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Aviation History
1926
1926 - 0646.PDF
which has to be covered three times, making a total for the day of 318 miles. The turning point at Brighton will be the grand stand on the race course, which competitors must pass in a left-hand curve, i.e., leaving the turning point on their left. Alightings must be made at Lympne aerodrome on the completion of each circuit. Assuming that competing machines will be cruising at an average speed of 55 m.p.h., each circuit on the first day of the competition should occupy something like two hours, but the time will naturally vary somewhat with different machines, although for the flight to count in the competition the time occupied must not exceed 2 hours 7 minutes 12 seconds. Second Day's Circuit (September 13). The circuit on the second day of the competition is from Lympne aerodrome to Eastbourne, back to Lympne, on to Hastings, and back to Lympne aerodrome. Machines do not alight on their return to Lympne from Eastbourne, but merely round the turning point on the aerodrome and head at SEPTEMBER 9, 1926 A white circle on Manston aerodrome forms the turning point there, and this must be rounded clockwise, i.e., compe- titors leave it on their right. At North Foreland the turning point is a wireless mast some 50 yards outside the lighthouse. This must be left on the left, and the aerial from the mast constitutes a possible source of danger, so that competitors are warned not to fly too. low. The Reculver towers are rounded in an anti-clockwise direction, i.e., machines leave them on their left, and then head South-South-West for Lympne. Fourth Day's Circuit (September 15). The course for the fourth day (September 15) is identical with that for the first day, and consists of three laps of the circuit Lympne-Brighton-Lympne, with alightings at Lympne on the completion of each circuit. Fifth Day's Circuit (September 16).This is the same as the third day's course, consisting in six laps of the course Lympne-Dover-Manston aerodrome- RECULVER TOWERS Margate CIRCUIT O SUNDAY 12 H? 318 MILES MONDAY 13 it 372 » TUESDAY 14 U? 372 " © WEDNESDAYI5K? 318 THURSDAY 16 tt 372 - •> FRIDAY 17 It 21 E o 2 •* e s a iz. /» itEASTBOURNE (THRtE GASOMETERS) THE LYMPNE LIGHT 'PLANE COMPETITION : Sketch map of the circuits over which the machines will fly. once for Hastings. On the return from Hastings, however, alightings have to be made at Lympne, and the circuit Lympne- Eastbourne-Lympne-Hastings-Lympne, a distance of 124 miles, has to be covered three times, giving a total distance for the day of 372 miles. Each circuit of 124 miles must not occupy more than 2 hours 28 mins. 48 sees. The turning point at Eastbourne is formed by three gaso- meters to the N.E. of the town, and competitors must round this, leaving it on their left. The Hastings turning point is Hastings Castle, situated a short distance inland and a short way to the east of the pier. Third Day's Circuit (September 14). The third day's circuit is from Lympne aerodrome to Dover, Manston aerodrome, North Foreland lighthouse, Reculvers and back to Lympne, a distance of 62 miles, which has to be covered six times, giving a total mileage for the day of 372 miles, and machines alighting at Lympne on the completion of each circuit. The time for one circuit must not exceed 1 hour 14 mins. 24 sees. The turning point at Dover is formed by Dover Castle, which competitors must leave on their left. North Foreland-Reculvers-Lympne, with alightings at Lympne on the completion of each circuit. Sixth Day's Circuit (September 17). On the last day of the competition proper, Friday, Septem- ber 17, the course is from Lympne aerodrome to Croydon aerodrome and back to Lympne, a distance of 106 miles, with alightings at Lympne on the completion of each lap. This course has to be covered twice, giving a total distance for the day of 212 miles. The time taken to cover each lap must not exceed 2 hours 7 mins. 12 sees. In the accompanying sketch map are shown diagrammatically the various circuits, as well as some of the towns near which the different courses lie. It will be seen that the courses have been carefully planned to avoid the necessity of flying over any large towns, and even in the case of some of the turning points these have been so chosen that seaside visitors will see but little of the competing machines. From the point of view of the competitors pos- sibly this is a wise precaution, but aviation as a whole will probably lose a very excellent opportunity for good propa- ganda by this planning of the circuits. 570
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