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Aviation History
1953
1953 - 0251.PDF
27 February 1953 249 without stopping to build up speed between them. When "Corn-Squad" delivered the aircraft back to Beira they likewise commented on her remarkable speed. When the Fairchild Cornell replaced the Tiger Moth in Rhodesia,* a number of the more elderly Tigers were "reduced to produce" j but those which had comparatively few flying hours were transferred to the South African Air Force. At least, that was the idea. With the number of aircraft on the station after the arrival of the Cornells, there was certainly no room for the Tigers in the hangars, with the result that they had to stand outside, with disastrous results to their general condition, especially as regards rigging. As the decision to send them to South Africa was not made at once, they were out some weeks, so when the time came to get them ready for the flight to Induna—a Rhodesian aerodrome near the borders of the Union—it needed considerable work to get them flying "straight and level" once again—especially level. During the first two weeks of February 1944, I made over 60 test flights to get 29 aircraft flying really to my liking! After they had been ferried down to Induna they joined many others which were waiting in the open to be taken on the next stage to the Union, and from all reports were still there some weeks later, so * After the war, Rhodesian training was re-started, using Tiger Moths again—ED. LAST week we gave a condensed list of entrants for the England-J New Zealand air race, due to start on October 8th next. Here, the potentialities of the competing aircraft are discussed under the two separate headings of "transport handicap" and "speed." It will be remembered that the speed upon which the handicap 55 W time will be based is being arrived at by the formula V = -p— , where W= all-up weight, and P= payload to be carried throughout the race. Handicap is thus biased in favour of aircraft with good transport efficiency, since one can generally take cost per ton-mile as being roughly dependent W upon -5 . Nevertheless, some aircraft, particularly the smaller types, will be forced to put down for refuelling with distressing frequency in order to carry sufficient payload to give them a reasonable handicap speed. Attention may now be turned to the competing aircraft; they are listed in order of increasing all-up weight. Transport Handicap Section :— Custer CCW-5 Executive (two Continental SO-470-B). Entrant: Custer Channel Wing Corporation (U.S.A.); pilot, Walter J. Davidson. Custer developments have already been described in this journal (January 4th, 1952), and the CCW-5 is shown in the illustration on page 246. The true potentialities of the CCW-5 are unknown, and the type could prove something of a dark horse. It is a converted Baumann Brigadier and is now almost completed. A 1,500 lb payload for a 1,500-mile range appears possible, cruising at 230 m.p.h.; with an all-up weight of 5,400 lb, the handicap speed is no more than 195 m.p.h., which augers well for the Custer's chances. Lockheed 18-56 Lodestar (two Wright Cyclone 1820-G205A). Entrant: Rausch Aviation (U.S.A.); pilot: Vincent Reavely. This old stalwart is a worthy representative of the many similar aircraft owned by American business houses. Carrying a 4,600 lb payload, it should be capable of 1,000-mile stages at 190 m.p.h. Yet, on this basis, the handicap speed works out at 220 m.p.h. Douglas DC-3 (engines unstated). Entrant: Mrs. G. T. McKenzie (Australia); pilot: Capt. J. R. Kemp. It is appropriate to recall that a K.L.M. DC-3 finished second in the 1934 MacRobertson race to Melbourne, but the opposition is much more severe this time. With a 6,000 lb payload, 1,100 miles at 180 m.p.h. appears possible, although the handicap speed works out at 230. Vickers Viscount 701 (four Rolls-Royce Dart 505). Entrant: British European Airways. B.E.A. are to be congratulated upon their decision to release a Viscount from scheduled service. It is not yet certain either that the aircraft will do proving trials in Australia or whether advantage will be taken of the race condition permitting fare-paying passengers to be carried on the homeward journey. The Dart is still a comparatively new engine, yet for the period of the race the Corporation are prepared to run four in one of their Viscounts at upwards of 13,600 r.p.m. for some 45 hours while carrying a full live load over largely inhospitable territory. There could be no better demonstration of the qualities of the Rolls-Royce turboprop than this, and certainly no other country has a transport turbine capable of emulating the feat. The Viscount itself offers a comfortable ride at upwards of 20,000ft over stage lengths of 1,000 miles, cruising at 300 m.p.h. It is believed that the constant in the formula will be increased to 57 for the Viscount but, even so, the handicap speed should not be more than 250 m.p.h. provided the payload is established at over 12,000 lb. Handley Page Hastings C.3 (four Bristol Hercules 737). Entrant: R.N.Z.A.F.; captain: W/C. R. F. Watson. The New Zealand Hastings is the only aircraft based at the other end of the race. With a 15,000 lb ayload, it should be capable of 2,000 mile stages at 260 m.p.h., yet the andicap speed works out some 30 m.p.h. greater than this. Douglas DC-6A Liftmaster (four Pratt and Whitney Double Wasp CB-17). Entrant: K.L.M. Royal Dutch Airlines. These "stretched" DC-6s have a potential which belies their conservative appearance. The one shudders to think about the state in which they eventually arrived. Incidentally, the machine I took down to Induna myself was T7941, the fuselage of which started life as YP-RAG, a club aircraft of the Northern Rhodesia Flying Club in pre-war days. When, after the end of the war, permission was given to restart private civil flying in England it was the Tiger Moths of Marshall's Flying School, Cambridge, which were the first aircraft in the air, these including 'AGYU, 'AGVW and 'AGZY. With the initial disbanding of R.A.F. Elementary Flying Training Units, surplus Tigers were put up for sale by the Air Ministry, and during the early part of the new era could be bought for something approach ing a song. Many, therefore, found their way into (and in some cases back to) civil flying and are to be found to this day in use in the flying clubs of the Empire both at home and abroad. A number, however, were kept in store for issue to the Reserve Flying Schools when they were reformed round about 1948, and it is these survivors that will shortly be found in the Air Ministry sales lists. And now the Tiger Moth, in the shape we know it today, comes of age. It looks as if this birthday may be celebrated by an entirely civil Tiger fleet—which is as it should be; and I think that ail will join me in expressing the hope that the Tiger Moth will have many more years of useful flying before it ere becomes rare enough to qualify for membership of the Vintage Aeroplane Club ! 6A freighter—of which K.L.M. should have two by October—is certi ficated at 105,000 lb all-up, and can put over 4,000 gallons into its wing. Even with the announced 68 passengers (and probably two crews) on board, the big Douglas should need only three refuelling stops. Assum ing a 20,000 lb payload, the handicap speed is 290 m.p.h., which is just within its capabilities. Speed Section (in order of increasing all-up weight):— Supermarine Spitfire F.24 (Rolls-Royce Griffon 61). Entrant: Ameri can Aircraft Corporation; pilot: Peter D. Freytag. Flying this aircraft to New Zealand is likely to impose upon Mr. Freytag pre-1939 pioneering methods. Navigation, for example, may be a problem, and after his two-day flight, he is likely to suffer from fatigue; autopilot or not, sleep in the air is unlikely. The aircraft should be capable of stages of over 1,200 miles at 330 m.p.h. Commonwealth Aircraft Corporation Mustang (Packard Merlin). Entrant and pilot: F/L. J. L. C. Whiteman (Australia). The Australian- built Mustang corresponds to the American F-51D, capable of a s,ooo- mile range at 330 m.p.h. De Havilland Hornet F.3 (two Rolls-Royce Merlin 130/131). Entrant and pilot: C. H. Goodlin (U.S.A.). Several Hornets are privately owned in North America; this aircraft, with long-range tanks, is likely to fly 2,500-mile stages at 350 m.p.h. (using 115/145 grade fuel) and will compete with the Twin Mustang for the honour of putting up the fastest piston-engined time of about 40 hours. "Slick" Goodlin is one of the most famous American racing pilots. Republic F-84G Thunderjet (Allison J-35A-29). Entrant: Royal Danish Air Force. This Thunderjet is one of a number recently supplied to Denmark by M.D.A.P., and its engine will be the only American turbine in the race. Even carrying four 230-gallon external fuel tanks, the range is but 1,200 miles; 520 m.p.h., however, is an easy cruising speed. Flight refuelling is permitted, and the Thunderjet will no doubt take advantage of it if facilities can be arranged. Otherwise, 13 fuelling stops appear desirable. De Havilland Mosquito FB.41 (two Packard Merlin 69). Entrant and pilot: A. J. R. Oates (Australia). D.H. Mosquito (engines unstated). Entrant and pilot: Capt. J. Woods (Australia). Two thousand miles at 300 m.p.h. is within the capabilities of a good Mosquito; Mr. Oates' aircraft is one of the Australian-built Mk 6 derivatives with two-stage engines. North American Twin Mustang (two Allison V-1710-143/145). Entrants: Major H. I. Hill (also pilot) and J. L. Dyer (U.S.A.). Major Hill will fly alone in the cockpit in the left-hand fuselage. The long-range performance of the aircraft is likely to be matched only by the jets and the Hornet. The highly boosted Allisons will need special petrol, which inay raise refuelling problems. English Electric Canberra B Mk 2 (two Rolls-Royce Avon 1). Entrant: R.A.A.F. English Electric P.R. Canberra (two Avon). Entrant: R.A.F. The Australian entry is of two B Mk 2 aircraft, while the Royal Air Force have entered three photo-reconnaissance versions. The latter aircraft, significandy, are of unspecified mark number and power plant. Dis counting air refuelling, the Canberra should be able to do the journey with fewer than six stops and, even if we have already seen the full potentiality of the Canberra P.R.3 (page 223 of last week's issue), a time of 25 hours appears a possible minimum. Unfortunately, the Basra area, where a compulsory check point is to be situated, is rather too long to accomplish in one hop from London. Vickers-Armstrongs Valiant B Mk I (four Rolls-Royce Avon). Entrant: R.A.F. Officially stated to "beat the Canberra in range and speed," the Valiant should be able to outclass all comers in an event of this sort. The Avons, reportedly of 10,000 lb thrust each, offer excellent economy at the great cruising height of the Valiant, and 3,ooo-mile stages should be possible without recourse to flight refuelling. Thus, apart from the Basra check point, Rangoon and Darwin should suffice for refuelling, using the normal airline runways. Entering a Valiant will be costly, but this is as nothing compared with the training value of die trip, both to the crew and to the Air Staff. NEW ZEALAND RACE PROSPECTS
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