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Aviation History
1952
1952 - 0277.PDF
I February 1952 117 THE CAPTURED MIC: For this first picture of the Mig-AS salvaged as the result of a joint effort by British, American and South Korean forces (See "Flight," September 7th, 1951), we are indebted to the American publication "Naval Aviation News." From North Korea the Mig was shipped back to Wright-Patterson Air Force Base. It is stated that what appear to be insignia are coils of rope used by the salvage party. The tail unit was 350 yards distant. King's Cup Race at Newcastle /~)N Monday last the Royal Aero Club announced that the 1952 *"J King's Cup Air Race is to be flown on Saturday, July 12th, from Newcastle-upon-Tyne municipal airport. Four international races will also be flown at this meeting, for the Kemsley, Norton Griffiths, Grosvenor and Air League challenge cups and trophies. New Zealand Race Conditions ENTRY forms, conditions of entry, and details of handicap formula have now been issued for the England to Christ- church Air Race, which is to take place in October, 1953. The tentative date of the start is October 10th. The race will be run under the regulations of the F.A.I, and the competition rules of the Royal Aero Club, who are the authorized representatives in this country of the Canterbury International Air Race Council, Inc., of Christchurch, New Zealand. There will be two sections in the race, one under the heading of "Speed," and the other of "Transport Handicap." Both will be run con currently and are open to landplanes or flying-boats. The very handsome prizes for the Speed Sections are: first prize, £10,000 and the Harewood Gold Cup; second, £3,000; third, £1,000; fourth, £500. For the Transport Handicap the monetary prizes are the same but no cup is offered. The entry fee is 100 guineas in each section. The route could not be simpler. It is announced as England-Christchurch, with an intermediate control-point to be estab lished in the general region of Basra, the exact location to be announced later. The starting-point will be in Great Britain, but the actual point or points cannot be decided until it is known how many aircraft are entered, and of what type. Refuelling in flight is to be permitted in the Speed Section, but not in the Transport Handicap, and the entry fees are 100 guineas. In the Transport Section a full crew must be carried in accord ance with the aircraft C. of A. and an allowance will be made for additional passengers or relief crew, any of whom, with the exception of the pilot in charge, may be off-loaded during the race provided their weight is replaced by ballast. Fuel reserves, instruments, and equipment necessary for the safe conduct of the flight must be carried, together with dinghies, marine distress-signals, visual and radio signal devices, and sufficient food and water for seven days. Military aircraft must carry a form of air worthiness certificate issued by the Government authority concerned. Officials will affix seals to each aircraft 24 hours before the start of the race, and these must remain unbroken during the whole contest. Engines may not be replaced during the race, but minor replacements will be allowed on airframes or power units. In Section 3 of the regulations, dealing with handicap formula, there are several points of general interest. For example, the total weight of passengers plus luggage must not be less than 40 per cent of the total payload, and the total weight of passengers, lug gage and freight must not be less than 60 per cent of the total payload. The total volume of passenger accommodation must be such as to provide not less than 55 cu ft per passenger carried. Fuel carried in sealed tanks throughout the race may rank as freight and can be included in payload, provided the overall freight density does not exceed 15 Ib/cu ft. The declared all-up weight need not necessarily be the all-up weight permitted by the C. of A. for the aircraft, but if the declared weight is lower than the maximum permissible the competitor must provide means by which it can be checked that the declared weight is not exceeded throughout the race. W The handicap formula is V— C •jj-, where: V= Handicap Speed, i.e., block speed in m.p.h. on which starting time is based. C=55 for airscrew-driven aircraft or 60 for jet aircraft. W= Maximum all-up weight (lb) for any stage of the race. P=Total payload (lb), including passengers, luggage, freight and furnishings. In the event of an entry being provided with both airscrew and jet propulsion the authorized representative will have the right to assign an intermediate value to the constant C. Entry forms must be in the hands of the organizers or their representatives not later than January 31st, 1953, but certain details need not be filled in, in the first forms, provided that such additional information is supplied not later than June 20th, 1953. Any variation of particulars which occurs after this date must be notified in writing not later than September 25, 1953, and accept ance will be at the discretion of the Royal Aero Club of the United Kingdom. Entry forms must be submitted in duplicate. The race is open to any individual, organization or nation. One re quirement is, that the course must be completed within 168 hours (seven days) of the authorized starting time of the last aircraft. Recently Mr. H. D. Christie and Mr. John Stannage, repre sentatives of the C.I.A.R.C., were present at a meeting of the Records, Racing and Competitions Committee of the Royal Aero Club. Maj. R. H. Mayo was in the chair. At the time the two visitors had just completed a six-weeks tour of America, where they had found that great interest was being shown in the race. They stated that it was probable that both U.S. Air Force and U.S. Navy aircraft would participate. In addition to the American Services several individuals, including Miss Jacqueline Cochran (turboprop Convair), Mr. Paul Mantz (Mustang), Mr. George Swinner of the Chicago Adventurers Club (Constellation), and Mrs. Diana Bickley, are understood to be interested. Netherlands Tactical Air Force THE Netherlands Tactical Air Force, which came into official existence as on January 22nd, will constitute the first important step in the development of Holland's air defence, as part of the country's obligations under the N.A.T.O. These obligations, says a Dutch Air Force statement, are defined under two headings : the building up of territorial defences against enemy air bombardment of towns, harbours, industrial installa tions, etc., and the development of a fighting force to support the ground defences. Territorial air defence has been in existence for a number of years, under the responsibility of the Air Defenc Command, which is now equipped with Glpster Meteors. The actual beginning of the Tactical Air Force dates from the time when, last year, the first Thunderjets came from the U.S.A. under the Mutual Military Air Programme. Now the organization of the Tactical Air Force has been given final form. In addition to the already existing Air Defence Command, and the Air Train ing, Airborne Troops, and Air Force Material Commands, there will now be a Tactical Air Force Command, quartered at Eind hoven under Col. J. L. Zagers. Valiant Test-Flight Inquest IT will be recalled that when the Vickers Valiant was lost on January 12th after a fire in the air during a test flight, all five members of the crew landed safely by parachute with the exception of an R.A.F. officer, S/L. Hugh Douglas Foster, who had been flying as second pilot. There was evidence that, though his parachute opened, he was injured before reaching the ground. At the inquest on S/L. Foster, held at Bournemouth on January 23rd, Mr. G. R. Bryce, the pilot, explained how he and Foster left the aircraft by operating their ejector seats (an earlier witness had stated that there were two separate exits, one for the pilots and one for the crew-members, to be used in an emergency). Bryce, who had been last to leave the aircraft, said that from his subsequent examination of Foster's ejector seat there was no indication that it had struck any part of the aircraft, but that discussion of the circumstances with doctors of the Institute of Aviation Medicine had led him to believe that the seat might have struck the fin of the aircraft. In answer to a question by the foreman of the jury, Bryce said that the parachute would not normally open automatically, but could have been accidentally released by striking the fin. The jury returned a verdict of death by misadventure.
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