Lympne Airport
Lympne Airport Ashford Airport | |||||||||||
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Coordinates | 51°05′N 001°01′E / 51.083°N 1.017°E | ||||||||||
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Lympne Airport /ˈlɪm/ was a military and later civil airfield (IATA: LYM, ICAO: EGMK), at Lympne, Kent, United Kingdom, which operated from 1916 to 1984. During the First World War RFC Lympne was originally an acceptance point for aircraft being delivered to, and returning from, France but was later designated as a First Class Landing Ground, RAF Lympne. It became a civil airfield in 1919 and saw the operation of early air mail services after the 1918 armistice. It was one of the first four airfields in the United Kingdom with customs facilities.
Lympne was also involved in the evolution of air traffic control, with facilities developing and improving during the 1920s and 1930s. A number of record-breaking flights originated or ended at Lympne. During the 1920s Lympne was the venue for the Lympne light aircraft trials from which a number of aircraft types entered production. Air racing was also held at Lympne.
Just before the Second World War, Lympne was requisitioned by the Fleet Air Arm. It was named HMS Buzzard and renamed HMS Daedalus II three months later, before being transferred to the Royal Air Force in May 1940. During the war Lympne was a front-line fighter base, RAF Lympne. It was heavily bombed during the Battle of Britain in 1940 and put out of action for a number of weeks. It was too close to the coast to be used as a squadron base, but squadrons were detached there on a day-to-day basis. Lympne was also to have been the landing place for a German aircraft used in a plot to kidnap Adolf Hitler, with preparations made by the Royal Air Force for his arrival.
Lympne returned to civilian use on 1 January 1946. In 1948, the first
History
Establishment
Work began on creating a landing ground at Folks Wood, Lympne, in the autumn of 1915. This site soon proved unsuitable and another site was sought.[1] Lympne was established in March 1916 as an Emergency Landing Ground for the Royal Flying Corps (RFC) home defence fighters defending London against Zeppelins and Gothas.[2] No. 1 Advanced School of Air Gunnery operated from Lympne during January and February 1917.[3] In January 1917 it was designated as No. 8 Aircraft Acceptance Park for delivery of aircraft to, and reception from, France.[4] On 25 May 1917 Lympne was bombed by Gotha G.IV bombers of Kagohl 3 who dropped 19 bombs on the airfield.[1][5]
In 1918, Lympne was designated a First Class Landing Ground
Civil operations
1919–29
In May 1919, Lympne was one of the first four
The North Sea Aerial and General Transport Co. used a
In May 1921, it was reported that a waiting room for the use of passengers at Lympne was being planned.[25] In June a Notice to Airmen was released saying that, for cost reasons, lights would no longer be exhibited after sunset without prior arrangement.[26] The system of ground signals was amended with effect from 14 July,[27] and in September an "aerial lighthouse" was reported to be under construction.[28] The system of aerial lighthouses on the "London – Paris Airway" was completed in December 1921.[29]
In January 1922, a 78-foot (24 m) high mast for an anemometer was being erected at the south west corner of Lympne Aerodrome.[30] On 13 February, the system of ground signals at Lympne was further extended to include information about the Saint-Inglevert Airfield, just across the English Channel in France.[31] In July, a Notice to Airmen said that all aircraft were to make at least one left-hand circuit before landing at Lympne.[32] By November, the Instone Air Line were operating a service from Croydon to Cologne using de Havilland DH.18 aircraft, stopping at Lympne to refuel to full capacity. These aircraft then had the necessary range to fly direct from Lympne to Cologne.[33] This arrangement did not last long, with the refuelling stop moved to Tirlemont, Belgium, by the end of the month.[34] On 30 December a Dornier aircraft landed at Lympne. It was the first German aircraft to land on British soil since the end of the First World War. A German airline, Aero-Lloyd was in negotiation with Daimler Airway to start a service between London and Berlin.[35]
A
From 1 to 31 May 1924, the
In January 1925, notification that red edge lights had been installed along the runways and taxiways at Lympne was made.
During the
On 1 January 1927, new regulations came into effect which meant that aircraft carrying 10 or more passengers would have to carry a radio operator in addition to the pilot.[56] In February it was reported that a Notice to Airmen had been issued stating that aircraft coming from the Continent in conditions of poor visibility in which the radio was not functioning correctly should land at Lympne, where repair facilities were available.[57] In April it was reported that a new wireless station was being built at Lympne[56] and in May it was notified that the night light was again in operation at Lympne.[58] In July, a new system was introduced for civil aircraft flying in bad visibility between Lympne and Croydon. They were not to follow the normal Lympne–Edenbridge–Caterham–Croydon route, but instead follow one of three notified alternate routes. Aircraft were to be notified by radio whenever such conditions were declared to be put into effect, or whenever the weather had improved. This was aimed at preventing mid-air collisions between civil aircraft and those operated by the Royal Air Force.[59] From 7 to 21 August, 600 (City of London) Squadron AuxAF and 601 (County of London) Squadron AuxAF were both at Lympne on their annual camp.[60] The squadrons were flying Avro 504N and de Havilland DH.9A aircraft.[61] In October, a Notice to Airmen announced that the ground signals at Lympne would be displayed in a different arrangement than previously, standardisation of ground signals worldwide required the change which came into effect on 1 October.[62] In December, a Notice to Airmen informed that in foggy weather the position of Lympne would be indicated by flares fired from the ground, to be seen by aircraft flying in the vicinity. Colour was to be at the discretion of the Civil Air Traffic Officer.[63] The Notice to Airmen was quickly amended to state that the firing of red flares would be reserved to indicate that an aircraft was being instructed not to land at the airfield in question.[64] In 1927 a Fokker F.VII of Sabena flew newspapers to Lympne.[41]
A meeting was held over the Easter weekend in 1928 by the Cinque Ports Flying Club. Pleasure flights were given for a cost of
In January 1929, a Notice to Airmen said that when visibility was bad any aircraft not fitted with radios were warned against using the Croydon–Edenbridge–Ashford–Lympne route or any of the alternative routes notified in 1927.[72] Later that month it was notified that the aerial lighthouse had been replaced by a 6,000 candlepower neon light which would be visible at a range of 45 mi (72 km).[73] In July 1929 a plan was proposed where an amphibious aircraft would be based at Lympne for use in search and rescue when aircraft were reported missing over the Channel.[74] On 14 August, the 601 (County of London) Squadron AuxAF arrived for their annual camp.[75] In September 1929 arrangements were notified for the abandonment of a Channel crossing by aircraft flying from England to France. In such cases, the aircraft was to perform a second circuit over Lympne which would be acknowledged. It was also notified that a flying boat operated by Compagnie Aérienne Française was to be based at Calais for use in search and rescue work.[76]
1930–39
In February 1930, a
On 1 August 1931, the 601 (County of London) Squadron AuxAF began its annual camp at Lympne.[81] Croydon Airport took over the responsibility for weather forecasting on air routes from the Air Ministry in October. As part of the changes Biggin Hill, Croydon and Lympne now provided weather information on a 24-hour basis.[82]
In March 1932, the arrangements for flying between Lympne and Croydon in poor visibility were altered. If the cloudbase was less than 1,000 ft (300 m) above sea level, or the visibility was less than 1,000 yd (910 m), aircraft were prohibited from using the Croydon–Caterham–Penshurst–Lympne route, but were to use either the Croydon–Merstham–Edenbridge or Croydon–Chelsfield–Shoreham–Otford–Wrotham route. Alternatively a rhumb line course could be flown on the Croydon–Chelsfield–Lympne route. Aircraft not fitted with radios had to notify the officer in charge at their departure airport as to which route they intended to take before departure. Royal Air Force aircraft would avoid these routes as far as practicable in conditions of poor visibility.[83] On 25 August the Folkestone Trophy Race was held at Lympne and was won by a Comper Swift.[84] In November, it was reported that new radio equipment was to be installed at Lympne and St Inglevert operating on the 15-cm waveband at 2,000 Megahertz. The new radios were to be used for the announcement of the departure of non-radio aircraft across the Channel. Messages sent by radio were also printed out by a teleprinter, providing a record of the communication. The new equipment was scheduled to come into operation in Spring 1933.[85]
In 1933, Imperial Airway's Armstrong Whitworth Argosy aircraft were replaced by
In January 1934, a new radio, telegraph and telephone link was installed at Lympne and St Inglevert which came into operation on 26 January. Sir Philip Sassoon officially declared the installation open. The equipment at Lympne was manufactured by Standard Telephones and Cables and operated on the 17-cm wave band.[96] From 13 to 27 July, 606 (City of Glasgow) Squadron AuxAF held its annual camp at Lympne, followed by 601 (County of London) Squadron AuxAF from 29 July to 12 August.[97] On the weekend of 1–2 September competitions for the Folkestone Aero Trophy and the Wakefield Cup were held. Both competitions were won by pilots flying the de Havilland DH.60 Moth G-AAMU.[98] Later that month a second batch of ten Avro 626s of the Egyptian Army Air Force departed from Lympne for Egypt.[99]
In April 1935,
From 2 to 16 August 1936, No. 601 Squadron held their annual camp at Lympne.
On 4 June 1937,
On 12 March 1938, Captain Davis, managing director of the Cinque Ports Flying Club, was killed in an accident shortly after take-off from Lympne.[112] On 30 July, the Folkestone Trophy race was held and was won by H Buckingham flying a de Havilland Hornet Moth.[113] 34 Squadron departed Lympne on 12 July, and 21 Squadron departed on 15 August.[3] Lympne was placed under "Care and Maintenance" in October, becoming a Training Command Administration School.[3]
In May 1939, Lympne was transferred to
The Second World War
In September 1939, the base was renamed HMS Daedalus II,
In 1941, Lympne was to be the destination for the landing of an aircraft carrying
Also in March 1941, 91 Squadron moved in, equipped with Spitfires.[3] Additional dispersals and fighter pens as well as three new blister hangars were built during 1941.[46] Typhoons were based at Lympne from March 1942 to February 1944 to counter the threat posed by the Luftwaffe's newly introduced Focke-Wulf Fw 190s[122] and a runway was extended across Otterpool Lane to accommodate the Typhoons.[123] In November 1944, Lympne was downgraded to Emergency Landing Ground status. Consideration was given to building four runways at Lympne, with the longest being 6,000 ft (1,800 m), but it was noted that serious demolition work would be required and a number of roads would need to be closed.[124]
Return to civil use
1946–50
On 1 January 1946, RAF Lympne was handed over to the
On 1 December 1946, Group Captain A. Bandit departed Lympne in a
In July 1948,
In May 1949, it was reported that Lympne had made a loss of £17,000 and that the Air Ministry was looking to dispose of it, although it was thought that should a sale not materialise it would continue in operation.[142] In August 1950, Air Kruise started a scheduled service between Lympne and Le Touquet using Dragon Rapides.[143] This service was operated under an associate airline agreement with British European Airways.[143]
1951–60
In December 1951, Lympne was closed to all aircraft exceeding 8,000 lb (3,600 kg) due to the runway being waterlogged
In February 1953, Lympne was again waterlogged and Silver City Airways operated out of Southend and Blackbushe. The company stated that they were willing to purchase Lympne, but the decision of Folkestone Town Council was still awaited for.
In March 1954, Air Kruise applied for permission to operate
In 1955, Air Kruise moved to Lydd (Ferryfield)
In January 1957, Skyways ordered a new
In May 1958, a route to
On 15 March 1959, RAF Detling closed and the land was sold back to its pre-war tenants, who did not wish for any flying to take place. As a consequence the Kent Gliding Club relocated temporarily to Lympne.[166] In June, Skyways signed a letter of intent to purchase a number of Avro 748 aircraft. Flight magazine stated that the number involved was "about four". Skyways were the first airline to make a public announcement of support for the then yet-to-fly airliner.[167] In autumn 1960, Lympne was closed for a few days due to waterlogging of the runway.[168]
1961–70
On 3 May 1961, Skyways signed a contract for the purchase of three Avro 748s at a cost of £750,000.[168] On 6 November, the process of final certification of the Avro 748 began. A programme of 160 hours of flying, simulating airline service, took place over the following 19 days and included a break for maintenance on 16 November. The programme also allowed Skyways pilots to gain further experience towards the 50 hours in command they needed before they could fly the aircraft in service. The aircraft was returned to Avro at the end of the trials as it was not scheduled to be delivered to Skyways until 1 March 1962.[169]
On 15 March 1962, a bomb disposal officer was killed at Lympne when the
In 1963, three Avro 748s were in service and two of Skyways Coach-Air's Dakotas were converted to freighters.
In March 1965, a NOTAM was issued of changes had been made into the arrangements for light aircraft crossing the Channel. These changes were partly to avoid conflict with traffic flying into Lydd (Ferryfield). Non-radio aircraft could use the route between Hythe and Ambleteuse. Non-radio aircraft were advised to call at Lympne before crossing.[178] On 11 July, one of Skyways Coach Air's Avro 748s crashed on landing at Lympne.[179]
Following the 1965 accident, which had been caused by the nose-wheel of the aircraft digging into soft ground,[180] a 4,500 ft (1,372 m) concrete runway was constructed.[181] It was reported in January 1968 that planning permission had been granted[182] and the new runway came into use on 11 April 1968.[181] Skyways Coach-Air leased an Avro 748 from Leeward Islands Air Transport in 1968 for a two-year period to replace the aircraft lost in the 1965 accident.[183]
A new terminal building opened in June 1969. Sheila Scott performed the ceremony, arriving in her record-breaking Piper Comanche G-ATOY Myth Too.[184] On 10 June, the airport was renamed Ashford Airport,[185] identifying the airport with the nearby town of Ashford which was scheduled for rapid growth.[186] To mark the occasion a plaque was unveiled by Leader of the Opposition Edward Heath.[185]
1971–84
A
In October 1974, commercial activities ceased at Lympne and Business Air Travel, Dan-Air and Skyfotos left.
Light Aircraft Trials
Light Aviation Trials were held at Lympne in 1923, 1924 and 1926 sponsored by the Daily Mail. The 1923 competition was for aircraft with maximum engine capacity of 750 cc (46 cu in). This increased to 1,100 cc (67 cu in) in 1924 and was replaced by an engine weight limit of 170 lb (77 kg) in 1926. The rules for 1924 and 1926 required two-seat, dual-control aircraft. Aircraft that entered production after competing at the Light Aviation Trials include the Avro Avian, Blackburn Bluebird and Westland Widgeon, although these had larger engines. The 1924 competition was won by the Beardmore WB XXIV Wee Bee powered by a Bristol Cherub engine. The 1926 competition was won by a Hawker Cygnet.[195]
Air racing
Pre-war air races
Air racing at Lympne began in 1923. On 25 June 1923 the
Competitors
Registration | Type | Pilot | Engine | Notes |
---|---|---|---|---|
G-EADA | Avro 504K | Harold Hamersley | 100 hp (75 kW) Bristol Lucifer | Finished 4th |
G-EAGP | Sopwith Gnu | Walter Longton | 110 hp (82 kW) Le Rhône | Winner |
G-EAUM | Avro Baby | Bert Hinkler | 35 hp (26 kW) Green | Finished in 3rd place |
G-EBCA | RAF SE5a | E D Whitehead Reid | 80 hp (60 kW) Renault | Retired at Birmingham |
Avro 504K | H H Perry | 100 hp (75 kW) Bristol Lucifer | Finished 5th | |
Avro 504K | Fred Raynham | 130 hp (97 kW) Clerget
|
Finished 2nd | |
Boulton & Paul P.9 | F L Robinson | 90 hp (67 kW) RAF
|
Retired at Bristol | |
Bristol Taxiplane
|
C F Uwins | 100 hp (75 kW) Bristol Lucifer | Retired at Bristol | |
Bristol Monoplane | E L Foot | 100 hp (75 kW) Bristol Lucifer | Crashed at Chertsey, pilot killed |
The Light Aircraft Trials included a speed section over a triangular course of Lympne-Postling-Brabourne-Lympne. The Folkestone Aero Trophy was held at Lympne in 1932 and the Wakefield Cup races in 1933. The final air race before the Second World War was the Folkestone Aero Trophy on 5 August 1939.[199] This was won by Andrew Dalrymple in Chilton D.W.1 (G-AFSV).[200]
Races at Lympne:-
- 1923 Grosvenor Cup, Light Aircraft Trials
- 1924 Light Aircraft Trials, Air League Challenge Cup
- 1925 Royal Aero Club Race Meeting, Light Aeroplane International Holiday Handicap, Private Owners' Race
- 1926 Light Aircraft Trials
- 1928 King's Cup Race(checkpoint), Folkestone Herald and Kent Evening Echo Cup
- 1929 King's Cup Race (checkpoint)
- 1930 King's Cup Race
- 1932 Folkestone Aero Trophy Race
- 1933 Cinque Ports Wakefield Cup Race
- 1937 Wakefield Cup Race
- 1938 Folkestone Aero Trophy Race
- 1939 Wakefield Cup Race, Folkestone Aero Trophy Race
Post-war air races
With the resumption of civil flying in 1946, a number of air races were held. The 1946 Folkestone Aero Trophy was won by
Races held at Lympne:-
- 1946 Folkestone Aero Trophy, High Speed Handicap Race, Siddeley Trophy Race
- 1947 High Speed Handicap Race (Hythe Aero Trophy), Siddeley Trophy Race
- 1948 High Speed Handicap Race, Siddeley Trophy Race, Tiger Moth Scratch Race
- 1950 Daily Express South Coast Air Race
Record breakers
Lympne was the start and finish for several record attempts. Wing Commander E. R. Manning left for India in a Westland Widgeon in 1923, but only got as far as
In October 1932, a
In 1947, four national records were set at the Lympne Air Races.[216]
Distance | Class | Speed | Set by | Aircraft |
---|---|---|---|---|
100 km (62 mi) closed-circuit | Aircraft of any power | 496.88 mph (799.65 km/h) | John Cunningham | De Havilland Vampire |
100 km (62 mi) closed-circuit | Aircraft fitted with an engine between 6.5 and 9 L (400 and 550 cu in) | 178.33 mph (286.99 km/h) | Pat Fillingham | De Havilland T.K.2 |
100 km (62 mi) closed-circuit | Aircraft fitted with an engine between 4 and 6.5 L (240 and 400 cu in) | 178.33 mph (286.99 km/h) | Pat Fillingham | De Havilland T.K.2 |
100 km (62 mi) closed-circuit | Aircraft fitted with an engine between 2 and 4 L (120 and 240 cu in) | 123.72 mph (199.11 km/h) | R I Porteous | Chilton D.W.1 |
On 8 May 1960, a world record was set for the distance flown by a model aircraft at 45.75 mi (73.63 km). The 8 feet 6 inches (2.59 m) wingspan aircraft had taken off from Lympne and was flown by radio control from cars to Sidcup.[217]
Cinque Ports Flying Club
Club flying started in November 1927 with the East Kent Flying Club and although membership reached 220 by 1931 the club was struggling financially. On 1 January 1932 it became part of Brooklands Aviation and was renamed as the
Silver City Airways
The service was initially operated on a charter basis. Having closed down over the winter, the service was resumed as a scheduled service on 13 April 1949.[227] During 1949, two aircraft carried 2,700 cars. By 1950 the figures had risen to 3,850 cars and 1,000 motorcycles and other vehicles with passengers totalling 15,000.[226] In that year, a London driver offered a London-Paris taxi service.[228] Silver City Airways had estimated that they would carry nearly 7,000 cars in 1953, but this figure was reached in 1951. The three aircraft had to be doubled to six to cope. Over 13,000 vehicles were carried, with 42 return flights daily at peak times. The time between Lympne and Le Touquet was 18 minutes.[226]
In February 1953, Lympne was waterlogged and services were temporarily transferred to
Accidents and incidents
- On 29 March 1920, Nieuport Delage 30T F-CGTI of Compagnie générale transaérienne crashed at Lympne.[232]
- On 26 April 1921, Salmson 2.A2 F-CMAE of Compagnie des Messageries Aériennes crashed at Lympne. The aircraft was later repaired and returned to service.[233]
- On 15 November 1921, a Handley Page O/400 suffered engine failure shortly after passing Lympne on a flight from Paris to Croydon, resulting in the loss of a propeller. The aircraft made a forced landing at Lympne, damaging the undercarriage in the process.[234]
- On 24 April 1923, Amsterdam. The aircraft was not heard of again. It was presumed to have crashed into the sea, killing the pilot and both passengers.[235]
- On 7 May 1923,
- On 8 February 1925, Farman Goliath F-GEAB of Air Union crashed whilst attempting to land at Lympne. The aircraft was on a cargo flight from Paris to Croydon when an engine failed over the Channel.[238][239]
- On 18 August 1926,
- On 17 January 1931,
- On 9 December 1937, Handley Page H.P.45 G-AAXD Horatius of Imperial Airways was struck by lightning whilst flying across the Channel from Paris to Croydon. A precautionary landing was made at Lympne where it was found that minor damage had been done to a wing.[243]
- On 12 March 1938, ST25 Monospar G-AEJV crashed near Lympne when both engines cut out.[244] Pilot Bill Davis, managing director of the Cinque Ports Flying Club, was among the four people killed.[112]
- On 1 June 1938, SABENA crashed into the grounds of Sellindge Methodist Church whilst attempting to land at Lympne during a thunderstorm.[245][246]
- In September 1938, Handley Page H.P.45 G-AAXD Horatius of Imperial Airways suffered damage to its port undercarriage and lower port wing in a forced landing at Lympne. The aircraft was repaired and returned to service.[247]
- On 7 July 1939, de Havilland Hornet Moth G-AFAT crashed a Lympne, killing racing driver Clifton Penn-Hughes and his passengers.[248]
- On 11 January 1947,
- On 3 May 1949, Miles Aerovan G-AJKM of East Anglian Flying Services Ltd was blown over whilst being refuelled and damaged beyond economic repair.[136]
- On 30 June 1950, DH.89 Dragon Rapide G-AKME caught fire whilst being refuelled and was burnt out.[251]
- On 1 May 1961, DH.89 Dragon Rapide G-AGOJ was damaged beyond economic repair in a landing accident at Lympne.[251]
- On 11 July 1965. Beauvais[252] was written off at Lympne when its nose-wheels dug into soft ground on the grass runway. The aircraft flipped over, losing its port wing in the process.[180]
In Popular Culture
RAF Lympne features as a level within the game WW2 Rebuilder under its original name. The player has to rebuild the damaged facility and convert it for civilian air ferry services [253]
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{{cite journal}}
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{{cite news}}
: Missing or empty|title=
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Sources
- Collyer, David G (1992). Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1.
- Delve, Ken (2005). The Military Airfields of Britain. Southern England: Kent, Hampshire, Surrey and Sussex. Ramsbury: The Crowood Press Ltd. ISBN 1-86126-729-0.
- Gunston, Bill (1976). "de Havilland Airco D.H.4.". Combat Aircraft (Salamander ed.). Hamlyn. ISBN 0-600-33144-X.
160 hp BHP (Beardmore-Halford-Pullinger) engine,
- Lee, David W. (2010). Action Stations Revisited, Volume 3 South East England. Crecy Publishing Ltd. ISBN 978-0-85979-110-6.
- Warlow, Ben (2000). Shore Establishments of the Royal Navy. ISBN 0-907771-73-4.
- Woodley, Charles (1992). Golden Age – British Civil Aviation 1945–1965. Shrewsbury: Airlife. ISBN 1-85310-259-8.
External links
- Aerial photo of Lympne Airport after closure
- Kent County Council – Exploring Kent's Past – Lympne Airfield[permanent dead link]
- British Pathé newsreel of Georges Barbot's channel crossing
- "Spitfire Beats Jet" a 1948 British Pathé newsreel of the post-war air race at Lympne