THE GREAT RACE

          The MacRobertson air race of 1934 has been called the great air
  race.  This morning I would like to share with you the story of this
  event: it's  conception, the route, entries and participants, the race
  and the effect it had on aviation. Perhaps you will agree it was the
  great air race!

          Early in 1930 the people of Melbourne, in the state of Victoria
  realized their centennial was fast approaching.  While they were
  recovering from a great depression they looked for an opportunity to
  promote their great city and attract commerce.  A committee was formed
  and an event was sought to accomplish this.  The Lord Mayor Harold Smith
  suggested the idea of an air race that would link England with Australia.
  The idea was accepted and a sponsor was sought.  Sir Macpherson
  Robertson, a 72 year old millionaire candy manufacturer, was approached
  and he agreed to sponsor the race.  Robertson wrote a check for $75,000
  with the provision the race would be named the MacRobertson after his
  company and that it would be made as safe as possible.  The Royal Aero
  Club of England was put in charge of the race.

          To encourage more entries; the race was divided into a speed and
  a handicap division.  Speed, (or scratch) first one to Melbourne won,
  while the handicap division allowed 16 days to finish with the lowest
  flying time based on a formula.  The route would be similar to that of
  Jim Mollisons record flight of 1931.  The route stretched over 11,300
  miles, over 19 countries and seven seas.  Five compulsory stops were
  designated for both the speed and the handicap division.  Between these
  five stops pilots could select their own route.  There would also be 22
  other optional landing places known as 'checking points'.

          First leg, London to Baghdad (Iraq) 2350 miles; second, 2300
  miles to  Allahabad (jungles of NW India); third, 2210 miles to
  Singapore, (" the worst air path in the world"), fierce wandering
  tropical storms plus 600 miles over the Bay of Bengal (which had never
  been flown over before); fourth, 2084 miles to Darwin (over the shark
  infested Timor sea); fifth, 1389 miles to Charleville (a desert town);
  then 787 miles to the finish line at Flemmington racecourse at Melbourne.
  The basic rules were: no limit to the size of aircraft or power, no limit
  to crew size, no pilot may join aircraft after it left England.  Aircraft
  must carry 3 days rations per crew member, floats, smoke signals and
  efficient instruments.

          Take off date was set at dawn (6:30) October 20, 1934.  As plans
  progressed another rule was added to insure safety; they now required a
  certificate of airworthiness by the country of registration that the
  aircraft conforms to the minimum airworthiness requirements of ICAN
  (International Convention of Air Navigation).  While most of the
  airfields en route were quite primitive and undeveloped,  the Royal Aero
  Club went to work and convinced most of the countries involved to improve
  their facilities, many installed radios, built control towers, enlarged
  their fields and installed lights for night landings.  Arrangements were
  made with Shell Oil and Stanavo to provide ample supplies of aviation
  fuels and lubricants at all 27 checking points.  Both companies were very
  interested in the outcome of the race and opened offices in London to
  provide whatever assistance they could about the route.  The Aero Club
  made arrangements for overnight accommodations for those needing them.
  Handbooks were printed with complete instructions for getting logbooks
  signed and customs procedures at each airfield.

          Much controversy arose over the certificates of airworthiness
  issued here in the US.  Our Dept. of Commerce issued a NC certificate for
  passenger planes and a NR certificate for long distance race planes.  The
  Royal Aero Club refused to accept the NR certificate which would have
  barred all but a few of our entries.  There were accusations from both
  sides of the Atlantic, finally the Royal Aero Club allowed the US
  certificates based on some changes.

          The event was turning out to be international in scope with 63
  potential starters- representing 13 countries.  (See attached list of
  entries.)

          The US led the field with 20 pilots entered and 27 machines.  The
  race provided us with an opportunity of matching our products against the
  best offered by other countries, with a chance of gaining greater export
  business should we be successful.  With our men and women rode the hopes
  of an entire industry.  We were at the time exporting 5.5 million in
  aircraft product every 6 months.  England did not have an aircraft at
  that time which could be considered a contender,  they had been
  developing a lot of small fast aircraft for local races, some of them
  attempting new records to the cape.  Several companies made statements
  but nothing solid.

          On 4 January, 1934,  Geoffrey DeHavilland announced his company
  would build a limited number of aircraft with a speed of no less than 200
  mph and a range of 3000 miles for the remarkable price of 5,000 pounds if
  he received 3 firm orders by 28 February.  Design and development costs
  were estimated to be over 50,000 pounds.  Three firm orders were placed
  and work began, design thinking centered around two new Gypsy Six engines
  with controllable pitch propellers needed to loft the heavy load of fuel
  necessary,  especially in the hot climate.  Two pilots arranged in tandem
  for low drag and a thin wing with trailing edge flaps to keep landing
  speeds in safe limits.

          Early layouts showed a wire braced wing and fixed landing gear,
  but these gave way to a stressed skin wing and a fully retractable
  landing gear.  In order to get the range necessary,  a long-span wing of
  high lift drag value with a thin airfoil and low incidence was essential.
  No existing method of construction in either wood or metal existed.  To
  solve the problem chief designer A.E. Hagg and a small design team built
  a half scale wood wing with upper and lower skins of diagonally
  cross-laminated spruce to take the bending loads and three light box
  spars acting as shear members.  The half scale model was tested to
  destruction to prove it's worth.  Hamilton standard propellers were
  considered but, when DH went to the states they were told all of the
  Hamilton standard controllable pitch propellers were designed for large
  radial engines and they would have to do much testing to design small
  props for small engines and there wasn't time enough to do it.  DH went
  to France and ordered Ratier two position props.  These were ground
  adjustable.  A small air pump inflated a bladder which held the prop in
  fine pitch,  protruding through the spinner was a small shaft with a disk
  attached:  the idea was when the aircraft reached a certain air speed the
  disk would push the shaft inward into a tire type valve deflating the
  bladder allowing centrifugal force to change the pitch to course.  The
  first Comet completed was G-ACSP,  first flight was 8 Septenber,
  followed by G-ACSR & G-ACSS.  There was insufficient time to do all the
  testing planned.  Scott was able to complete five landings and Black two.
  Jim Mollison was having trouble landing their Comet but Amy was able to
  grease it on in front of the entire crowd.   Maximum weight became a
  problem for many entries.  Even the Comet Grosvenor House was a little
  overweight, but a lighter weight fuel was found and substituted.

          Fitzmurice was doing well with his Bellanca till the question of
  weight came up, his certificate of airworthiness stated a gross weight of
  8350 lb. complied with the ICAN requirements except for the length of
  landing run.  The stewards decided he would have to go with the 5458
  weight and he withdrew.  Turner also had a weight problem, at weigh-in he
  was 600 lb. over his certificate of airworthiness. (this had been
  thoroughly checked here in the states).  The theory was the American
  gallon converted to the British imperial gallon weighted 7.5 LB per gal
  and the Mildenhall fuel weighed 7.7 lb. per gal plus the fact that it was
  a cold day when the ship was weighed which made the fuel denser and
  heavier.  As a result Turner had to seal off one of his tanks which meant
  he could not reach Baghdad non stop. The KLM  DC-2 "Uiver" had no
  problems.  The RAF air base Mildenhall was not without it's problems; the
  base was not yet completed although it had several large hangers to house
  the racing machines and there was much last minute work going on.  There
  were little or no accommodations for the pilots and crews.  The crowds of
  the curious virtually overran the base with people and the police had
  trouble controlling them.  There was not even a windsock to show pilots
  wind direction and a bonfire had to be built the morning of the race
  start.  On race day 20 planes lined up in two rows and were flagged-off
  in 45 second intervals starting at 6:30 am.  In the first row were the
  speed entries, the second row contained the handicap starters.  First off
  were the Mollisons, followed by Turner, within 20 minutes all were on
  their way.  The three Comets climbed high over the weather and set a
  course for Baghdad, Turner and the Panderjaeger headed for Athens and the
  KLM DC-2 crew headed for it's regular stop at Rome.  The smaller craft
  headed for Marseilles or Rome and Jackie went to Bucharest.

          Jackie experienced several problems with the engine and even
  considered bailing out but couldn't get her canopy open; she finally
  discovered the fuel control valves were mismarked and she was able to
  keep it running.  Wes Smith set up for landing and lowered the flaps only
  to discover only one came down.  He was finally able to retract the one
  and made a rather fast landing.  Once on the ground Jackie decided the
  flaps couldn't be trusted and the landing fields down the route were
  smaller than Bucharest so she decided to withdraw and go shopping.  The
  Mollisons in "Black Magic" were the first to land at Baghdad (their
  navigation had been excellent) and were off again bound for Karachi when
  Scott and Black landed, later followed by Panderjager, the DC-2 and
  Turner.  The clipped-wing Monocoupe "Baby Ruth" flown by Jack Wright &
  John Polando were off at 6:36 headed through nasty weather for
  Marseilles, but had to land in Lyon for fuel.  They went on to Marseilles
  and then to Rome where they spent the night (Jack didn't want to fly at
  night).  Scott and Black took off bound direct for Allahabad.  Early on
  the morning of the second day "Baby Ruth" took off for Athens.  Sometime
  that morning the eight year old Fairey Fox bomber crashed in the
  mountains of Italy and both pilots were killed, they were the only
  fatalities of the race.  The reason for the crash unknown.  At about 10
  am that morning Jim and Amy landed at Karachi setting a new England to
  India record.  They were told Scott and Black were closing on them  and
  in less than an hour they were airborne,  but their troubles were
  beginning.  The landing gear wouldn't retract fully so they returned for
  repairs which took several hours.  Airborne once again but after two
  hours they were back on the ground again as their maps were unsuitable
  for night flying so they spent the night in Karachi.

          About the time the Mollisons were returning for the second time,
  the KLM DC-2 landed and in less than 30 minutes was airborne again.  Not
  long after the Panderjager was in the process of landing, it was dark and
  they couldn't see that one gear didn't come down.  Geysendorfer landed on
  one wheel, the aircraft was damaged, but the crew insisted they would
  rejoin the race.

          Sometime after midnight, the third Comet of Cathcart-Jones and
  Waller landed at Karachi with a serious oil leak. Scott and Black raced
  for Allahabad.  They were now in the lead and after a short stay on the
  ground took off for Singapore straight across the bay of Bengal.  Turner
  was having trouble finding Allahabad as high winds and thunderstorms had
  forced him about 200 miles south of the city.  Nichols repeatedly tried
  to make contact only to be told to follow the light beacon the DC-2 said
  was visible for 70 miles.  But they were in the middle of a line of
  thunderstorms and couldn't distinguish the revolving beacon in the
  lightning.  In the dark, he circled for 90 minutes while Nichols tried to
  contact the tower.  Their fuel was very low when he finally made contact;
  Turner asked the airport lights be blinked which they did and he made his
  approach.  Uncertain in which direction to land Turner landed down wind
  and the airport officials expected a crash but Turner handled the ship
  with superb skill and touched down gently.  Turner was now in third place
  behind Scott and Black and the KLM DC-2.  Scott and Black were crossing
  the Bay of Bengal when they ran into a raging storm but made it to
  Singapore where they refueled and left for Darwin. The KLM DC-2 stopped
  at Calcutta and went on to Rangoon.  Cathcart-Jones landed at Karachi
  with a serious oil leak, while it was being repaired the Mollisons took
  off for Allahabad but had to land in Jubbolpore for fuel.  As this was
  not an approved landing place Jim found there was no aviation fuel
  available.

          He chose to have the local bus company fuel the craft with
  ordinary gasoline.  His fear became reality, by the time they reached
  Allahabad a piston seized on one engine rupturing an oil line with no
  hope of repairing the engine they withdrew.  Early in the morning of the
  third day Scott and Black landed at Singapore and were leading by 1,300
  miles. Eight hours later, Parmentier landed and cut his refueling time to
  less than 30 minutes in an attempt to catch the leader. Scott and Black
  were halfway across the  Timor Sea when their port engine started acting
  up, shortly after dark their oil pressure dropped to zero,  even
  throttled back- the engine quit.  They limped into Darwin where mechanics
  were able to restore enough power for take-off.  Cathcart-Jones in the
  second Comet was crossing the Bay of Bengal and in forth place.

          Scott and Black nursed the sick Comet the 1000 miles to
  Charleville where mechanics spent two hours on the sick engine, they were
  able to get enough power for take-off and they flew "all out" for
  Melbourne.  The KLM DC-2 was in and out of Darwin with no problems and
  Turner was almost 1000 miles behind them.  The Colonel reported dropping
  oil pressure but was able to bring the Boeing into Darwin where mechanics
  could find nothing wrong.  At 3:33 in the afternoon of Oct. 23 Scott and
  Campbell-Black dove the crippled Comet over the finish line and won the
  race in 70 hr. 54 minutes and 18 seconds.

          Turner was on his way to Charleville.  That night after clearing
  Charleville the DC-2 was caught in a severe electrical storm about 200
  miles from Melbourne.  Circling over some mountains the radio operator
  tried in vain to make contact with anyone.  In the town of Albury it was
  close to midnight when local residents heard an aircraft circling
  overhead.

          Suspecting it was one of the air racers,  the mayor called the
  engineer at the light plant and asked him to switch the town's street
  lights on and off in Morse code identifying the town as Albury.  The
  radio station then sent out an appeal to everyone listening to drive
  their car to the local race track and line up on each side of the track
  with their headlights on to guide the plane down to the track.
  Parmentier saw the lights and made the landing on the race track in a
  heavy downpour.  News of the missing KLM reached Holland and a large
  crowd gathered outside the KLM office, the president Dr. Plesman told the
  crowd to go home but they replied  "We won't go home til 'Uiver' is
  home."  They stood all night in the rain til they knew the plane was
  safe.

          Parmentier decided it would be too dangerous to take off in the
  dark so he waited for dawn.  Turner was having his own problems, earlier
  one engine began smoking and he put the Boeing down to find a ruptured
  oil line was dripping oil and the airflow was putting the oil on the hot
  exhaust pipe.  The solution was to remove the cowling so the dripping oil
  would not reach the hot pipe.  Turner cabled officials at Melbourne to
  request continuing without the cowl.  The answer was he could continue
  without the cowl on; but he would have to carry it with him to Melbourne.
  There being no way to fit the cowl inside Turner took off and let it
  smoke.  With the DC-2 down, Turner now saw a possibility of catching the
  Dutch.  The next morning Parmentier found the Douglas had sunk into the
  rain softened ground.  The citizens of Albury again came to their rescue
  by attaching ropes to the landing gears and with several hundred people
  pulled the Douglas free, they also laid a wooden plank runway over the
  racecourse.  Concerned about getting airborne Parmentier off-loaded all
  the mail, two members of the crew and the three passengers.

          On the second attempt he was airborne and the mail, crew and
  passengers were put on the next train out.  Turner who could have passed
  them was forced down only 40 miles from the finish line to work on his
  engines again.  The DC-2 crossed the finish line in second place and
  Turner followed two and one half hours later.  The next day Cathcart-
  Jones and Waller finished.  During the next ten days five more planes
  finished the race.  Mac Gregor and Walker in the Miles Hawk were fifth.
  The airspeed courier of Stodart and Stodart was sixth.  Melrose in a Puss
  Moth was seventh. The Desoutter flown by Hansen and Jensen was eighth
  followed by the DH Dragon of Hewitt and Kay of New Zealand.  The British
  and the Australians including Sir Robertson were well pleased with the
  British crew/aircraft win. Sir Macpherson Robertson said "this is just
  the result I wanted- to show a transport plane could reach Australia in
  four days".  But no one was as happy as the Dutch.  The airmen and crew
  were decorated as Knights and the passengers were presented with gold
  medals.

          That evening a party was held to honor the three crews and Turner
  went over to have a word with the winners. "Mr. Scott," he boomed, "I
  certainly do congratulate you.  It was an honor to take the fumes from
  your exhaust."  Sixteen days after the start, the handicap race was
  decided.  While the KLM crew entered both the speed and the handicap
  events they could claim only one prize; and they chose to take the first
  place in the handicap race.  Fifth to reach Melbourne was the open
  cockpit Miles Hawk flown by New Zealanders.

          Sixth was Airspeed Courier flown by British cousins.  Seventh was
  the DeHavilland Moth flown by the young Australian Melrose.  Eighth was
  the Desoutter flown by the Danes.  And ninth was the New Zealand team in
  the DeHavilland Dragon.  After a tour of Australia the Comet was shipped
  back to England and received a heroes welcome.  The KLM flew back to
  Holland where a huge crowd greeted them.

          Turner and Pangborn never received even a telegram of
  congratulations from President Roosevelt.  The New York Times said the
  American contribution to KLM success was in part due to the engineering
  that produced not specially built racing craft, but the type in which we
  travel between New York and Chicago and across the continent.  The
  British pretty much echoed the American press.  Dr. Plasman demonstrated
  his approval by ordering 10 more DC-2's.

          WHAT HAPPENED TO THE MEN AND THEIR MACHINES?   Fate was unkind to
  many of these but, not all.  Campbell-Black was killed two years later,
  he was sitting in his aircraft waiting to take off when a RAF training
  bomber on landing ran into his.  The propeller of the bomber tore through
  the side of Blacks striking and killing him.  Scott went on to do more
  air racing and set more records, he was constantly in the headlines.  The
  problems with Hitler and the  ensuing war took away his fame and he
  couldn't adjust.  Several failed marriages and the loss of fame caused
  his heavy drinking.  In 1946 while working for the UN in Germany,  Scott
  shot himself, he was 42.  Amy Mollison went on to set more records and
  became even more popular.  In 1935 Amy and Jim separated for good.  When
  the war broke out Amy joined the air transport auxiliary, she was
  delivering an Airspeed Oxford in January of 1941 when she went down into
  the Thames estuary near a British destroyer.  A lookout on the ship heard
  her cries for help and jumped into the freezing water to try to save her,
  they were both lost.  Jim Mollison also joined the ATA, even though he
  was an alcoholic he ferried more than a thousand aircraft across the
  Atlantic.  After the war he bought a temperance hotel outside London.
  Jim died in November of 1959.

          Parmentier stayed with KLM and went to England during the war
  flying London to Lisbon.  After the war he became chief pilot for KLM and
  spent much of his time at their training school where he would lecture
  new pilots on hazards on their routes.  One he especially warned them
  about was the high tension lines on the approach to Prestwick, Scotland.
  Ironically he was pilot in command of a KLM Super Connie that flew into
  these same wires during bad weather, all on board were killed.  Turner
  went on to become the only three time winner of the Thompson trophy and
  died a natural death at age 73.  Pangborn served as a test pilot for
  Bellanca, he died in 1966.  Jackie went on to become head of the WASPS.
  She won the Bendix race once, plus one second and one third place.
  Jackie Cochran was no doubt one of the most celebrated woman pilots in
  history, she died a natural death.  John Polando saw Jack Wright for the
  last time at the 1937 Cleveland Air Races where they both were
  spectators.  In 1943 John joined the Air Corps as a Captain flying B-17s
  and B-29s,  he died in 1985, he would have been 82.  Cathcart-Jones came
  to the states and joined the fast moving Hollywood crowd and became a
  friend of Errol Flynn.

  THE MACHINES

          Of the three Comets built for the race, only one survives,
  Grosvenor House has been restored twice and currently is on display in
  England.  The Comet flown by Cathcart Jones was sold to Portugal for a
  fast mail plane, it later disappeared.  Jim Mollison sold "Black Magic"
  to the French government for a fast mail plane, it was so well liked the
  French ordered another built.  Both of these Comets were destroyed by the
  Germans during the occupation.

          KLM's DC-2 "Uiver" was the pride of Holland, for about a month it
  toured Europe.  It went back into service on 19 December when it took off
  for Batavia on the Christmas mail run.  Over Iraq it ran into bad weather
  and crashed near Baghdad, there were no survivors.  Turners Boeing was
  re-equipped and was sold to United Airlines where it flew for a number of
  years.  It then passed on to a corporation who used it as an executive
  transport.  It now hangs in the National Air and Space Museum.  Jackie's
  QED was brought back to the states and was entered in several Bendix
  races.  It was later purchased by a Mexican pilot who set a record from
  Mexico City to DC, returning to Mexico the plane crashed into the Potomac
  river killing the pilot.  It was recovered, sent to Mexico where it now
  is on display in a museum.  The Monocoupe "Baby Ruth" was repaired and
  flown back to England by Jack Wright.  Back in the states it was
  purchased by a woman pilot, who one day was on short final when it caught
  fire and crashed and she was killed.  The bones of "Baby Ruth" have been
  purchased by someone who plans on restoring it.  The Dutch Pander finally
  made all necessary repairs and prepared to take-off from Allahabad, it
  had become dark and the field officials ordered their two searchlights to
  illuminate the field for the take off.  The Dutch pilot requested they be
  turned off as he felt they would only distract him.  There must have been
  some missed communications with the operator, thinking the pilot was not
  going to take-off he hooked the one searchlight wagon to an ambulance and
  began towing it back to the hangers across the field.  The Pander started
  his take-off run and when he reached mid-field crashed into the
  ambulance, luck was with the crew and they all escaped alive but the
  wooden Pander was destroyed by fire.

  Presented by:

  Bill Meixner
  10th Annual Symposium on Air Race History
  Society of Air Racing Historians
  Airport Holiday Inn - Cleveland, OH
  30 April 1994


  William F. Meixner
  14978 Fayette Blvd.
  Cleveland, OH 44142-2413

  http://www.airrace.com

  Society of Air Racing Historians
  Herman Schaub, Secretary/Treasurer
  168 Marian Lane
  Berea, Ohio 44017

  (440) 234-2301

  RT178 - 8/1/1994


LIST OF ENTRANTS IN MACROBERTSON RACE

1       ALAN NASH                       ENGLAND          AIRSPEED COURIER
2       A.O.EDWARDS                     ENGLAND          D.H.COMET
3       COL. J C FITZMAURICE            IRELAND          BELLANCA RACER
4       MR. & MRS. MOLLISON             ENGLAND          D.H.COMET
5       T N STACK                       ENGLAND          AIRSPEED AS 8
6       H F BROADBENT                   AUSTRALIA        D.H.FOX MOTH
7       F. LOMBARDI                     ITALY            BERGAMASCHI
8       WEDELL-WILLIAMS AIR SERVICE     U S A            WEDELL-WILLIAMS
9       R F LAPE                        U S A            LOCKHEED ORION
10      CAPT. MOLINER                   FRANCE           WIBAULT

11      K.L.M.                          HOLLAND          FOKKER XXXVI
12      K.L.M.                          HOLLAND          FOKKER XXII
13      K.L.M.                          HOLLAND          FOKKER XVIII
14      K.L.M.                          HOLLAND          DOUGLAS DC-2
15      MR. & MRS. THADEN               U S A            BEECHCRAFT A17F
16      RUSSELL HOSLER                  U S A            HOSLER MONOPLANE
17      MISS J COCHRANE                 U S A            NORTHROP
18      LAURA INGALLS                   U S A            LOCKHEED ORION
19      R W H EVERETT                   ENGLAND          D.H.PUSS MOTH
20      SOCIETA IDROVOLANTI ITALIA      ITALY            SAVOIA MARCHETTI

21      ANDRE de SALES & JEAN LACOMBE   FRANCE           BERNARD 84
22      VICOMTE de SIBOUR               FRANCE           COUZINET
23      FLAG.OFF C G DAVIES             ENGLAND          FIREY IIIF
24      H L BROOK                       ENGLAND          CABIN MILES HAWK
25      W J CEARNS                      ENGLAND          D.H.MOTH
26      BERNARD RUBIN                   ENGLAND          D.H.COMET
27      KEITH-RIDER                     U S A            KEITH-RIDER
28      JACK WRIGHT                     U S A            MONOCOUPE
29      NEW GUINEA SYNDICATE            AUSTRALIA        --------------
30      J WOODS & C H MILLER            AUSTRALIA        LOCKHEED VEGA

31      SIR KINGSFORD-SMITH             AUSTRALIA        LOCKHEED ALTAIR
32      MURRY B DILLY                   U S A            VANCE FLYINGWING
33      LT. LINDHOLM                    SWEDEN           NORTHROP DELTA
34      LT. HANSON                      DENMARK          DESOUTTER
35      MICHEL DETROYAT                 FRANCE           LOCKHEED ORION
36      WILEY POST                      U S A            LOCKHEED VEGA
37      DUTCH SYNDICATE                 HOLLAND          PANDERJAGER
38      CARLOS GOETZ                    PORTUGAL         CAMPER KITE
39      V L CHANDI                      INDIA            ----------------
40      RUTH NICHOLLS                   U S A            LOCKHEED ALTAIR

41      FLG LT. G. SHAW                 ENGLAND          KLEMM EAGLE
42      M FRETON                        FRANCE           POTEZ
43      BLERIOT-AEROAUTIQUE             FRANCE           BLERIOT
44      OLIVER NICHOLSON                NEW ZEALAND      D.H.DRAGON
45      ALAN S BUTLER                   ENGLAND          D.H.DRAGON
46      WILLIAM COURTINAY               ENGLAND          D.H.GYPSY MOTH
47      SIR ALAN COBHAM                 ENGLAND          AIRSPEED COURIER
48      LORD NUFFIELD                   ENGLAND          AIRSPEED ENVOY
49      LADY COBIN                      ENGLAND          AIRSPEED ENVOY
50      R K DUNDAS                      ENGLAND          AIRSPEED COURIER

51      JAMES K C BAINES                NEW ZEALAND      FAIREY FOX
52      LT H R A KIDSON                 ENGLAND          LOCKHEED
53      HAROLD GATTY                    U S A            DOUGLAS
54      CLYDE PANGBORN                  U S A            GEE BEE
55      ROSCOE TURNER                   U S A            DOUGLAS
56      WOLF HIRTH                      GERMANY          MESSERSCHMITT
57      CAPT LYON                       U S A            LOCKHEED ORION
58      G RPOND AND C SABELLI           U S A            BELLANCA
59      ANDRE GUEIT                     FRANCE           CAUDRON
60      STANLEY C HUFFMAN               U S A            STINSON RELIANT

61      WALTER VARNEY                   U S A            LOCKHEED
62      ROY W AMMEL                     U S A            TRIMOTOR
63      DAVID H F CLOUGH                U S A            CESSNA