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Aviation History
1963
1963 - 1418.PDF
236 FLIGHT Internatior.al, 15 August 1963 Jaromir Hulka, Czechoslovakia, Lockheed winner Josef loth, Hungary, world champion and Lockheed entrant Philip Mayne prepares to fag Bannister's Nipper away at the start of the John Morgan race. Also on the line are beryl Saunders' Turbulent and T. R. K. Davey's Tiger Moth KING'S CUP Race no. 10 8 21 39 27 14 22 32 e 80 52 42 34 46 92 45 44 64 13 75 77 96 Aircraft Nipper Turbulent Tiger Moth Taylorcraft Tiger Moth Tiger Moth Tiger Moth JodelD-117 Condor Messenger Jodel DR-1050 Hawk Trainer 3 Cessna 172 Airedale Skyhawk Airedale Airedale Cessna 180 Cessna I80D Cosmic Wind Falcot Hawk Speed 6 Pilot Bannister Morgan Innes Clark Davey Hart as Phillips Snook Jones Blamire Miss Scott Hayter Stewart-Wood Porteous Dawson Masefield Judge Spiller Barwell Baring Marriott Paine Start time m sec 00.00 00.58 01.53 02.02 02.07 05.58 06.38 06.53 07.02 07.21 08.03 08.20 10.16 10.20 10.24 10.40 10.45 14.57 15.20 18.06 18.39 Finish time m sec 40.05.6 40.22 40.37 42.38.6 41.39.6 40.36.6 40.28.8 40.15.2 43.05.2 41.15.2 40.15.4 41.14.6 41.02.8 40.13.8 40.45.6 40.49.6 40.36.8 40.15.2 41.22.8 40.45.6 — 40.30.8 Speed m.p.h. 102.5 104.5 106.5 101.5 104 118.5 122.5 121.5 114 121.5 128 125 134 137.5 135.5 136 138 162.5 157.5 181.5 — 188 Place 1 5 10 20 19 8 6 II 21 17 4 16 15 2 12 14 9 3 18 13 — 7 NAR 22 22 20 13 II 21 18 14 14 12 21 15 17 20 13 18 19 17 12 15 16 19 Points KC 22 18 13 3 4 15 17 12 2 6 19 7 8 21 II 9 14 20 5 10 — 16 Total 44 40 33 16 15 36 35 26 16 18 40 22 25 41 24 27 33 37 17 25 16 35 t Disqualified. NAR: national air races. KC: King's Cup. NICE DAY FOR THE RACES... a village on our left and wood on our right on the fourth. One of the Lockheed Trophy pilots seemed to be practising his aerobatic routine over the Hunningham turning point, which added to the interest somewhat. After our own practice, we landed at Baginton, taxied in, and were carefully smoothing on our second Fablon racing number 92 on the fuselage when two gentlemen, one wearing a plastic mac and the other a raincoat, wandered quietly up and stood there, just looking at the aircraft. These were Baginton's men of power —the handicappers, alias Mr C. M. Britland and Mr W. J. Charn- ley, and (in case we enter the races again next year) a nicer pair of gentlemen you could not hope to meet. When not pitting their wits against those of the race pilots at Baginton, Mr Charnley is Head of the Instrument and Electrical Engineering Department at the Royal Aircraft Establishment, Farnborough, while Mr Brit land is in the Aircraft Research Branch at Ministry of Aviation headquarters. Our 1963 Model Skyhawk, one of the Flying Facilities' demon strators, was in standard condition and had not been modified at all for the race. A faint, weary smile passed over the faces of Mr Britland and Mr Charnley as we told them this. Because of a genuine mistake we were not able immediately to produce the air craft's engine log book, and they smiled at this, too. In an aircraft such as the Skyhawk, fitted with a fixed-pitched propeller, the pilot can vary only two things in trying to achieve the best possible speed. One is the mixture control, and the other is the trim-tab setting. Peter Dawson had carried out timed runs over a deserted stretch of the Mendips in preparation for the race, juggling with these two controls and also repeatedly practising py lon turns. The steepest turn is not necessarily the most efficient —and a full-power run-up against the brakes is not necessarily the fastest way to get off the ground at the start of a race. Getting to know an aircraft in this manner is an essential preliminary to serious racing. A record number of 30 pilots had entered for the Lockheed aero batic competition this year, and they began what originally were to have been the eliminating sequences early on the morning of Sat urday, August 3. Sixteen pilots completed their displays before the rain and low cloudbase made further flying impossible. They were Klimenda, Guillou, Souc, Hasler, Verrette, Pawolka, Delhomme, Williams, Taramarcaz, Besak, Dossin, Trebaticky, Tempest, Robe, Pocock and Browning. As the rain spattered down on the roofs of the Lockheed and Shell enclosures, the Airport terminal building, Coventry Aero plane Club's clubhouse and on a deserted Royal Aero Club en closure, suddenly the twanging electric guitars and syrupy strings of a top-pop record curled out of Lee Beesley's loudspeakers into the soggy air. Three youthful spotters sheltered under a trestle table on the grass. This was Coventry 1963. The appalling weather brought problems to all three facets of the organization of the meeting—to the Royal Aero Club, who run the races and the aerobatic competition; to James Batho, the aero drome manager, who is responsible for all flying activity on the aerodrome; and to Harry Slade, organizing secretary for Coventry City Council, who co-ordinates the overall programme and looks after the ground organization. For the Royal Aero Club, the pattern of holding qualifying races, the King's Cup race, and the Lockheed aerobatic competition has become a familiar one over many years. This year the race pilots were not grouped according to aircraft speed or type into three class races, but were thoroughly mixed up in two races, entries for each of which ran the gamut from Turbulent to Cosmic Wind or Hawk Speed Six. The old system had been called a Tiger Moth benefit, for obvious reasons. Among the Royal Aero Club officials this year were Simon Ames, clerk of the course; Gp Capt E. N. Ryder>
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