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Aviation History
1964
1964 - 0482.PDF
fUGHT International, 20 February 1964 295 Letters Letters for these columns are welcomed, though "Flight Inter- national" does not necessarily endorse the views expressed. Name and address should be given, not necessarily for publication in full. Brief letters will have a better chance of early publication. RAeC's Views on Air Racing SIR,—Mr G. H. Hampshire's letter in your issue of February 6 prompts us to enter the discussion on air racing which has arisen in your columns, based on Mr Benjamin's two articles. The Royal Aero Gub has been looking very hard at its racing programme for 1964, and four basic factors have emerged, all of which have influenced in one way or another our final decisions. The four factors are: (1) it is the business of the Royal Aero Club to encourage air racing; (2) it is not the business of the Royal Aero Club to sponsor races; (3) something appears to be wrong with the existing system; (4) something had better be done about it. Amplifying these points:— (1) Nobody could doubt that the business of the Royal Aero Club is the encouragement of all forms of sporting aviation; now, more than ever, we consider this form of activity vital to the aeronautical well-being of the country. Our encour- agement in the case of racing takes the form of organizing race meetings under the competition rules of the FAI and the provision of the necessary officials and certain services, handicapping, and the final adjudication. (2) Sponsorship of races is obviously out of the question. In common with many private organizations in this country, our proverbial shoestring twangs like a violin string every time we think of spending money. We are stretched to the financial limit, and occasionally beyond, in providing services for the good of general aviation. We are always ready to consider schemes for races—and other events—proposed by individuals or organizations wishing to back them finan- cially, and we attempt to find sponsors for events that we run. Unfortunately, our friends in the aviation industry are often denied the opportunity to make financial gestures. The vast empires that have replaced the friendly one-man firms of long ago are just not equipped for giving away money - v for the general well-being of light aviation. We are well ' aware that we must consider specific events from which a: sponsor can expect a worthwhile return for his money. (3) Something is definitely wrong with air racing. For one reason or another it has become static—always in the same place, always the same mixture, always the same aeroplanes, and ever-dwindling crowds to watch always the same show. Obviously, the public is not attracted to air racing in the rut in which it is today. This state of affairs can hardly induce the old hand to continue, or the new to take up this specialist and somewhat expensive sport. We can't say more here, but the whole formula for handicapping is once again under the microscope. (4) This brings us to the last of the factors named above, and to that awkward point at which it becomes obvious that the Royal Aero Club should do something. Now we do, in fact, quite a lot for light aviation, much of it behind the scenes, much of it on an individual basis, and we are not given particularly to talking about it. On the question of races, however, after a lot of discussion we have arranged a year's programme, at the moment only partly finalized. This we feel will be, if not perfect, at least an honest attempt to change the diet. The mainstay of the racing programme will be a 90-100 mile course, roughly triangular, running from Shoreham along the coast past Eastbourne, round the back of the Downs down to Littlehampton and back to Brighton— landing at Shoreham and timed for about the middle of July. We feel that, if we cannot persuade the public to come to air races, we must take the races to the public. The basic philosophy behind the year's events is that the races are primarily for the aviation world; if the public can watch us having fun, and keeping alive the true spirit of flying, so much the better. There is always great inherent propaganda value in letting non-participants see competitive events properly organized and carried out. The King's Cup, the climax of the racing year, will probably be flown at Coventry on Saturday, August 1. In addition, we want to try some very short circuit events later in the year, perhaps in September. This idea has been put forward by our handicappers, who feel that a series of six-aircraft heats, over very short courses, would be both stimulating and profitable to the art. They would not necessarily be one-class races, although there are obvious desirable features in keeping aircraft in any race fairly evenly matched by type or at least in size and power—at least on short circuits. Regarding the vexed question of getting new aircraft and new blood into racing, obviously it is up to us to organize a sufficiently varied and attractive programme to tempt the maximum number of entrants; and to encourage a new brand of aircraft; this we are trying to do. We are, however, conscious of the fact that, while nobody much minded belting a Gipsy Major or Gipsy Queen round the circuit at full bore for an hour or more, owners of expensive new American aircraft do not feel similarly inclined. Consequently, we are looking at the possibility of backing up the races with a really long touring competition on the lines of a motor rally, where anybody can enter anything and fly it round England all day at his normal cruising speed. Particular sections would be organized to test particular skills required of a good pilot. Finally, the Royal Aero Club would like to thank Mr Benjamin and the various correspondents who have written so much interesting material; and particularly to thank Flight International for giving so much of its editorial columns to this important subject. With the demands on space made by all the other wide interests that Flight Inter- national serves, it is most gratifying that air racing has been so generously treated. London SW1 E. N. RYDER, Secretary-General, Royal Aero Club SIR,—I read with great interest Lewis Benjamin's article "Air Racing—a Challenge" in the January 9 issue of Flight International. I am a private pilot (when my pocket will allow), and have made a study of the development of private flying—espe- cially in the period between the Lympne Trials, of the early 1920s, and 1939; during this time, as we all know, Britain led the field. Since the war, however, the flame of private flying in this country has been hidden under a bushel, put there by rising costs and lack of Government support. Although I agree with everything Mr Benjamin has to say, I would like if I may to take his idea of a "Great Round- England Air Race" a stage further. Could it not be for the King's Cup, instead of the flip around the Coventry area that the latter event is now ? Back in the 1930s it was a race, encompassing the British Isles. Rules could be laid down as to pilot experience, aircraft size, uses of radio aids in an emergency, and so on: but so as to make it open for a wider field of entries, have it com- pletely independent of the other air races such as the Gros- venor Cup, Kemsley Trophy, etc, which are now, after all, only heats for the King's Cup final. Let me suggest a course: Staverton start), Coventry, Little Snoring, 1st stop; Newcastle (Woolsington), Aberdeen (Dyce), 2nd stop; Perth (Scone), Carlisle (Crosby) 3rd stop; Belfast, 4th stop; Swansea, Plymouth (Roborough) 5th stop; Bristol (Lulsgate), Staverton finish). I choose Staverton as it is away from airways, control zones and major airfields. The route as far as possible avoids controlled airspace and RAF fields, but at the same time keeps the course interesting. Where airways have to be negotiated, flying below them should not provide any problems. The only control zone to worry about is Belfast, and the firing area in Cardigan Bay would have to be avoided. Bristol IAN M. JAMES [A number of other letters on this subject have been received, and we hope to publish a selection next week.—Ed]
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