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Aviation History
1951
1951 - 1285.PDF
i8 FLIGHT, 6 July 1951 THIS is the first of a series of biographies, by H. J. COOPER, describing the air-racing careers of the present six members of the "Throttle Benders' Union"—the unofficial brotherhood of regular participants in British air races. The six pilots are S/L. J. Rush (subject of the present article), R. R. Paine, A. L. Cole, J. N. Somers, C. G. Alington and F. Dunkerley. Having regained the Norton-Griffiths Trophy for Britain—at Newcastle last year—Rush receives it from Lady Robb, wife of Air chief Marshal Sir James M. Robb. In the background is Col. R. L. Preston. THE THROTT O ENDERS k NE of theslxmembers of tf is Squadron Leader James Rush, A.F.C., who although still a very active racing pilot was in fact racing well before the recent war. Jimmie Rush was born at Newcastle-upon-Tyne 42 years ago, and at the age of 20, joined the Newcastle-upon-Tyne Aero Club, which was then, in 1929, operating from the old Cramlington Aerodrome. He began his flying instruction on a Cirrus II Moth under George Kemp, now C.F.I, at the Cardiff Aeroplane Club, and soon took his "A" Licence. His Royal Aero Club Aviator's Certificate is numbered 9,298 and is dated July 19th, 1930. After getting his "A" Jimmie decided to make flying his career, so he trained for his "B" Licence and gained it in 1932. For some time he flew with various charter firms, carrying mails under con- tract between Croydon and Brussels, and also did a lot of joy- riding work from the old airfield at Maylands, right on the main London to East Coast road at Romford. His first race was one organized in 1935 by the Newcastle Club, when he flew one of their Cirrus Moths. Ever since Newcastle had been a turning-point in the 1923 King's Cup Air Race he had been determined to race an aircraft himself. His schoolday heroes were Barnard, Courtney and Cobham, all King's Cup winners, but in those days it never occurred to him that he would eventually find himself as one of this country's leading racing pilots. With the Manx Air Derby Trophy, won in the Hawker Tomtit in 1938. He raced again in 1936, when he took a" to compete in the Olympic Races. He achieved little success, bftt today is thankful for the early experience he gained. Like those of many other pilots his first racing attempts were abortive, and it was a question of determination on his part before he could claim a place. Another of Rush's ambitions was to become a flying instructor, and this he fulfilled in 1937, when he joined the London Air Park Flying Club at Hanworth, one of the elite Clubs for wealthy patrons. Here he came in contact with many sporting pilots— people who could afford to fly with a club that did not surfer the financial troubles which all experience now. At that time the clubs were subsidised by a Government which recognised the value of Club-trained pilots, and Jimmie describes this period as the hey- day of the clubs and of flying instructors. His fellow-instructors at Hanworth were David Llewellyn, Owen Cathcart-Jones, Ken Waller and Captain Duncanson. The instructor's life was a delightful one; at least, Jimmie found it so, and he regards this time as the best in his whole life. It was at Hanworth that he met Nat Somers, who came to him as a pupil member. They became firm friends, and Jimmie believes that it was his own keenness for racing which inspired Nat to take it up. That year Jimmie was elected chairman of the club, and he was largely responsible for its reorganisation, especially on the social side. The Hanworth garden parties and Fifth of November dis- plays on the lawn in front of the hotel were something to be remembered. He next raced in 1937, when he entered for the London to Isle of Man Race, flown from Hanworth to Ronaldsway. He was then also test pilot to the Aeronca Company, which was shipping com- ponents for the Aeronca-J.A.P. from America and assembling them at Hanworth; it was the first of these little 36 h.p. mono- planes that he flew in the race. From Hanworth he led all the way to St. Bee's Head, in Cumber- land, before turning W.S.W. for the Isle of Man. Over the Irish Sea he saw H.M. Destroyer Salamander and some lifeboats below him, which appeared to be g'Ving him some vague sort of signals (at least, they were vague to Jimmie!). He was a little worried about his navigation, for the weather was far from friendly and the Aeronca carried no blind-flying panel, but merely a bubble. Sud- denly he flew into very thick fog, right down on the water—and understood what the ships had been trying to tell him. The Isle of Man was completely enveloped and, as he had only a very small petrol margin, he began to worry some more. In a few minutes the black mass of the 300-feet cliffs at Maughold flashed beneath, and he saw the lighthouse which was one of the turning-points in the race. He had to bank sharply to avoid flying into Snaefell Mountain. Now Jimmie was more concerned about getting down safely than about winning. Through the low cloud and fog he saw a patch of green, sideslipped down towards it, between some trees, and came safely to rest in a field of young corn. For half an hour he sat in the Aeronca's cabin, waiting for the fog to lift. It was still very thick and he began to realize how lucky he had been. Soon the puzzled face of a farmer peered into the cabin; he had been looking for the crash as he could not see how any pilot could have, got down without damage. He took Jimmie half a mile to a cafe for some tea. It proved to be an expensive cup, for it cost Rush the race. All the competitors had been scattered by the weather, and only six of them managed to reach the Isle of Man. One of them, Major Hans Seidemann of the German Aero Club, flying a Messer- schmitt Taifun, was told on arrival at Ronaldsway that he had not been observed at Maughold or Douglas. He thereupon took off without questioning the decision of the R.Ae.C. observers, flew
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