Air Racing in Britain (1922-1938)

Air Racing in Britain (1922- 1938)

When most people think of Air Racing in Britain it probably congers up ideas of Biggles type young men with plenty of disposable money having a good time. To a certain extent that is correct, but we have just celebrated the 70^th anniversary of the battle of Britain, and how many of us stop to think where did those amazing fighting machines emerge from, and why were our pilots so brave and good at their job.It was undoubtedly our adventurous desire as an island race to conquer the skies, and this came with a high toll on life, but without these brave men and women, we might have been putting into our satnavs, Straβa rather than road.

Racing for the Kings Cup (1922-1938) by Harold E. Perrin, CBE, and Secretary to the Royal Aero Club.   1938.

THE Race for the King’s Cup to-day (1938) is the seventeenth of a series commenced in 1922. It will be notable for a new style of course, 50 miles in length, with three turning points, one of which is at Hatfield, within full view of the spectators. In a sense, it is a pylon race, similar to those held in pre-war days at Hendon and Brooklands, but due to the increased speed of aircraft, it is no longer possible to race round the aerodrome itself. The principle of handicapping on estimated performance is retained, but the eliminating competition of a long cross-country journey as a test of navigation has been dropped. The course will be flown in 20 laps. The total distance is 1,000 miles and competitors will alight for refuelling purposes on the completion of each five laps, i.e., 250 miles. The fastest machine should be in the air for less than five hours.

Many different schemes have been tried in the King’s Cup Air Race. The conditions governing the presentation of the Cup are deliberately wide in scope—the object is to encourage progress in British aviation. Originally in, 1922, the course was a circuit of Britain, occupying two days, with a start and finish at Croydon. Twenty-one started and eleven finished, led by the late Captain F. L. Barnard, flying a D.H.4.A (Rolls Royce engine) at 120 m.p.h. In 1923, the Race produced a winning speed of 149 m.p.h., a figure which was not passed until five years later. Captain F. T. Courtney was the pilot of a ” Siskin,” entered by Sir John Siddeley. In the following year the Race was thrown open to seaplanes and amphibians, with a start at Martlesham for land aircraft and Felixstowe for marine types. Sir Alan Cobham finished first over the pier at Lee-on-Solent, flying a D.H.50 (Siddeley Puma), his speed being 106 m.p.h.

The Race in 1925 is memorable for the appalling weather conditions in which it was held. Captain F. L. Barnard won the Cup for the second time, flying Sir Eric Geddes entry, a Siskin, Armstrong Siddeley Jaguar engine, at an average of 141 m.p.h. His navigation on this occasion, considering that instruments were not as accurate or as comprehensive as they are to-day, is still considered one of the finest feats which the Race has produced.

Short courses from Hendon on two consecutive days were tried in 1926 and the winner was Captain H. S. Broad, flying a Cirrus Moth entered by Lord Wakefield. His speed over the total distance of 1,464 miles was 901 miles an hour. In 1927, the headquarters of the Race were transferred to Hucknall, so that the Eastern Counties might see some of the sport, and the winner was Captain W. L. Hope, flying a Cirrus Moth at a speed of 92Z miles an hour. He is the only pilot to date who has won the Cup three times. In 1928, again flying his own Moth, this time with a Gipsy engine, he averaged 105.5 miles an hour over a course of 1,096 miles starting at Hendon, touching Glasgow and finishing at Brooklands.

The Race in the following year will be remembered for several reasons. F./O. R. L. R. Atcherley and F./O. G. H. Stainforth, afterwards to become famous in the Race for the Schneider Trophy and now Squadron Leaders in the R.A.F., were pilot and navigator of a Gloster ” Grebe,” Armstrong Siddeley ” Jaguar ” engine, which finished first at 150.3 m.p.h., the highest speed recorded up till that time. The course started and finished at Heston and was 1,169 miles long. Estimated performance was the basis for handicaps from 1925 to 1929, and so accurate were Messrs. Dancy and Rowarth, the club’s officials for this purpose, that finishes were close even after the gruelling tests of navigation and pilotage over distances of more than 1,000 miles.

In 1930 the Cup was won by a woman for the first and only time to date. Miss Winifred Brown flew 753 miles from Hanworth around England and back to Hanworth in one day at 102.7 m.p.h., flying a Cirrus Avian. A ” Bluebird ” from Blackburn’s took the prize at a speed of 117.8m.p.h.in 1931, F./O. E, C.T. Edwards being the pilot. Captain W. L. Hope scored his third success in 1932 with a Fox Moth, probably the only occasion when the handicappers were defeated, his winning speed being 14 m.p.h. faster than anticipated. Drastic changes were made in the form of the Race for 1933 and 1934. Short courses with sharp corners were arranged, starting and ending at Hatfield. Captain G. de Havilland, pioneer designer-pilot, won the Cup in 1933, flying his own Leopard Moth with a Gipsy engine at 139.51 m.p.h. In the following year a twin-engined aeroplane took first place—a Monospar S.T.10 with two Pobjoy Niagara engines.

Two independent tests were applied in 1935—the first for reliability and navigation ; the second for skill and pure speed. A circuit of Britain, 953 miles in length, without handicaps, decided which aircraft should be handicapped for the second day and the conditions were slightly in favour of the fastest types. Flight Lt. T. Rose won the Cup with a Miles Falcon—Gipsy Six—entered by Viscountess Wakefield, at an average of 176.38 m.p.h. This was a record winning speed, though not the fastest put up in the Race. No handicaps for the first day’s racing were retained as a feature of the 1936 event, aircraft being divided into three classes according to horse power. A minimum speed of 130 m.p.h. for the handicapped final resulted in a victory for Mr. Charles Gardner at a speed of 164.47 m.p.h., flying a Vega Gull.

Last year there was no short course event. An eliminating contest on the first day was a test of skill and speed made good from Hatfield to Scotland, finishing at Dublin. On the second day, a handicap was introduced, based on the first day’s results, and Mr. Charles Gardner won for the second time, flying a Mew Gull at 233.75 m.p.h.

There are 22 entries for this year’s Race, and most of them are familiar to the public. Minimum handicap speed is 140 m.p.h., andaircraft will be started according to their allowances, so that, as the day proceeds, the event will provide thrills at and approaching the corners, similar to those associated with high speed motor racing. Seven Gulls from the Percival establishment, five Miles Hawks from Reading, two Parnall Hecks, three Comper Swifts, two B.A. Eagles, a de H. ” Comet,” a de H. T.K.2 and a C.W.A. Cygnet comprise the aircraft. The Race often goes to the best pilot and there are many famous names in the list. Captain E. W. Percival is again flying Viscountess Wakefield’s Mew Gull and Geoffrey de Havilland, 1r., is piloting the T.K.2, built by the de H. students and entered by Viscount Wakefield, who has donated prizes to the value of £2,000 for the event. Flying Officer A. E. Clouston, holder of recent long distance records, has a B.A. Eagle and Mr. Ken Waller is flying a Vega Gull. Captain W. L. Hope is again competing with a Comper Swift and another veteran is Captain Hubert Broad with a Parnall Heck.

THE FASTEST KING’S CUP. Alex Henshaw wins the 1938 race at 236.25 m.p.h. after covering 1,012 miles in 4 hr. 16 min. 59 sec with his special Mew Gull.

This brief resume of the Race is intended to remind spectators of the great changes that have taken place in the conditions during the past 17 years. Engine reliability is now taken for granted and navigation is a subject in which every pilot must be proficient before he races. This year, the climax of the spectacle will be built up over a period of some hours. Numerous landings and take-offs will be added to the test of skill at the corners and the final offers a probability of as close a finish as that witnessed last year. The endeavour behind the organisation of the King’s Cup Race has always been to encourage the progress of flying in this country. It is believed that this year’s trial of skill best serves the purpose of 1938, bearing in mind that the Aircraft Industry as a whole is concentrating on plans for our defence and any civil event must, of necessity, take on the aspect of an airman’s holiday for those intimately concerned.