centenary air race 1934

THE MacROBERTSON INTERNATIONAL AIR RACES

ENGLAND TO MELBOURNE, VICTORIA, AUSTRALIA.

1934.

CONDITIONS:

(1) The Mac. Robertson International

Air Race (hereinafter referred to as the

'Speed Race') and the Mac. Robertson

International Handicap Air Race (here

In after referred to as the 'Handicap

Race') will be run concurrently, and

the course must be completed within

sixteen calendar days.

(2) SPEED RACE—

First Prize 10,000

And Gold Cup, valued at not less

than 500.

Second Prize 1,500

Third Prize 500

HANDICAP RACE—

First Prize 2,000

Second Prize 1,000

[above amounts in Aus. Pounds]

The pilot of any aircraft, entered in

either or both of the above races, which

completes the course within sixteen

calendar days will receive a gold medal-

lion.

(3) The above amounts of prize money

are payable in Melbourne in Australian

currency.

(4) Both races are open to any individual,

organization or nation. There is no

limit to the type or power of the aircraft.

(5) The commencing date of the races

will be the 20th October, 1934, or such

day approximate thereto as shall be

notified to nominators.

(6) The races will start in England at a

given signal, from several aerodromes as

near as possible equidistant from

Baghdad. Aircraft will be allotted to

their respective aerodromes and all

nominators notified accordingly.

(7) Entries for the above races will be

received by the Centenary Celebrations

Council (hereinafter referred to as the

'Council') only on condition that all the

terms, conditions and rules herein or

hereafter prescribed by the said Council

or its authorized representatives shall be

binding in all respects.

(8) Any number of aircraft may be

entered by one nominator, and the same

aircraft may be entered for both races,

but only one amount of prize money shall

be payable in respect of each aircraft.

In the event of an aircraft winning

and/or being placed in both races the

nominator will elect which amount of

prize money he will receive, and the

alternate amount of prize money which

it or he forfeits thereby shall be payable,

subject to this rule, to the nominator

whose aircraft is next placed in the race to

which such forfeited money relates.

(9) The Council reserves the right to

refuse any entry and/or prohibit the

flight of any aircraft and all persons

concerned shall obey the directions of its

officials to such effect.

(10) Entries close at 12 noon on the

ist June, 19)4. The nomination fee

is Fifty pounds (^50) for the Speed Race

and Ten pounds (^10) for the Handicap

Race. Where an aircraft is entered in

both races, only the said fee of Fifty

pounds is payable.

(11) The nomination fee is returnable

to the nominator if the aircraft commences its

flight in accordance with the

conditions herein and to the satisfaction

of the Council or its representatives,

provided that the said fee shall not

be returnable in the case of any aircraft

which fails to reach Baghdad within

sixteen calendar days.

(12) (a) No nominator, pilot or member

of the crew of any aircraft shall have

any right of action against the Council

for any damage sustained by it or him

in consequence of any act or omission

on the part of any of the officials of the

Council or its representatives or servants

or of any competitor.

(b) The nominator's aircraft, pilots,

crews, representatives and servants shall

at all times during the races be at the

sole risk in all respect of the nominator,

who shall have no claims for injury to

itself or himself or to its or his aircraft,

pilots, members of crews, servants or

representatives, and shall assume all

liability for damage to third parties or

their property, and shall indemnify

the Council in respect thereof.

(13) The nominator shall be solely

responsible to the Council for the due

observance of these conditions and shall

be the person with whom its officials

will deal in respect thereof or of any

questions arising out of the races,

provided that the nominator may

appoint the pilot or some suitable

person to act as its or his agent with

respect to each aircraft entered.

(14) In all matters relating to the races

the decision of the Council (which will

act on the advice of its expert) shall be

absolutely final and binding on all

persons concerned.

(15) The Council reserves to itself the

right to add to, amend or repeal these

conditions, should it think fit, or to

cancel the races, or either of them, at

any time.

[16] THE FOLLOWING RULES OF THE RACE SHALL

BE OBSERVED [failure to observe any of these

rules by any person concerned will render the

aircraft liable to disqualification at the

discretion of the Council or its authorized

representatives]

PART "A"

APPLICABLE TO BOTH RACES.

(i) Entries, in duplicate, must be in the

hands of the Secretary of the Council,

Town Hall, Melbourne, or the United

Kingdom Representative of the 'Mac.

Robertson International Air Race'

Sub-Committee (hereinafter referred to

as the 'United Kingdom Representative'),

care of the Official Secretary

(Air Liaison), Australia House, London,

W.C.2, before 12 noon on the prescribed

date.

(ii) Entries for the Speed Race shall be

made on the attached Form 'A'.

Entries for the Handicap Race shall be

made on the attached Form 'B.'

No entry will be valid unless—

(a) it is made on the correct form above

referred to.

(b) all information required thereon is

supplied correctly and fully,

required thereon,

{d} it is accompanied by the prescribed

fee, and

(e) it is signed by the nominator or his

authorized agent.

(iii) There is no limit to the numbers of

the crew. The term 'crew' includes

passengers.

(iv) Each aircraft shall carry sufficient

food and water to maintain life for the

pilot and each member of the crew for

three days, and one life belt for the pilot

and each member of the crew; and, in

addition, not less than six smoke signals

(land and water).

(v) Each aircraft must bear a certificate

from its country of registration that it

conforms substantially to the minimum

airworthiness requirements of the ICAN

normal category, and it shall conform to

such requirements throughout the race,

and shall carry the following instruments:

(a) an adequate compass,

(b) an adequate turn and bank indicator,

(d) an adequate pitch indicator,

(e) an adequate altimeter, and

(f) adequate maps, charts, aerodrome

plans and location.

(The authorized representative at the

point of commencement is the sole

judge of such adequacy.)

(vi) The pilot of each aircraft must

produce at the time specified in Rule

(xi) his pilot's certificate as well as

documentary or other evidence to

satisfy the United Kingdom Representative

that he has had sufficient practice

in the use of the instruments mentioned

in Rule (v); and, also, that he has flown

not less than 100 hours solo.

For the purpose of this rule, a

certificate from a recognized aero club

or other proper authority will be sufficient

documentary evidence.

(vii) The United Kingdom Representative may,

in his discretion, allow the

pilot of any aircraft to be changed,

provided that he is notified not less than

twenty-four hours before the commencement time.

(viii) The United Kingdom Representative may

extend the time for production

of the certificate and/or evidence

required by Rule (vi).

(ix) The pilot—and where more than

one pilot is carried the pilot designated

(i) on the entry form—shall be deemed

to be the 'pilot in charge' of the aircraft

and shall obey the instructions of the

officials and representatives of the

Council accordingly. Such pilot in

charge shall be carried in the aircraft

throughout the race.

(x) The pilot and each and every member

of the crew shall obtain a passport,

franked by the proper representative of

each and every country to be visited

and/or flown over, and shall ascertain

and observe the laws of such countries

with respect to flight over their territories.

For the assistance of competitors, a

guiding brochure will be printed and

issued by the Council.

(xi) The pilot shall report, with his

aircraft completely erected and bearing

the certificate of airworthiness valid for

the period of the race, to such official

and at such commencement point as is

notified to his nominator; and he shall

report seven clear days before the

commencement of the race or at such

other time as is specified. The aircraft

must not leave the commencement point

until the start of the race. Any pilot

not having his aircraft ready for presentation

to the said official by the specified

time will render it liable to exclusion

from the race.

(xii) The authorized official at the commencement

point shall affix a seal to

each engine and a seal to the airframe

of each aircraft at least twenty-four hours

before the start of the race and such seals

shall remain unbroken during the race.

The act of third parties will not excuse

an infringement of this rule. No spare

engine may be carried or substituted

during the race.

(xiii) The commencement points will

be notified to nominators.

(xiv) The method of starting will be

notified to nominators and such notification

shall be deemed to be part of

these rules.

(xv) The route of the race will be published

when permission is obtained from

the countries concerned. Control and

checking points will be established along

the said route. Aircraft flying along a

different route will do so on their own

responsibility.

(xvi) Refuelling in the air is allowed.

(xvii) Night flying is allowed, provided

that night flying equipment is carried.

(xviii) Replacements are allowed, provided

the provisions of Rule (xii) are

not infringed.

(xix) The finishing line is a marked line

drawn immediately east and west

through the centre of the Racecourse at

Flemington, Melbourne. The extremities

of this line will be marked by two pylons.

Unless specifically instructed, aircraft

shall not land on the Racecourse, but

shall proceed immediately to, and report

at, such aerodrome as is notified to the

pilot in charge.

(xx) Any aircraft which fails to complete

the course within sixteen calendar days

will be disqualified.

PART "B"

APPLICABLE TO SPEED RACE ONLY

(xxi) Competitors in the Speed Race

will be required to land and check in at

the following aerodromes: Baghdad,

Calcutta, Singapore, Darwin and Charleville

(hereinafter referred to as the

'control points').

The pilot shall produce his log book

to the authorized control official who

shall certify accordingly thereon.

(xxii) The nominator of the first aircraft

to cross the finishing line shall win the

Speed Race.

(xxiii) Subject to Rule (ix), pilots or

members of the crew may be disembarked

during the race.

PART "C"

APPLICABLE TO HANDICAP RACE ONLY

(xxiv) The course will be identical with

the course of the Speed Race, but the

race will be decided on the fastest handicap

time. 'Handicap time' means flying

time, less the handicap allowance time.

'Flying time* means the time spent

between the commencement point in

England and the finishing line in

Melbourne, less time spent at the authorized checking and/or control points.

(xxv) The authorized checking points,

will be established at intervals of,

roughly, five hundred miles along the

route and all nominators will be notified

of the exact locations thereof.

(xxvi) Each pilot shall carry a log book

or other approved document, showing

his time of landing and taking off,

and certified by the authorized official

of the Council at each checking and/or

control point visited.

(a) 'time of landing' means the time the

pilot reports to such official, and

(b) 'time of taking off' means the time the

pilot is signed off with such official.

(xxvii) All aircraft must land and check

in at all control points designated in

Rule (xxi) in the manner prescribed

therein. Aircraft are not required to land

at all or any checking points. Landing

between checking and/or control points

will not disqualify, but, notwithstanding

anything in these rules, all time spent

between such points will be considered

as flying time.

(xxviii) Handicaps will be declared to

nominators not later than twenty-four

hours before the commencement of the

race, and will be arrived at by the

application of the formula laid down in

the first schedule attached hereto.

(xxix) (a) The payload shall be certified

by the United Kingdom Representative.

The payload at the finish must agree

with the log book entry and conform

to such certified payload throughout the

race.

(b) If, at the finish of the race, seals on

payload are broken or the payload does

not agree with the log book entry or

conform to the certified payload, handicaps

will be readjusted, having regard

to certified payload deficiency only, but

such deficiency shall be deemed to have

existed from the commencement of the

race. Provided always that, subject to

Rule (ix), no penalty will be incurred

if any person certified as payload is

disembarked at a control or checking

point and a substitute embarked at or

before such control or checking point,

provided that the authority at such

control or checking point attests accordingly

in the pilot's log book.

in the case of personnel certified as

payload disembarked, the payload

deficiency shall be deemed to be 200 Ibs.

per person disembarked. Dead weight

may not be carried in lieu of disembarked

personnel.

(17) As far as possible, meteorological

information will be supplied at control

and checking points.

(18) All persons concerned must make

their own arrangements with respect to

fuel, replacements, victuals and accommodation.

The Council will undertake no

responsibility, financial or otherwise.

(19) All protests must be lodged with the

Council within twelve hours after the

official decision of the judges has been

declared.

(20) Notwithstanding anything in these

conditions, the pilot shall be deemed to

be the agent of the nominator to receive

any prize at the presentation thereof.

[21] The United Kingdom Representative

may delegate his powers and duties,

or any of them to the Royal Aero Club,

its officials or agents or to other suitable

persons; and such delegates shall be

deemed, for the purpose of these races,

to be the authorized representatives and

officials of the Council.

(22) The Royal Aero Club may, with

the consent of the United Kingdom

Representative, make rules, not inconsistent

with these conditions, in relation

(a) the commencement of the races,

(b) the conduct of the control and checking

points and methods of checking

in, and

Such rules shall be deemed to be part of

Clause 16.

FIRST SCHEDULE

HANDICAP FORMULA

V = 140 [1- 0.2L] [P] 1/3

----- - -

W-L A

L = Payload in Ibs.

[Cl.16, r r. xxviii and xxix ]

W = All-up weight in Ibs. of

machine complete with

petrol, oil (tanks full),

personnel and freight,

ready for race.

P = Maximum horse-power

at sea level at maker's

normal r.p.m.

A = Wing area in square

feet, including ailerons.

V = Air speed in miles per

hour, on which handicaps

will be based.

[a] Payload:

The following only will be

recognized as payload:

(1) 200 Ibs. will be allowed

for each person carried,

together with his unsealed

baggage, and

(2) all sealed packages of any

description, including the

following: Excess baggage,

spare parts, ballast, printed

matter, etc., but not petrol

or oil.

For the purpose of sealing,

all articles must be

securely packed or wrapped.

[b] Wind Allowance.

No allowance will be

made for general wind conditions.

Text Box: THE MacROBERTSON MELBOURNE CENTENARY AIR RACE MILDENHALL TO MELBOURNE 1934 OFFICIAL CONDITIONS OF ENTRY and INSTRUCTIONS TO CONTROL POINTS AND CHECK POINTS

THE WINNERS OF THE SPEED SECTION OF THE GREAT RACE ON THE 23rd. OCTOBER 1934 WERE TOM CAMPBELL BLACK [left] AND C.W.A. SCOTT.

OFFICIAL TIME: 70hrs. 54min. 18secs.

[Placed 1st. in both events, relinquished the handicap prize. Refer: Conditions, Clause [8] ]

THE MacROBERTSON GOLD CUP PRESENTED TO THE WINNERS OF THE SPEED SECTION:

TOM CAMPBELL BLACK AND CWA SCOTT.

THE WINNING DH88 COMET “GROSVENOR HOUSE” G-ACSS No. 34, PILOTED BY TOM BLACK AND CHARLES SCOTT, LANDING AT THE “CONTROL POINT” AT CHARLEVILLE, QUEENSLAND, AUSTRALIA, AT 10.40 PM.

22nd. OCTOBER 1934.

Text Box: VISIT/RETURN TO MY SITE DEDICATED TO TOM CAMPBELL BLACK CLICK HERE

Text Box: SITEMASTER/RESEARCHER: BRUCE McCULLOUGH, NEW ZEALAND. EMAIL BRUCE: CLICK HERE.

MacRobertson International Air Races

England to Australia [1934]

(Under the regulations of the FAI and the Competition Rules of the Royal Aero

Club)

INSTRUCTIONS TO CONTROL POINTS AND CHECKING POINTS

1. CONTROL OFFICE. At each control point and checking point there should be

on duty:

(a) A Chief Control Officer, who will inspect and sign competitors' log books,

certifying the time of arrival and departure.

(b) A Technical Officer to carry out the necessary inspection and checking of

competing aircraft. (Note.—In the absence of special instructions to the

contrary this applies to Control Points only. The Technical Officer should have

an adequate staff of assistants to avoid delays in completing the checks,

particularly at the earlier Control Points, where congestion is most likely to

occur.)

officer with fuel companies. Customs and medical authorities, aerodrome

control officials, etc. (This official and/or his assistants should be capable of

speaking the languages of all the competitors, or should have interpreters

attached to him for this purpose.) This official's duties are of an advisory and

supervisory nature only. The responsibility rests on the competitor in

connection with the items mentioned. (See Condition 16 (x) and 18.)

(d} An Official to deal with the receipt and dispatch of wireless and cable

communications. (See para. 6.)

The Control Office should be situated as close as possible to all the points which

competing pilots and their crews will have to visit, e.g., the re-fuelling station,

Customs and Sanitary office, etc. The Control Office should be clearly marked by

night and by day. This marking may take the form of a large green flag by day and

a green light by night, or a large notice board or boards containing the capital

letter 'C', so placed as to be visible both from the ground and from the air and illuminated at night.

2. ARRANGEMENTS FOR NIGHT LANDING, FIRE-FIGHTING, FIRST AID, ETC.

At most aerodromes the aerodrome officials will be found to have provided all these

facilities. If any such facilities are lacking arrangements should be made by the

Chief Control Officer for their provision. Night landing facilities must include the

marking of the aerodrome boundaries and obstructions with red lights, together with

suitable flares, arranged in any of the plans permitted by the ICAN. Obstruction

lights should also indicate any portions of the landing ground which are unserviceable.

Night-landing and obstruction lights should be lit one hour before the anticipated time of arrival of a competitor. Fire-fighting arrangements should include

a supply of chemical fire-extinguishers suitable for dealing with petrol fires. First

aid arrangements should include the supply of equipment and personnel capable of

giving such first aid as may be necessary pending the arrival of a qualified doctor,

together with arrangements for summoning qualified medical services with a

minimum of delay.

3. SIGNALLING ARRANGEMENTS AND CO-OPERATION WITH AERODROME AUTHORITIES.

Unless otherwise requested by the aerodrome authorities, the control of

the arrival and departure of competing aircraft should be left in the hands of such

authorities, with whom the racing officials should work in the closest co-operation.

In general, the racing officials are only concerned with dealing with competing

aircraft between the times at which they report to the Control Office on arrival and

report again to the Control Office in readiness for departure. Where, for any reason,

the race officials are requested to control the arrival and departure of aircraft, the

following equipment should be supplied by the aerodrome authorities:

(a) A Very pistol and an adequate supply of red and green lights for signalling to

incoming aircraft. (A red light is the signal not to land, following which a green

light is the signal to permit a landing. The flashing of navigation lights at night by

the aircraft is the distress signal requesting urgent permission to land.)

(b) An adequate supply of trained staff to man-handle aircraft on the ground.

4. ARRIVAL OF COMPETING AIRCRAFT. As will be seen from the instructions to

competitors enclosed herewith, all competitors are warned to circle the aerodrome

before landing, thus giving time for any necessary signals to be made to them. On

arrival competitors are instructed to report immediately to the Control Office, where

they will present their official log books, in which the Control Officer will fill in the

time of arrival, certified by his signature or initials. The time to be filled in is the time

at which the pilot reports to the Control Office.

5. PROCEDURE FOR DEALING WITH COMPETITORS ON THE GROUND.

Following the certification in the log book of the time of arrival, the Liaison Officer referred

to above (i (c)) should render all possible assistance to the competitor in advising him

of the position of the various offices and re-fuelling station; the latter should be

marked for convenience, if possible, with a blue flag during the day time and a blue

light at night. It is the competitor's own responsibility to make himself acquainted

with such sanitary, immigration or other requirements as may be in force, but

assistance should be rendered in connection with these points as far as is practicable.

Competitors should also be advised as to the point at which necessary technical

examination (in the case of control aerodromes) will be carried out. As far as

practicable, the technical examination should be carried out in conjunction with the re-

fuelling, so as to cut down delay to a minimum.

As soon as the competitor has completed all the requirements, has obtained the

signature of the Technical Examining Officer in his Race Log Book, and is ready

for departure, he will report back to the Control Office for the filling in of his departure

time and the final signature of his log book. At this point he should be asked for

the name of the next Checking or Control Point at which he proposes to land. (See

later as to communications.) The aircraft will then be free to depart, subject to any

delays imposed by the Aerodrome Authorities (e.g., owing to the arrival or departure of

other aircraft at the moment).

Note.—For detailed instructions as to the filling in of log books and carrying out of

the technical examination, see para. 9.

6. COMMUNICATIONS. The signals indicated hereunder are to be made, except

where otherwise indicated, by the most rapid means available. (A list of telegraphic

addresses will be forwarded.)

(a) The Royal Aero Club will notify the next Control Point, or alternatively the

first Checking Point at which the pilot has expressed his intention to land, of the

time of departure of each competing aircraft in the following form:

Example;

From London to Baghdad

'AIR RACE FIVE LEFT 06.45 HOURS'

In all signals the Racing Numbers of the aircraft will be used.

(b) On the arrival of a competing aircraft the Checking or Control Point will

signal back to the Control or Checking Point of last departure in the following form;

Example,

From Baghdad to London

'AIR RACE FIVE ARRIVED 21.52.46 HOURS'

next Checking Point or Control ahead at which the competitor has expressed his

intention of landing, in similar form to the signal given in paragraph (a).

Note.—To save expense, the arrivals or departures of a number of aircraft may be

included in one message, but in any event such messages must be dispatched within

not more than one hour from the time of arrival or departure as the case may be.

If the arrival or departure times are sent according to Local Time, the time should

be followed by the initials LT. Failing this indication it will be assumed that the time

given is Greenwich Mean Time. It is of the utmost importance to observe this regulation owing to arrangements for providing landing lights one hour prior to the

time at which an aircraft is expected. A comparative table, showing the difference

between GMT and the local time at each control and checking point, is enclosed

herewith.

(d) In cases where a competing aircraft lands without previous notification having

been received, the Control Officer should ascertain the destination which the pilot

had indicated to his last departure point, and notification of his arrival should be sent

to such declared destination as well as to the point of last departure.

7. NOTIFICATION OF PROTESTS, COMPLAINTS, BREACHES OF REGULATIONS, OBJECTIONS, WITHDRAWALS ETC.

Immediate cable information of the above should be sent to the Royal Aero Club and to the Centenary Race Committee at Melbourne.

The cable should be followed at the earliest possible moment by Air Mail letters

setting out with the fullest possible details the nature of the complaint.

In this connection the attention of officials is particularly drawn to paragraph 8 of

the instructions to competitors enclosed herewith.

Withdrawals need only be notified to Melbourne and should not be notified

officially except on receipt of cabled or written notice from the Competitor in

accordance with para. 10 of the Instructions to Competitors.

8. EMERGENCY PROCEDURE. To avoid as far as possible the chance of damage

owing to the use of Aerodromes rendered unsuitable by weather conditions, the

Control and Checking Point Officials are requested to inspect the Aerodromes at

which they are responsible 48 hours prior to the commencement of the Race and to

signal immediately to the Starting Point in the event of the Aerodrome or any part

thereof being unsuitable for use. If part only of the Aerodrome is unsuitable,

particulars should be given. In the event of the whole or any part of an Aerodrome

becoming unsuitable for use during the progress of the Race, the following

procedure should be adopted:

(a) Information should be sent immediately to the next previous Control Aerodrome on the route and to intermediate Checking Points.

(b) Such competitors as are already in the Air on their way to the Aerodrome

concerned should be notified by wireless, if they are fitted with wireless communication.

by appropriate warning signals the parts of the Aerodrome affected or, if the whole

of the Aerodrome is unfitted for landing, the proper international signal (the signal

is a red square panel placed horizontally on the Aerodrome, one side of which should

measure at lest three metres and the corners covered with yellow rectangular panels

in the form of a cross) should be displayed on the Aerodrome. Any such warning

signals should be rendered visible by night or, if this is impossible, an official should

stand by with a Very pistol ready to fire the red warning signal.

9. COMPLETION OF RACE LOG BOOKS AND TECHNICAL CHECKS.

(A) RACE LOGBOOKS Specimens of the four different types of page which will be included in the Race Log Book are enclosed herewith and are more or less self-explanatory.

The first page contains the identification particulars of the aircraft for the purpose of

checking and reference. The second page covers the Checking Points, at which the

only information which need be filled in is the time of arrival and the time of departure,

with a note of any protest, irregularity, etc.

Underneath each Checking Point Sheet will be found a number of duplicated

tear-off sheets corresponding to the number of Checking Points between the respective Control Points. The Checking Point official at each Checking Point where the

competitor lands shall insert a carbon paper between the Checking Point sheet and

the duplicate sheet immediately below and, after filling in and certifying the times

of arrival and departure in the appropriate spaces, he will tear out and retain for

reference the carbon copy, from which he will complete the Checking and Control

Point Score Sheet. (It will be noted that the Control Point Score Sheet requires

certain particulars to be filled in by the Technical Examining Officer additional to

those of the Checking Point Score Sheet.) The Score Sheet, copies of which are

enclosed herewith, should be kept in duplicate and the original forwarded to the

Centenary Committee in Melbourne by Air Mail at the conclusion of 16 days from

the start of the Race.

The third page relates to Control Points only. In this case the particulars given

at the top of the sheet will be filled in prior to the start in order to assist the Technical

Examining Officer in conducting his examination with a minimum of detail. The

Control Officer will merely need to fill in the time of arrival and departure as in the

case of the Checking Point Sheet, together with notes of any objection, irregularities, etc.

(B) TECHNICAL EXAMINATION. The points on which the Technical Examining Officer is required to satisfy himself are as follows:

(i) That the Pilot in charge of the aircraft is as specified in the Race Log Book

(this can be checked from the Passport or Pilot's Licence, if necessary).

(ii) That in the case of any aircraft entered for the Handicap Race no personnel

have been disembarked without replacement as provided for in Condition 29 (b)

and (c) (Handicap Race Competitors only).

(iii) That the aircraft is supplied with emergency rations, life-belts, and distress

signals as required by Condition No. 4.

(iv) That the amount of petrol and oil on board does not exceed the maximum

permissible load in gallons as indicated at the top of the sheet. This check will not

be necessary in the case of aircraft which, with all fuel tanks filled to capacity, do not exceed the maximum permissible loading for the Certificate of Airworthiness, as entered in the Race Log Book. In other cases competitors have been warned in

their own interests to provide suitable means for checking the contents of their

tanks and these means will be tested before the start of the Race. Where no satisfactory means are provided it will be in the discretion of the Technical examining officer what means shall be taken to check the contents of the fuel tanks including, if necessary, the draining of such tanks before any fresh fuel is taken in. In view of the delay which such a course would necessitate, it is unlikely that competitors will fail to provide suitable means of checking the tank contents. For the purposes of checking, if necessary, a conversion table as between British gallons, American gallons, and litres will be supplied.

At the terminal Aerodrome, in addition to the examination specified above, the

Examining Officer will ascertain that all seals specified in the identification sheet of the Race Log Book are unbroken and that the aircraft, pay-load and personnel

correspond with such particulars.

On conclusion of the examination the Control Official in charge will collect the

Race Log Book, giving the competitor in exchange the receipt form contained on the4th specimen page herewith.

Race Log Books shall be returned to Competitors on application after the necessary confirmatory particulars in connection with the race have been dealt with by the Organizers.

Special Note. KOEPANG-MELBOURNE SECTION.—Separate instructions to Controls and Checking Points have already been issued by the Centenary Air-race Committee. (So far as this section is concerned, therefore, the foregoing instructions shall be considered as supplementary to, and not as overriding, those already issued from Melbourne.)

End.