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Aviation History
1952
1952 - 0095.PDF
11 January 1952 39 The ENGLAND to NEW ZEALAND RACE Indications of Encouraging Support: Problems Involved in Planning the Route kS mentioned briefly in Flight last week, two of the /% organizers of the 1953 England to New Zealand race, Mr. Hume D. Christie and Mr. John Stannage, recently visited America, and they have since come to this country for discussions with the Royal Aero Club and various other interested parties in order further to advance the stage of planning which has been reached. The fact that the entry forms will be published this month will naturally tend to awaken new interest in the event (which is now only 18 months distant) and there is certain to be a great deal of speculation on such subjects as prospective entrants and actual route to be followed. On neither of these points can any reliable forecast be given at this stage, but concerning the former, Mr. Christie has told us that the total number of entries is likely to amount to a very substantial figure. The American airlines are showing particular interest in the race, as are several U.S. manufacturers. It is probable, too, that several entries may be forthcoming from the U.S. Air Force. Mr. Christie informs us also that a number of well-known American amateur racing pilots —among them Paul Mantz, Jacqueline Cochrane and Diana Bixby—may compete. Because a minimum average speed of 77 m.p.h. must be main tained over the whole course, and the start-to-finish time must not exceed 168 hours, it seems probable that nothing very much smaller than a Dakota will be flying in the Handicap Class. Even so we understand that there have been inquiries from the owners of a Dove and a Beechcraft Twin-Bonanza. The latter machine has—with additional tankage—exceptionally good range charac teristics, and, as it cruises at around 200 m.p.h., it might con ceivably stand a good chance. Although the handicap formula does take into account the number of refuelling stops made the advantage is still likely to lie with the aircraft making the fewest stops. For the Handicap Class a number of what might be termed "firm inquiries" have been received; among them are B.O.A.C., B.E.A., Q.E.A., K.L.M., de Havilland and Armstrong Whitworth. The Speed Class is likely to encourage the entering of a variety of high-speed fighter-type aircraft either jet- or piston-engined. In the latter category, the range requirements may entice several Mustang owners to enter. The organizers say that in general they are very encouraged by the interest which has so far been shown by prospective entrants, although it is still far too early even to guess at the eventual length of the starter's list. The question of control points and the precise course (or courses) over which the race will take place is now receiving the attention of the planning committee and some idea of the problems involved in deciding these points can be obtained from the following extracts from an article by Douglas Scoffham, D.F.C., who is already well- known in British racing circles and who will be closely connected with the operational side of the race :— One of the first questions (he writes) asked of the Canterbury International Air Race Council when the Royal Aero Club agreed to co-operate in organizing the race was, "Do you wish to have any control points at which competitors must land and check in?" In the MacRobertson England-Australia Race, in 1934, there were control points at Baghdad, Allahabad, Singapore, Darwin and Charlesville, which were airfields where competitors had to land and report. In addition, the Handicap Section of the race had 18 "authorized checking points" situated approximately every 500 miles along the course. It was not necessary to land at all or any of the checking points and it was permissible to put down at places between control points and checking points, although the time spent on such landings would not be taken into account for handi capping purposes. The object of the control points was to ensure that all competitors flew over the same course; that the pilot had not been changed; that no personnel had been disembarked with out replacement; that the aircraft was supplied with emergency rations, lifebelt and distress signals; that the amount of petrol and oil carried on board did not exceed the maximum permissible loading as stated in its C. of A.; and to ensure that all seals on the aircraft remained unbroken. For the New Zealand race it has been generally agreed that there should be control points for the Handicap Section, but there are still some doubts about the Speed Section, particularly if flight refuelling is to be allowed. The organization of a control point is a major problem and also a large financial liability, so the aim is to reduce the number of such stops to as few as possible. It is felt that control points, if any, should be on British territory and preferably at an R.A.F. airfield or one at which there is a flying club, so that expenditure can be kept to a minimum. Unless control points are established a handicap formula will be extremely difficult to operate, even if it is possible at all. Without them it will be impossible to check that the conditions of the race are being observed. If, on the other hand, flight refuelling were to be used, it would be pointless to specify landings at control points, and perhaps a system whereby aircraft report by R/T or other approved means can be operated. Unfortunately, even this would not be infallible, as it would necessitate losing altitude, might confuse radio reception at air ports in such a way as to endanger normal traffic, and might also permit a certain amount of "clipping" on control points. For example, after Cyprus had been passed there would be insufficient facilities at aerodromes on the course to give adequate radar cover age to prevent " corner-cutting." Most of the aircraft entering the race, except in the Speed Section, will probably be types intended for airline use and, therefore, should meet conditions obtaining on recognized routes. In this case, control points at Basra, Calcutta, Singapore and a point somewhere on the east coast of Australia would be effective. If, however, these four control points were used for the Handicap Section and were made compulsory, aircraft might be prevented from entering for both sections of the race and the chances of long- range aircraft would also tend to be prejudiced. A further factor which must be considered is that in order to avoid any risk of international friction it is thought desirable that competing air craft should not fly over Russian-dominated countries and that control points should be established to eliminate any possibility of this happening. The main problems can, therefore, be sum marized as follows: (i) control points should be used, but must be kept to a minimum number to ensure that all competitors fly sub stantially the same course; (ii) the course should avoid Iron Curtain territory; (iii) the course should, as far as possible, avoid long over sea crossings; (iv) there should not be too great a disparity between the distances flown by long- and short-range aircraft. Obligatory Landing at Basra From this, it would appear that two control points might suffice, namely, Cyprus, Castel Benito or Malta as the first and Karachi as the second. The Great Circle track from Calcutta to Singapore approximates very roughly to the trunk route and provides adequate intermediate stopping-places for short-range aircraft. Long-range types could probably fly direct from Karachi to Singapore, saving approximately 200-300 n.m. The distances to these first points would prejudice long-range machines, however, and a compromised solution has, therefore, been found in the choice of one control point—an obligatory landing—situated in the Basra area. The Basra area contains many aerodromes and, in addition, has a water alighting point so that there is a choice of facilities for large aircraft. Aircraft however would still pass over a section of the Iron Curtain, but the additional distance entailed by deviating south of these countries is of minor importance. The G.C. track from Basra to Christchurch crosses the Bay of Bengal and passes over the Andaman Islands direct to Singapore. The majority of aircraft would probably fly Basra to Rangoon, in which case they would follow the route taken by the shortest-range aircraft. Finally, Basra would normally be a refuelling point for all air craft whether they be short- or long-range. It has, therefore, been decided that an "intermediate control-point" will be established in the general region of Basra; the exact location will be announced later. In choosing the actual airfield the following factors must be considered: (i) the length of the longest runway must be at least 2,000yd; (ii) the bearing strength should be adequate (i.e., up to, say, 300,0001b all-up weight with a tyre pressure of 9olb/sq. in.); (iii) the airfield must comply with international regulations govern ing the performance of aircraft both landing and taking off; (iv) it must have suitable meteorological conditions in October; (v) it must be in an area which will be politically stable in 1953, have a water aerodrome nearby, and have adequate facilities for accom modation, control, maintenance, refuelling, and communications. Airfields which could have been used, such as Abadan and Dhahran, may now prove impracticable due to the political situation. Shaibah, Basra-Margil and Baghdad have not the necessary bearing strength—R.A.F. Station Habbaniya would com ply with most of the conditions, but its political future is obscure. It may be necessary, therefore, to consider places such as Teheran, Entebbe or even Khartoum. But while the first causes the route to encroach further over the Iron Curtain countries, the other two may tend to give the advantage to the long-range machines over the shorter-range competitors, who would have to pass up the Persian Gulf to Karachi.
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