Council for unreasonable behaviour.

STILL A LONG WAY TO GO

When all this good news had finally sunk in, our thoughts moved toward getting the field ready for use, but first we needed to draw up a five year rental agreement with the farmer / landowner.

We then received by letter some sad news that on 02 December 1992 he had died. His immediate family, on his behalf, had been fully supportive of our efforts to secure full planning permission.

In the circumstances the executors and beneficiaries of his will invited us to make an offer to purchase a part of the land to include the area outlined in the planning application. After making known this area, and suggesting an offer price, the land agent advised it was unacceptable because, in his opinion, it made the rest of the land unmarketable due to the shape of the remaining land parcel.

All was not lost though, as we were given the opportunity to buy the whole 35-acre field for around £1000 per acre.

We had to act immediately, and with some guidance from the land agent, a figure of £30,000 was predicted to be acceptable, so a formal offer was made. We sounded out several top financial institutions boasting the ability to assist with funding, - all backed out for various reasons.

I then contacted the business arm of our own bank HSBC, (then Midland), and persuaded a senior manager to consider helping with the purchase of the land. I took him on a tour of the perimeter of the site. He was impressed by what he saw, and arranged for the bank to carry out a survey / valuation.

On 17 February 1993 a solicitor was engaged to act for us in the land purchase and the possible transfer of the five-year set aside agreements. The next day the bank confirmed their interest in assisting us to purchase the land.

The next hard bit would be to convince the membership that the committee was serious about land purchase and to get together a business plan to present to the bank, which might make it all possible.

Meanwhile MAFF, (now DEFRA), were approached regarding the possibility of transferring to the club the five year set aside agreements which would provide an income.

An Extraordinary General Meeting was called for 04 March 1993 with members having been sent all the details to consider this once in a lifetime opportunity for the club to become owners of its flying site.

At the meeting, all members present were given forms to fill in, to pledge an unspecified amount of money that they would be prepared to loan the club on an interest free basis, to serve as a deposit for the land purchase.

This money would be refunded as and when the club could afford to do so, but with no guarantee as to how long this might take. Only the committee was party to who had pledged, and what amount. Members pledged amounts from zero to £500 - and at the meeting these were totalled to over £6000. Some members present could not believe the response. 

Very soon afterwards this amount rose to over £7500, the minimum amount required by the bank as a deposit, and the bank then confirmed in principle they would be happy to provide a loan of £22,500, being the balance, over a fifteen year term.

There were, however, various factors required by the bank to be settled in the arrangement; these were: -

1.        The completion of the satisfactory setting up of Chesham Model Flying Club Limited, a company limited by guarantee, with no share capital.

2.       An injection into the limited company account of at least £7,500.

3.       Evidence of an additional £3,000 held in the building society for legal costs and field preparation.

4.       Confirmation of the set aside arrangements, their transferability and the income generated, including timing.

5.       A copy of the Club's 1992 accounts.