[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.

[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.

[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.

[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.

[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.

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.

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.

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.

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.

[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.

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.

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.

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.

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.

[2] In 1943, the airfield was designated as Stützpunkt 134 Paderborn, housing defence units as part of the Atlantic Wall coastal fortifications.

[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.