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Aviation History
1936
1936 - 2258.PDF
AIRCRAFT ENGINEER AND AIRSHIPS fmsT AERONAUTICAFWEEKEY IN THE^WORLD .• FOUNDED 1909 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 Telegiams : Trsditnr, Sedist. London. Telephone : Waterloo 3333 ISO line!!. HERTFORD ST., COVENTRY. Telegrams: Autocar, Coventry. Telephone: Coventry 6210. GUILDHALL BUILDINGS. NAVIGATION ST., BIRMINGHAM, 2. Telegrams: Autopress, Birmingham. Telephone : Midland 2971. 260, DEANSGATE, MANCHESTER, 3. Telegrams: IlifTe, Manchester. Telephone: Blackfriars 4412. 26B. RENFJELD ST., GLASGOW C.2. Telegrams: Ilifie, Glasgow. Telephone: Central 4857. SUBSCRIPTION KATES : Home and Canada: Other Countries: Year, £1 13 0. Year, £1 15 tl. 6 months, 16a. 6(1. 6 months, 17B. 6<L 3 mi.nth.. 8s. 6(1. 3 months, 8s. %d. No. 1443. Vol. XXX. AUGUST 20, 193S. Thursdays, Price 6d. Our Q R, M' reatest Race AJOR OLIVER STEWART is most certainly right when he writes in this issue that there are three possible single, simple objectives for which the rules of the King's Cup race should be drawn up. These are (i) a test of the flying and navigating skill of the pilots, (2) a spectacle for the public, and (3) a test of the flying qualities of the aeroplanes. With that no one can reasonably disagree. The trouble in recent years has been that the Racing Committee of the Royal Aero Club has confused issues by trying to aim at more than one of these objectives at the same time. At least the committee has tried to combine the second with one of the other two, and has accordingly pleased nobody. It is therefore desirable to consider the second objective and get our ideas clear about it before going on to consider the other two. The best way to make air racing provide a spectacle for the public is to race the machines round pylons, or round a' very short course, so that they may be in sight of the aerodrome crowd practically all the time.. That was done at several meetings at Bournemouth, and the spectacle was certainly exciting enough to please the most laded appetite for thrills. Almost inevitably it ended in tragedy, and no one wants to have a repetition of that. In the last three years an attempt has been made to •vide a spectacle at Hatfield by flying numerous circuits short course. The result has been disappointing. As a sheer spectacle it has been feeble, only rescued from absolute boredom by the efforts of excellent broadcasters. Above all, it has by now been made abundantly clear that only the most minute fraction of the people of London will ever trek out to an aerodrome to watch such a Sl«ht. Therefore, if London is to continue to be the central point of the King's Cup race, common sense jctates that all idea of providing a spectacle should be abandoned. oi There is an alternative before all hopes of drawing a crowd need be given up. The start and finish of the race could be held at some other city. In one year the race was held at Nottingham, and the response of the public was at least encouraging. Manchester would be likely to give still greater popular support, for that city has always taken a leading part in giving encouragement to flying, and displays by the Lancashire Aero Club have drawn very large and enthusiastic crowds to Woodford and Barton. But, whether Manchester or some other city be chosen, it should be laid down as a principle that if a public spectacle is to be an object, or the object, of the race, then the race must not be held on a London aerodrome. Alternatives If the decision is taken to disregard all thoughts of a gate, then it becomes a much simpler matter to consider the two other possible objects of the race. It may be a race for pilots or it may be a race for manufacturers. Moreover, there is no reason why a race for manufac turers should not also be a good test of piloting skill. These two requirements are not antipathetic. A race for manufacturers would now be the most valuable and interesting form of contest. It would, moreover, attract a lot of attention in the Press, and thousands who would never make the effort to go to an aerodrome would follow the fortunes of the machines with great interest in their favourite papers. The international race to Mel bourne two 3'ears ago proved that, for many people who could not tell the difference between a Heyford and a Leopard Moth by sight waxed quite heated as they dis cussed the comparative merits of the Comet and the Douglas. It is unfortunately true, as Major Stewart says, that manufacturers cannot be expected to design special machines for a race unless there is a big money prize or some equivalent attraction. In saying this we do not mean to accuse British manufacturers of lack of sport
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