Jump to content

Lympne Airport

Coordinates: 51°05′N 1°01′E / 51.083°N 1.017°E / 51.083; 1.017
From Wikipedia, the free encyclopedia

This is an old revision of this page, as edited by Roseunsworth (talk | contribs) at 19:50, 5 October 2010 (added link to correct pronunciation). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

Ashford-Lympne Airport[1]

Lympne
Summary
Airport typeClosed
LocationLympne
Elevation AMSL351 ft / 107 m
Coordinates51°05′N 1°01′E / 51.083°N 1.017°E / 51.083; 1.017
TR 114 353
Runways
Direction Length Surface
ft m
02 / 20 4,000 1,300 Concrete

Lympne Airport (Template:Pron-en) was a military and later civil airfield at Lympne, Kent, operating from 1916 to 1974. The airport alternated between military use in the first and second world wars and civilian use at other times. It was the site of air racing before and after World War II. The site is now an industrial estate.

History

Lympne was established in March 1916 as an Emergency Landing Ground for RFC home defence fighters defending London against Zeppelins and Gothas. In January 1917, it was designated No.8 Aircraft Acceptance Park for delivery of aircraft to, and reception from, France. The Advanced Air Firing School was at Lympne at this time. A spur to with Westenhanger railway station allowed delivery of aircraft for final assembly at Lympne. Three pairs of permanent hangars were erected to enable assemble aircraft. In 1918, Lympne was a First Class Landing Ground used by Sopwith Camels of No. 50 (Home Defence) Squadron. In January 1918, No. 120 Bomber Squadron formed at Lympne, followed in May by the Day and Night Bombing Observation School. 120 Squadron flew air mail between Lympne and Cologne in July and August 1919 before moving to Hawkinge. In August 1920, the RAF moved out of Lympne, and it was turned over to civilian use.[2]

Civil operations

In August 1920, Aircraft Transport and Travel took over air mail flights, using DH.9A aircraft. The North Sea Ariel and General Transport Co used a Blackburn Kangaroo on its short-lived Leeds-Lympne-Amsterdam service from 6 March 1920.[2]

In 1923, 1924 and 1926, Light Aviation Trials were held at Lympne, sponsored by the Daily Mail. The 1923 competition was for aircraft with maximum engine capacity of 750cc. This increased to 1,100cc in 1924 and was replaced by an engine weight limit of 170 lb 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.[3]

Although Lympne was a Customs clearance point, there was no permanent customs officer there. A telephone call to Folkestone Harbour was needed to clear customs. Lympne was used by aircraft of Imperial Airways as a refuelling point. The first stop in France was St Inglevert. When an aircraft departed Lympne for St Inglevert, the destination airfield was advised, and if arrival was not notified within two hours, the Coastguard was informed. Communication was by Carmichael Microway UHF transmitters at each airfield. In 1924, Armstrong Whitworth Argosy aircraft were operating cross-channel services for Imperial Airways, replaced in 1933 by HP.42s. In 1927, a Fokker F.VII of SABENA flew newspapers to Lympne. This service started as early as 1923 with a Farman Goliath of Air Union. In 1938, the International Air Rally was at Lympne. One aircraft exhibited was a 1912 Caudron Trainer.[4]

Air racing

Air racing at Lympne began in 1923. The Light Aircraft Trials included a speed section over a triangular course of Lympne-Postling-Brabourne. 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.[5] This was won by Andrew Dalrymple in Chilton D.W.1 G-AFSV.[6]

Races at Lympne:-[5]

Record breakers

Spartan A-24 Mailplane G-ABLI

Lympne was the start and finish for record attempts. Wing Commander E R Manning left for India in a Westland Widgeon in 1923, but only got as far as Baghdad. In 1930, Fokker F VIIA G-EBTS The Spider flown by C H Barnard and R F Little, with the Duchess of Bedford as passenger left Lympne for Maitland Airport, Cape Town, which was reached in a record 100 hours. In 1931, Charles W A Scott set a UK-Australia record in DH.60 G-ABHY. On the return, he landed at Lympne in the aircraft, now registered VH-UQA. Also in 1931, Glen Kitson and Owen Cathcart-Jones left Lympne bound for Cape Town in a Lockheed DL-1 Vega Special. Cape Town was reached in 6 days, 10 hours. On 31 October, C Arthur Butler flew from Lympne to Darwin in Comper Swift G-ABRE, beating C.W.A. Scott's record by 102 minutes.

In October 1932, a Spartan A.24 Mailplane G-ABLI left Lympne en route for Karachi from Blackpool. Karachi was reached in less than six days. On 14 November 1932, Amy Johnson left Lympne for Cape Town in DH.80a Puss Moth G-ACAB. She beat her husband's time by 10 hours, 28 minutes, setting a UK-South Africa record. On the return, she set a South Africa-UK record. On 11 April 1933, William Newton Lancaster departed Lympne in Avro Avian V G-ABLK Southern Cross Minor to beat Amy Johnson's UK-South Africa record.[7] The aircraft crashed in the Sahara next day and although Lancaster survived, he died eight days later when his water ran out.[8] Harold Broadbent landed at Lympne in DH.85 Leopard Moth VH-AHB on arrival from Australia on 27 April 1937, filmed by Gaumont News. An Australia-UK record was set. On 24 October 1937, Jean Batten flew to Lympne in Percival Gull Six G-ADPR, having set a solo Australia-UK record and female Australia-UK record.[7]

Cinque Ports Flying Club

Club flying started in November 1927 with East Kent Flying Club. Although membership reached 220 by 1931, the club was struggling financially. On 1 January 1932 it became part of Brooklands Aviation and was renamed Cinque Ports Flying Club.[9] Lympne was visited by many aviation personalities. Ken Waller learnt to fly at Lympne and became a long-distance and race pilot. W E Davis was the secretary/manager of Cinque Ports Flying Club from 1932 until his death in 1938. His wife Ann took over the position in the 18 months leading to the Second World War. On 22 May 1937, the Duke and Duchess of Kent visited Lympne in Airspeed Envoy G-AEXX of the King's Flight while visiting Shorncliffe Barracks.[10] From 1938, the club participated in the Civil Air Guard training programme, giving subsidised flying lessons. The Currie Wot was designed and built at Lympne.[9]

The Second World War

On 1 July 1939, Lympne was requisitioned by the Fleet Air Arm as HMS Buzzard. Aircraft at Buzzard included Blackburn Sharks and Gloster Gladiators. Early in the war Lympne was home to Army Co-operation and Bomber squadrons. On 15 August 1940, Lympne was bombed by Stukas of II/StG1. All the hangars were hit and aircraft belonging to Cinque Ports Flying Club that had not been evacuated to Sywell were destroyed in the fire. Lympne was evacuated and only available as an Emergency Landing Ground until mid-September, when a flight of Spitfires from 91 Squadron arrived. Hawker Typhoons from 1 Squadron were also based at Lympne. Spitfires of 133 Squadron and 401 (RCAF) Squadron were based at Lympne in preparation for the Dieppe Raid. In preparation for D-Day, Typhoons of 609 Squadron - including that of the only German to fly for the RAF, Sir Ken Adam - were based at Lympne, used in attacks against Doodlebug positions in the Pas de Calais. Between May 1942 and June 1943 Westland Whirlwinds of No. 137 Squadron were detached from RAF Manston. In December 1943, rocket-equipped Hawker Hurricanes of 137 Squadron were at Lympne for anti-shipping duties. They were replaced by Typhoons in January 1944. The operation of Typhoons required an extension of the runway across Otterpool Lane. On 8 September 1944 403 Squadron (RCAF) equipped with Spitfire IXs arrived in support of D-Day.[11]

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 John Grierson in Supermarine Walrus G-AHFN. The 1946 Siddeley Trophy was won by R Pomphret in Tiger Moth G-AHNX. The four aircraft in the 1946 High Speed Handicap included a Vampire, Fury and Seafang. The Fury won. John Cunningham competed in the 1947 High Speed Handicap in Vampire F1 VZ332, coming sixth. Peter Twiss flying a Firefly IV won the high-speed race at 305.93 mph [1]. The winner received the Hythe Aero Trophy and £100. The 1948 High Speed Handicap Race was won by Flt Lt J Colquhoun in a two-seat Spitfire. The course was Capel airship hangar, Folkestone pier and Hythe gas holder. In 1950, competitors in the Daily Express South Coast Air Race used Lympne before the race started. This race was won by Nick Charlton in Proctor G-AHUZ.[12]

Races held at Lympne:-[12]

  • 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

Return to civil use

Civil flying resumed in 1946. The Cinque Ports Flying Club re-established itself in facilities left by the RAF. The first post-war air race was in August 1946. The club folded in 1948, followed by the Kent Coast Flying Club, which had a Miles Magister G-AKJX. Kent Gliding Club took up residence, and Skyfotos also made Lympne its base for aerial photography. Aircraft operated by Skyfotos included Auster Autocrat G-AIZZ and Piper Pa-22 Caribbean G-AREN.[13]

Silver City Airways moved to Lympne in 1948, operating Bristol Freighter Mk.21 aircraft. An aerial car ferry to Le Touquet started on 13 July 1948.[14] The air ferry was the idea of Griffith J Powell, who wanted to holiday in France but didn't like the ferry. Bristol lent an aircraft for an experiment on 7 July 1948. The first car was Powell's[15] Armstrong Siddeley 16 which was carried by G-AGVC.[14] Le Touquet was asked whether the aircraft could carry a Bentley. The car was loaded and Silver City had its first fare-paying passenger.[15]

The Bristol Freighter Mk.21 could carry two cars.[16] Although only 170 cars were carried in 1948, experience was gained. In 1949, two aircraft carried 2,700 cars. By 1950, the figures had risen to 3,850 cars, 1,000 motorcycles and other vehicles. Passengers totalled 15,000.[17] In that year, a London driver offered a London-Paris taxi service.[18] Silver City Airways estimated that 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.[17]

In February 1953, Lympne was waterlogged and services were temporarily transferred to Southend. In September, waterlogging again stopped the air ferry, which was transferred to RAF West Malling.[18] Six[19] Bristol Freighter Mk.32s were introduced in March 1953[14] at a cost of £540,000.[19] They could carry three cars. A service to Ostend started with the aircraft. Skyways remained at Lympne until October 1954, when it moved to Lydd (Ferryfield).[14] On 3 October 1954[18] the last Silver City flight to Le Touquet was operated by Bristol Freighter G-AIFV.[20] Silver City moved to Lydd because the runway at Lympne was not suitable. Although it had campaigned for improvements to the runway, and was Lympne's biggest customer, the Ministry of Civil Aviation who owned Lympne, refused. Silver City said it would build an airport suitable for its needs at Lydd.[18] Another airline based at Lympne in 1948 was Air Kruise (Kent) Ltd (later Trans Channel Air Services), which operated Dragon Rapides until it moved to Ramsgate Airport in 1953.[14]

Lympne closed on 3 October 1954, but was relicensed in 1955. On 30 September 1955 Eric Rylands started a coach-air service called Skyways of London between London and Paris. Passengers were taken by coach from Victoria Coach Station to Lympne, flown to Beauvais and then taken by coach to Paris. Check-in and, coach departures in Paris were at the Hôtel Moderne Palace on Place de la Republique in Paris 12. Aircraft and coaches each held 36 passengers. Passengers returning to the UK could order duty-free goods at Paris. The orders were telephoned to Beauvais and distributed on the flight. The off-peak fare was £7 14s 0d and 47,000 passengers were carried in the first year. Four[18] Dakotas were used initially.[14] In summer 1957, a service was started between Lympne and Vichy, the first service between the UK and Vichy since Hillmans Airways before the war. In May 1958, a route to Nice via Lyon was introduced. A temporary service to Brussels via Antwerp operated that year to serve the Brussels International Exhibition.[18] The Dakotas were supplemented with two Avro 748s[14] from 17 April 1962. In 1963, three 748s were in service, and the Dakotas were converted to freighters.[18] Following an accident to a 748, a 4,400 feet (1,300 m) concrete runway was constructed in winter 1966-67. A HS748 was leased from LIAT for 1968 and 1969. In 1970, a financial crisis at Skyways Coach-Air resulted in a management buy-out in 1971.[14] Under the name Skyways International, services were operated from Lympne to Beauvais, Clermont-Ferrand and Montpellier.

At Easter 1968, the airport was renamed Ashford Airport, identifying the airport with the nearby town of Ashford, which was scheduled for rapid grow, which has yet to materialise.

Cinque Ports Flying Club was restarted in 1964 by Barry Damon, and had 120 members by 1968. Club aircraft were a Beechcraft Bonanza, Beechcraft Musketeers and a Bölkow Monsun. A terminal building opened in June 1969. Sheila Scott performed the ceremony, arriving in her record-breaking Piper Comanche G-ATOY Myth Too. In 1971, to celebrate the management buyout of Skyways Coach-Air and subsequent renaming as Skyways International, an air rally was held at Lympne. Ray Hanna attended in a Spitfire. Skyways International merged with Dan Air in 1972 and operations continued under the title "Dan-Air Skyways". In October 1974, commercial activities ceased at Lympne, and Business Air Travel, the Cinque Ports Flying Club, Dan Air and Skyfotos left. A Super Cub was in residence in July 1983 and the Eagle Parachute School used Lympne before leaving for Headcorn.[13]

Accidents and incidents

  • On 12 March 1938, ST25 Monospar G-AEJV crashed near Lympne when both engines cut out. Pilot Bill Davis was killed.[9]
  • 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.[4]
  • 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.[14]
  • On 30 June 1950, DH.89 Dragon Rapide G-AKME caught fire whilst being refuelled and was burnt out.[13]
  • On 1 May 1961, DH.89 Dragon Rapide G-AGOJ was damaged beyond economic repair in a landing accident at Lympne.[13]
  • On 11 July 1965. Avro 748 G-ARMV of Skyways Coach-Air arriving from Beauvais[21] 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.[14]

Notes

  1. ^ "EGMK.OLD - Airport". kls2.com. Retrieved 2008-12-04.
  2. ^ a b Collyer, David G (1992). "Section One, Royal Flying Corps 1916-1920". Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help)
  3. ^ Collyer, David G (1992). "Section Two, Light Aviation Trials 1923, 1924 & 1926". Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help)
  4. ^ a b Collyer, David G (1992). "Section Three, Visitors 1919-1939". Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help)
  5. ^ a b Collyer, David G (1992). "Section Four, Air racing 1920-1939". Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help)
  6. ^ "G-AFSV". Chilton Aircraft. Retrieved 2008-12-04.
  7. ^ a b Collyer, David G (1992). "Section Five, Record Breakers 1928-1938". Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help)
  8. ^ "Bill Lancaster: Lost in the Sahara After Attempting to Break the England-Cape Town Flight Speed Record". hostorynet.com. Retrieved 2008-12-03.
  9. ^ a b c Collyer, David G (1992). "Section Six, Cinque Ports Flying Club: 1928-1939". Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help)
  10. ^ Collyer, David G (1992). "Section Seven - Some Lympne Personalities". Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help)
  11. ^ Collyer, David G (1992). "Section Eight:RAF and FAA at Lympne 1938-1945". Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help)
  12. ^ a b Collyer, David G (1992). "Section Ten - Air Racing Revival 1946-1950". Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help)
  13. ^ a b c d Collyer, David G (1992). "Section Nine:Post-War Civil Aviation: 1946-1968". Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help)
  14. ^ a b c d e f g h i j Collyer, David G (1992). "Section Eleven: Commercial Aviation 1948-1974". Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help)
  15. ^ a b "Silver City Airways - and other ways of crossing the channel half a century ago". France for Freebooters. Retrieved 2008-12-05.
  16. ^ "Silver City air ferry". Old Classic Car. Retrieved 2008-12-04.
  17. ^ a b Bridging the English Channel, Flight magazine, 27 June 1952. Online version
  18. ^ a b c d e f g Woodley, Charles (1992). Golden Age - British Civil Aviation 1945 - 1965. pp. p105–110. ISBN 1 85310 259 8. {{cite book}}: |pages= has extra text (help)
  19. ^ a b Flight, 27 June 1952. Online version
  20. ^ Collyer, David G (1992). "Section Twelve: My Last Day at Lympne". Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help)
  21. ^ "Accident description". Aviation Safety Network. Retrieved 2008-12-04.

References

  • Collyer. 1992. Lympne Airport in Old Photographs. Alan Sutton Publishing Ltd. ISBN 0750901691
Retrieved from "https://en.wikipedia.org/w/index.php?title=Lympne_Airport&oldid=388949839"