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Aviation History
1938
1938 - 1923.PDF
AIRCRAFT ENGINEER AND AIRSHIPS FIRST AERONAUTICAL^EEKLY IN TNE^IVORLD -, FOUNDED 1909 Editor C. M. POULSEN Managing Editor GEOFFREY SMITH Chief Photographer JOHN YOXALL Edilorial, Advertising and Publishing Offices: DORSET HOUSE, STAMFORD STREET, LONDON, S.E.I Telegrams : Truditnr, 5-dist, Loudon. Telephone Waterloo 3331 (50 ines, 8-10, CORPORATION ST., COVENTRY. Telegrams: Autocar, Coventry. Telephone; Coventry 5210. GUILDHALL BUILDINGS, NAVIGATION ST., BIRMINGHAM. 2. Telegrams: Autopress, Birmingham. Telephone: Midland 2971. •200, DEANSGATE, MANCHESTER, 8 Telegrams: IliSe, Manchester. Telephone: Blackfriars 4412. '-'SB, BK.NF1ELD ST. GLASGOW, C.2. Telegrams: Ilifle, Glasgow Telephone: Central 4857 SUBSCRIPTION RATES: Honte and Canada Oilier Countries: Year. £1 13 (V Year, «1 t6 0, 0 months, I69. Gd. 6 months, 18s. 01. 3 months, 8s. 6d. 3 months, 9s. («1. No. 1541. Vol. XXXIII. JULY 7, 1938. Thursdays, Price 6d. The Outlooks Indifferent F ROM no point of view can this year's race for the King's Cup be described as an outstanding event. If one were asked to classify it as good, bad or in different, the reply would inevitably have to be the last- named. Somehow the event entirely lacked "zip." The number of turns which had to be made around the Hatfield pylon gave one cause to expect a fairly thrilling spectacle, but it so happened that there was an almost complete absence of bunching, and the machines seemed to come around with monotonous regularity. The fact that thsy were compelled by regulations to round the pylon at not less than 300ft. (a very necessary precaution with that particular wind direction, if machines taking off were to avoid fouling those rounding the mark) also tended to rob the cornering of every vestige of thrill. It is rather the fashion to abuse the Royal Aero Club for not providing a more attractive race. Nothing in the world is easier than to criticise. The Club was handicapped by the present state of military activity in which the whole aircraft industry finds itself, and even if very large prizes had been available and the organisers had made elaborate arrangements for a great race, the entries list would have looked no different. No manufacturer, in present circumstances, is going to disorganise his works for the sake of entering a machine in a race, no matter how attractive the rewards. Next Year T HERE is no reason to expect that conditions will have changed by next July, and we may, therefore, just as well reconcile ourselves to the fact that next year's race will not, cannot, be very different. That being so, the most that can be hoped for is a slight im provement in certain directions in which this year's race rather "fell down." Owing to the fact that machines approaching from Bar ton were "head-on" to the spectators, they could not be identified until they rounded the pylon. The bank then caused the tailplane to hide the rudder completely, and one was forced to identify machines by reading the registration letters under the wings. In many cases that was almost impossible. Next year it would be well to have the racing numbers painted under the wing tips as well as on the rudder. Another objection was that the pylon was too far from the enclosures. Doubtless it was placed there to guard the public against risk from accidents, but the result was that there was no possibility of getting a close view of the machines, except when they were taxying in to refuel. If the race is held on similar lines next year it would be well to take these points into consideration. Also, the course might be shortened, although this would handi cap the fast machines, and the compulsory stops should not be so long. Nine o'clock in the morning till six o'clock in the evening is too long for any event of this sort. On the Credit Side I F there was something to criticise in this year's King's Cup Race, there was also a good deal with which we may be satisfied. The amazing reliability of the twenty engines, which ran without a falter for anything from 4^ to 7f hours at full throttle, is something to be proud of. In fact, the only retirement of the whole race was due to nothing worse than a choked petrol supply, and the reliability of the Gipsy engine was once more demonstrated. Of mechanical failures there were none. Not a single fairing, not one little spinner came adrift. No "lid" blew off, and no tyre burst; in fact, there was not a mis hap in the whole race. Young Henshaw's win was extremely popular. He has worked hard at air racing, and well deserved his success. That a one-piece windscreen, a spinner for a Ratier air screw, and smaller spats over the wheels should have put his speed up to 236 m.p.h. is surprising, and one cannot blame the handicappers for not having foreseen it. One thing for which we may be thankful is that the race was won at 236 m.p.h. The effect in the Dominions and abroad when an announcement is made that the King's Cup race has been won at 120 m.p.h. or so is always bad. The fact that it is a handicap is rarely taken into account.
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