Lympne Airport

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Ashford-Lympne Airport[1] Lympne
IATA: LYM – ICAO: EGMK
Summary
Airport type		Closed
Location		Lympne
Elevation AMSL		351 ft / 107 m
Coordinates		51°05′N 1°01′E / 51.083°N 1.017°E / 51.083; 1.017Coordinates: 51°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 (Lympne pronounced 'lim') was a military and later civil airfield at Lympne, Kent which was in operation 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 WWII. The site is now an industrial estate.

Contents 1 History 1.1 Civil operations 1.2 Air racing 1.3 Record breakers 1.4 Cinque Ports Flying Club 1.5 The Second World War 1.6 Post-war air races 1.7 Return to civil use 2 Accidents and incidents 3 References 4 External links

[edit] History

Lympne was established in March 1916 as an Emergency Landing Ground for RFC home defence fighters that were operating in the defence of London against Zeppelins and Gothas. In January 1917, it was designated No.8 Aircraft Acceptance Park for the delivery of aircraft to, and reception from, France. The Advanced Air Firing School was based at Lympne at this time. A spur line connected with Westenhanger railway station which allowed the delivery of aircraft for final assembly at Lympne. Three pairs of permanent hangars were erected to enable the assembly of aircraft. In 1918, Lympne was designated a First Class Landing Ground and was 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]

[edit] Civil operations

In August 1920, Air Transport & Travel Ltd 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 single seater aircraft with a maximum engine capacity of 750cc. This increased to 1,500cc for the 1924 and 1926 competitions, with two seater aircraft being allowed. Aircraft that entered production as a resulty of the Light Aviation Trials include the Avro Avian, Blackburn Bluebird and Westland Widgeon, although these aircraft had larger capacity 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 designated Customs clearance point, there was no permanent Customs Officer based there. A telephone call to Folkestone Harbour was needed when an aircraft needed to clear customs. Lympne was used by aircraft of Imperial Airways as a refuelling point. Their first stop in France was St Inglevert. When an aircraft departed Lympne for St Inglevert, the destination airfield was advised, and if notification of arrival was not received within two hours, the Coastguard was informed. Communication was by means of Carmichael Microway UHF transmitters at each airfield. In 1924, Armstrong Whitworth Argosy aircraft were operating cross-channel services for Imperial Airways, being replaced in 1933 by HP.42s. In 1927, a Fokker F.VII of SABENA was used to fly newspapers in to Lympne. This service had started as early as 1923 when a Farman Goliath of Air Union was used. In 1938, the International Air Rally was held at Lympne. One aircraft exhibited was a 1912 Caudron Trainer.^[4]

[edit] Air racing

Air racing at Lympne began in 1923. The Light Aircraft Trials included a speed section which was flown 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 outbreak of hostilities in the Second World War was the Folkestone Aero Trophy held at Lympne on 5 August 1939.^[5] This race was won by Andrew Dalrymple in Chilton DW1 G-AFSV.^[6]

Races held at Lympne:-^[5]

• 1923 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
• 1929 King's Cup Race (checkpoint)
• 1930 Kings 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

[edit] Record breakers

Lympne was the start and finish point for a number of record attempts. Wing Commander E R Manning left Lympne 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 a passenger departed Lympne for Maitland Airport, Cape Town, which was reached in a record time of 100 hours. In 1931, Charles W A Scott set a new UK _ Australia record in DH.60 G-ABHY. On the return journey, 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 A24 Mailplane left Lympne en route for Karachi from Squires Gate. Karachi was reached in less than six days. On 14 November 1932, Amy Johnson left Lympne bound for Cape Town in DH.80a Puss Moth G-ACAB. She beat her husband's time by 10 hours, 28 minutes, setting a new UK - South Africa record. On the return journey, she set a new South Africa - UK record. On 11 April 1933, William Newton Lancaster departed Lympne in Avro Avian V G-ABLK Southern Cross Minor in an attempt to beat Amy Johnson's UK - South Africa record.^[7] The aircraft crashed in the Sahara the next day and although Lancaster survived the crash, he eventually 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. A new Australia - UK record was set. On 24 October 1937, Jean Batten flew into Lympne in Percival Gull Six G-ADPR having set a new solo Australia - UK record and new female Australia - UK record.^[7]

[edit] Cinque Ports Flying Club

Club flying started at Lympne in November 1927 with the formation of the East Kent Flying Club. Although membership reached 220 by 1931, the club was struggling financially. On 1 January 1932 the club became part of Brooklands Aviation Ltd and was renamed the Cinque Ports Flying Club.^[9] Lympne was visited by many of the aviation personalities of the day. Ken Waller learnt to fly at Lympne and later became well known as an long distance and air race pilot. W E Davis was the secretary/manager of the Cinque Ports Flying Club from 1932 until his death in 1938. His wife Ann took over the position in the eighteen months leading up 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 whilst visiting Shorncliffe Barracks.^[10] From 1938, the Club participated in the Civil Air Guard training programme, giving subsidised flying lessons to pupils. The Currie Wot was designed and built at Lympne.^[9]

[edit] The Second World War

On 1 July 1939, Lympne was requisitioned by the Fleet Air Arm as HMS Buzzard. Aircraft based at Buzzard included Blackburn Sharks and Gloster Gladiators. Early in the war Lympne was home to several Army Co-operation and Bomber squadrons. On 15 August 1940, Lympne was heavily bombed by Stukas of II/StG1 and severely damaged. All the hangars were hit, and all aircraft belonging to the Cinque Ports Flying Club that had not been evacuated to Sywell were destroyed in the fire that followed. 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 and later in the war Typhoons based at Lympne were used in attacks against Doodlebug launch positions in the Pas de Calais. Between May 1942 and June 1943 Westland Whirlwinds of 137 Squadron were detached from RAF Manston. In December 1943, rocket equipped Hawker Hurricanes of 137 Squadron were based at Lympne for anti shipping duties. The were replaced by Typhoons in January 1944. The operation of Typhoons from Lympne required an extension of the runway across Otterpool Lane. On 8 September 1944 403 Squadron (RCAF) equipped with Spitfire IXs arrived in support of the preparations of the D-Day landings.^[11]

[edit] Post-war air races

With the resumption of civil flying at Lympne 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 race was won by the Fury. John Cunningham competed in the 1947 High Speed Handicap in Vampire F1 VZ332, coming sixth. The winner of the race that year received the Hythe Aero Trophy and a cheque for £100. The 1948 High Speed Handicap Race was won by Flt Lt J Colquhoun in a two-seat Spitfire. The course of this race was Capel Airship Hangar, Folkestone Pier and Hythe Gas Holder. In 1950, several 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

[edit] Return to civil use

Civil flying resumed at Lympne in 1946. The Cinque Ports Flying Club re-established itself using facilities left by the RAF. The first post-war Air Race meeting was held in August 1946. The Cinque Ports Flying Club folded in 1948, and was followed by the Kent Coast Flying Club, which had a Miles Magister G-AKJX. The Kent Gliding Club took up residence, and Skyfotos also made Lympne their base. Skyfotos were in the aerial photography business. Aircraft operated by Skyfotos include Auster Autocrat G-AIZZ and Piper Pa-22 Caribbean G-AREN.^[13]

Silver City Airways moved to Lympne in 1948, operating Bristol Freighter Mk21 aircraft. An aerial car ferry service to Le Touquet started on 13 July 1948. ^[14] The air ferry system was the idea of Griffith J Powell, who wanted to holiday in France but didn't like the hassle of the ferry. Bristol were persuaded to lend an aircraft for the experiment on 7 July 1948. The first car carried was Powell's^[15] Armstrong Siddeley 16 which was carried by G-AGVC.^[14] At Le Touquet, an enquiry was made as to whether or not the aircraft could carry a Bentley. The car was loaded into the aircraft, and Silver City had their first fare-paying passenger.^[15]

The Bristol Freighter Mk21 could carry two cars.^[16] Although only 170 cars were carried in 1948, valuable experience was gained in the operation. In 1949, two aircraft were used, carrying 2,700 cars between Lympne and Le Touquet. By 1950, the figures had risen to 3,850 cars, plus 1,000 motorcycles and other vehicles. Passengers totalled 15,000.^[17] In that year, one enterprising London taxi driver used the service to offer a London - Paris taxi service.^[18] Silver City Airways estimated that nearly 7,000 cars would be carried in 1953, but this figure was reached in 1951. The fleet of three aircraft had to be doubled to six in order to cope. Over 13,000 vehicles were carried, with 42 return flights daily being made at peak times. The flight time between Lympne and Le Touquet was eighteen minutes.^[17]

In February 1953, Lympne was waterlogged, and services were temporarily transferred to Southend. In September, waterlogging again caused the temporary cessation of air ferry operations, which were transferred to RAF West Malling.^[18] Six^[19] Bristol Freighter Mk32s were introduced in March 1953^[14] at at cost of £540,000.^[19] These aircraft could carry three cars. A service to Ostend was started with the introduction of these aircraft. Skyways remained at Lympne until October 1954, when they moved their operations 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 for their operations. Although they had campaigned for improvements to the runway, and were Lympne's biggest customer, the Ministy of Civil Aviation who owned Lympne at the time, refused to act. Silver City announced their intention to build a new airport suitable for their needs at Lydd.^[18] Another airline that based itself at Lympne in 1948 was Air Kruise (Kent) Ltd (later Trans Channel Air Services Ltd), which operated Dragon Rapides until they 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 between London and Paris. Passengers were taken by coach from Victoria Coach Station to Lympne, flown to Le Touquet and then taken by coach to Paris. The capacity of the aircraft and coaches was matched at 36 passengers. Passengers returning to the UK were able to order their duty-free goods at Paris. The orders were telephoned to Beauvais and made up for distribution by the cabin crew on the flight back to Lympne. The off-peak fare was £7 14s 0d and 47,000 passengers were carried in the first year of services. Four^[18] Dakotas were used initially.^[14] In the summer of 1957, a new service was started between Lympne and Vichy. The first serice between the UK and Vichy since Hillman Airways served the airport before the war. In May 1958, a new route to Nice via Lyon was introduced. A temporary service to Brussels via Antwerp was 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 the accident to on of the 748s, a new 4,400 feet (1,300 m) concrete runway was constructed in the winter of 1966-67. A HS748 was leased in from LIAT for the 1968 and 1969 seasons. In 1970, a financial crisis at Skyways Coach-Air resulted in a management buy-out in 1971.^[14]

The 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 new terminal building was opened in June 1969. Sheila Scott performed the opening 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. In October 1974, commercial activities ceased at Lympne, and Business Air Travel, the Cinque Ports Flying Club, Dan Air and Skyfotos vacated Lympne. A Super Cub was in residence in July 1983 and the Eagle Parachute School used Lympne for a while before leaving for Headcorn.^[13]

[edit] 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 rerpair.^[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]

[edit] References

[edit] External links

Aerial photo of Lympne Airport after closure