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Aviation History
1953
1953 - 1368.PDF
522 • FLIGHT, 16 October 1953 ENGLAND TO NEW ZEALAND . . . and the start the public enclosure had been transferred to the central area. That these facilities were not available during.the previous week-end was indeed a disappointment to the thousands of people who journeyed to the airport on Saturday and Sunday and crowded the Bath Road enclosure in an endeavour to see something of the racing aircraft. Crowds were smaller, though by no means inconsiderable, during the week. On the Monday, the transport-handicap en trants were weighed and details of payload checked prior to the calculations of the actual handicap speeds and times for the three machines. It came as no surprise on Wednesday when it was announced that B.E.A.'s Viscount, scratch machine, had been sentenced to a handicap speed of 584.36 m.p.h., compared with 182.38 m.p.h. (with a handicap allowance of 44 hours, 30 minutes) for the DC-6A entered by K.L.M. The turboprop machine's 5,862 lb race-payload, out of an all-up weight of 62,000 lb, showed up badly against the 31,826 lb payload of the long-range DC-6A (105,533 lb all-up weight). The R.N.Z.A.F. Hastings (83,000 lb all-up weight, 21,357 lb payload) was allotted a handicap allow ance of 35 hours with a speed of 213.75 m.ph. By Wednesday night—the eve of the race—practically all the preparations were complete, and the central area at L.A.P. pre sented a scene of unexpected calm. Powerful floodlights illu minated the line of competing aircraft—five small, purposeful Canberras, towering DC-6A, Viscount, and the Hastings, with distinctive tail-down attitude, all seen against a kaleidoscopic background of airport lights. Various stores were being taken aboard the Dutch airliner, and a few final items were being loaded on to its two rivals in the transport section, but the Canberras stood quietly alone and virtually unguarded. On Thursday morning the central area atmosphere remained leisurely, although much behind-the-scenes work was being per formed. Members of the public streamed steadily in to line the enclosure in front of the row of machines, ground crews checked their aircraft and the equipment to be carried, and the sun shone. Soon after the initial lunchtime met. briefing the competing crews arrived at die aircraft, their casual manner giving little indication of the arduous flight ahead. Several details of technical interest were apparent, on the Canberras in particular. It had been known for some time that, assuming that all went well, one of the most important factors for winning the race would be reduction of refuelling time. The P.R.7 was liberally spotted with yellow paint, indicating the number of filler-points in fuselage and wings; there were no fewer than nine on the starboard side of the fuselage, high and at waist level, while numbers 10 and 11 were on the port side wing and 12 and 13 on die starboard. Many of the R.A.F. fillers were also conspicuously labelled "Fuel Avtur 100 only." The additional belly tanks could be seen in position when the bomb doors were open. A quite different arrangement was employed by the Australian machines—with good effect, judging by refuelling times. On these two machines the bomb doors had been completely re moved and the flush exterior surface to be seen comprised the actual walls of the tanks. The "keel" fairing beneath housed die pumps. The tanks themselves were supported by metal strips labelled "dry tension 16 lb ft." Slight relaxation of security on the tarmac at London Airport permitted many spectators to peer inside the Canberras' crew compartments and in some cases actually to climb a step or two into them. So far as the R.A.F. machines were concerned there seemed to be very few alterations from standard. Com passes and artificial horizon of Sperry type appeared to be the normal equipment, and all the instruments in the Australian machines had been picked out in bright orange luminous paint. Each R.A.F. machine carried a Smith S.E.P.l autopilot and two of the three had clearly visible in the transparent nose the "banana sight" and wires used on photographic work. The Australian machines had a loop mounted in roughly the same place as the R.A.F. bananas and they also had D.M.E. equipment housed in the nose portion. Carrying two pilots and a navigator, they had no autopilot. Another difference to be noted in the Australian machines was that the aerial under the tail was faired in, and looked like a ventral fin. The P.R.7 had noticeably different skinning at the rear end of the fuselage, and what appeared to be large stiffening plates had been added in side positions beneath the roundels and the racing numbers. Being a prototype, the machine may not be representa tive of production Mk 7s in this connection. Minor differences were noticeable around the nacelles of the R.A.7s, particularly in regard to the various ports. The R.A.F. Canberras were liberally provided with static- discharge wicks on the trailing-edges of their control surfaces, but none was visible on the R.A.A.F. aircraft. The DC-6A, we learned, was carrying the latest type of American Sperry A.12 autopilot and a Zero Reader. An examination of the interior of the Viscount reinforced our The winning Canberra P.R.3. After being delayed at Shaibah by brake trouble. Burton's machine went on to put up high average speeds over the final stages of the race. li First aircraft to leave London Airport was K.L.M.'s DC-6A (here being flagged away by H.R.H. the Duke of Gloucester) which "on the race formula" comfortably won the transport handicap section. "Flight" photographs above B.E.A.'s Viscount "Endeavour" prepares to ta'ce off. It arrived at Christchurch 9 hr 17 min ahead of its K.L.M. competitor. The handsomely finished Hastings, entered by the Royal New Zealand Air Force, on the starting line. Trouble at Negombo, requiring a complete engine change, forced the machine to retire from the race.
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