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Aviation History
1971
1971 - 0805.PDF
Jersey Rally The Jersey air rally, largest and probably most international of meetings in the European calendar, has a reputation for fine organisation, fine flying and a fine welcome. This year's event on May 7-9 was no exception, aided, in marked contrast to last year, by near-flawless weather though conditions on route were very different. Although the variety of aircraft to be seen was possibly not as great as it has been, one or two stood out from the lines of Cessnas, Pipers, Jodels, etc. Mr H. Elkin's immacu late Nord 1101 was a justifiable winner of the concours d'elegance and a Beech 23 Custom looked remarkably un- weary after the long haul from Finland, for which flight its pilot, V. Hanninen, was duly rewarded with the arrival- time prize and the Mary Ann trophy for the longest flight in a single-engined aeroplane. Principal guest of the president of the Channel Islands Aero Club, Senator C. S. Dupre, at the banquet on Saturday evening, was the Lieutenant-Governor of Jersey, Air Chief- Marshal Sir John Davis. Speakers included Mr Simon Ames, chief executive of the British Light Aviation Centre, who had flown in the previous day in a Britten-Norman Islander with Mr Ian Scott-Hill, director of BEA Channel Islands Division, among his passengers. Thanks and con gratulations were rightly given to the many organisers, particularly to this year's "unflappable" rally manager Mr R. W. Spears, to the crews of the 130 participant aircraft (30 of which, not competing, arrived on Thursday) and, not least, to the chef of the Hotel de France for his tour de force, the banquet. Senator Dupre expressed his regret that no rewer than 60 aircraft unfortunately had to be turned down this year, and spoke of planned expansion of the rally so that perhaps 100 aircraft could arrive on the Thursday and another 100 the following day. The prizes were presented by Lady Davis: Piccadilly Trophy (grand prix): G. V. de Leeneer, Ghent, Cessna 172; runner-up: Mrs V. Greagg, Southend, Cherokee; Arrival-Time Prize: V. Hanninen, Finland, Beech 23; runner- up: G. V. de Leeneer; Lannoy Cup (general navigation): R. G. Cole, Southend, Jodel Mousquetaire; runner-up: D. Mitchell, Birmingham, Apache; Spears Trophy (precision, airmanship): P. Ryder, Staverton, Cessa 150; runner-up: R. Blois, London, Cessna 150; Aircraft Recogntion Prize: R. G. Cole; runner-up: A. van Wonterghem, Belgium; Decca Trophy (.concours d'elegance), overall (class 3): H. Elkin, Denham, Nord 1101; class 1: Mrs G. Bauer, Hamburg, Cessna 172; class 2: G. Scheel, Hamburg, Aztec; Ross Gower Trophy (best overall outside UK): G. V. de Leeneer; Krichefski Trophy (best overall from UK): D. Mitchell; Isabel Cridland Trophy (best lady entrant): Mrs V. Greagg; Charles Strasser Trophy (first-time entrant): Mrs V. Greagg; Inter-club Trophy: Southend Light Aviation Centre; Mary Ann Trophy (outstanding achievement): V. Hanninen. 710 , fUCHT International, 20 May 1971 The first British-built Owl Racer made its first flight from Panshanger on May 3 ("Flight", April 8, page 482). The aircraft, to be named "Ricochet", was built by Farm Aviation and is being test-flown by Manx Kelly. Debut appearance should be at North Weald on May 31 Flying Fatal fuel starvation The accident to Aeronca C-100 G-AETG near High Wycombe on April 7, 1969, was caused by a loss of engine power after take-off, according to the report of the Chief Inspector of Accidents.* The most probable reason for the power loss was an insufficient supply of fuel to the carburettor. The aircraft was owned and operated by a private group and had a valid permit to fly. During the week prior to the accident there were two instances of suspected low fuel flow; in the first there was difficulty starting the engine and in the second it was found in flight that the engine behaviour varied with the pitch of the aircraft. During the investigation it was found that the fuel cock did not have either the retaining spring or the stops which were normally fitted to that type of rotary cock. The cock was operated by means of a T-handle, the arms of which lined up with self-adhesive labels stuck to the instrument panel; the labels were correctly positioned and the cock was fully open at the fuel ON indication. This position corresponded to a "five minutes to five o'clock" position of the T-handle, but members of the group had been told not to move the handle, which was to be kept at the "five past seven" setting. The accident inspector was not able to establish the reason for this instruction. Post-crash dismantling of the fuel cock indicated that it had been set for a considerable period of time in an intermediate position. When flow tests were carried out on a rig it was found that, at the setting of the cock at the time of the crash, it would pass a flow of 0-88gaI/hr compared with the full-throttle demand for 2-4gal/hr. The engine cut at a height of approximately 300ft over terrain which was unsuitable for a forced landing. After the right wing had struck a tree the aircraft spun round and was destroyed on impact, killing the passenger. Glass gliding The first British-designed glass-fibre sail plane made its first flight from RAF Driffield, Yorks, on May 8 in the hands of Mr J. C. Riddell. The 15m aircraft was designed by Mr J. C. Sellars who, with Mr Riddell, is an ex-member of the Sigma team of Kirbymoorside. Design has been focused on lift rather than speed and a performance of 36-5:1 at 42kt is anticipated. Mr Riddell said that a Wortmann section was specially modified to provide a very high lift-coefficient and an exceptional rate of climb in weak thermals is to be expected. Torva Sail planes, the company specially formed for the project, plans to build two further prototypes before beginning produc tion next year. Price should be between £2,000 and £2,500. * Civil Aircraft Accident Report 2/71. HMSO. Price 30p.
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