Lympne Airport

Lympne Airport RAF Lympne Ashford Airport
IATA: LYM ICAO: EGMK
Summary
Airport type	Closed
Serves	Ashford, Kent
Location	Lympne
Built	1916
In use	1916–1984
Elevation AMSL	351 ft / 107 m
Coordinates	TR 114 353
Map
Lympne Airport
Runways
Direction Length Surface ft m 02 / 20 4,500 1,372 Grass (1919–68) Concrete (1968–74) 07 / 25 Grass

Lympne Airport (Template:Pron-en) was a military and later civil airfield at Lympne, Kent, which operated from 1916 to 1984. RFC Lympne was originally an acceptance point for aircraft being delivered to, and returning from, France. Later designated as a First Class Landing Ground, RAF Lympne 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 prior to 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 air ferry service was inaugurated at Lympne by Silver City Airways. Problems with waterlogging of the grass runway and the refusal of the Ministry of Transport and Civil Aviation to upgrade the airfield led to Silver City transferring operations to Lydd (Ferryfield) in 1954. The airport was sold to Skyways in 1955. Skyways operated a coach-air service between London and Paris, flying passengers from Lympne to Beauvais. This service operated until 1974 when Skyways was absorbed by Dan Air after which Lympne, which had been renamed Ashford Airport in 1968, was used as a General Aviation airfield until at least 1984. The site is now an industrial estate.

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. 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. By October 1916 Bessonneau hangars and other technical buildings had been erected and Lympne Castle was being used as an officers mess and No. 1 Advanced School of Air Gunnery operated from Lympne during January and February 1917. In January 1917 it was designated as No. 8 Aircraft Acceptance Park for delivery of aircraft to, and reception from, France. A spur to Westenhanger railway station allowed delivery of aircraft for final assembly at Lympne and three pairs of permanent hangars were erected to enable aircraft assembly. A variety of aircraft were passed through Lympne including Handley Page Type O/100 and Handley Page O/400 bombers.

On 25 May 1917 Lympne was bombed by Gotha G.IV bombers of Kagohl 3 who dropped 19 bombs on the airfield. In August 1917 questions were asked in Parliament by Peter Kerr-Smiley about the lack of leave for RFC Lympne pilots who had not had any in over a year. Under-Secretary of State for War Ian Macpherson stated that the pilots would be allowed leave when conditions allowed. No. 69 Squadron RAF arrived on 24 August equipped with the Royal Aircraft Factory R.E.8 and departed on 9 September.

In 1918 Lympne was a First Class Landing Ground and used by Sopwith Camels of No. 50 Squadron RFC (Home Defence Squadron) and in January 1918 No. 120 Squadron RFC (Bomber Squadron) was formed at Lympne. On 1 March No. 98 Squadron RFC arrived equipped with Airco DH.9 (de Havilland) aircraft, departing on 1 April. The Day and Night Bombing Observation School was formed here in May.

On 16 February 1919 a cadre of No. 108 Squadron RAF arrived followed by a cadre of No. 102 Squadron RAF on 26 March—Both squadrons departed on 3 July. On 17 July No. 120 Squadron returned and flew air mail services between Lympne and Cologne, Germany, during July and August 1919 using DH.9 aircraft fitted with B.H.P. (Beardmore Halford Pullinger) engines. This service ended on 1 September 1919 when 120 squadron moved to Hawkinge. Hawkinge and Lympne lay within a few miles of each other and the Air Ministry could not justify keeping the two bases open following the end of the war. It was decided to retain Hawkinge. In August 1919, the Royal Air Force (RAF) – as the RFC had by then become, moved out of Lympne, and it was turned over to civilian use, although 120 Squadron did not depart until 21 October.

Civil operations

1919-29

In May 1919, Lympne was one of four designated Customs airfields in the United Kingdom, along with Hadleigh in Suffolk, Hounslow Heath in Middlesex and New Holland in Lincolnshire. 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. On 1 May the ban on civil flying was lifted. A Sopwith Gnu was flown from Hounslow Heath to Lympne carrying a cargo of newspapers. In September, Sir Philip Sassoon purchased an Avro aircraft which he used to commute between London and Lympne, where he owned a residence. In October, the Air Ministry announced that searchlights would temporarily be displayed to assist aircraft to find certain airfields. Lympne was to be identified by three searchlights arranged in a triangle, their beams shining vertically. In November, a Notice to Airmen was issued advising that radio telephony was in use at Hounslow Heath and Lympne, using the 900-metre wavelength. The practice of using the registration of the aircraft calling as a callsign was instigated. In December 1919, two Westland Limousine aircraft bound for the Paris Aero Show were delayed at Lympne by fog. Conditions later improved so that both aircraft were able to fly to Le Bourget, where G-EAJL was dismantled and transported to the Grand Palais where it was exhibited to the public. The other aircraft remained at Le Bourget where it gave pleasure and demonstration flights.

The North Sea Aerial and General Transport Co. used a Blackburn Kangaroo on its short-lived Leeds-Lympne-Amsterdam service from 6 March 1920. The Customs facilities at New Holland had been withdrawn on 28 January, necessitating the roundabout route. It was estimated that the extra costs involved in taking this route amounted to one-third of the total costs. Flight called for Customs facilities to be established to enable direct flights to be made from the north of England to the Continent. Starting from 2 August, hourly weather forecasts were broadcast from Lympne and other airfields. A system of ground signals advising pilots of the weather conditions at Biggin Hill and Croydon was also introduced about this time. During August, Aircraft Transport and Travel took over air mail flights, using DH.9A aircraft. In November, it was notified that searchlights would be in use at Lympne for two hours after sunset to assist pilots in landing their aircraft. Arrangements could be made in advance for this facility to be made available after the notified hours. In December, it was announced that an "aerial lighthouse" was to be installed at Lympne. That installed at Croydon had proved to be of benefit to pilots arriving there after dark.

In May 1921, it was reported that a waiting room for the use of passengers at Lympne was being planned. In June, it was notified that, for cost reasons, lights would no longer be exhibited after sunset without prior arrangement. The system of ground signals was amended with effect from 14 July. In September, the "aerial lighthouse" was reported to be under construction. The system of aerial lighthouses on the London – Paris route was completed in December 1921.

In January 1922, a 78 feet (24 m) high mast for an anemometer was being erected at the south west corner of Lympne Aerodrome. On 13 February, the system of ground signals at Lympne was extended to include information about Saint-Inglevert airfield, just across the English Channel in France. In July, it was notified that all aircraft were to make at least one left-hand circuit before landing at Lympne. By November, Instone Air Line were operating a service from Croydon to Cologne using de Havilland DH.18 aircraft. These aircraft had the necessary range to fly direct from Lympne to Cologne. This arrangement did not last long, with the refuelling stop moved to Tirlemont, Belgium by the end of the month. On 30 December, a Junkers F.13 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.

A further Junkers F.13 called at Lympne on 10 January 1923 to clear customs. It the flew to Croydon where it was inspected by Secretary of State for Air Sir Samuel Hoare. In February, it was reported that Lympne had taken part in a test of the newly introduced Mayday radio signal used by aircraft to indicate that they were in distress. On 6 May, Georges Barbot won a prize of F.25,000 offered by Le Matin for making a return flight from St Inglevert to Lympne and back on the same day. The flight was made in a Dewoitine aircraft fitted with a Clerget engine. On landing, a bracing wire in the undercarriage of the aircraft broke, but repairs were effected within half an hour. Problems starting the engine then delayed his departure slightly. On 28 October, the Light Aircraft Trials were held (see below). In 1923, Air Union started a service flying newspapers to Lympne using a Farman F.60 Goliath.

From 1–31 May 1924, the Royal Air Force conducted a number of night flying experiments. Pilots were asked to keep an extra lookout whilst the experiments were taking place. On 27 and 28 September, the elimination trials for the Light Aircraft Trials were held. Only eight aircraft passed through to the trials proper. Also in October, it was notified that changes were being made expanding weather information given at Lympne. Amongst the changes were that measurements used were to be changed from imperial to metric. The addition of weather information at Haren, Brussels and Ostend, both in Belgium was notified. In 1924, Armstrong Whitworth Argosy aircraft were operating cross-channel services for Imperial Airways. 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. Short Brothers used Lympne for flight testing new aircraft during 1924.

In January 1925, it was notified that red edge lights had been installed along the runways and taxiways at Lympne. In July 1925, a new arrangement was introduced whereby aircraft not fitted with radio flying across the Channel could have their departure and arrival reported by radio to the authorities. A circuit of Lympne and St Inglevert had to be flown at a height not exceeding 1,000 feet (300 m) on departure for, and arrival from, the continent. Between 1–3 August, the Royal Aeronautical Society held a meeting at Lympne. The Grosvenor Challenge Cup, Private Owners' Cup, Light Aeroplane Holiday Handicap and International Handicap were all competed for. Separate Speed Races were held for single and two-seater aircraft. In August 1925, the scheme for non-radio aircraft was extended to cover Ostend. One hour was allowed for the crossing to St Inglevert, and two hours for the crossing to Ostend, after which the aircraft would be reported as missing. On 25 September, Lympne was one of a number of airfields which began operating a radio direction finding service. As before, the 900-metre wavelength was used.

During the General Strike of 1926, which ran from 3–13 May, the Daily Mail was printed in Paris, France and flown from there to Lympne on Handley Page W.10 aircraft of Imperial Airways. Aircraft chartered by the Daily Mail flew the newspapers to Birmingham for onward distribution. A fleet of de Havilland DH.60 Moth and de Havilland DH.9, plus some Avro and Westland aircraft were used. The distribution of the newspapers by air was co-ordinated by the Royal Aero Club. A total of 33,174 miles (53,388 km) was flown by aircraft operating under the Royal Aero Club's co-ordination. The Auxiliary Air Force (AuxAF) had been formed in 1925. In late August and early September 1926, 601 (County of London) Squadron AuxAF held its inaugural camp at Lympne. The squadron was equipped with Avro 504 and de Havilland DH.9A aircraft. The Light Aircraft Trials were held between 10 and 14 September.

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. 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. In April, it was reported that a new wireless station was being built at Lympne. In May, it was notified that the night light was again in operation at Lympne. In July, a new system was introduced to be followed by civil aircraft in bad visibility when flying between Lympne and Croydon. In such weather, 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. 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. The squadrons were flying Avro 504N and de Havilland DH.9A aircraft. In October, it was notified that the ground signals at Lympne would be displayed in a different arrangement than previously. Standardisation of ground signals worldwide was the reason for the change, which came into effect on 1 October. In December, it was notified that in foggy weather, the position of Lympne to aircraft flying in the vicinity would be indicated by flares fired from the ground. Colour to be at the discretion of the Civil Air Traffic Officer. 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. In 1927, a Fokker F.VII of SABENA flew newspapers to Lympne.

A meeting was held over the Easter weekend in 1928. Pleasure flights were given at a cost of 5/-. An unverified report stated that one person was dissatisfied with two circuits of the airfield. The pilot is said to have offered to take him up again, which was accepted. On this second flight, various aerobatics were flown. The hapless passenger was said to have been left incapable of expressing himself coherently. Among the pilots attending were Geoffrey de Havilland and his son. Other activities included some air racing and a guess the altitude competition. In May, it was notified that the scheme for aircraft reporting they were crossing the Channel was being extended. Lympne was to remain the reporting place on the English side, but in Belgium and France, Ostend and St Inglevert airfields were joined by semaphore stations at Village de Baracques, Calais and Cap d’Alprech, Boulogne. On 17 May, Lady Heath landed at Lympne after crossing the Channel during her 10,000 miles (16,000 km) flight from Cape Town, South Africa to Croydon. She was flying an Avro Avian III, which had been taken out to South Africa by ship. In August, the AuxAF held their annual Air Defence Exercises. Both 600 (City of London) and 601 (County of London) Squadron AuxAF were based a Lympne for the duration of the exercise. They were operating Avro 504N and de Havilland DH.9A aircraft. Towards the end of the camp, Chancellor of the Exchequer Winston Churchill and Under Secretary of State for Air Sir Philip Sassoon inspected both squadrons and were entertained at a dinner. On 18 September, Juan de la Cierva departed from Lympne in an Autogyro, making the first flight between London and Paris in this type of aircraft and the first flight across the Channel by autogyro in the process. In November, a Handley Page W.10 of Imperial Airways diverted to Lympne in a gale with three passengers suffering from airsickness. Once on the ground, the aircraft was briefly lifted from the ground in a gust whilst ground handling staff were taking it to a hangar. Winds of 82 miles per hour (132 km/h) were recorded.

In January 1929, it was notified that aircraft not fitted with radios were warned against using the Croydon – Edenbridge – Ashford – Lympne route, or any of the alternative routes notified in 1927 if visibility was bad. 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 miles (72 km). 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. On 14 August, 601 (County of London) Squadron AuxAF arrived for their annual camp. In September 1929, arrangements were notified for the abandonment of a Channel crossing by aircraft crossing 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.

1930-39

In February 1930, a Towle T-2 amphibian was a visitor to Lympne. In July 1930, it was notified that aircraft fitted with radio may report their position by radio when crossing the Channel. For non-radio aircraft, the earlier arrangements remained in effect, although some changes were made to the methods of acknowledgement of arrival. Search and rescue arrangements now included motorboats permanently available at Boulogne, Calais, Dover and Dunquerque. Lifeboats were also on standby at the French ports, and air patrols were in operation during working hours. These were operated by Air Union. In August 1930, the arrangements for non-radio aircraft flying between Croydon and Lympne in bad weather were amended. Pilots had to notify which route they intended to take, and the destination airfield was to be notified of this by telephone once the aircraft had departed. That month, 601 (County of London) Squadron held its annual camp a Lympne.

On 1 August 1931, 601 (County of London) Squadron AuxAF began its annual camp at Lympne. In October, Croydon Airport took over the responsibility for weather forecasting on air routes from the Air Ministry. As part of the changes, Biggin Hill, Croydon and Lympne now provided weather information on a 24-hour basis.

In March 1932, the arrangements for flying between Lympne and Croydon in poor visibility were altered. If the cloubase was less that 1,000 feet (300 m) above sea level, or the visibility was less than 1,000 yards (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 which route they intended to take before departure. Royal Air Force aircraft would avoid these routes as far as practical in conditions of poor visibility. On 25 August, the Folkestone Trophy Race was held at Lympne. It was won by a Comper Swift. 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 printed out by a teleprinter, providing a record of the communication. The new equipment was scheduled to come into operation in Spring 1933.

In 1933, Imperial Airway's Armstrong Whitworth Argosy aircraft were replaced by Handley Page H.P.42s. In August, No. 601 (County of London) Squadron again held its annual camp at Lympne. They were visited by the Marquess of Londonderry, who was the Secretary of State for Air. The squadron was equipped with Hawker Harts. Later that month, the Folkestone Aero Trophy Race was held. It was won by Ken Waller in a de Havilland DH.60 Moth. In September, a new system was introduced for broadcasting weather forecasts in various areas and on various air routes, including that between Croydon and Lympne. Navigational warnings would also be broadcast. In October, it was notified that the floodlight at Lympne had been put back into operation and the use of flares was therefore discontinued. In November, a squadron of the Egyptian Army Air Force was based at Lympne for a few weeks whilst they trained on their new Avro 626 aircraft. They departed on November 18 for Egypt. By 1933, Lympne was well prepared for handling diversions. Passengers cleared Customs, were taken by car to Folkestone Central station and thence by train to London with 1st class tickets. On 2 December, Fokker F.XX PH-AIZ Zilvermeeuw of KLM diverted to Lympne following an engine failure. This was the only diversion KLM had during the whole of 1933.

In January 1934, a new radio, telegraph and telephone link was installed at Lympne and St Inglevert. It 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. It operated on the 17-cm wave band. 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. On the weekend of 1–2 September, the Folkestone Aero Trophy was competed for, as was the Wakefield Cup. Both competitions were won by pilots flying de Havilland DH.60 Moth G-AAMU. Later that month, a second batch of ten Avro 626s of the Egyptian Army Air Force departed from Lympne for Egypt.

In April 1935, Air Traffic Control in the United Kingdom was improved by the introduction of a new control zone system. Heston was added as a control zone, relieving Croydon of some traffic. As a result of these changes, the wavelength used by Lympne for radiotelegraphy changed from 862 metres to 825 metres. Six new direction finding stations were installed as part of these improvements, including one at Lympne. The improvement meant that Croydon would now be able to communicate by radio with two aircraft at the same time. In August, Henri Mignet flew his Flying Flea across the Channel to Lympne, where the aircraft was demonstrated in front of large crowds. Also that month, 601 (County of London) Squadron AuxAF held its annual camp at Lympne. The squadron having converted from a bomber squadron to a fighter squadron earlier in the year.

From 2 to 16 August 1936, 601 Squadron held their annual camp at Lympne. One aircraft exhibited at the 1936 International Air Rally was a 1912 Caudron G.2. In November, it was reported that 21 Squadron and 34 Squadron were temporarily relocated to Lympne as hangars at RAF Abbotsinch had been damaged in gales. In October 1936, Lympne was again taken over by the RAF, becoming a base within No. 1 (Bomber) Group. Although some improvements were carried out, Lympne was initially seen as a temporary station. On 3 November, 21 Squadron and 34 Squadron moved in, equipped with Hawker Hind aircraft.

On 4 June 1937, a British Klemm Swallow made a pilotless take-off from Lympne and flew for some 35 minutes before crashing into a tree. Its resting place was 200 yards (180 m) from RAF Hawkinge. On 31 July, the Folkestone Trophy was competed for. It was won by Alex Henshaw in a Percival Mew Gull.

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. On 30 July, the Folkestone Trophy race was held. It was won by H Buckingham flying a de Havilland Hornet Moth. 34 Squadron departed Lympne on 12 July, and 21 Squadron departed on 15 August. Lympne was placed under "Care and Maintenance" in October, becoming a Training Command Administration School.

In May 1939, Lympne was transferred to Fighter Command. It was used by the Fleet Air Arm as an outstation for the Air Mechanics School based at HMS Daedalus. On 1 July 1939, Lympne was taken over by the Fleet Air Arm, becoming HMS Buzzard. Aircraft at Buzzard included Blackburn Sharks and Gloster Gladiators. On 5 August, the Folkestone Trophy Race was held. It was won by Andrew Dalrymple flying a Chilton D.W.1A.

The Second World War

In September 1939, the base was renamed HMS Daedalus II, but was transferred back to the RAF in May 1940. Early in the war Lympne was home to Army Co-operation and Bomber squadrons. From 19 to 22 May 1940, 2 Squadron, 16 Squadron, 18 Squadron, 23 Squadron, 53 Squadron and 59 Squadron moved in. Nos 2, 16 and 26 Squadrons were equipped with Westland Lysander aircraft. The Lysanders or 16 Squadron and 26 Squadron were used on black violet missions, in support of the remaining British troops following the Battle of France. Nos 18, 53 and 59 Squadrons were equipped with Bristol Blenheims. The Blenheim squadrons departed Lympne on 21 May after a stay of just two or three days. On 23 May, Lympne became the HQ of 51 Wing. During Operation Dynamo in May 1940, a French Air Force squadron was based at Lympne. It was equipped with Marcel Bloch and Potez fighters. On 3 June, 16 Squadron left Lympne, followed by 2 and 26 Squadrons on 8 June, at which date Lympne ceased to be the HQ of 51 Wing. On 15 August 1940 during the Battle of Britain, Lympne was bombed by Stuka dive-bombers of II Gruppe, StG1. All the hangars were hit and those 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.

Typhoons from 1 Squadron were based at Lympne from March 1942 to February 1944 to counter the thread posed by the Luftwaffe's newly-introduced Focke-Wulf Fw 190s. A runway was extended across Otterpool Lane to accommodate the Typhoons.

In 1941, Lympne was to be the destination for the landing of an aircraft carrying Adolf Hitler in a daring kidnap plot. A man by the name of Kiroff had given information to the British Military Attaché in Sofia, Bulgaria that he was the brother-in-law of Hans Baur, the personal pilot of Hitler. He stated that Baur was planning to defect using Hitler's aircraft, a Focke-Wulf Fw 200, with him on board. The RAF made plans to receive the aircraft at Lympne and 25 March was the date that the defection was expected to occur. Baur did not defect, spending the war as Hitler's personal pilot. A few weeks later, Rudolph Hess defected in Scotland. Also in March 1941, 91 Squadron moved in, equipped with Spitfires. Additional dispersals and fighter pens were built and three new blister hangars were built during 1941.

In May 1942, Whirlwinds of 137 Squadron were detached from RAF Manston. On 30 June 1942, 72 Squadron and 133 Squadron moved in, equipped with Spitfires. Both squadrons departed on 12 July, but 133 Squadron returned on 17 August for five days. On 14 August, Spitfire-equipped 401 (RCAF) Squadron moved in, both in preparation for the Dieppe Raid. On 2 October, 65 Squadron moved in, equipped with Spitfires. The squadron left Lympne on 11 October.

On 15 March 1943, 1 Squadron moved in, equipped with Typhoons. A detachment from 245 Squadron also arrived that month, also equipped with Typhoons. The detachment remained at Lympne until May. In June, the detachment from 137 Squadron ended. In On 18 August, 609 Squadron move in, equipped with Typhoons, staying until 14 December. 609 squadron operated missions in preparation for D-Day, participating in attacks against Doodlebug positions in the Pas de Calais. The squadron included the only German to fly for the RAF, Ken Adam. In December 1943, rocket-equipped Hawker Hurricanes of 137 Squadron were at Lympne for anti-shipping duties.

In January 1944, 609 squadron re-equipped with Typhoons. In 15 February, 1 Squadron departed. On 1 March, 186 Squadron arrived, followed by 130 Squadron on 5 April, which was the day 186 Squadron departed. At some point after 2 April, 137 Squadron departed. On 15 May, 74 Squadron arrived, followed by 127 Squadron the following day. On 1 July, 310 squadron arrived. On 3 July, Lympne became the HQ of 134 (Czech) Wing, that day also saw the departure of 74 Squadron. It was followed by the arrival of 312 Squadron and 313 Squadron on 4 July. These squadrons were all equipped with Spitfires. Also on 4 July, 127 Squadron departed. On 11 July, 310, 313 and 313 Squadrons departed. They were replaced by 1 Squadron, which was now equipped with Spitfires, 41 Squadron, 130 Squadron, and 504 Squadron, also equipped with Spitfires. On 12 July, 504 Squadron departed, being replaced by 165 Squadron. On 10 August, 1 Squadron and 165 Squadron departed. The next day, 130 Squadron returned. On 8 September, 403 Squadron (RCAF) equipped with Spitfire IXs arrived in support of D-Day. On 27 August, Lympne ceased to be the HQ of 134 (Czech) Wing. On 29 September, 350 (Belgian) Squadron arrived, equipped with Spitfire XIVs. They were followed on 12 September by 610 Squadron and 350 Squadron on 29 September. The next day, 130 Squadron departed. In November, a detachment from 567 Squadron arrived. On 3 December, 350 Squadron departed, followed by 610 Squadron the next day and 41 Squadron the day after that. Lympne was then 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) long, but it was noted that serious demolition work would be required and a number of roads would need to be closed.

In March 1945, a detachment from 598 Squadron arrived, departing the following month. This was followed by the arrival 451 Squadron and 453 Squadron on 6 April, equipped with Spitfires. On 2 May, 453 squadron departed, followed by 451 Squadron the following day. The detachment from 567 Squadron departed in June.

Return to civil use

1946-50

On 1 January 1946, RAF Lympne was handed over to the Ministry of Civil Aviation and became a civil airport once more. The Cinque Ports Flying Club re-established itself in facilities left by the RAF, re-opening on 12 July. The club possessed two Tiger Moths and an Auster. The first post-war air races were the Folkestone Trophy and Lympne High Speed Handicap. They were held over the weekend of 31 August and 1 September. The Folkestone Trophy was won by John Grierson flying Supermarine Walrus G-AHFN. The Lympne High Speed Handicap was won by W Humble flying a Hawker Fury I. Charter airline Air Kruise (Kent) Ltd was established at Lympne by Wing Commander Hugh Kennard. In September, it was reported that the company had received the first civilian Miles Messenger aircraft. Air Kruise also operated Dragon Rapides.

On 1 December, Group Captain A Bandit departed Lympne in a Miles Gemini bound for Wondai, Australia. This was the first solo flight to Australia since the end of the war. Bandit reached Truscott Airfield, Western Australia on 6 January 1947, thus completing the first post-war England – Australia flight.

Air races were held at Lympne on 30 and 31 August. Four national records were set (see below).

In July 1948, Silver City Airways started an aerial car ferry service from Lympne to Le Touquet using Bristol Freighter aircraft. At the Lympne Aero Races, Lettice Curtis set a new women's world speed record whilst competing in the High Speed Handicap race flying a Spitfire XI. The Cinque Ports Flying Club folded on 1 October. It was followed by the Kent Coast Flying Club, which was set up by Hugh Kennard. The club 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.

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.

In August 1950, Air Kruise started a scheduled service between Lympne and Le Touquet using Dragon Rapides. This service was operated under an associate airline agreement with British European Airways.

1951-60

In December 1951, Lympne was closed to all aircraft exceeding 8,000 pounds (3,600 kg) due to the runway being waterlogged. Silver City Airways transferred their service to Southend Airport until Lympne reopened in February 1952. Blackbushe Airport was also used whilst Lympne was closed.

On 1 May 1952, a passenger tax was introduced in the United Kingdom. The rate was 5s for passengers arriving from Europe and 7s 6d for those arriving from outside Europe. At the same time, landing fees at Government-owned airports were halved where the aircraft was operating an international flight of less than 115 miles (185 km). Silver City Airways would benefit from this concession. Also in May, it was reported that Air Kruise were extending the Lympne – Le Touquet service to Ramsgate, where Ramsgate Airport was to be re-opened. In July, members of Folkestone Town Council visited the Ministry of Civil Aviation in London to discuss the purchase of Lympne Airport.

In February 1953, Lympne was again waterlogged. Silver City Airways operated out of Southend and Blackbushe. The company stated that they were willing to purchase Lympne, but at the time the decision of Folkestone Town Council was awaited. By May, Folkestone Town Council had decided not to purchase Lympne. Silver City Airways again expressed an interest in purchasing the airport at a reasonable price. In November, it was announced that Air Kruise had been given permission to operate a scheduled service from Lympne and/or Ramsgate to Birmingham. The service was to be seasonal between April and September, with permission to run the service lasing until 1960. Air Kruise moved its operations to Ramsgate Airport in 1953.

In March 1954, Air Kruise applied for permission to operate Dakotas on routes between Lympne an Le Touquet, Calais and Ostend. On 29 April, the Ministry of Transport and Civil Aviation offered Lympne for sale by auction in London. Bidding reached £88,000 but the reserve was £100,000 and the airport was not sold. On 28 August, Silver City Airways trialled a Westland-Sikorsky WS-51 helicopter on cross-Channel flights. Permission had been granted for the use of these aircraft for freight operations. It was intended to introduce them on 1 April 1955.{{clarify|and did they? On 3 October, Silver City Airways operated their last flight out of Lympne. Operations were then transferred to the new Lydd (Ferryfield) Airport, which had opened on 6 July 1954. A total of 33,487 car ferry flights had been made from Lympne since the service started in 1948. As of 1 November, Lympne closed as a public airport, although private flying was allowed as long as no passengers were carried for hire or reward.

In 1955, Air Kruise moved to Lydd (Ferryfield). Lympne 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. Three Dakotas were used initially, later increasing to four. A trial run took place on 21 September. Skyways had bought Lympne from the Ministry of Transport and Civil Aviation.

In January 1957, Skyways ordered a new Decca type 424 radar for installation at Lympne. In summer 1957, a service was started between Lympne and Vichy, the first service between the UK and Vichy since Hillman's Airways before the war. This was part of Skyways London – Lympne – Lyons – Nice route. Valence was also served by air.

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. In December, it was announced that an experimental scheme to allow British and Irish subjects to make day-trips abroad without needing a passport was to be introduced on a limited number of routes, including Lympne – Beauvais. An identity card would be issued in lieu of a passport. The experiment was to run from Easter to the end of September 1959.

On 15 March 1959, RAF Detling closed. The land was sold back to its pre-war tenants, who did not wish for any flying to take place. As a consequence, Kent Gliding Club relocated temporarily to Lympne. 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. In autumn 1960, Lympne was closed for a few days due to waterlogging of the runway.

1961-70

On 3 May 1961, Skyways signed a contract for the purchase of three Avro 748s at a cost of £750,000. 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, including 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.

On 15 March, a bomb disposal officer was killed at Lympne when the pipe mine he was attempting to make safe exploded. The Army temporarily suspended their bomb disposal operations as a result. Skyways Dakotas were supplemented with an Avro 748 from 17 April 1962, when 748 G-ARMV operated its first revenue-earning flight. In July, it was reported that Skyways had extended the passenger terminal at Lympne. In November, Skyways was taken over by Euravia. Skyways Coach-Air continued as a separate company.

In 1963, three 748s were in service, and two of Skyways Coach-Air's Dakotas were converted to freighters. During the winter of 1962–63, the 748s continued to operate a normal service out of Lympne.

In October 1964, Skyways Coach-Air moved out of its London offices. All operations were now at Lympne. A sales office was retained in London. 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.

In March 1965, it was notified that 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 route between Hythe and Ambleteuse. Non-radio aircraft were advised to call at Lympne before crossing. On 11 July, one of Skyways Coach Air's Avro 748s crashed on landing at Lympne (see below).

Following the 1965 accident, which had been caused by the nose-wheel of the aircraft digging into soft ground, a 4,500 feet (1,400 m) concrete runway was constructed. It was reported in January 1968 that planning permission had been granted. The new runway came into use on 11 April 1968. Skyways Coach-Air leased an Avro 748 from LIAT for two years in 1968 to replace the aircraft lost in the 1965 accident.

A new terminal building opened in June 1969. Sheila Scott performed the ceremony, arriving in her record-breaking Piper Comanche G-ATOY Myth Too. On 10 June, the airport was renamed Ashford Airport, identifying the airport with the nearby town of Ashford, which was scheduled for rapid growth. To mark the occasion, a plaque was unveiled by Leader of the Opposition Edward Heath.

1971-84

In 1970, a financial crisis at Skyways Coach-Air resulted in a management buy-out in 1971. Under the name Skyways International, services were operated from Lympne to Beauvais, Clermont-Ferrand and Montpellier.

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 February 1972 and operations continued under the title "Dan-Air Skyways".

In October 1974, commercial activities ceased at Lympne, and Business Air Travel, Dan Air and Skyfotos left.

In 1982, the airfield was in use by the Ashford Parachute Centre. A Super Cub was in residence in July 1983 and the Eagle Parachute School used Lympne before leaving for Headcorn. In 1983, Luscombe Aircraft was based at Lympne, where the Luscombe Rattler was produced. The Rattler was a military version of the Luscombe Vitality. The Cinque Ports Flying Club moved to Lydd in 1984.

Light Aircraft Trials

Main article: Lympne light aircraft trials

In 1923, 1924 and 1926, Light Aviation Trials were held at Lympne, sponsored by the Daily Mail. The 1923 competition was held on 28 October. It 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.

Air racing

Pre-war air races

Air racing at Lympne began in 1923. On 25 June 1923, the Grosvenor Cup was held at Lympne. There were ten entrants, of which nine competed. The cup was competed for over a course that started and finished at Lympne. The route being Lympne – Croydon – Birmingham – Bristol – Croydon – Lympne, a total distance of 404 miles (650 km). The race was won by Walter Longton, with Fred Raynham second and Bert Hinkler third. Major Foot was killed when his aircraft crashed at Chertsey, Surrey on the Bristol – Croydon leg. The cause of the accident was the structural failure of the port wing. Lympne was a checkpoint during the 1928 King's Cup Race. Two local newspapers, the Folkestone Herald and Kent Evening Echo offered a cup to the fastest private pilot on the leg from Southampton to Lympne. It was won by Sqn Ldr H Probyn in a Westland Widgeon, who beat Norman Jones in a de Havilland DH.60 Moth by four seconds.

Competitors

Registration	Type	Pilot	Engine	Notes
G-EADA	Avro 504K	Harold Hamersley	100 horsepower (75 kW) Bristol Lucifer	Finished 4th
G-EAGP	Sopwith Gnu	Walter Longton	110 horsepower (82 kW) Le Rhône	Winner
G-EAUM	Avro Baby	Bert Hinkler	35 horsepower (26 kW) Green	Finished in 3rd place
G-EBCA	RAF SE5a	E D Whitehead Reid	80 horsepower (60 kW) Renault	Retired at Birmingham
	Avro 504K	H H Perry	100 horsepower (75 kW) Bristol Lucifer	Finished 5th
	Avro 504K	Fred Raynham	130 horsepower (97 kW) Clerget	Finished 2nd
	Boulton & Paul P.9	F L Robinson	90 horsepower (67 kW) RAF	Retired at Bristol
	Bristol Taxiplane	C F Uwins	100 horsepower (75 kW) Bristol Lucifer	Retired at Bristol
	Bristol Monoplane	E L Foot	100 horsepower (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. 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. This was won by Andrew Dalrymple in Chilton D.W.1 G-AFSV.

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 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 were a Vampire (flown by Geoffrey de Havilland), Hornet (Geoffrey Pike), Fury (William Humble) and Seafang (Guy Morgan). The race was won by the Fury flown by Humble. 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. 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.

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

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 Charles Douglas Barnard and R F Little, with Mary Russell, Duchess of Bedford as passenger, left Lympne for Maitland Airport, Cape Town, which was reached in a record 100 hours. In 1931, C.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. The aircraft crashed in the Sahara next day and although Lancaster survived, he died eight days later when his water ran out. On 2 November 1934, Owen Cathcart Jones and Ken Waller landed at Lympne in de Havilland Comet G-ACSR after a record breaking flight from Australia to the United Kingdom. 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.

In 1947, four national records were set at the Lympne Air Races.

Distance	Class	Speed	Set by	Aircraft
100 km closed-circuit	Aircraft of any power	496.88 miles per hour (799.65 km/h)	John Cunningham	De Havilland Vampire
100 km closed-circuit	Aircraft fitted with an engine between 6.5 and 9 litres	178.33 miles per hour (286.99 km/h)	Pat Fillingham	De Havilland T.K.2
100 km closed-circuit	Aircraft fitted with an engine between 4 and 6.5 litres	178.33 miles per hour (286.99 km/h)	Pat Fillingham	De Havilland T.K.2
100 km closed-circuit	Aircraft fitted with an engine between 2 and 4 litres	123.72 miles per hour (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 miles (73.63 km). The 8 feet 6 inches (2.59 m) wingspan aircraft had taken off from Lympne and flown by radio control from cars to Sidcup.

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. 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. 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. The Cinque Ports Flying Club restarted after the war, but folded on 1 October 1948.

Silver City Airways

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. The air ferry was the idea of Griffith J Powell, who wanted to holiday in France but did not like the ferry. Bristol lent an aircraft for an experiment on 7 July 1948. The first car was Powell's Armstrong Siddeley 16 which was carried by G-AGVC.The Bristol Freighter Mk.21 could carry two cars. Although only 170 cars were carried in 1948, experience was gained.

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. During 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. In that year, a London driver offered a London-Paris taxi service. 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.

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. Six Bristol Freighter Mk.32s were introduced in March 1953 at a cost of £540,000. 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). On 3 October 1954, the last Silver City flight to Le Touquet was operated by Bristol Freighter G-AIFV. 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.

Accidents and incidents

• On 29 March 1920, Nieuport Delage 30T F-CGTI of Compagnie Générale Transaérienne crashed at Lympne.
• 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.
• 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.
• On 24 April 1923, Fokker F.III H-NABS of KLM departed Lympne for Rotterdam and Amsterdam. The aircraft was not heard of again. It was presumed to have crashed into the sea, killing the pilot and both passengers.
• On 7 May 1923, Farman F.63bis Goliath F-AEGP Flandre was involved in an accident at Lympne.
• 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.
• On 18 August 1926, Blériot 155 F-AIEB Wilbur Wright of Air Union crashed 2 miles (3.2 km) south of Lympne, killing both crew and two passengers.
• On 17 January 1931, Breguet 280T F-AIVU of Air Union crashed whilst attempting to land at Lympne. The aircraft caught the boundary fence and crashed onto the airfield, damaging the forward fuselage and undercarriage. Of the eight people on board, one of the crew was injured.
• 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.
• On 12 March 1938, ST25 Monospar G-AEJV crashed near Lympne when both engines cut out. Pilot Bill Davis, managing director of the Cinque Ports Flying Club, was among the four people killed.
• On 1 June 1938, Fokker F.VIIb/3m OO-AIL of SABENA crashed into the grounds of Sellindge Methodist Church whilst attempting to land at Lympne during a thunderstorm.
• 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.
• On 23 May 1940, B.O.A.Cs Armstrong Whitworth Ensign G-ADTA Euryalus crash-landed at Lympne and was damaged. The aircraft was one of six that escaped after a Luftwaffe raid on Merville Airfield, France. The intended destination was Croydon. Approaching the English coast, first she lost her port inner engine and the pilot set course for Hawkinge. A short time later her starboard inner engine also had to be shut down. The pilot changed course for Lympne. On landing, the starboard undercarriage was not fully down, causing the wing to scrape the ground and the aircraft to go through a fence as no braking as attempted. Euryalus was flown to RAF Hamble in June, but it was decided to cannibalise her to repair G-ADSU Euterpe which had been damaged in an accident at Bonnington on 15 December 1939. Euryalus was officially written off on 15 November 1941 and scrapped in September 1942.
• On 11 January 1947, a Douglas DC-3 G-AGJX of British Overseas Airways Corporation crashed at Stowting. Six people were killed and ten injured. The aircraft was attempting to reach Lympne when it ran out of fuel, having aborted an attempt to land at Bordeaux Airport and other French airfields being closed due to fog. The aircraft was operating an international scheduled passenger flight with a final destination in West Africa
• 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.
• On 30 June 1950, DH.89 Dragon Rapide G-AKME caught fire whilst being refuelled and was burnt out.
• On 1 May 1961, DH.89 Dragon Rapide G-AGOJ was damaged beyond economic repair in a landing accident at Lympne.
• On 11 July 1965. Avro 748 G-ARMV of Skyways Coach-Air arriving from Beauvais 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.

Sources

• Collyer, David G (1992). Lympne Airport in old photographs. Stroud: Alan Sutton Publishing Ltd. ISBN 0-7509-0169-1. {{cite book}}: Cite has empty unknown parameter: |month= (help); Invalid |ref=harv (help)
• 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. {{cite book}}: Cite has empty unknown parameter: |coauthors= (help); Invalid |ref=harv (help)
• Gunston, Bill (1976). "de Havilland Airco D.H.4.". Combat Aircraft (Salamander ed.). Hamlyn. p. 56. ISBN 060033144X. 160 hp BHP (Beardmore-Halford-Pullinger) engine, {{cite book}}: More than one of |pages= and |page= specified (help)
• Lee, David W. (2010). Action Stations Revisited, Volume 3 South East England. Crecy Publishing Ltd. ISBN 9 780859 791106. {{cite book}}: Invalid |ref=harv (help)
• Warlow, Ben (2000). Shore Establishments of the Royal Navy. Liskeard, Cornwall: Maritime Books. ISBN 0 907771 73 4. {{cite book}}: Invalid |ref=harv (help)
• Woodley, Charles (1992). Golden Age – British Civil Aviation 1945 – 1965. Shrewsbury: Airlife. ISBN 1 85310 259 8. {{cite book}}: Invalid |ref=harv (help)

External links

• Aerial photo of Lympne Airport after closure
• Kent County Council – Exploring Kent's Past – Lympne Airfield