Lympne
LYMPNE: Military aerodrome and later regional airport (Also known as ASHFORD, ASHFORD AIRPORT* and probably HYTHE?) In 1919 designated as a Customs approved international Air Port along with HOUNSLOW HEATH and CRICKLEWOOD in LONDON, DOVER also in KENT and HADLEIGH in SUFFOLK
Military users: WW1: RFC/RAF School aerodrome 1915 to 1917 (Actually a military school?)
Ferry and Transit Station for aeroplanes to and from Belgium and France 1917 to 1919
Aircraft Acceptance Park 1917 to 1921 when it became a civil airport/aerodrome
It also appears that 18 Sqdn, (perhaps 120 Sqdn too?) were operating air-mail flights from here, (and HAWKINGE too was used probably by 120 Sqdn), to Cologne using DH.4s from December 1918
The first picture was kindly sent by Neill Bruce, (The Vivian Wigg Collection / neillb@brucephoto.co.uk) and shows the 601 Squadron summer camp. So presumably the aircraft are mostly Airco DH.9s? The second picture is from: The John Stroud Collection. The third picture (2017) was obtained from Google Earth ©. The site map was kindly provided by Mr Michael T Holder.
WW2: Fleet Air Arm (HMS Buzzard)
RAF Fighter Command 11 Group
1 Sqdn (Hawker Typhoons)
74, 130 (Punjab), 133 (Eagle), 186 & 401 (RCAF) Sqdns (Vickers-Supermarine Spitfires)
Operated by: (1962 to 1971) Skyways Coach Air Ltd
British airline users: Pre 1940: D.H. Aircraft Co
Post 1945: East Anglian Flying Services, Silver City, Skyways, Skyways Coach-Air, Skyways International
Foreign airline users: Pre 1940: Cie Air Union, SABENA
Charter/air taxi: Pre 1940: DH Aeroplane Hire Co
Post 1945: Airborne Taxi Services, Air Kruise, British Nederland Air Services, Business Air Travel
Air cargo: Pre 1939: North Sea Aerial & General Transport
Post 1945: Air Freight, Skyways Cargo Airline
Flying school: Pre 1940: Cinque Ports Flying Club
Post 1945: Cinque Ports Flying Club
Ariel photography: Post 1945: Skyfotos
Maintenance: 1970s: Dan-Air Engineering.
Note: This facility also included light aircraft maintenance.
Pleasure flights: Post 1945: Air Kruise
Location: S of A20, W of B2068, NW of Lympe village, 2nm W of Hythe
Period of operation: Military: 1915 to 1921. Civil: 1921 to 1939 Military: 1939 to 1947
Civil: 1947 to 1974 (as a licensed aerodrome).
Still listed as operational for private flying in 1985 - however, please see 'Comments' at the end of this article.
Note: This map is reproduced with the kind permission of Pooleys Flight Equipment. Copyright Robert Pooley 2014.
Runways: 1933: Max landing run 896 grass
WW2: NW/SE 1280 grass NNE/SSW 823 grass NNW/SSE 914 grass
1959: 15/33 1250 grass
1965: 16/34 1253x152 grass 02/20 1088x122 grass
In the winter of 1967/8 a hard runway was constructed, opening in April 1968: It appears the decision to lay a hard runway at LYMPNE was hastened by several accidents occurring to Avro 748s operating from grass runways, one at LYMPNE and two at PORTSMOUTH. It is said this also affected the decision to lay a hard runway at DUNDEE, (RIVERSIDE PARK). The first aircraft to use the new concrete runway, (apparently quite quickly recovered with tarmac by 1970/71), during Easter 1968 was the Skyways HS 748 G-ARMW.
This runway was: 16/34 1350x46 (Turning circles at both ends).
It appears that this 'hard' concrete runway was sub-standard and cracks soon started to appear. Hence the 'sticking plaster' tarmac remedy.
A MIKE CHARLTON GALLERY
These pictures from postcards were kindly sent by Mike Charlton who has an amazing collection. See, www.aviationpostcard.co.uk
First picture: Obviously a major meeting, and clearly pre-WW2. Can anybody kindly offer advice as to when this might have been? Perhaps the visitors to one of the 'Lympne Trials'?
Second picture: I strongly suspect that this picture was taken circa 1920? Here again, advice is most welcome.
Third picture: It appears that the de Havilland DH60 Moth G-EBNN, viewed flying over LYMPNE, was registered to the Cinque Ports Flying Club from November 1928 and crashed here on the 27th March 1929.
Fourth picture. I wonder when this picture was taken? In the foreground is clearly a visual light beacon, in effect a 'lighthouse' for pilots. Something that continued for many years, and perhaps still does? I can clearly remember one at WYCOMBE AIR PARK when I was learning to fly.
Fifth picture: This postcard was postmarked the 29th July 1959.
Sixth picture: Note the Bristol 170 Freighter in the foreground. Could this be an Air Kruise example? Before Silver City got going?
Seventh picture: This postcard is postmarked 30th June 1957. Like so many Dakotas G-AGYZ had a long and varied history. It was originally registered to Railway Air Services from the 6th February 1946 until the 1st February 1947. After Railway Air Services was merged into BEA (British European Airways) it served with them from the 18th March 1947 until the 26th March 1954. It then went to Eagle Aircraft Services for just over a month, the 29th March to the 3rd May 1954 until passing to Airwork from the 14th May 1954 until the 8th of March 1957.
But here comes the interesting aspect, if you are an 'anorak' which I'm trying hard to aspire to. And of course, a picture is, as they say, worth a thousand words.
Eighth picture: Clock the classic coach, and is that an Army Auster AOP.9?
Nineth picture: What a fabulous view. Captioned as "Lympne Country Club, Lympne Airport". I suspect this was taken in around 1948 or 1949? Note the Bristol 170 Freighter which looks to me a Silver City example? Possibly taken at the outset of the car ferry operations?
Eleventh picture: Another cracking aerial scene, taken between 1962 and 1971. Skyways Coach-Air were the launch customer for the Avro 747 Series 1 and ordered three, the first entering service in April 1962. Soon after, when Avro became part of the Hawker-Siddeley Group, the type was re-branded the HS.748 and Skyways ordered another two.
Note the generous public viewing area and large kiddies playing ground. And indeed, the Piper PA-24 Comanche parked very close to the 748.
Twelth picture: I think this is of special interest. The Skyways coach delivering the passengers on the apron, right next to their airliner.
NOTES: It appears another aerodrome very near to LYMPNE, (1 mile from Westhanger railway station), was under construction in 1915 but abandoned due to drainage problems.
In the early 1920s the D.H. Aircraft Co operated regular services to Ostende.
In 1920 the North Sea Aerial & General Transport commenced a freight service from LEEDS, (ROUNDHAY PARK perhaps?), via LYMPNE to Amsterdam. Yet another pioneering idea which failed. But why did they think that a freight service via LYMPNE of all places, and in those days especially, might have succeeded? I suspect it was an idea ahead of it’s time and a direct service across the perilous North Sea could possibly have succeeded if they’d perfected flying in IFR or nigh on IFR conditions. But surely pilots with those skills did exist, flying long anti-submarine duties over the North Sea earlier in WW1? Albiet with flying-boat types.
The main problem from an operational apect being that all the five UK Customs Approved Air Ports for international flights, (HOUNSLOW HEATH, CRICKLEWOOD, HADLEIGH, DOVER & LYMPNE), were situated in the South-East of England in those early years. So direct flights weren’t an option anyway. This said I have failed to find any proof that HADLEIGH in SUFFOLK did become an airport, or even airfield for that matter.
THE LIGHT AIRCRAFT TRIALS
Site of the famous and often referred to as hugely successful Daily Mail sponsored ‘Light Aircraft Trials’ which started in 1923 and organised by the Royal Aero Club and taking place each year until 1926.
Here yet again the history seems to have got somewhat mangled? For example in his book British Built Aircraft Vol.3 Ron Smith states the 1923 event was for motor gliders! He is spot on but today we would probably say the 1923 ‘Lympne Trials’ were for single seat ultralight types, definitely NOT motor gliders! The 1924 competition was for lightweight low power two-seaters, and the 1926 ‘Trials’ encompassed a far greater range of what we today would consider ‘standard’ GA types. Just to confuse matters there are many mentions to be found of the 1925 trials - which it appears did not take place.
These trials certainly created a lot of interest and many major manufacturers took part as well as aero clubs and private individuals. Today these trials are criticised for not producing a type that went into full production which I suppose is justified only when seen in retrospect? What they were trying to achieve, surely (?), was a machine that would appeal to a mass market in much the same manner as many car and motorbike manufacturers were aiming for. It must be remembered that, as on the roads, the air was mostly open and mostly free of regulation and restrictions.
As with politicians in the 21st century, (not much changes over time), most of the people involved came from the ‘well-off’ sector of society and probably had no idea how the majority of people struggle to simply balance income against expenses and commitments such as mortgages etc. For example some say that in 1930 the price of a new de Havilland DH.60 Moth was £650, but the average UK house price was, the south east of England - £590?
Any sort of general credit scheme such as we have today in abundance was not an option. But, surely they were correct in anticipating such possible developments, (look at car ownership today), although still way ahead of their time? As history has shown the concept of nearly ‘everyman’ being able to afford to fly freely will probably remain an unachievable ideal and in fact pretty much impractical.
Instead the far better ‘mass transit’ system eventually took place, provided by airlines offering, by and large, an incredibly cheap and mostly reliable way to fly to a vast variety of destinations around the world. But, their concept did arrive eventually although to a much smaller pool of people, and, I think it is very important to separate ease of travel from the urge to fly. The vast majority of people have no desire to become pilots, (or have much interest in becoming accomplished car drivers either), the people with a passion for flight as an end in itself are mostly to be found flying machines such as hang-gliders and microlight aircraft.
THE 1923 TRIALS
The dates of the 1923 competition were the 8th to 13th October. For many it appeared a lot was riding on the results? For example the Gnosspelius Gull G-EBGN was assembled here and first flown on the 26th May. Could it be inferred by this that being based at LYMPNE was already the place to be? If designing ultralight aircraft of course.
Perhaps of historical interest is the fact that some of the participating aircraft did not need to be registered, having just a ‘competitor’ number assigned. Such as the Avro 560 ‘6’ in the 1923 trials and the Beardmore Wee Bee ‘4’ in 1924, but later registered as G-EBJJ for the Royal Aero Club 1924 Competition. It does seem, that for clarity all aircraft entering the ‘Trials’ had to have a competition number painted in a prominent position.
Note: This is a picture I took of a photograph which is displayed in the Science Museum, London. I think I can be quite confident that the picture was taken here during the 1923 trials. The official with an arm-band and the number '4' on the petrol can seems adequate proof?
After quite a lot of research I do believe the lists of aircraft entered for the three competitions or ‘Trials’ should be correct?
Aircraft entered for the first 1923 trials were:
Entry No: Registration Type
No.1 N/A Avro 558
Note: Probably did not attend?
No.2 G-EBGN Gnosspelius Gull
No.3 G-EBNV English Electric Wren
No.4 N/A English Electric Wren
No.5 N/A Avro 558
No.6 N/A Avro 560
No.7 G-EBHU Gloucestershire G.14 Gannet
Note: A ‘one-off’ design?
No.8 G-EBHX DH.53 Humming Bird
No.9 G-EBKM Parnall Pixie I
No.10 G-EBHN Vickers 89 Viget
Note: A ‘one-off’ design?
No.11 G-EBHW Avro 558
No.12 G-EBHZ DH.53 Humming Bird
No.13 N/A Handasyde Monoplane
Note: A ‘one-off’ design?
No.14 G-EBHS RAE Hurricane
Note: This was built by the Royal Aircraft Establishment Aero Club at FARNBOROUGH
No.15 N/A Peyret Monoplane
No.16 O-BAFH Poncelot Vivette Monoplane
No.17 G-EBIL ANEC I
No.18 G-EBHR ANEC I
No.19 N/A Gnosspelius Gull
No.20 N/A Kingwell Tandem Monoplane
Note: Did not attend
No.21 O-BAFG Poncelot Castar Monoplane
No.22 N/A Peyret Monoplane
Note: Whilst attempting an altitude record the pilot Alexis Maneyrol was killed when a lift strut failed.
No.23 J7233 Sayers-Handley Page H.P.22
No.24 G-EBKN Parnall Pixie II
No.25 N/A Sayers-Handley Page H.P.22
No.26 J7265 Sayers-Handley Page H.P.22
No.27 G-EBHQ Salmon Tandem Monoplane
Note: Did not attend?
No.28 N/A Falcon Monoplane
Note: Did not attend?
There was, unlike the later two competitions, no overall winner of the 1923 trials. Instead aircraft competed for a variety of prizes given specifically for individual achievements, such as:
1) The English Electric Wren and Parnall Pixie achieved a fuel economy of 87.5mpg
2) The ANEC monoplane climbed to 14,400ft
3) The Avro 558 biplane climbed to 13,850ft
4) The Avro 560 monoplane flown by Bert Hinkler flew a distance of more than 1,000 miles at 63.3mpg. The history of Bert Hinkler is well worth looking into and highly recommended.
THE 1924 TRIALS
Here again disagreement occurs as to when these were held. Some say just on two days, the 27th and 28th September. Others reckon the ‘Trials’ extended from the 27th September to the 4th October and I’d now say the latter dates are more likely.
Aircraft entered for the 1924 trials were:
Entry No: Registration Type
No.1 G-EBJK Bristol 91 Brownie
Note: Some experts reckon Bristol entered three of their Brownie types but it now seems it was only two.
No.2 G-EBJL Bristol 91 Brownie
No.3 G-EBKC Cranwell CLA.2
Note: Built by the RAF CRANWELL Light Aero Club and designed by Nick Comper of later Comper Swift fame.
No.4 G-EBJJ Beardmore W.B.XXIV Wee Bee I
No.5 G-EBIY Westland Woodpigeon
Note: Did not attend?
No.6 G-EBJV Westland Woodpigeon
No.7 G-EBJO ANEC II
Note: Engine problems, it appears, prevented it from competing.
No.8 G-EBJU Short S.4 Satellite
No.9 G-EBJP Supermarine Sparrow
No.10 G-EBKP Avro 562 Avis
Note: The reason why G-EBKP had two entry numbers (No.11 also) was because it was entered with a choice of engines!
No.12 G-EBKD Blackburn L.1 Bluebird
Note: Did not attend?
No.13 Void: Superstition is a powerful entity.
No.14 G-EBMB Hawker Cygnet I
No.15 G-EBJH Hawker Cygnet II
No.16 G-EBJF Vickers 98 Vagabond
No.17 G-EBJG Parnall Pixie IIIa Monoplane
Note: Also entered as No.18 in both a monoplane and Parnall Pixie IIIa Biplane biplane versions
No.19 G-EBKK Parnall Pixie IIIa Biplane
Some experts reckon other entrants included the Parnall Pixie II and Westland Widgeon I ?
First prize in 1924 went to the Beardmore W.B.XXIV Wee Bee I G-EBJJ.
THE 1926 TRIALS
These took place from the 10th to 12th September. In some respects it is quite difficult to try and understand exactly what this competition set out to achieve. Although most of the entrants were of the cheap and basic type, a couple of popular and well established ‘mainstream’ types were also allowed to compete – the DH Moth and Avro Avian. Why? It’s perhaps like inviting a Cessna C.152 and Piper Cherokee to compete in a microlight competition; it doesn’t appear to make much sense?
These were the last of the three major competitions to be held at LYMPNE.
Aircraft entered for the 1926 trials were:
Entry No: Registration Type
No.1 G-EBKD Blackburn L.1 Bluebird
No.2 G-EBOU DH.60 Moth
No.3 G-EBJK Bristol 91 Brownie
No.4 G-EBJH Hawker Cygnet
No.5 N/A RAE Sirocco
Note: Never completed?
No.6 G-EBMB Hawker Cygnet
Note: This aircraft now did very well in these trials flown by George Bulman.
No.7 G-EBJP Supermarine Sparrow II
No.8 G-EBOO Halton Mayfly
No.9 G-EBOV Avro 581Avian
No.10 G-EBKP Avro 562 Avis
No.11 G-EBPB Cranwell CLA.4
No.12 G-EBPC Cranwell CLA.4
No.13 G-EBPI ANEC Missel Thrush
Note: The ANEC people not being superstitious I suppose?
No.14 G-EBJG Parnall Pixie III
No.15 G-EBJU Short S.4 Satellite
No.16 G-EBJV Westland Woodpigeon
Some experts say that also amongst the competitors in the Royal Aero Club competition in 1926 were, once again, the Beardmore W.B.XXIV Wee Bee 1 – now registered as G-EBJJ. And the Vickers 98 Vagabond. I can find nothing so far to confirm this, but perhaps you know better?
There was to some extent an amateurish side to the ‘Trials’, possibly even amongst the most polished major manufacturers? Let’s face it, most of these aircraft were intended to be built, sold and operated on a ‘shoestring’ budget. Hardly surprising then, I suppose, to learn that in the 1926 competition, (as before in the previous competitions), several aircraft suffered serious problems, undercarriage failures appearing to be the favourite theme? It is said that of the sixteen entrents only nine started out on the main ‘Trials’ on that Sunday.
The ‘Trials’ were a series of events which singularly failed to give awards to any of the three most popular light aircraft of the era; the DH.60 Moth, Avro Avian and Blackburn Bluebird. All three of which competed in the last 1926 ‘Trials’ and perhaps the
Westland Widgeon should also be included? The overall winner was the Hawker Cygnet G-EBMB.
LIFE AT LYMPNE AFTER THE ‘TRIALS’ PERIOD
Short Brothers used LYMPNE for flight-testing (some?) of their landplane designs from the spring of 1926 to the middle of 1929. Examples being the Gnosspelius Gull, (built by Shorts), and the Short Satellite, both of which competed in the Daily Mail ‘Trials’. Other examples are the Short Chamois and a landplane version of the Gurnard, the latter being a competitor to the Hawker Osprey. I suppose it does make you wonder if the naming of aircraft designs was often carried out down at the local pub? Who at Shorts I wonder, imagined any pilot feeling fired-up to enter a conflict would do so mounting a Gurnard? We must of course remember that the designer of the Spitfire, Reginal Mitchell, had wanted it named the ‘Shrew’.
As mentioned elsewhere it can be a devil trying to ascertain dates. Was it in 1928 that Mr William (Bill) Lancaster and ‘Chubbie Miller’ took off from here at 4pm to fly to Abbeville, their first staging post for their flight to Australia? As said so often I have tried to take a ‘broad brush’ approach to this ‘Guide’ and the full account of this flight in Powder Puff Derby by Mike Walker makes for fascinating reading. Lancaster had worked it all out for the flight but had no money. He then met ‘Chubbie’ in a London night club, totally ‘wowed’ her with the plan, and ‘Chubbie’ set off and pretty much raised all the money required, except for the insurance. Bill hoped his father would stump the money for the insurance, which he did before they took-off from LYMPNE.
At that point in her life ‘Chubbie’ had never flown! Lancaster, (an ex RFC/RAF pilot arranged to borrow an RAF aeroplane to get her acquainted with flying and fortunately she loved the experience. You couldn’t make this up and get away with it, in a novel for example? Could you? Along the way Lancaster taught ‘Chubbie’ to fly in fits and starts. Everything went well until Muntok, their next stop after Singapore when Bill forgot the switch the fuel cock over before taking off and the engine died soon in the climb out resulting in a crash which both were very lucky to survive, albeit badly injured.
I reckon it is best to quote what happened after mostly from Powder Puff Derby. “They did however, have a smashed plane and, it must have seemed, irretrievably broken dreams. The Avian was disassembled and shipped aboard a junk back to Singapore… (My note: Having moved a great number of aeroplanes heaven knows how much extra damage might have been caused doing this?) …where it rejoined the recovering flyers. Back in England, when the news came through, both the sponsors and Bill’s family cabled: ‘Come home immediately’.
But it wasn’t to be, not if Chubbie could help it.” She insisted they cabled to Britain for spare parts and, as soon as they arrived, an RAF engineering team of mechanics and riggers, who were travelling with an exhibition flight of ‘flag waving’ flying boats, (My note: See MOUNTBATTEN. This would appear to be the flight to Australia by four Supermarine Southamptons which departed on the 17th October 1927?), volunteered to rebuild the aircraft in their free time. They had been so struck by a picture in the Straits Times of Chubbie looking like a rather cute panda with her two black eyes, and her determination and courage, that they had no hesitation in giving up their free time to do the work. Besides, Bill Lancaster was an old RAF man, so they couldn’t let him down either.” They set off again, from Singapore, on the 17th March 1929 and did make it.
Bert Hinkler had also arrived in Singapore intent on setting the ‘Record for a the ‘Light Aircraft’ to Australia. Apparently many viewed this flight by Hinkler as being ‘bad sportsmanship’ and in rather bad taste. I think it is well worth mentioning that Bill Lancaster spent a night in Hinkler’s cockpit, while Hinkler slept, to ensure nobody interfered with his aircraft.
OTHER NOTABLE(?) FLIGHTS
On the 29th of June 1927 Ivor H. McClure departed from here for a European tour in the DH.60 Moth G-EBRU. On the 6th of August he wrecked the aircraft attempting a forced landing on a parade ground at Rakos near Budapest. F/Lt R.L.Ragg crashed the Hawker Cygnet G-EBJH at LYMPE in August 1927 when taking-off to attempt a non-stop flight to Bucharest. Obviously very brave, but was he also a tad mad? Today the answer is obviously – yes. But it is perhaps difficult today to realise how people in those days considered risk. Compared to today life was full of risk, a major injury or illness was invariably fatal. To take a BIG risk to achieve a substantial claim to fame was quite acceptable and generally applauded and admired.
On the 5th January 1928, Lady Mary Heath took off in an Avro Avian from Cape Town. The first female pilot to undertake the flight to London. It appears she landed at LYMPNE first before flying to CROYDON (SURREY) for the ‘Grand Reception’.
NOT THE DONE THING AT ALL - OH NO!
I love this story. In March 1928 the Cinque Ports Flying Club acquired DH.60X Moth registered G-EBWC and…(can you believe it?)…the lady members objected in the strongest terms to having a aircraft registration ending in ‘WC’. I can’t understand the fuss at all; it was after all a bog standard aircraft! This so offended them they forced an application to have it re-registered which was approved, and G-EBZN was allotted.
This was during a period when other women were departing our shores equipped with a compass, sandwiches and a flask of tea to fly to Africa, India and even Australia! A wonderful period in aviation history. Idiots, heroes and heroines hand in hand for flying it seems in those days. But was it ever thus in aviation?
A MICHAEL T HOLDER GALLERY
Note: All of these pictures were kindly provided by Mike Holder who is a great friend of this 'Guide'.
BONUS PICTURE
Note: Mike also sent this picture, mainly of The Bellevue Club, but with quite a bit of LYMPNE airport in the picture. Would I be mistaken in thinking the aircraft in the parking area is an Avro Anson?
1931
On the 31st March 1931 C W A Scott departed from LYMPNE for Darwin, Australia in the DH.60 Moth (G-ABHY) to beat the solo record then held by Kingsford-Smith when he flew the Avro Avian IVA Southern Cross Junior (G-ABCF) to Darwin, landing on the 19th October 1930 in nine and three-quarter days. And he did beat the record, by some seventeen hours - or thereabouts. It all depends on whose account you prefer to believe.
DARLING AMY
What is not generally remembered today, is that Amy Johnson took off from here on New Years Day 1931 in her new DH.60 Moth (G-ABDV) to fly to Peking in China. It was an utterly stupid undertaking, having no chance of succeeding, and she eventually crashed some 55 miles north of Warsaw. Put very crudely Amy was a sandwich short of a picnic, and without too much doubt the condition she suffered from is today known as Asperger syndrome. It can affect people who are utterly brilliant, up to genius level, but who - having made a plan - are usually quite incapable of adjusting it to reality - even if it becomes life threatening.
On the 29th July, (shortly after midnight on the 28th), 1932 Amy Johnson took off with the Ground Engineer C S Humphreys in Jason II, (G-AAZV), which was a DH.80A Puss Moth, for a flight to Tokyo. Charles 'Jack' Humphreys had been her mentor at STAG LANE (LONDON) when she was learning to fly and getting her aircraft engineering qualifications. Jack Humphreys, I believe, had served as a pilot in WW1 and was very impressed with her ability to sense the direction they needed to take even when they were 'uncertain of position'.
This needs to be explained. Pilots almost never get lost, they are mostly just temporarily uncertain of their position. When it came to "her landing approaches, he was far less complimentary." It took her years to become even barely competent. Against this she did eventually fly with two airlines - so presumably attained a degree of proficiency.
Arriving on the 6th August, 7000 miles in 79 flying hours. By sheer coincidence when she landed in Tokyo Jim Mollison landed at LYMPNE after flying from Australia in a Gipsy Moth, (similar to that Amy had made her flight to Australia with), breaking the record by more than two days. They were married on the 29th July 1932 but despite, (or because of?), making several record breaking flights together they divorced in 1938.
QUITE A COINCIDENCE
By an amazing coincidence Jim Mollison arrived at LYMPNE on the 19th March 1932 for an attempt to break the Cape record yet again (South Africa) to find his old arch-rival C W A Scott there. He (Scott) was aiming to break, or should I say reclaim, the UK to Australia record which had recently been broken by C A Butler flying a Comper Swift. There are a couple of Comper Swifts still flying today, (one an excellent replica), and by todays terms it surely seems almost beyond belief that anybody would be prepared to fly one to Australia, let alone break the record!
ANOTHER RECORD BROKEN
To quote from David Luff's book Amy Johnson - Enigma in the Sky: "Mollison had not only flown a distance of 6255 miles in four days and seventeen hours, beating Store and Salaman's record by almost fifteen hours, but he had also become the first person to solo the Sahara on a flight to the Cape. Much like his flight from Australia, it was a great feat of human endurance, for he had only had a total of eight or nine hours sleep during the flight. His achievement was to widely acclaimed as a superb piece of navigation over the particularly hazardous western route. Moreover, it firmly established him in the front rank of the world's aviators."
AN ASTONISHING FEAT
On the 18th November 1932 Amy Mollison (neé Johnson) took off in DH.80A Puss Moth Desert Cloud (G-ACAB) for a flight to Cape Town. She beat her husbands record by ten hours and when she flew back into CROYDON around a month later was greeted to a huge reception. In undertaking this record breaking flight she was the first woman to fly solo across the Sahara and she did so going out, and coming back it appears. Quite why she’d decided to take such a risk flying back, (which wasn’t a record breaking attempt?), is unclear?
On the 6th February 1933 Jim Mollison took off in the DH80A Puss Moth G-ABXY Heart’s Content to fly to Natal in Brazil. It appears that his wife Amy flew alongside in her Puss Moth Desert Cloud as far as Le Touquet in France before waving goodbye.
He arrived three days later and became the first pilot to accomplish a solo flight to South America – plus being the first pilot to cross both the North and South Atlantic oceans. He also beat the French record by more than a day.
In fact throughout the operational period of this airfield many successful, (and unsuccessful), world record breaking flight attempts departed here.
No.601 (COUNTY OF LONDON) AUXILIARY SQUADRON SUMMER CAMP 1932
Note: All six of these pictures were also kindly provided by Mike Holder. Except for the air-to-air picture, the others were from the Folkestone Herald published onthe 13th August 1932.
Ist picture: Viscount Knebworth with observer. It appears they were embarking on a flight to 15,000 feet with a full bomb load.
2nd picture:Armourers 'bombing up'.
3rd picture: Air-to-air of three of the Westland Wapitis.
4th picture: The caption says it all.
5th picture: Detail of mechanics working on an engine. Those engines needed a lot of TLC.
6th picture: Part of the flight line.
NOTES: 601 Auxiliary Squadron were dubbed the 'Millionaires Squadron" as most of the pilots were wealthly, (some very), and indeed a few had titles - including a Peer of the Realm. They had flown across from their then base at RAF HENDON in north London. As Mike remarked to me, he very much doubted these pilots slept under canvas. I suspect not too.
I think it quite likely that for bombing practice they used the nearby Lydd Ranges which had been used by the Army for over a hundred years. It was quite common during the inter-war years, (1920s & 1930s), for RAF summer camps to include exercises with the Army.
The aircraft they were equipped with was the Westland Wapiti, a general purpose type intended as a replacement for the Airco DH9A, a de Havilland design. Although of metal frame construction it was designed to use as many DH.9A components as possible, because the RAF still had vast stores of these. I suppose it was mostly indeed for use in the Middle East and Asia areas then still part of the British Empire. But, it would have been in 1932, pretty much obsolete as, for example, the Hawker Hart light bomber had entered service in 1930.
A TRAGIC ENDING
One very tragic flight took place in 1933 when Mr William ‘Bill’ Lancaster took off to attempt to beat Amy Mollison’s Cape record flight, flying an Avro Avian. It was in some ways a last ditch attempt to restore his reputation and regain fame. Almost as soon as he reached Africa circumstances turned against him and he ignored dire warnings not to continue across the Sahara at that time. Nothing more of his fate was heard until 1962 when a French army patrol discovered his mummified body lying in the shade of his wrecked plane. He’d survived the crash but perished awaiting rescue during which time he wrote in his log book messages to his father and mother and the love of his life, Chubbie Miller. Touchingly without a word of self pity.
A REMARKABLE CHARTER
Also in 1933 Spartan Air Lines of HESTON (LONDON) gained the contract for a quite remarkable charter to Australia and I’ll quote from The Triple Alliance by Neville Doyle: “The charter to Australia was flown by Lynch-Blosse (my note: the chief pilot of Spartan Air Lines) in the Spartan Cruiser G-ACDW “Faithful City” with engineer E W Bishop and carried two MPs as passengers, Lord Apsley and Captain W P Crawford-Greene. The aircraft was so named because Crawford-Greene was the MP for Worcester, which earned this tribute as a result of its allegiance to the King during the Civil War.”
“They left Lympne at dawn on October 10th 1933 and reached Karachi on the sixth day. They spent the 10th day in Calcutta inspecting the engines and continued without any problems until somewhere east of Batavia when (alledgedly) a swallow chased a butterfly into one of the carburettors, which delayed them for another day.” I find this account very hard to believe, but will accept a blocked filter excuse. The Timor Sea was calm but Lynch-Blosse recommended that direct routes across long stretches of water should be circumnavigated whenever possible to keep over-water distances to the minimum.” Very wise advice.
“The best map of Australia they could obtain was to a scale of about 100 miles to the inch, which showed the entire continent, but with this they reached Sydney on October 30th. After an extensive tour, (My note: Just how much did this entire flight cost?), they returned by much the same route, leaving Capt Crawford-Greene in India. They had a delay of one day due to problems with the port engine and a further delay of three days due to a cyclone. Their longest flight was a leg of 1,350 miles to Baghdad which lasted from two hours before sunrise to 1 hour after sunset. Owing to some confusion as to the local time zone they arrived half-an-hour before their ETA and had to circle whilst the ground staff laid out landing lights.”
“From Baghdad, they flew on until they picked up the pipe-line, but with one bend in a pipe-line looking very much like another, Lynch-Blosse mistook one for a similar bend 150 miles farther on and altered course too early for Amman.” This was a very serious navigation mistake and elementary in the extreme, like forgetting to take the M.6 from the M.1 when driving ‘up north’. Why would such an experienced pilot make such a simple error? Even a pillock PPL such as myself would be very hard put to make such a gross error. The arithmetic involved is at junior school level. But, of course, the concept of ‘burn out’ due to far too much intensive relentless mental effort wasn’t even a concept in those days.
“Amman failed to show up at the expected time so after another two hours flying he altered course to the west and eventually found a railway line, which led him successfully to another aerodrome.” Sheer luck, nothing more. “When they left Athens, it was so cold that they returned to remove the oil coolers. They arrived back in England on Boxing Day 1933 but the weather was so bad that they had to land on the shore at St Osyth (near Clacton)”.
'TRY AGAIN JEAN'
On the 8th May 1934 (some say 1935) the New Zealander ‘Try-Again Jean’, (as Jean Batten had been labelled by the press because of two previous failed attempts), took off for a solo flight to Australia in the Gipsy Moth G-AARB sponsored by Lord Wakefield. This time she succeeded beating Amy Johnsons time by more than four days. It seems she landed back at CROYDON.
Later, in November 1934, (some say 1935), she took off again in the Percival Gull Jean G-ADPR for Brazil becoming the first woman to fly the south Atlantic. Also, by doing this 5000 mile trip in 61hrs 15mins elapsed time, she set another World Record for any type. In late 1936 Jean Batten once again made headline news, this time she took off again from here in her Gull Six Jean to fly to New Zealand, the first such solo flight ever. Typically she broke a couple more records along the way, including beating the solo time to Darwin by a day!
It saddens me that today not too many people know her name. She was by any reckoning an outstanding pilot and navigator, and perhaps I am being rather cynical, she failed to die in tragic circumstances and lived in relative obscurity as a recluse to a ripe old age. She died after being bitten by a dog on Majorca in 1983.
A MOST SINGULAR ACHIEVMENT
In Tail Ends Of The Fifties by Peter G Campbell, in chapter 23, Lt. Cdr. J. S. Sproule had this tale to tell:
" In early 1936, shortly after the Aeronca came onto the British scene, the really epic flight of all time was made by Flying Officer David Llewellyn, who flew solo from Lympne to Johannesburg in an Aeronca C.3 in twenty-three days at a cost of £26. The story of his flight makes stirring reading, including such feats as the crossing of the Mediterranean from Palermo to Gabes on instruments, (My note - what instruments worth mentioning in a C.3?), and a forced landing in a tropical storm in Northern Rhodesia at an altitude of 6,000ft."
"In order to take off again, Llewellyn had to substitute a spare set of high-compression pistons, during the fitting of which - all alone in the middle of uninhabited bush - a vital gudgeon pin circlip pinged off somewhere into the long grass, necessitating a five-hour square search on hands and knees."
SPEED RECORD
In 1936 the Caudron 630 OO-TSF arrived again at LYMPNE and certain records show that it was this aircraft, (then registered F-ANCF? another record says F-ANCE?), that won whilst participating in the, (as the French put it), ‘Rallye International de Lympne’. This was the Wakefield Cup Race and the previous year, on the 25th August 1935 and flown by Roger Guy Hansez, he achieved an average speed of 177.5mph. In the previous year the British winners clocked up 100.5mph and 101.5mph! However, it appears that in 1933 the Miles Hawk G-ACHJ won doing 115.5mph. This doesn’t appear to make much sense - unless of course - there was some sort of handicap system in place?
ANOTHER LONG DISTANCE FLIGHT
Of the long distance flights which departed from LYMPNE, possibly one has been mostly overlooked? In 1936 it seems Mr H L Brook flew a Czech built Praga E.114 Air Baby from here to the Cape, (presumably Cape Town?) in sixteen days, (135 flying hours). This two-seater type was advertised as having a cruise speed of 80mph at 33mpg. He therefore averaged 8.43 flying hours per day, which I’d reckon is actually pretty good if he wasn’t trying to break any records?
I do now think it is well worth mentioning that I would highly recommend anybody to look into the detail of those record breaking attempts during the 1920s and 30s. Very few were straight forward by any means. Most depended on a combination of considerable determination to raise the finance, sheer courage and guts, and an inbuilt sense that they ‘might well’ succeed. Today almost nobody would even attempt such flights unless they were totally convinced that every contingency had been evaluated and prepared for, all conceivable risk eliminated, and success virtually guaranteed of a safe outcome before taking off, even if a record isn’t broken.
THE CURRIE WOT
In November 1937 the first example of the Currie Wot design, G-AFCG, flew here after being built at the Cinque Ports Flying Club by students at the Chelsea College of Aeronautics. They must have thought they were onto a winner as a separate company was formed here, Cinque Ports Aviation Ltd, and two examples were constructed, G-AFCG and G-AFDS, both of which were destroyed by German bombs in 1939. (See below). It certainly has been an enduring design with examples being built for many decades later. Indeed plans were still available from the Light Aircraft Association in 2011 (probably still are?) and at least one example was under construction that year. I do love the sense of humour so often found in British aviation circles, a more powerful version with a Mikron engine was called the Hot Wot and a floatplane version was called, quite naturally, the Wet Wot. Indeed, one version had a Rover gas turbine fitted - but I don't know what that was named.
THE WW2 PERIOD
In his book East Kent At War Brian Collyer says this about the Cinque Ports Flying Club: “Despite evacuating some of their aircraft to Sywell, Northants, in September 1939 and the dispersal of others to woods near the airport, when the hangars were bombed in August 1940 many aircraft were destroyed in the ensuing three-day blaze.” Later he says: “The first wartime occupants of Lympne Aerodrome, (earlier referred to as an “airport”, see above), were the Fleet Air Arm, who by September 1939 had taken over as a sub-station of Lee-on-Solent, naming the airfield ‘HMS Buzzard’. Initially used for training clerks and wireless operators, naval aircraft, such as Blackburn Roc fighters were stationed here. By August 1940 the Royal Air Force had arrived…..” (See above)
THE POST WAR PERIOD
It seems to have been in 1949, (or thereabouts), that Mr Peter Gooch had flown his Aeronca 100 G-AEWU from here to Madrid and back, with a friend, extra fuel and baggage - and all with just a 37hp JAP engine! I would love to know the route taken because two mountain ranges stand in the way and I wonder how high the Aeronca could climb with all that weight on board?
WHAT DID SABENA STAND FOR?
Just a small point; it was in mid 2004 that I discovered what SABENA actually stood for, and seeing that they used this Air Port in 1922 it seems worthwhile explaining here. SABENA is the abbreviation for the Société Anonyme Belge d’Exploitation de la Navigation Aérienne. So, if you don’t already, now you know. SABENA of course was sadly grounded forever on the 7th November 2001, putting an end to its 78 year old history.
Another version of what SABENA stood for, known amongst rival aircrews and cabin crews, was: "Such A Bloody Experience, Never Again."
AIR KRUISE
The Air Kruise operation existed here for many years. Apart from offering pleasure flights they also offered charter flights and aerial photography. It appears they operated the Auster Autocrat G-AIZZ and possibly using Auster 5 G-AKTF? They also operated out of RAMSGATE in KENT.
There is an important aspect of any aviation history research. So often any preconceptions are “blown out of the water” the further you look. For years the mentions of Air Kruise revealed only pleasure flights and charter operations using light aircraft. Another recent internet search revealed a far bigger operation, which appears to have been mostly taken over by Silver City?
In the early 1950s the Air Kruise fleet consisted of:
Auster J/1 Autocrat G-AIZZ
Bristol B.170 Freighters G-AHJI, G-AIFM and G-AIME
De Havilland DH.89A Dragon Rapides G-AESR & G-AEWL
Douglas DC-3/C-47 Dakota variants G-AMYV, G-AMYX, G-AMZB, G-ANLF & G-AOBN
Miles M.38 Messenger G-AHZS
Miles M.65 Gemini G-AJWH
In 1956 one observer recorded Dragon Rapide G-AHGD, five Austers; G-AIZZ, G-AJAK, G-AKTF, G-AMTM and F-BEPE. Also Tiger Moth G-ANSP, Dakota G-AMWX and the Miles Aerovan G-AJKP.
The first Silver City car ferry service started here in 1948 using Bristol 170 Freighters, which I think could carry two cars. It was so successful the decision was made to construct their own airfield, which was FERRYFIELD (LYDD) and this was opened in 1954. In 1955 Skyways acquired the airport outright for the purpose of developing coach/air services to the Continent. In 1959 it is claimed up to 100,000 people a year used LYMPNE on these services.
Note: I think it quite interesting (but not a lot) that on the second picture an 'X' next to the Clermont-Ferrand / Montpelier service indicates that meals are served. I wonder why they didn't use a tick or similar?
*In 1969 Skyways Coach Air changed the name from LYMPNE to ASHFORD AIRPORT to reflect the importance of this fast growing east Kent town. It appears that LYMPNE was re-named ASHFORD AIRPORT on the 10th June 1969, the ceremony being performed by a certain Mr Edward Heath. I wonder what became of him?!! In that year eleven flights a day departed to/from ASHFORD - Beauvais, north of Paris. It seems well worth mentioning that Skyways also offered passengers arriving by car, parking both in the open or under cover; plus – you could have your car washed, polished and serviced in the Company’s M.O.T. Approved Service Station. A level of service seeming quite ‘out of kilter’ with a budget airline?
In 1969 the services offered were from EAST MIDLANDS AIRPORT and ASHFORD to Beauvais, Clermont-Ferrand and Montpelier (all in France of course). In their brochure it was stated; “Your flight with Skyways will be in a Hawker Siddeley 748 jet-prop airliner powered by Rolls-Royce Dart engines. This is the same type of aircraft as flown by the Queen’s flight. The HS.748 is fully pressurised and for your comfort an amenity panel is situated above each seat, consisting of an air-jet, reading light and an orange stewardess call button. Ash trays are provided in the arm rests. The cabin of the aircraft is fully air conditioned and is configured with 48 seats.”
A PERSONAL NOTE
In about 2003 I made this note: December 1971: My later wife and I, (poor as church mice - we’re nothing if not consistent! - and therefore living in sin at that time), took the coach/air service to Paris. The coach took us from Victoria Coach Station in London to LYDD where we boarded an Avro 748, (operated by Skyways Coach-Air), which flew us to Beauvais. Another coach, (vastly superior to the British bone-shaker incidentally), then delivered us into Paris. In more recent years I have often flown into LYDD to clear Customs flying a light aircraft to and from the Continent and of course now wish I’d paid much more attention all those years ago as to what was going on. Later I added that, “Today, (Aug 2005), I’m now pretty certain we must have flown from LYMPNE not LYDD.” It was only in 2010 that I could confirm this as being correct; it was indeed LYMPNE/ASHFORD AIRPORT that we flew from. (I could of course have looked up the full history much, much sooner). The point being of course that neither official records nor personal testimony can ever be totally relied upon.
One point I do remember, more or less, is walking near the South Bank in Paris when we came across a small art gallery offering genuine signed and limited edition prints by then very famous artists including Paul Klee, Chagall and Picasso. Mostly for about £25, fifty quid top whack. The problem was as I remember it, the cost of the inclusive trip, (coach, flight & hotel, for the two of us…was £24). Having recently graduated as an art student to degree level I knew very well I was looking at an opportunity to make a fortune - but we probably had less than a fiver left between us! And, we’d be going back to London brassic. Oddly though, I have no recollection of any part of the return trip. Probably mulling over such a missed opportunity due to lack of cash.
In April 2015 my wife and I paid a visit to the area to see if anything remained of the airport. We cannot claim that our search was exhaustive and indeed much of the original airport site is now a trading and/or industrial estate and therefore private property. The only clue we found as to the existence of an airport in this area was the Airport Cafe on the A261 just to the north of the airport site. I have to admit to being rather disappointed to discover that inside the cafe they have no pictures or similar atefacts regarding the history of the airport.
LYMPNE (ASHFORD) in 1974
In the UK & EIRE Commercial Airports book, published by Airline Publications in 1974, they listed scheduled services being operated by AIR FREIGHT, (all cargo), using DC-3s to Antwerp and Beauvais. DAN-AIR using HS.748s to Beauvais and Jersey. Both of these operaters also being involved in regular charter operations.
Resident company aircraft were the Reims Cessna F.150L G-AZIZ (Business Air Travel), the Beagle B.121 Pup 2 G-AYWJ (Cameron Rainwear), the Reims Cessna FR.172E Rocket G-AWDR (Downs Development), the Reims Cessna F.177RG G-AZFP (Margate Motors Plant and Aircraft Hire), and the Piper PA-39 Twin Comanche G-AZFO (Skyfotos).
The private aircraft based here were the Piper PA-28 Cherokee 180B G-ASNE (mis-listed as a PA-38), Reims Cessna F.150K G-AYEY, DH89A Dragon Rapide G-AHAG, Auster J/L Autocrat G-AIZZ, Piper PA-22 Tri-Pacer 160 G-ARAH, Piper PA-30 Twin Comanche 160 G-ATSE, Beagle B.121 Pup 2 G-AWWE, Bücker 133 Jungmeister G-AXIH, Campbell Cricket G-AXRB (Gyrocopter) and lastly the Cessna 210 Centurion G-BBRY.
All in all quite a list. Compare this with the notes made by Dave Wise just a year later in July 1975 after LYMPNE (ASHFORD) had closed.
LYMPNE IN 1975 & 1977
When Dave Wise visited Lympne in July 1975 he noted that only three aircraft could be seen, the parachute club C172 G-ASIB, Aero 145 G-ASWT and a Jodel D11 – possibly G-AYGG? He also notes that the parachute club moved away from LYMPNE to a farm field situated to the west for several years. Does anybody know the name and location? It seems they replaced the C172 with an Edgar Percival EP-9 G-AOZO in 1979 but ceased operations when this aircraft was involved in a fatal crash in July 1980.
In 1977 these aircraft were at least partially based here: Dakota 3 G-AMFV of Shackleton Aviation, + G-APWZ (?), G-ARDG (?) and the Aero 145 Series 20 G-ASWT was still based here.
CAN THIS BE CORRECT?
In the January 2012 Light Aviation magazine a report states that in 1991 the exceedingly rare nosewheel Taylorcraft F22A G-BWBI and its taildragger sister G-BVOX were flown across the Atlantic from Pennsylvania arriving here en route to Italy for a new franchise for the type. When they arrived it was discovered that Taylorcraft in the US had ceased trading….yet again! I’d put flying a Taylorcraft across the Atlantic well up ‘my list’ of notable flights.
Even in 2007 it appears that some traces of this airport still existed. Part of the hard runway and some of the original buildings.
Graham Dawes
This comment was written on: 2017-06-06 16:53:25After the closure of Lympne myself and Keith Cameron were allowed to remain and use the blister hangar of the old flying club. The permission to operate my Jodel D120 G ATLV and keiths Beagle Pup150 was entirely down to the company that was building the industrial estate there to comply with the council requirement that is was to be an airfield.The grass area was in deed perfect as it was for turf production. However following a fall out between the owner and the grass company it was deturfed and left as a total mess. Keith and I mad a short strip, just adequate for out planes. Keith lost his licence and it left me there until 1984.. I finally left when the owner died and his brother took over and told me to leave. So therefore G-ATLV was the very last plane to fly from Lympne. We left to go to Manston initially then to a farm strip at Clipgate farm Barham. Hope that this might help the last of you record.
Reply from Dick Flute:
Hi Graham, Many thanks indeed for this valuable info - I shall keep it posted. Best regards, Dick
Geoff Hall
This comment was written on: 2017-10-22 00:29:29Had a 'practice forced landing' there in a microlight in August 1989! Does that make me the last person to fly from there? Probably not! We can actually see Lympne from our current microlight strip at Harringe Court Farm. The old runway can still be made out, the back of the blister hangar still stands and there are bits of peri track and some derelict buildings. The remains of the fuel dump, accomodation huts and Battle HQ still survive across Otterpool Lane.
Reply from Dick Flute:
Hi Geoff, Many thanks. I shall keep this posted. Best regards, Dick
Terry Clark
This comment was written on: 2018-02-01 23:46:42Also in the early '80s, designer Pat Luscombe operated from Lympne developing his Luscombe Vitality/Vigilant/Rattler series of tailless microlights. I met him when he visited 3 Counties Aero Club at Blackbushe trying to 'sell' them the idea of his aircraft and he told me then he was based at Lympne.
Bert Danson
This comment was written on: 2018-03-12 16:57:06As a youngster, I used to enjoy flights with my parents out of Lympe with Air Kruise. It was an unbelievable ten shillings per trip, I sat next to the pilot and we flew over Romney Marsh and Folkestone Harbour back to Lympe. We also flew to Jersey in the car transporter via Guernsey one year. Wonderful memories.
Reply from Dick Flute:
Hi Bert, Many thanks, I shall keep this posted. Presumably the car transporter flight was from nearby Lydd? Best regards, Dick
Dan Ludlow
This comment was written on: 2018-07-19 22:12:59My late father, also Dan Ludlow (and from whom I got my name amazingly! ^-)) was a 10 year old when Jean batten took off from Lympne. She spoke to him (gave him a hug I think) before she set off. He was there to see her arrive back, she landed at Lympne, there were few people, she recognised him, and gave him a kiss. She may well have gone on to Croydon later, I don't know about that. Some years later dad and I went to a flying day at old Warden, Jean Batten was there ( early1970's?). Dad went up to her and said "do you know who I am?" she immediately replied " are you the boy from Lympne?" I was amazed, it had obviously stuck in her mind.
Chris Farrell
This comment was written on: 2019-06-05 10:15:22I recently discovered an old photograph of my uncle who flew for and was a photographer for Skyfotos who flew out of Lympne. It is my Uncle John standing on the wing of their plane - G-AIZZ which I believe was an Auster J/1 Autocrat (but I stand to be corrected).The photo was probably taken around 1959. Sadly John died early in 19060 in a plane crash off Eastbourne when he and another pilot were taking photos of a ship in the Channel. It was only today I pieced together the partial writing on the side of the plane which reads (in full 'Skyfotos - Lympne, Kent' hence my googling and finding this site. I still have a picture hanging on my wall of the SS Iberia (P&O) which he had entered for a competition just before he died and was given to my mother as a memento of him. I tried contacting Skyfotos - their catalogue was bought by Fotoflight - to see if could find any more of his work but never had any response from them.
Wayne Black
This comment was written on: 2019-07-05 10:53:20Ref Parachute Club we stayed at Lympne Airfield until 1983 with two c172 G STAT and G BEVJ then move to farm land opposite owned By the Champneys but closed operations a year later
Terry Wade
This comment was written on: 2019-09-07 07:56:15I'm going down memory lane, as a 14 year old boy I went on a joy ride flight from Lympne in a tri-pacer and then a Cessna C150/172? Would anyone kindly remember the registrations of these aircraft that took people up for joy rides? Many thanks in advance.
Tim Foster
This comment was written on: 2020-12-17 16:20:24This is an incredible resource. I have been going through my late father's papers and found what seems to be everything from the trip he took with The Under 30 Travel Club to Cattolica, Italy in July 1962. The trip started from The Skyways Terminal at Victoria where they took a coach to Lympne and then a Skyways flight to Beauvais before onward coach trips to Paris, Milan and finally Cattolica. Unfortunately, no shots of the aircraft, but I have the ticket on the Skyways Coach Air Limited SCA 41 (outbound) on 7 July 1962 and SCA 42 (inbound) on 21 July which I'd be more than willing to share.
Dick Flute
This comment was written on: 2020-12-17 18:43:40Hi Tim, A scan each of those two tickets would be great. Jpg format please and files of 500KB or less would be ideal. My best regards, Dick
Peter
This comment was written on: 2021-02-23 12:42:05Was that Dan Ludlow, the chap who lived on cannongate Ave Hythe, ad of silver springs fame?
We'd love to hear from you, so please scroll down to leave a comment!
Leave a comment ...
Copyright (c) UK Airfield Guide
