Saint-Inglevert Airfield

Last updated

Saint-Inglevert
Over airfield LFIS.JPG
Aerial view of Saint-Inglevert Airfield.
Summary
Airport typePublic
Owner/OperatorAéroclub du Boulonnais
Location Saint-Inglevert, Pas-de-Calais, France
Elevation  AMSL 130 m / 430 ft
Coordinates 50°52′57″N1°44′40″E / 50.88250°N 1.74444°E / 50.88250; 1.74444
Map
Nord-Pas-de-Calais region location map.svg
Airplane silhouette.svg
Saint-Inglevert
Saint-Inglevert Airfield
Runways
Direction LengthSurface
mft
03/216302,070Concrete

Saint-Inglevert Airfield is a general aviation airfield at Saint-Inglevert, Pas-de-Calais, [Note 1] France. In the First World War an airfield was established near Saint-Inglevert by the Royal Flying Corps, later passing to the Royal Air Force on formation. [1]

Contents

In 1920, a civil airfield was established on a different site which was a designated customs airfield. During the Second World War, Saint-Inglevert was occupied by the Royal Air Force and the Armée de l'Air . The airfield was captured by the Germans towards the end of the Battle of France and occupied by the Luftwaffe. It was abandoned in 1941, but in 1943 field artillery units were based around the airfield as part of the Atlantic Wall. Although civil flying returned to Saint-Inglevert post-war, the airfield was abandoned in 1957 and returned to agriculture. It was reopened by l'Aéroclub du Boulonnais (English: Boulogne Aero Club) in 1986.

Location

Saint-Inglevert airfield is located on a 130-metre-high (430 ft) hill to the north west of the village of Saint-Inglevert, and east of Hervelinghen. It lies 13 kilometres (8 mi) south west of Calais. [2]

History

First World War

There was a Royal Flying Corps airfield at Saint-Inglevert during the First World War, but not on the site of the current airfield. In April 1918, No. 21 Squadron Royal Air Force (RAF) were based at Saint-Inglevert, flying Royal Aircraft Factory R.E.8 aircraft. From 29 June to 23 October, No. 214 Squadron RAF were based there flying Handley Page O/400s, and in November, they were replaced by No. 115 Squadron RAF, who were flying the same type of aircraft. Two more squadrons, No. 97 Squadron RAF and No. 100 Squadron RAF, were based there from 17 November, to be joined by two squadrons of the United States Navy in 1918, flying Sopwith Camels. All Royal Air Force squadrons departed from Saint-Inglevert on 4 March 1919. [2]

Between the wars

In 1920, an airfield was established at Saint-Inglevert on a different site to the former military airfield. Facilities developed over the years to include two hangars, customs facilities and ultra short wave radio. [2] In March 1920, a Notice to Airmen was issued stating that Saint-Inglevert was open and fuel, oil and water were available, but there were no hangars or repair facilities. [3] A proposal to designate Saint-Inglevert as a customs airfield in order to relieve Le Bourget of some of its workload was made in April 1920. Facilities then in existence included hangars, repair facilities and a radio station. [4] Later that month, it was notified [Note 2] that an aerial lighthouse had been installed at the airfield, flashing the Morse letter A, [5] and Saint-Inglevert became a customs airport on 20 May. [6] By July, the provision of ground signals at Saint-Inglevert had begun. A 10-metre-long (33 ft) arrow was displayed indicating the wind direction. [7] In August, it was reported that Saint-Inglevert was sending weather report by radio seven times a day to Le Bourget. [8] By October, aids available included a windsock and a landing T. Requirements for aircraft to perform clockwise or anticlockwise circuits when landing were indicated by the flying of a red or white flag respectively. [9] The aerial lighthouse was reported to be out of action in November 1920. [10]

It was notified that the road forming the eastern boundary of the airfield was to be marked by a series of posts 1 m (3 ft 3 in) high, surmounted by vertical white discs 50 cm (20 in) in diameter, in January 1921, [11] and the following month, a Notice to Airmen issued in the United Kingdom stated that radio communication with Saint-Inglevert was to be in French. [12] As part of a series of trials to assess the viability of civil aviation in France, a Farman F.60 Goliath flew a 4,500-kilometre (2,800 mi) test flight carrying 2,250 kg (4,960 lb) of cargo on 1 May. Three laps of a circuit ParisOrléansRouen – Saint-Inglevert – MetzDijon – Paris were flown. [13] Saint-Inglevert was one of the designated landing places for the 1921 Coupe Michelin , an aerial circuit of France with a ₣20,000 prize. [14] In November, a Compagnie des Messageries Aériennes aircraft called at Saint-Inglevert to collect a cargo of six 18-pounder and three 4.5–inch live shells for onward transmission to Croydon Airport in Surrey, United Kingdom. [15] In a paper read to the Royal Aeronautical Society on 17 November, Colonel Frank Searle, managing director of Daimler Airway, criticized the organization of Saint-Inglevert and Le Bourget. [16]

In or about March 1922, the wireless station at Saint-Inglevert was destroyed in a fire. A meeting of airlines and the British Air Ministry in April following the 1922 Picardie mid-air collision on 7 April at Thieuloy-Saint-Antoine, Oise resulted in a number of resolutions being passed with the intention of improving the safety of aviation, one of which was that the Saint-Inglevert wireless station should be replaced. [17] The aerial lighthouse at Saint-Inglevert was in operation again by 11 April, when a test flight was flown at night on the British part of the London – Paris air route. The aircraft flew as far as Saint-Inglevert before turning back and landing at Lympne, Kent. [18] In December, a Notice to Airmen stated that a portable searchlight was in operation at Saint-Inglevert by prior arrangement for aircraft landing at night, and that the "T" was illuminated at night. [19]

In April 1923, a ₣25,000 prize (then worth £360) was offered by the daily newspaper Le Matin for the first French aviator to fly from Saint-Inglevert to Lympne and back in one day in an aircraft of French design and construction, with an engine capacity of less than 1,100 cubic centimetres (67 cu in). [20] Georges Barbot won the prize when he completed the journey during the evening of 6 May in a Dewoitine aircraft fitted with a Clerget engine. It took him 2 hours and 25 minutes, including a 40-minute stop at Lympne while one of the struts supporting the undercarriage was repaired. [21]

Imperial Airways were operating cross-channel services using Armstrong Whitworth Argosy aircraft in 1924, with the first stop in France at Saint-Inglevert. When an aircraft departed from Lympne for St Inglevert, the destination airfield was advised, and if arrival was not notified within two hours, the British coastguard was informed. Communication between the airfields used Carmichael Microway UHF transmitters. [22] A new system was introduced for non-radio aircraft crossing the English Channel in August. Aircraft crossing from Lympne to Ostend, Belgium had to make a circuit of the airfield at an altitude of 1,000 ft (300 m), while two circuits were made if departing for Saint-Inglevert. The destination was then informed by radio of the departure. Arrival was confirmed by the aircraft flying another circuit, and was then reported back to Lympne by radio. If the aircraft had not arrived within an hour of departure, it would be considered as missing. A similar arrangement applied for aircraft flying in the reverse direction. [23] In September, Saint-Inglevert was one of the landing points for an aerial "Tour de France", in which a specified route had to be flown on a 2,120-kilometre (1,320 mi) course. Sixteen aircraft competed in four classes. [24]

The airfield has been involved in several aviation records. On 18 September 1928, Juan de la Cierva completed the first cross-Channel flight in an autogyro when he landed there after departing from Lympne in a Cierva C.8. [25] Lissant Beardmore completed the first cross-Channel flight in a glider on 19 June 1931. He took off from Lympne and was towed by an aircraft to an altitude of 14,000 ft (4,300 m), landing at Saint-Inglevert after a flight of one and a half hours to the surprise of the airfield manager. [26] The first double crossing of the Channel in a glider was made by Austrian Robert Kronfeld on 20 June. In a glider called Wien, [27] he took off from Saint-Inglevert by means of an aero-tow to an altitude of 5,000 ft (1,500 m), and landed at the former RAF Swingfield airfield near Dover, Kent. From Swingfield, another aero-tow to an altitude of 10,000 ft (3,000 m) enabled him to return to Saint-Inglevert. [28] Kronfeld received a £1,000 prize from the Daily Mail for his flights, which were verified by the British Gliding Association. [27] On 10 September 1929, Charles Fauvel departed from Saint-Inglevert in a Mauboussin aircraft fitted with an ABC Scorpion engine. The 848-kilometre (527 mi) flight to Pau set a new Fédération Aéronautique Internationale world record for distance flown by a single seat aircraft weighing less than 200 kg (440 lb). [29]

In November 1932, it was reported that new radio equipment was to be installed at Lympne and St Inglevert operating on the 15 centimetre waveband at 2,000 MHz, which would be used for the announcement of departures of non-radio aircraft across the Channel. Messages sent by radio were also printed out by a teleprinter, providing a record of the communication. [30] The British Air Ministry and the French Ministère de l'Air co-operated in the arrangements for setting up the system, [31] which was scheduled to come into operation in Spring 1933. [30] It proved its effectiveness on 7 March 1933, when a non-radio de Havilland DH.60 Moth of British Air Transport failed to arrive at Lympne. The aircraft had ditched in the Channel and both occupants were rescued by a steamship bound for Amsterdam, the Netherlands. [32] A new short-wave radio system came into operation on 16 January 1934, [33] using equipment manufactured by Le Matériel Téléphonique , Paris. [34]

In the mid-1930s, a number of notable people used Saint-Inglevert Airfield. King Edward VIII made three visits, the first on 4 February 1935, while still the Prince of Wales, when he arrived from Fort Belvedere, Surrey on the first part of a journey to take a holiday at Kitzbühel, Austria. [35] As king, he departed on 26 July 1936 to RAF Hendon on his return from the ceremony to unveil the Canadian National Vimy Memorial, [36] and flew in from the Great West Aerodrome, Harmondsworth, UK on 8 August, in order to catch the Orient Express at Calais, as part of a holiday in Yugoslavia. [37] Henri Mignet flew from Saint-Inglevert to Lympne on 13 August 1935, in his Flying Flea, then the world's smallest aircraft. [38]

Second World War

Following the outbreak of the Second World War, Saint-Inglevert was taken over by the Armée de l'Air in December 1939. Groupe Aérien d'Observation 516 (GAO 516) of the 16ème Corps d'Armée (English: Air Observation Group 516 of the 16th Army Corps) were based here, operating five Potez 63-11 and five Breguet 27 aircraft, [39] and carrying out air reconnaissance over the Nord-Pas de Calais region. [2] "B" Flight, No. 615 Squadron RAF was stationed at Saint-Inglevert in the early months of 1940, [40] equipped with Gloster Gladiator II aircraft. [41] [Note 3] Following the discovery of a dismantled Morane-Saulnier MS.138 in one of the hangars, a wager was made between the British and French as to whether or not the aircraft could be returned to the air. With the aid of materials supplied by the French, the aircraft was made flyable, but when 615 Squadron received orders to relocate to Vitry-en-Artois, an attempt to fly the aircraft to the new base was unsuccessful, and a forced landing had to be made in a field. [40] On 10 May 1940, the airfield was attacked by the Luftwaffe, with over 110 bombs being dropped, resulting in a Breguet being destroyed, another Breguet and a Potez being severely damaged and the radio facilities being temporarily put out of action. [2]

During April 1940, No. 607 Squadron RAF was based at Saint-Inglevert, flying Gloster Gladiator Mk II HR aircraft. The military commander General Maxime Weygand visited the airfield on 21 May, and ordered 516 GAO to prepare to evacuate as the Germans were in the neighbouring Somme department. The following day, the order came to evacuate to Boos airfield, Rouen, Normandy, but only four of the ten aircraft that departed from Saint-Inglevert arrived safely at Boos. All aircraft carried as many passengers as could be accommodated. Two Potez 63-11's and a Bloch MB.152 were abandoned at Saint-Inglevert, and were destroyed to prevent their use by the enemy, as were supplies of fuel. Personnel from 516 GAO were evacuated from Dunquerque on the French destroyer Bourrasque, although nineteen of them were killed when the ship struck a mine and sank. [2]

Messerschmitt Bf 109 F-2 of Werner Molders, leader of Jagdgeschwader 51 at the time it was based at Saint-Inglevert Bf109F-2 Molders JG51 kl96.jpg
Messerschmitt Bf 109 F-2 of Werner Mölders, leader of Jagdgeschwader 51 at the time it was based at Saint-Inglevert

Saint-Inglevert was captured by the Luftwaffe towards the end of the Battle of France. 1 Gruppe, Lehrgeschwader 2 moved in on 20 June, equipped with Messerschmitt Bf 109 aircraft. [2] They departed for Jever, Germany, on 12 July, [42] and were replaced by 1 Gruppe, Jagdgeschwader 51 , also equipped with Bf 109s. From August until November Stab JG 51 were in occupation, and Aufklärungsgruppe 32(H) aircraft were also based at Saint-Inglevert during this period, with the unit operating Henschel Hs 126 parasol monoplanes. [2] On 30 July 1940, Saint-Inglevert was bombed by the Royal Air Force, who claimed that hangars and aircraft were damaged, [43] and a subsequent raid on 19 August resulted in a fire, smoke from which could be seen in Kent. [44]

From 24 September to 5 November, 2 Gruppe, Jagdgeschwader 27 were based there. Facilities at the airfield were improved, by erecting new hangars and constructing a new 600-by-50-metre (1,970 ft × 160 ft) concrete runway. [2] On 27 December 1940, Saint-Inglevert was again bombed by the Royal Air Force. [45] The airfield was largely abandoned by 1941, with occasional use by Junkers Ju 52s as a refuelling station. [2]

In 1943, the airfield was designated as Stützpunkt 134 Paderborn, housing defence units as part of the Atlantic Wall coastal fortifications. The units were equipped with 10.5 cm leFH 18 howitzers. During the winter of 1943–44, 10.5 cm leFH 324(f) howitzers replaced the leFH 18s. [2] A number of concrete bunkers were constructed to house the guns, which were still standing around the airfield in October 2007. [46] Following Operation Overlord at the start of the Allied invasion of western Europe, the Germans committed various acts of sabotage on departure from Saint-Inglevert. [2]

Post-war

Post-war, the airfield was restored to operational condition and civil flying returned. On 10 April 1957, a report was published which resulted in the abandonment of Saint-Inglevert in favour of an airport 6 km (4 mi) east of Calais. The airfield was returned to agriculture. [2]

In 1986, l'Aéroclub du Boulonnais took over Saint-Inglevert following closure of their previous base at Ambleteuse. Since its closure, the runway had been used as a dump for old tyres and scrap vehicles, [47] and it took three years to restore the airfield, which reopened on 30 July 1989. [2] On the night of 5–6 April 2010, a fire in a hangar at Saint-Inglevert destroyed the hangar and eight aircraft. [48] The destroyed aircraft were replaced by a Robin DR300, a Robin DR400, a Piel Emeraude CP3005 and a Jodel D195. A Piper PA-28 was also acquired which needed restoration to make it airworthy. The replacement aircraft were housed in a 10-by-10-metre (33 ft × 33 ft) tent hangar erected on the airfield, or temporarily outstationed at Calais or Le Touquet. A new 30-by-20-metre (98 ft × 66 ft) hangar, replacing the one destroyed by the fire, [49] was officially opened on 30 March 2012, and can accommodate ten aircraft. [50] Following the fire, a NOTAM was issued temporarily restricting the use of the airfield until 15 November 2010 to aircraft based there. On 26 August 2010, Saint-Inglevert was given the ICAO identifier LFIS, allowing it to be classed as a public airfield instead of a private one. This had taken ten years to achieve. [49]

Accidents and incidents

Notes

  1. ^ All locations are in the Pas-de-Calais Département unless indicated otherwise.
  2. ^ The phrase "it was notified" indicates that a Notice to Airmen had been issued by either the British Civil Aviation Authority or the French Direction Générale de l'Aviation Civile as appropriate. A Notice to Airmen was called a NOTAM after 1948.
  3. ^ Although 615 Squadron were re-equipping with Hawker Hurricanes during this period, "B" flight were still equipped with Gladiators, evidence for this being a photograph of them at Vitry-en-Artois in January 1940. [53]

Related Research Articles

<span class="mw-page-title-main">Croydon Airport</span> Former airport in South London, England (1920–1959)

Croydon Airport was the UK's only international airport during the interwar period. It opened in 1920, located near Croydon, then part of Surrey. Built in a Neoclassical style, it was developed as Britain's main airport, handling more cargo, mail, and passengers than any other UK airport at the time. Innovations at the site included the world's first air traffic control and the first airport terminal. During World War II the airport was named RAF Croydon as its role changed to that of a fighter airfield during the Battle of Britain; and in 1943 RAF Transport Command was founded at the site, which used the airport to transport thousands of troops into and out of Europe.

<span class="mw-page-title-main">London Biggin Hill Airport</span> Airport in the United Kingdom

London Biggin Hill Airport is a minor commercial airport serving Biggin Hill in the London Borough of Bromley, located 12 NM south-southeast of Central London. It specialises in general aviation, handling a spectrum of traffic from private aviation to large business jets. It currently has no scheduled airline service, as flights using the airport are not regularly permitted to carry fare-paying passengers.

<span class="mw-page-title-main">Bristol Filton Airport</span> Former airport of Bristol, England, United Kingdom (1915–2012)

Filton Airport or Filton Aerodrome was a private airport in Filton and Patchway, within South Gloucestershire, 4 NM north of Bristol, England.

<span class="mw-page-title-main">Hendon Aerodrome</span> Aerodrome in London, 1908–1968

Hendon Aerodrome was an aerodrome in London, England, that was an important centre for aviation from 1908 to 1968.

Castle Bromwich Aerodrome was an early airfield, situated to the north of Castle Bromwich in the West Midlands of England. The site now falls within the City of Birmingham.

<span class="mw-page-title-main">Heston Aerodrome</span> Airport

Heston Aerodrome was an airfield located to the west of London, England, operational between 1929 and 1947. It was situated on the border of the Heston and Cranford areas of Hounslow, Middlesex. In September 1938, the British Prime Minister, Neville Chamberlain, flew from Heston to Germany three times in two weeks for talks with Adolf Hitler, and returned to Heston from the Munich Conference with the paper referred to in his later "Peace for our time" speech from 10 Downing Street.

<span class="mw-page-title-main">Farman F.60 Goliath</span> French airliner and bomber

The Farman F.60 Goliath was a French airliner and bomber produced by the Farman Aviation Works from 1919. It was instrumental in the creation of early airlines and commercial routes in Europe after World War I.

<span class="mw-page-title-main">RAF Weston Zoyland</span> Former Royal Air Force station in Somerset, England

Royal Air Force Westonzoyland, or more simply RAF Westonzoyland, is one of the United Kingdom's oldest airfields, being established in the early 1920s. The airfield is located approximately 4 miles (6.4 km) east-southeast of Bridgwater, Somerset; about 125 miles (201 km) west-southwest of London.

Air Union was a French airline established on 1 January 1923, as the result of a merger between the airlines Compagnie des Messageries Aériennes and Compagnie des Grands Express Aériens. Air Union was merged with four other French airlines to become Air France on 7 October 1933.

Lympne Airport was a military and later civil airfield, at Lympne, Kent, United Kingdom, which operated from 1916 to 1984. The airfield was built out of necessity in the First World War. During the First World War RFC Lympne was originally an acceptance point for aircraft being delivered to, and returning from, France but was later designated as a First Class Landing Ground, RAF Lympne. It became a civil airfield in 1919 and saw the operation of early air mail services after the 1918 armistice. It was one of the first four airfields in the United Kingdom with customs facilities.

<span class="mw-page-title-main">RAF Lympne</span> Former Royal Air Force station in Kent, England

Royal Air Force Lympne or more simply RAF Lympne is a former Royal Air Force satellite station in Kent used during the First and Second World Wars. It was opened in 1916 by the Royal Flying Corps as an acceptance point for aircraft being delivered to, and returned from, France. It was later designated as a "First Class Landing Ground". In 1919, the airfield was turned over to civil use as Lympne Airport, serving until 1939 when it was requisitioned by the Fleet Air Arm as HMS Buzzard, later being renamed HMS Daedalus II.

<span class="mw-page-title-main">RAF Pengam Moors</span> Former Royal Air Force station in Cardiff, Wales

Royal Air Force Pengam Moors, or more simply RAF Pengam Moors,, is a former Royal Air Force station and maintenance unit (MU), located on the Pengam Moors area of Tremorfa, situated 2 miles (3.2 km) south east of Cardiff city centre in Wales, from June 1938 to January 1946.

<span class="mw-page-title-main">Penshurst Airfield</span> Airfield in Leigh, UK

Penshurst Airfield was an airfield in operation between 1916–36 and 1940–46. Initially a military airfield, after the First World War it was used as an alternate destination to Croydon Airport, with some civil flying taking place. The airfield closed following the crash of a Flying Flea at an air display in 1936, and was converted to a polo ground.

<span class="mw-page-title-main">August 1926 Air Union Blériot 155 crash</span>

The August 1926 Air Union Blériot 155 crash happened on 18 August 1926 at Hurst, Kent when Blériot 155 F-AIEB of Air Union hit a barn and crashed whilst attempting to make a forced landing in bad weather. Two passengers were killed in the accident, and the pilot died a day later.

<span class="mw-page-title-main">Hounslow Heath Aerodrome</span>

Hounslow Heath Aerodrome was a grass airfield, operational 1914–1920. It was in the London borough of Hounslow, and hosted the British Empire's first scheduled daily international commercial flights, in 1919. The site today includes the main remaining part of Hounslow Heath.

Marden Airfield was an airfield in Marden, Kent, United Kingdom. It was operation from 1917 to 1935. Initially a Royal Flying Corps airfield during the First World War it was used post-war as an Emergency Landing Strip, RAF Marden by the Royal Air Force. It was also known as Pagehurst Emergency Landing Ground. Later serving as a civil Emergency Landing Ground, the airfield closed in 1935. The site housed a Royal Air Force transmitter station during the Second World War.

Ramsgate Airport was a civil airfield at Ramsgate, Kent, United Kingdom which opened in July 1935. It was briefly taken over by the Royal Air Force in the Second World War, becoming RAF Ramsgate. The airfield was then closed and obstructed to prevent its use. It reopened in 1953 and served until final closure in 1968. The site has now been redeveloped as an industrial estate.

<span class="mw-page-title-main">Bekesbourne Aerodrome</span> Defunct British airfield (1916–1940)

Bekesbourne Aerodrome was an airport located at the southeast edge of the village of Bekesbourne, southeast of Canterbury, Kent. It operated from 1916 until 1940, and had both military and civil roles.

<span class="mw-page-title-main">Clairmarais aerodrome</span> Airport in Pas-de-Calais, France

Clairmarais aerodrome, at Clairmarais, Pas-de-Calais, France, near St. Omer and not far from Ypres, was an airfield used by the Royal Flying Corps (RFC) and later Royal Air Force (RAF) in the First World War. The site was briefly reused by the Germans during the occupation of France in the Second World War.

<span class="mw-page-title-main">Headcorn Aerodrome</span> Airport in Ashford, Kent

Headcorn Aerodrome is a private airfield in Kent, England. The airfield is located 8 NM south of Maidstone; about 32 miles (51 km) southeast of London.

References

  1. for a description of some RFC/RAF operations on the field, see No. 115 Squadron RAF
  2. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 "Saint-Inglevert" (in French). Les Anciens Aérodromes. Retrieved 5 April 2011.
  3. "London – Paris Air Route". The Times. No. 42634. London. 20 March 1920. col B, p. 13.
  4. "A New Aerodrome for Paris". Flight. No. 8 April 1920. p. 402.
  5. "Aerial Lighthouse at St. Inglevert". Flight. No. 29 April 1920. p. 470.
  6. "Customs Aerodrome Opened at St. Inglevert". Flight. No. 10 June 1920. p. 625.
  7. "French Aerodromes Signal Procedure". Flight. No. 8 July 1920. p. 740.
  8. "Hourly Weather Forecasts". The Times. No. 42494. London. 20 August 1920. col C, p. 7.
  9. "(No.98) France: Aerodromes, Customs and Wireless Stations". Flight. No. 7 October 1920. p. 1062.
  10. "Imperial and Foreign News Items". The Times. No. 42567. London. 13 November 1920. col G, p. 9.
  11. "France: Aerodromes and Meteorological Stations". Flight. No. 27 January 1921. p. 59.
  12. "Radio-Telephony for Aircraft". The Times. No. 42654. London. 25 February 1921. col C, p. 12.
  13. "Goliath's Flight". The Times. No. 42709. London. 2 May 1921. col F, p. 8.
  14. "The International Michelin Cup". Flight. No. 8 September 1921. p. 608.
  15. "British 'Plane for French Air Line". Flight. No. 10 November 1921. p. 741.
  16. "The International Michelin Cup". Flight. No. 24 November 1921. p. 789.
  17. "Airway Rules". The Times. No. 43006. London. 15 April 1922. col E, p. 12.
  18. "Night Flying on London-Paris Route". Flight. No. 13 April 1922. p. 221.
  19. "France: Night Landing Arrangements, Customs Service at Lyons Aerodrome". Flight. No. 28 December 1922. p. 788.
  20. "Cross-Channel Flight Competition". The Times. No. 43327. London. 28 April 1923. col G, p. 9.
  21. "Light 'Plane and Glider Notes". Flight. No. 10 May 1923. p. 252.
  22. Collyer 1992, p. 33.
  23. "System for Reporting Cross-Channel Flights of Aircraft not Equipped with W/T Apparatus". Flight. No. 28 August 1924. p. 545.
  24. "The Tour de France Competition". Flight. No. 25 September 1924. p. 630.
  25. "Channel Flight by Autogiro". The Times. No. 45002. London. 19 September 1928. col F, p. 14.
  26. "Channel Crossed by Glider". The Times. No. 45854. London. 20 June 1931. col F, p. 12.
  27. 1 2 "£1,000 For What?". Flight. No. 26 June 1931. pp. 576–77. (p576, p577)
  28. "Channel Gliding". The Times. No. 45855. London. 22 June 1931. col F, p. 9.
  29. "An "Ultralight" Record". Flight. No. 9 April 1936. p. 375.
  30. 1 2 "Micro Ray for Channel Air Services" (24 November 1932): 1140.{{cite journal}}: Cite journal requires |journal= (help)
  31. "Short-Wave Wireless Communication". The Times. No. 46293. London. 17 November 1932. col D, p. 9.
  32. "Aeroplane in the Channel". The Times. No. 46387. London. 8 March 1933. col E, p. 14.
  33. "Miniature Wireless". The Times. No. 46663. London. 17 January 1934. col D, p. 8.
  34. "A Micro-Way Link". Flight. No. 1 February 1934. pp. 96–97. (p96, p97)
  35. "The Prince of Wales's Holiday". The Times. No. 46980. London. 5 February 1935. col F, p. 14.
  36. "The King at Vimy". The Times. No. 47437. London. 27 July 1936. col C, D, p. 13.
  37. "The King at Vimy". The Times. No. 47449. London. 10 August 1936. col F, p. 10.
  38. "Flying Flea's Channel Hop". The Times. No. 47142. London. 14 August 1935. col B, p. 12.
  39. "L'Aerodrome de Saint-Inglevert" (in French). Histopale. Retrieved 21 March 2011.
  40. 1 2 Belcher, Keith A. "Correspondence – A "Vintage Aircraft" memory of 1940". Flight. No. 19 October 1956. pp. 654–55.
  41. "615 Squadron". Royal Air Force. Archived from the original on 14 October 2012. Retrieved 20 March 2011.
  42. "Lehrgeschwader 2". Michael Holm. Retrieved 20 March 2011.
  43. "R.A.F. Raids on Aerodromes". The Times. No. 48683. London. 1 August 1940. col D, p. 4.
  44. "Raids on Kiel Naval Base". The Times. No. 48700. London. 21 August 1940. col D, p. 4.
  45. "More Bombs on U-Boat Base". The Times. No. 48810. London. 30 December 1940. col D, p. 3.
  46. "STP. 131 Paderborn Geschützstände". Panoramio, (user Pillboxs). Retrieved 21 March 2011.
  47. "L'Aerodrome de Saint-Inglevert" (in French). Histopale. Retrieved 21 March 2011.
  48. Voeung, Annie (5 April 2010). "L'aérodrome de Saint-Inglevert ravagé par les flammes" (in French). Nord Littoral. Retrieved 7 April 2012.
  49. 1 2 Gil, Roy. "L'aérodrome de Saint-Inglevert LFIS ouvert à la CAP" (in French). Aerobuzz. Retrieved 20 March 2010.
  50. "L'aéro-club du Boulonnais ouvre son hangar et ses avions ce week-end". La Voix du Nord. 30 March 2012. Retrieved 7 April 2012.
  51. "ALLO! ALLO! Une hélice de rechange s'il vous plaît !". Le Petit Journal (in French). No. 2 September 1922. p. 3.
  52. "London Terminal Aerodrome". Flight. No. 15 February 1923. p. 296.
  53. "A History of the Battle of Britain: Phoney Air War in France". RAF Museum. Archived from the original on 21 September 2010. Retrieved 5 April 2012.

Sources

Further reading