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Aviation History
1949
1949 - 1343.PDF
JULY 28TH, 1949 FLIGHT 107 Introduction to Spain cases they were most reluctantly returned with 1' anks. Mostother people did likewise, although a fair wine-lift took place in an American Dakota which had flown from Paris withAmerican and French members of the French Aero Club invited for the Rally. At least one case also travelled in one of twoRapides which had flown out from England. And so the second day started and we prepared to take offfor Valencia, 185 miles south along the coast. The sky above was clear, but low stratus hung over the hills inland, andpatches persisted over the city. At getting-up time the blanket of stratus had looked most discouraging. The line-up of nearly 100 brightly painted little aircraftfrom eight difierent countries made a profound impression upon us as we watched pilots and crews load and start up. Whatan exciting thing this private flying is and what enthusiasm it produces in pilots of every nationality ! Language differ-ences, nationality, age discrepancies, all can be quickly for- gotten when pilots have a job of flying to do together. Tuesday's trip to Manises airfield, Valencia, was the simplestof all and we followed a coast-line studded with tiny fishing villages and resorts until at 1330 hr. after one hour and three-quarter's flying Valencia came into view. Part of the time we again flew low and all the villagers rushed out to wave tous as we skimmed by 50 yaids out over the water. Near the half-way mark, at 1230 to be exact, when approaching thelarge delta known as Cape Tortosa, the starboard rev. counter started to misbehave. I throttled right back, chiefly to see if it would ease the .load on the drive, but also to discover how the Gemini would proceed on one engine with her recently fitted Wey- bridge wooden airscrews of a new type. The r.p.m. needle did not respond to treatment, and after several revolutions and twitches stuck at a 3,000 plus reading. The Gemini, flying at 2,300ft, lost a steady 75-100 ft/min at 83 m.p.h. with 8 deg of flap (the starboard engine being throttled right back but not stopped). This was not bad, as the weight must have been at least 2,900 lb. It should have been possible, had it been necessary, to coax her back to Reus airfield 30 miles behind.Flying on, with both engines at their cruising 2,300 r.p.m. (star-board gauged by port) and A.S.I. showing 130 m.p.h., we remarked en several more dry river beds as the smoke and haze of Valencia loomed up ahead, and wondered whether or not there would be enough water for a bath at our hotel. Again our reception was most cordial at the airfield; journeylog and fuel carnet were collected, full instructions given, and in a matter of minutes we were seated and served with fresh orange juice to quench a sizeable thirst. The ladies were presented with large bouquets of gladioli, roses and otherflowers and we were invited to try also a special drink Airfields serving tf)3 principal cities of Spain are mainly large, con- sidering t/ie volume of air traffic, but few have concrete runways. Above is Muntadas air- field, Barcelona, and be- low, Manises, Valencia. resembling milk, tasting rather likecoconut milk, and made from crushed nuts we were told. AJter a suitable delay the busesmoved off from the Manises airport and we were transported to ourrespective hotels in Valencia—not so palatial as at Madrid, perhaps,but nevertheless adequate for most people. Dinner was taken in theJardines del Real, two bands, danc- ing and fireworks being providedlor our entertainment. Particularly memorable during the meal was thespectacular simultaneous appear- ance of the waiters, each bearing alarge coloured cone of ice pudding based on a block of ice hollowed out to contain candles for illumination. Brief speeches ofwelcome and thanks were made, Mr. Kenneth Davis responding for the British contingents. The president ofthe Valencia Aero Club, Sr. D. Jose Albinana Ferrer, was our host for the evening. On Wednesday we turned inland for the capital city ofMadrid, and for the first time it was necessary to study our maps; but before take-off we had to have the outer tanksdrained: apparently our sign language had failed to make clear our fuel requirements (French was no longer understood) soall tanks had been filled. Weather was still fine and there was little or no wind. Forthe first few miles we took our position from the almost dry In the foreground of the group are seen the Aeronca and the Magister. The engines of both suffered loss of compression due to using leaded fuel but nevertheless the aircraft arrived at Pamplona.
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