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Aviation History
1964
1964 - 0322.PDF
GHT International, 6 February 1964 201 forty feet (judged against the tree heights) while Inglis circled at approximately one hundred feet. "Suddenly there was a lot of rifle fire from the German trenches and then a machine-gun near Robecq opened up using tracers. I saw these strike Mannock's engine cowling on the port side. A bluish-white flame appeared and rapidly spread. Smoke and flames enveloped the engine and cockpit. His aircraft, with propeller still spinning and making smoke- rings, made a right-hand turn and came towards our lines. Just before reaching them, however, it turned left towards Pacaut Wood and went down in a long glide, gradually losing height until it hit the ground near Merville. "A column of black smoke shot up. Inglis started to climb away, but engine failure—and I distinctly heard it splutter twice before it stopped—caused him to land near St Floris just behind our front line. "From our position in the British lines we had a close and clear view of the entire action and we learned the identities of the two RAF pilots within the hour." Some interesting facts emerge from this account—only the second eye-witness record extant, to my knowledge. (1) Mannock crashed more than 1,500 yards beyond the German lines despite recent claims that he fell in no-man's land. (2) The German aircraft involved was not, as has been stated, an L.V.G. type but the comparatively rare Junkers CL-1, a two-seat, low-wing monoplane. This, doubtless, accounts for Inglis reporting it as an "unknown type." (3) It was, in fact, from Fla.292, a notable German unit, and was flown by Lt Schopf and Sgt Heim. Mr Naull's account will help clarify the circumstances of Mannock's death which in their way were as dramatic and tragic as the more sensational ones surrounding the death of Albert Ball. But that is another story. London E. F. CHEESMAN Reviving Air Racing: , SIR,—Mr Lewis Benjamin should really place an order with his newsagent to ensure that he sees every copy of Flight International, and then he would have seen the letter of mine the editor was kind enough to publish in the issue dated November 14, 1963, containing comments on his previous article "What's Wrong with Air Racing?" (October 17, 1963). What Mr Benjamin says in his latest note, "Air Racing— A Challenge" (January 9) reiterates on one point at least what I said in my letter, that big business will be found to support air racing in this country. We do appear to differ, however, on the aircraft type and the form of the contest. I do not think that the "Round Britain" race as envisaged by Mr Benjamin will earn either the acclaim of the crowds or the financial support, because, in such an event as this, people will not attend at suitable vantage points just to watch ten or 20 or even 30 aircraft fly past, more so when it may mean a wait of some time in unpleasant weather. The maximum publicity will only be obtained by encour- aging entrants in races where a local businessman can see a return for his sponsorship from people who know his product, because his business, be it a motor vehicle agency, brewery or the local newspaper is well known in the area in which the races are flown-off. A small course, where the spectators can see the position changes lap by lap, is essential; and, if possible, the aircraft should be visible all the way round from the majority of the viewing points, although this is probably out of the question due to the terrain, and the fact that the minimum length of any course would be too long to allow this. In my previous letter I suggested a course based on Blackpool. Several others come to mind, based on Shore- ham (what better spectator-stand than the esplanade from Black Rock, Brighton, to West Worthing?), Weston-super- Mare and Ipswich, always supposing that the ATC authorities will agree. As far as aircraft type is concerned, I do not think that a basic one-class race is the answer. This type of race auto- matically limits entries to the number of aircraft available. To obtain the maximum value, publicity or otherwise, from the events, it is essential to get every available aircraft into the air, from Turbulents to the sophisticated US light twins. If entries were also to come from some of the corporate owners using aircraft such as the Heron, let them be accepted. To encourage a maximum entry from each area, the average club pilot should be able to participate, using club aircraft, and club heats could be flown to select the pilots who would be able to take the maximum number of aircraft from each club to the area heats. To produce an aircraft during the next 15 months for a race in June 1965, is, I think, out of the question, and this would certainly cost far more than the £1,000 suggested by your correspondent. The biggest problem would appear to lie in the number of aircraft that would be built for such an event—my guess is ten as the very maximum. All the foregoing does, I admit, have one big disadvantage, that of handicapping; but if, as Mr Benjamin suggests, the Royal Aero Club would sponsor, back, officially advise or otherwise interest itself in the scheme, the handicapping could be covered by that organization. If the area heats were flown at intervals throughout the summer, it would also encourage visits from pilots of other areas, if only to see what the opposition is. The finals must, of necessity, be flown off at an aerodrome geographically accessible from the remainder of the country. Coventry or some other Midlands aerodrome is therefore, preferable. The alternative is to attempt to combine the race with an existing meeting that will bring in the man and woman in the street. Only one such meeting is possible—the Biggin Hill Air Fair. Stoke-on-Trent, Staffs G. R. HAMPSHIRE Lilian Bland and the Mayfly SIR,—The article on Miss Lilian Bland in your issue of January 23 is very interesting and fills in a gap in history. It is indeed good to know she is still living, as there are not many of the earliest constructors left. She had a number of half-page advertisements in Flight, and you may care to reproduce the one [see below—Ed] which appeared in your issue of April 22, 1911 (the issue which reported Pierre Prier's historic non-stop flight from London to Paris). . . ;- H. J. PARHAM, . Hintlesham, Suffolk Maj Gen (retd) [In the classified advertisements section of the same issue the following appeared: "AIR-COOLED ENGINE, 20 B.H.P., complete, propeller, tanks; £80, or nearest offer. Particulars: L. Bland, Carnmoney, Belfast."—Ed] IRISH BIPLANES IMPROVED "MAY-FLY" TYPE, Standard or Racing, FROM .£250 WITHOUT ENGINE. WIRE WHEELS. CONTROL LEVERS IFarman action) made for Wires or Conlrol Rods. STRONG S LIGHT STEEL TUBING. ALL AEROPLANE ACCESSORIES. 6V GLIDERS, full controls, etc., from £.80. As a glider this Biplane has accomplished glides of over 90 yards, very stable in gusty winds, with the engine it can rise'in 30 feet IN A DEAD CALM. L. E. BLAND, Carnmoney, BELFAST. SIR,—Was it modesty that caused you to forbear pointing out that Peter Lewis's Miss Bland had ten long references in Flight of 1910? London Wl F. H. SMITH, Librarian, The Royal Aeronautical Society Convair Safety Record SIR,—Having recently received my copy of your November 28,1963, issue, I feel I must express to you my admiration of your eighth "Commercial Aircraft of the World" survey. Your own claim (page 861) that this latest survey is "the most comprehensive of its kind ever compiled .. ." is, in my
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