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Aviation History
1936
1936 - 1888.PDF
AIRCRAFT ENGINEER AND AIRSHIPS FIRST AERONAUTICAFWEEKLYIN THE^WORLD .- FOUNDED WOO Editor C. M. POULSEN Managing Editor G. GEOFFREY SMITH Chief Photographer JOHN YOXALL Editorial, Advertising and Publishing Offices: DORSET HOUSE, STAMFORD STREET, LONDON, S.E.I Telegrams : Tiuditur, Sedist, London. Telephone : Waterloo 3333 (50 lines). HERTFORD ST., COVENTRY. Telegrams: Autocar, Coventry. Telephone: Coventry 5210. GUILDHALL BUILDINGS, NAVIGATION ST., BIRMINGHAM, 2. Telegrams: Autopress, Birmingham. Telephone: Midland 2071. 260, DEANSGATE, MANCHESTER, 3. Telegrams: Iliffe, Manchester. Telephone: Blackfriars 4412. 2GB, RENFJELD ST.. GLASGOW C.2. Telegrams: Iliffe, Glasgow. Telephone: Central 4857. SUBSCRIPTION RATES: Home nnd Canada: Other Countries: Tear, £1 13 0. Year, JE1 15 0. 6 months, 16s. 6d. 6 months, 17s. 6d. 3 months, 8s. 6d. 3 months, 8s. 9d. No. 1437. Vol. XXX. JULY 9, 193S. Thursdays, Price Cd. I he King's K^ub K up .ace T WENTY-SEVEN entries for an air race for a cup presented by His Majesty the King cannot be said to be worthy of the occasion. Time was when the list of entries numbered around the ioo mark, and although that was excessive because of the element of danger it introduced, it is a far cry from that to this year's number of entries. As the race for the King's Cup is confined to bona fide civil aircraft, one cannot use the excuse that manufac turers are too busy in connection with the R.A.F. ex pansion, and it becomes necessary to find other reasons for this dropping off in air-racing enthusiasm. The King's Cup is a greatly coveted trophy, and the cash prizes so generously offered by Lord Wakefield are such as to provide considerable further inducement to enter in the race. Everything points to the fault lying with the regu lations. Before and after last year's King's Cup race, Flight pointed out that the slower machines were unfairly treated compared with the faster because, to have any chance of getting into the Final, they had to fly much closer to their maximum speed than was necessary for the faster. The same regulation is in force this year, with the exception that a third class has been added, rfass C, for twin-engined aeroplanes. From the table on p. 52 it is evident that, according to the speeds Flight has worked out, based upon the official handicap allowances, in class B, for example, all the Vega Gulls have little chance of getting into the ^nal, being matched in their class against much faster Machines. Fifty per cent., and not more than ten, making the fastest time in each class are eligible for the final. Barring accidents, or except for particularly poor navigation on somebody's part, the slower machines m each class have little chance. Encouraging the fast machine is all very well, but that could be done by raising the lowest handicap speed to, a)'> Mo m.p.h. and a fairer way of elimination would be by flying the eliminating trial as a handicap and ad mitting to the final a certain percentage from those which had beaten their handicap allowances by the greatest margin. trance and Nationalisation NATIONALISATION of everything which it is pos sible to nationalise* is, we believe, the creed of Socialists, wherever found. Therefore it is per haps not surprising that the advent to office in France of the Party led by M. Blum should be followed by a proposal to nationalise warlike arms and munitions, including military aircraft and aero engines. Naturally, also, our contemporary, Les Ailes, has raised an outcry that such a step would be the death of French flying. Socialists in France are apt to be different in outlook from those in some other countries, because they and their fathers have in the last sixty-six years twice seen German armies in occupation of parts of France, and they have not the least desire to see that sort of history repeat itself. If M. Blum and his colleagues were to be convinced that nationalisation of aircraft production, and of other forms of armament, would imperil the safety of France's frontiers, it may be taken for granted that they would have nothing to do with the suggestion. The French Government knows, of course, that in Britain a Royal Commission has been considering the subject and has been taking evidence. That Commission has not yet reported, and until it does make its report it might be considered by some to be improper if a journal commented on the subject. Ministers in charge of the fighting Services are free to express their opinions where the Press mav feel silence to be appropriate, and can also take action on their opinions. Lord Swinton, the Air Minister, has said not once but many times in speeches that he has approached the industry, not only 'he aircraft industry but allied branches whose help he wished to enlist, and, after tell ing his requirements, has said to the leaders of the in-
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