Denys Alan Reginald Race, known as Reg Race, (born 23 June 1947) is a British Labour politician.

He unsuccessfully contested the Conservative-held constituency of Ruislip-Northwood at the February 1974 general election and again at the October 1974 general election.

At the 1979 general election, Race was elected as Member of Parliament for the Wood Green constituency in the London Borough of Haringey. The constituency was abolished for the 1983 general election.

In 1982, Race earned the dubious distinction of being the first MP ever to utter the word "fuck" on the floor of the House when referring to adverts for prostitutes reading "''Phone them and fuck them''. Hansard recorded it as "''f*** them"'', but the Speaker deprecated even that.

For the 2001 general election, Race was selected as Labour candidate for the Chesterfield constituency on the retirement of its MP, Tony Benn. Race came second to the Liberal Democrat candidate Paul Holmes.

External links

Photo and some details

{{s-ttl | title=Member of Parliament for Wood Green | years=1979–1983 }}

Category:1947 births Category:Democratic socialists Category:Labour Party (UK) MPs Category:Living people Category:Members of the United Kingdom Parliament for English constituencies Category:UK MPs 1979–1983

Coordinates	40°42′15.0″N73°55′4.0″N
playername	Reg Smith
fullname	James Christopher Reginald Smith
height
dateofbirth	January 20, 1912
cityofbirth	Battersea
countryofbirth	England
dateofdeath	January 06, 2004
cityofdeath	Stevenage
countryofdeath	England
position	Outside left
years1	1931–1935
years2	1935–1946
years3	1946–1948
clubs1	Hitchin Town
clubs2	Millwall
clubs3	Dundee
caps2	117
goals2	21
nationalyears1	1938
nationalteam1	England
nationalcaps1	2
nationalgoals1	2
manageryears1	1948
manageryears2	1954–1957
manageryears3	1957–1959
manageryears4	1959–1961
manageryears5	1961–1963
manageryears6	1971–1973
managerclubs1	Corby Town
managerclubs2	Dundee United
managerclubs3	Falkirk
managerclubs4	Millwall
managerclubs5	Bedford Town
managerclubs6	Bedford Town }}

Reg Smith (born James Christopher Reginald Smith on 20 January 1912 - died 6 January 2004) was an English footballer and manager, who played Outside left (the pre-modern day equivalent of left wing).

Playing career

The son of a South African rugby union international, Smith began his career as an amateur with Hitchin Town in the early 1930s, playing in one of that club's finest teams and helping them to the Spartan League title in 1935, before turning professional when he joined Millwall later that year.

After a slow start at The Den, Smith came to terms with professional football in 1936-37, helping his new side to FA Cup semi-finals, the first time a team from the third tier of English football had reached that stage. In the 1937-38 season Smith enjoyed even greater success, as Millwall hurtled to the Division Three South title, while also claiming the London FA Challenge Cup by defeating Crystal Palace.

Smith became Millwall’s last full England internationalist in 1938, when he was selected for two games in seven days in November, despite only playing in the English second tier at the time. He scored twice on his debut versus Norway in a 4-0 win, but didn’t score in a 7-0 defeat of Northern Ireland.

When the Second World War broke out in 1939, Smith, like many other footballers, found his career disrupted. He joined the RAF and continued to appear sporadically for Millwall when his military schedule allowed. He was transferred to RAF Leuchars in Fife in 1944 and subsequently turned out for Dundee as a ''guest'' in the war-time North-Eastern League. When the hostilities finished, he joined the ''Dark Blues'' on a permanent deal in March 1946, helping them to the B Division title in 1946-47.

Managerial career

In 1948, Smith was appointed player-manger of Corby Town upon the club’s formation but left after only a couple of months for family reasons, returning north to Dundee where he became a coach. He moved into management with Dundee United in September 1954, leaving his coaching post at rivals Dundee to join United. After two seasons of steady mid-table finishes, he resigned to take over as manager of Falkirk (then bottom of Division One) in January 1957. Three months later, Smith had saved the ''Bairns'' from relegation and led his new club to victory in the Scottish Cup.

In the summer of 1959, Smith was approached by old club Millwall to replace Jimmy Seed as manager, and he returned to the Londoners for the beginning of the 1959-60 season. His side started well, setting a Millwall record 19 match unbeaten run. However, a high proportion of draws ensured they finished no higher than 5th, just missing out on promotion from Division Four. Despite challenging at the top of the table again the following season, Millwall sacked Smith in January 1961, replacing him with assistant Ron Gray. Smith then enjoyed two separate spells in charge of Bedford Town in the 1960s and 1970s, and spells in South Africa before his retirement.

Honours

As a player

;Millwall

Division Three South champions: 1937–38

;Dundee

B Division champions: 1946–47

As a manager

;Falkirk

Scottish Cup winners: 1956–57

References

External links

International Appearances at englandstats.com

Category:English footballers Category:England international footballers Category:England wartime international footballers Category:Millwall F.C. players Category:Dundee F.C. players Category:English football managers Category:Dundee United F.C. managers Category:Falkirk F.C. managers Category:Millwall F.C. managers Category:People from Battersea Category:1912 births Category:2004 deaths

Coordinates	40°42′15.0″N73°55′4.0″N
name	Sir Jack Brabham
nationality	Australian
birth date	April 02, 1926
years	–
team(s)	Cooper, Rob Walker Racing Team and Brabham
races	128 (126 starts)
championships	3 (, , )
wins	14
podiums	31
points	253 (261)
poles	13
fastest laps	12
first race	1955 British Grand Prix
first win	1959 Monaco Grand Prix
last win	1970 South African Grand Prix
last race	1970 Mexican Grand Prix }}

Sir John Arthur "Jack" Brabham, AO, OBE (born 2 April 1926) is an Australian former racing driver who was Formula One champion in , and . He was a founder of the Brabham racing team and race car constructor that bore his name.

Brabham was a Royal Australian Air Force flight mechanic and ran a small engineering workshop before he started racing midget cars in 1948. His successes in midgets and Australian and New Zealand road racing events led to him going to the United Kingdom to further his racing career. There he became part of the Cooper Car Company's racing team, building as well as racing cars. He contributed to the design of the mid-engined cars that Cooper introduced to Formula One and the Indianapolis 500, and won the Formula One world championship in 1959 and 1960. In 1962 he established his own Brabham marque with fellow Australian Ron Tauranac, which became the largest manufacturer of customer racing cars in the world in the 1960s. In 1966 Brabham became the only man to win the Formula One world championship driving one of his own cars.

Brabham retired to Australia after the 1970 Formula One season, where he bought a farm and maintained various business interests, which included the Engine Developments racing engine manufacturer and several garages. He is the oldest surviving Formula One world champion.

Early life

John Arthur Brabham was born on 2 April 1926 in Hurstville, then a commuter town outside Sydney, Australia. Brabham was involved with cars and mechanics from an early age. At the age of 12, he learned to drive the family car and the trucks of his father's grocery business. Brabham attended technical college, preferring basic metalwork, carpentry and technical drawing.

Brabham's early career continued the engineering theme. At the age of 15 he left school to work, combining a job at a local garage with an evening course in mechanical engineering. Brabham soon branched out into his own business selling motorbikes, which he bought and repaired for sale, using his parents' back veranda as his workshop.

One month after his 18th birthday on 19 May 1944 Brabham enlisted into the Royal Australian Air Force (RAAF). Although keen on becoming a pilot, there was already a surplus of trained aircrew and the Air Force instead put his mechanical skills to use as a flight mechanic, of which there was a wartime shortage. He was based at RAAF Williamtown where he worked on maintaining Bristol Beaufighters at No 5 Operational Training Unit (5OTU). On his 20th birthday, 2 April 1946, Brabham was discharged from the RAAF at the rank of Leading Aircraftman (LAC). He then started a small service, repair and machining business in a workshop built by his uncle on a plot of land behind his grandfather's house.

Racing career

Australia

Brabham started racing after an American friend, Johnny Schonberg, persuaded him to watch a midget car race. Midget racing was a category for small open-wheel cars racing on dirt ovals. It was popular in Australia, attracting crowds of up to 40,000. Brabham records that he was not taken with the idea of driving, being convinced that the drivers "were all lunatics" but he agreed to build a car with Schonberg. Due to the time required to prepare the car, the sport also became his living. Brabham won the 1948 Australian Speedway Championship, the 1949 Australian and South Australian Speedcar championships, and the 1950–1951 Australian championship with the car.

After successfully running the midget at some hillclimbing events in 1951, Brabham became interested in road racing. He bought and modified a series of racing cars from the Cooper Car Company, a prolific British constructor, and from 1953 concentrated on this form of racing, in which drivers compete on closed tarmac circuits. He was supported by his father and by the Redex fuel additive company, although his commercially-aware approach—including the title ''RedeX Special'' painted on the side of his Cooper-Bristol—did not go down well with the Confederation of Australian Motor Sport (CAMS), which banned the advertisement. Brabham competed in Australia and New Zealand until early 1955, taking "a long succession of victories", including the 1953 Queensland Road Racing championship. During this time, he picked up the nickname "Black Jack", which has been attributed to his dark hair and stubble, to his "ruthless" approach on the track, and to his "propensity for maintaining a shadowy silence". After the 1955 New Zealand Grand Prix, Brabham was persuaded by Dean Delamont, competitions manager of the Royal Automobile Club in the United Kingdom, to try a season of racing in Europe, then the international centre of road racing.

Europe

Cooper

left|thumb|287px|A rear-engined T51 of the type Brabham used to win his first world championship.On arriving in Europe on his own in early 1955, Brabham based himself in the UK, where he bought another Cooper to race in national events. His crowd-pleasing driving style initially betrayed his dirt track origins: as he put it, he took corners "by using full [steering] lock and lots of throttle". Visits to the Cooper factory for parts led to a friendship with Charlie and John Cooper, who told the story that after many requests for a drive with the factory team, Brabham was given the keys to the transporter taking the cars to a race. Brabham soon "seemed to ''merge'' into Cooper Cars": he was not an employee, but he started working at Cooper on a daily basis from the mid point of the 1955 season building a Bobtail mid-engined sports car, intended for Formula One, the top category of single seater racing. He made his Grand Prix debut at the age of 29 driving the car at the 1955 British Grand Prix. It had a 2-litre engine, half a litre less than permitted, and ran slowly with a broken clutch before retiring. Later in the year Brabham, again driving the Bobtail, tussled with Stirling Moss for third place in a non-championship Formula One race at Snetterton. Although Moss finished ahead, Brabham sees the race as a turning point, proving that he could compete at this level. He shipped the Bobtail back to Australia, where he used it to win the 1955 Australian Grand Prix before selling it to help fund a permanent move to the UK the following year with his wife Betty and their son Geoff.

Brabham briefly and unsuccessfully campaigned his own second hand Formula One Maserati 250F during 1956, but his season was saved by drives for Cooper in sports cars and Formula Two, the junior category to Formula One. At that time, almost all racing cars had their engines mounted at the front but Coopers were different, having the engine placed behind the driver, which improved their handling. In 1957, Brabham drove another mid-engined Cooper, again only fitted with a 2-litre engine, at the Monaco Grand Prix. He avoided a large crash at the first corner and was running third towards the end of the race when the fuel pump mount failed. After more than three hours of racing, the exhausted Brabham, who "hated to be beaten", pushed the car to the line to finish sixth. The following year, he was Autocar Formula Two champion in a Cooper, while continuing to score minor points-scoring positions with the small-engined Coopers in the World Drivers Championship and driving for Aston Martin in Sportscars. His busy schedule necessitated a considerable amount of travel on the roads of Europe. Brabham's driving on public roads was described as "safe as houses", unlike many of his contemporaries—on the way back from the 1957 Pescara Grand Prix, passenger Tony Brooks took over driving after Brabham refused to overtake a long line of lorries. In late 1958, Brabham rekindled his interest in flying and began taking lessons. He bought his own plane and on gaining his licence began to make heavy use of it piloting himself, his family and members of his team around Europe to races.

In 1959, Cooper obtained 2.5 litre engines for the first time and Brabham put the extra power to good use by winning his first world championship race at the season-opening Monaco Grand Prix after Jean Behra's Ferrari and Stirling Moss's Cooper failed. More podium places were followed by a win in the British Grand Prix at Aintree after Brabham preserved his tyres to the end of the race, enabling him to finish ahead of Moss who had to pit to replace worn tyres. This gave him a 13-point championship lead with four races to go. At the Portuguese Grand Prix at Monsanto Park, Brabham was chasing race leader Moss when a backmarker moved over on him and launched the Cooper into the air. The airborne car hit a telegraph pole, throwing Brabham onto the track, where he narrowly avoided being hit by one of his teammates but escaped with no serious injury. With two wins each, Brabham, Moss and Ferrari's Tony Brooks were all capable of winning the championship at the final event of the season, the United States Grand Prix at Sebring. Brabham was among those up until 1 am the morning before the race working on the Cooper team cars. The next day, after pacing himself behind Moss, who soon retired with a broken gearbox, he led almost to the end of the race before running out of fuel on the last lap. He again pushed the car to the finish line to place fourth, although in the event this was unnecessary as his other title rival, Brooks, finished only third. His championship-winning margin over Brooks was four points. According to Gerald Donaldson, "some thought [his title] owed more to stealth than skill, an opinion at least partly based on Brabham's low-key presence."

Despite his success with Cooper, Brabham was sure he could do better. He considered buying Cooper in partnership with Roy Salvadori and then in late 1959 he asked his friend Ron Tauranac to come to the UK and work with him, initially producing upgrade kits for Sunbeam Rapier and Triumph Herald road cars at his car dealership, Jack Brabham Motors, but with the long-term aim of designing racing cars. Brabham continued to drive for Cooper, but on the long flight back from the 1960 season-opening Argentine Grand Prix, he had a heart-to-heart with John Cooper. John's father Charlie and the designer Owen Maddock had been reluctant to update their car, but although a Cooper had won in Argentina, other cars had been faster before they broke down. Brabham helped design the more advanced Cooper T53, including advice from Tauranac. Brabham spun the new car out of the next championship race, the Monaco Grand Prix, but then embarked on a series of five straight victories. He won from the front at the Dutch, French and Belgian Grands Prix, where title rival Moss was badly injured in a practice accident that put him out for two months. Two other drivers were killed during the race. At the British Grand Prix, Brabham was closing on Graham Hill's BRM before Hill spun off, leaving Brabham the victory. He then came back from eighth place to second at the Portuguese Grand Prix after sliding off on tramlines and won after John Surtees crashed. Brabham's points total was put out of reach when the British teams withdrew from the Italian GP on safety grounds. Mike Lawrence writes that Brabham's expertise in setting up the cars was a significant factor in Cooper's 1960 drivers' and constructors' titles.

Coventry Climax were late in producing the smaller 1.5 litre engine required for the 1961 season and the Cooper-Climaxes were outclassed by new mid-engined cars from Porsche, Lotus and championship-winners Ferrari. Brabham scored only three points and finished 11th in the championship. He had a little more success in the non-championship Formula One races, where he ran his own private Coopers and took two victories. The same year, Brabham entered the famous Indianapolis 500 oval race for the first time in a modified version of the Formula One Cooper. It had a 2.7 litre engine producing 268 bhp compared to the 4.5 litre, 430 bhp engines used by the front-engined roadsters driven by all the other entrants, but Brabham ran as high as third before finishing ninth. As Brabham puts it, it "triggered the rear-engined revolution at Indy".

Brabham

Brabham and Tauranac set up a company called Motor Racing Developments Ltd. (MRD), which initially produced customer racing cars, while Brabham himself continued to race for Cooper. MRD initially produced cars for Formula Junior, with the first one appearing in mid-1961. Brabham left Cooper in 1962 to drive for his own team: the Brabham Racing Organisation, using cars built by Motor Racing Developments. A newly introduced engine limit in Formula One of 1500 cc did not suit Brabham and he did not win a single race with a 1500 cc car. His team suffered poor reliability during this period and motorsport authors Mike Lawrence and David Hodges have said that Brabham's reluctance to spend money may have cost the team results, a view echoed by Tauranac. During the 1965 season, Brabham started to consider retirement in order to manage his team. Gurney took the lead driver role, and the team's first world championship win, while Brabham gave up his car to several other drivers towards the end of the season. At the end of the season, Gurney announced his intention to leave and set up his own team and Brabham decided to carry on.

In 1966, a new 3-litre formula was created for Formula One. The new engines under development by other suppliers all had at least 12 cylinders and proved difficult to develop, being heavy and initially unreliable. Brabham took a different approach to the problem of obtaining a suitable engine: he persuaded Australian engineering company Repco to develop a new 3-litre eight cylinder engine for him. Repco had no experience in designing complete engines. Brabham had identified a supply of suitable engine blocks obtained from Oldsmobile's aluminium alloy 215 engine and persuaded the company that an engine could be designed around the block, largely using existing components. Brabham and Repco were aware that the engine would not compete in terms of outright power, but felt that a lightweight, reliable engine could achieve good championship results while other teams were still making their new designs reliable.

The combination of the Repco engine and the Brabham BT19 chassis designed by Tauranac worked. At the French Grand Prix at Reims-Gueux, Jack Brabham took his first Formula One world championship win since 1960 and became the first man to win such a race in a car of his own construction. Only his two former team mates, Bruce McLaren and Dan Gurney, have since matched this achievement. It was the first in a run of four straight wins for the Australian veteran. The 40-year-old Brabham was annoyed by press stories about his age and, in a highly uncharacteristic stunt, at the Dutch Grand Prix he hobbled to his car on the starting grid before the race wearing a long false beard and leaning on a cane before going on to win the race. Brabham confirmed his third championship at the Italian Grand Prix and became the only driver to win the Formula One World Championship in a car that carried his own name. The season also saw the fruition of Brabham's relationship with Japanese engine manufacturer Honda in Formula Two. After a generally unsuccessful season in 1965, Honda revised their 1-litre engine completely. Brabham won ten of the year's 16 European Formula Two races in his Brabham-Honda. There was no European Formula Two championship that year, but Brabham won the ''Trophées de France'', a championship consisting of six of the French Formula Two races.

In 1967, the Formula One title went to Brabham's teammate Denny Hulme. Hulme had better reliability through the year, possibly due to Jack Brabham's desire to try new parts first.

Brabham raced alongside his team mate Jochen Rindt during the 1968 season. At the end of the year, he fulfilled a desire to fly from Britain to Australia in a small twin-engined Beechcraft Queen Air. He then made a complete break from racing and returned to Australia, to the relief of his wife who had been "scared stiff" each time he drove.

Retirement

Following his retirement, Brabham and his family moved to a farm between Sydney and Melbourne. Brabham says that he "never really wanted" the move, but his wife hoped their sons could grow up away from motorsport. As well as running this new venture, he continued his interest in a range of businesses in the UK and Australia, including a small aviation company and several garages and car dealerships. He also set up Engine Developments Ltd. in 1971 with John Judd, who had worked for Brabham on the Repco engine project in the mid 1960s. The company builds engines for many racing applications. The Brabham team continued in Formula One, winning two further drivers' championships in the early 1980s under Bernie Ecclestone's ownership. Although the original organisation went into administration in 1992, the name was attached to a German company selling cars and accessories in 2008, and an unsuccessful attempt to set up a new Formula One team the following year. On both occasions the Brabham family, which was unconnected to the ventures, announced its intention to take legal advice. Brabham is a shareholder in Jack Brabham Engines Ltd., an Australian company marketing Jack Brabham memorabilia. court case cost judjment Despite his three titles, and although John Cooper considered him "the greatest", Formula One journalist Adam Cooper wrote in 1999 that Brabham is never listed among the Top 10 of all time, noting that "Stirling Moss and Jim Clark dominated the headlines when Jack was racing, and they still do". Brabham was the first post-war racing driver to be knighted when he received the honour in 1978 for services to motorsport. He has received several other honours and in 2011, the suburb of Brabham in Perth, Western Australia, was named after him. In retirement, he continues to be involved in motorsport events, regularly appearing at contemporary and historic motorsport events around the world where until recently he often drove his former Cooper and Brabham cars. In 1999, after competing at the Goodwood Revival at the age of 73 he commented that driving stopped him getting old. Despite a large accident at the 2000 Revival, the first racing accident to put him in hospital overnight, he continued to drive until at least 2004. By the late 2000s, ill-health was preventing him from driving in competition. In addition to the deafness caused by years of motor racing without adequate ear protection, his eyesight is reduced due to macular degeneration and he has kidney disease for which by 2009 he was receiving dialysis three times a week. Nonetheless, that year he attended a celebration of the 50th anniversary of his first world championship at the Phillip Island Classic festival of motorsport, and in 2010 flew to Bahrain with most of the other surviving Formula One world drivers' champions for a celebration of 60 years of the Formula One world championship. Brabham is the oldest surviving F1 champion.

Brabham and Betty had three sons together: Geoff, Gary and David. All three became involved in motorsport, with support from Brabham in their early years. Between them, they have won many sportscar and single-seater races and championships. Geoff was an Indycar and sportscar racer who won five North American sportscar championships as well as the 24 Hours of Le Mans, while David competed in Formula One for the Brabham team and has also won the Le Mans race as well as three Japanese and North American sportscar titles. Gary also drove briefly in Formula One. Brabham and Betty divorced in 1994 after 43 years. Brabham married his second wife, Margaret in 1995 and they live on the Gold Coast, Queensland. Brabham's grandson Matthew (son of Geoff) graduated from karts in 2010 and races in the Victorian Formula Ford Championship.

Honours and awards

Officer of the Order of the British Empire (OBE; 1966) Australian of the Year (1966) Knight Bachelor (1978) Australian Sports Medal (2000) Centenary Medal (2001) Officer of the Order of Australia (AO; 2008)

Complete F1 World Championship Results

(key) (Races in bold indicate pole position; races in ''italics'' indicate fastest lap)

Year

! Entrant

! Chassis

! Engine

! 1

! 2

! 3

! 4

! 5

! 6

! 7

! 8

! 9

! 10

! 11

! 12

! 13

! WDC

! Points

1955 Formula One season

1955

! Cooper Car Company

! Cooper Car Company

Bristol Straight-6

1955 Argentine Grand Prix>ARG

1955 Monaco Grand Prix>MON

500

1955 Belgian Grand Prix>BEL

NED

bgcolor="#EFCFFF"

1955 Italian Grand Prix>ITA

NC

! 0

! Jack Brabham

! Maserati in motorsport

Maserati Straight-6

1956 Argentine Grand Prix>ARG

1956 Monaco Grand Prix>MON

500

1956 Belgian Grand Prix>BEL

FRA

bgcolor="#EFCFFF"

1956 German Grand Prix>GER

ITA

NC

! 0

rowspan="2"

! Cooper Car Company

bgcolor="#CFCFFF"

bgcolor="#CFCFFF"

NC

0

! [[Rob Walker Racing Team">Cooper Car Company

! rowspan="2"

bgcolor="#CFCFFF"

bgcolor="#CFCFFF"

NC

0

! [[Rob Walker Racing Team

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#CFCFFF"

! Cooper Car Company

! Cooper Car Company

Climax Straight-4

bgcolor="#DFFFDF"

bgcolor="#CFCFFF"

bgcolor="#EFCFFF"

bgcolor="#CFCFFF"

bgcolor="#CFCFFF"

bgcolor="#EFCFFF"

bgcolor="#CFCFFF"

bgcolor="#EFCFFF"

bgcolor="#CFCFFF"

! 18th

! 3

! Cooper Car Company

! Cooper Car Company

Climax Straight-4

bgcolor="#FFFFBF"

1959 Indianapolis 500>500

bgcolor="#DFDFDF"

bgcolor="#FFDF9F"

bgcolor="#FFFFBF"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#FFDF9F"

bgcolor="#DFFFDF"

rowspan="2"

Cooper Car Company

Cooper Car Company

Cooper T51

! rowspan="2"

bgcolor="#EFCFFF"

!

500">Cooper Car Company

bgcolor="#000000" style="color: white;"

500

bgcolor="#FFFFBF"

bgcolor="#FFFFBF"

bgcolor="#FFFFBF"

bgcolor="#FFFFBF"

bgcolor="#FFFFBF"

1960 Italian Grand Prix>ITA

bgcolor="#DFFFDF"

''USA''4

rowspan="2"

Cooper Car Company

Cooper Car Company

Cooper T55

Coventry Climax>Climax Straight-4

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

11th

4

!

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

rowspan="2"

!rowspan="2"

! [[Team Lotus

[[Coventry Climax

bgcolor="#EFCFFF"

bgcolor="#CFCFFF"

bgcolor="#DFFFDF"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

9th

9

Cooper Car Company

! [[Coventry Climax

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

rowspan="2"

!rowspan="2"

! [[Team Lotus

[[Coventry Climax

bgcolor="#EFCFFF"

bgcolor="#CFCFFF"

bgcolor="#DFFFDF"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

9th

9

Brabham BT3>BT3

bgcolor="#EFCFFF"

1962 Italian Grand Prix>ITA

bgcolor="#DFFFDF"

bgcolor="#DFFFDF"

rowspan="3"

!rowspan="3"

Team Lotus

Lotus 25

7th

14

Coventry Climax

bgcolor="#CFCFFF"

7th

14

Brabham BT3>BT3

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

Brabham Brabham BT7>BT7

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

bgcolor="#EFCFFF"

bgcolor="#CFCFFF"

bgcolor="#DFFFDF"

bgcolor="#DFDFDF"

bgcolor="#CFCFFF"

rowspan="2"

!rowspan="2"

Brabham Brabham BT7>BT7

bgcolor="#EFCFFF"

bgcolor="#FFDF9F"

bgcolor="#FFDF9F"

bgcolor="#DFFFDF"

bgcolor="#CFCFFF"

8th

11

Coventry Climax

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#FFDF9F"

bgcolor="#FFDF9F"

bgcolor="#DFFFDF"

bgcolor="#CFCFFF"

8th

11

Brabham BT11>BT11

bgcolor="#CFCFFF"

bgcolor="#CFCFFF"

bgcolor="#EFCFFF"

bgcolor="#CFCFFF"

Brabham>Brabham Racing Organisation

Brabham Brabham BT11>BT11

!

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

FRA">Coventry Climax

bgcolor="#CFCFFF"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

FRA

bgcolor="#FFFFFF"

1965 Dutch Grand Prix>NED

bgcolor="#DFFFDF"

GER5

1965 Italian Grand Prix>ITA

bgcolor="#FFDF9F"

bgcolor="#EFCFFF"

! 10th

! 9

rowspan="2"

!rowspan="2"

Brabham Brabham BT19>BT19

! rowspan="2"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

bgcolor="#FFFFBF"

bgcolor="#FFFFBF"

bgcolor="#FFFFBF"

bgcolor="#FFFFBF"

bgcolor="#EFCFFF"

Brabham Brabham BT20>BT20

bgcolor="#EFCFFF"

bgcolor="#DFDFDF"

rowspan="3"

!rowspan="3"

Brabham Brabham BT20>BT20

! rowspan="3"

bgcolor="#DFFFDF"

Brabham Brabham BT19>BT19

bgcolor="#EFCFFF"

bgcolor="#DFDFDF"

Brabham Brabham BT24>BT24

bgcolor="#EFCFFF"

bgcolor="#FFFFBF"

bgcolor="#DFFFDF"

bgcolor="#DFDFDF"

bgcolor="#FFFFBF"

bgcolor="#DFDFDF"

bgcolor="#DFFFDF"

bgcolor="#DFDFDF"

rowspan="2"

!rowspan="2"

Brabham Brabham BT24>BT24

! rowspan="2"

bgcolor="#EFCFFF"

23rd

2

Brabham Brabham BT26>BT26

bgcolor="white"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#CFCFFF"

Brabham>Brabham Racing Organisation

Brabham Brabham BT26>BT26A

Cosworth V8 engine>V8

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

bgcolor="#EFCFFF"

bgcolor="#DFDFDF"

bgcolor="#DFFFDF"

bgcolor="#FFDF9F"

! 10th

! 14

Brabham>Brabham Racing Organisation

Brabham Brabham BT33>BT33

Cosworth V8 engine>V8

bgcolor="#FFFFBF"

bgcolor="#EFCFFF"

bgcolor="#DFDFDF"

bgcolor="#EFCFFF"

bgcolor="#CFCFFF"

bgcolor="#FFDF9F"

bgcolor="#DFDFDF"

bgcolor="#EFCFFF"

bgcolor="#CFCFFF"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#CFCFFF"

bgcolor="#EFCFFF"

! 5th

! 25

:''* Indicates shared drive with Mike MacDowel :''† Indicates Formula 2 car

Non-Championship results

(key) (Races in bold indicate pole position) (Races in ''italics'' indicate fastest lap)

! Year

! Entrant

! Chassis

! Engine

! 1

! 2

! 3

! 4

! 5

! 6

! 7

! 8

! 9

! 10

! 11

! 12

! 13

! 14

! 15

! 16

! 17

! 18

! 19

! 20

! 21

Cooper Car Company

! Cooper Car Company

Climax Straight-4

bgcolor="#FFFFBF"

bgcolor="#EFCFFF"

bgcolor="#FFFFBF"

bgcolor="#FFFFBF"

bgcolor="#DFFFDF"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

bgcolor="#DFDFDF"

bgcolor="#DFDFDF"

1962

!rowspan="1"

! [[Coventry Climax

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

bgcolor="#DFDFDF"

bgcolor="#DFFFDF"

bgcolor="#FFFFBF"

bgcolor="#FFDF9F"

bgcolor="#DFDFDF"

1963

!rowspan="1"

! [[Team Lotus

[[Coventry Climax

bgcolor="#DFFFDF"

bgcolor="#CFCFFF"

bgcolor="#FFFFBF"

bgcolor="#FFDF9F"

bgcolor="#CFCFFF"

bgcolor="#FFFFBF"

bgcolor="#DFFFDF"

1964

!rowspan="1"

Team Lotus

[[Coventry Climax

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

bgcolor="#DFDFDF"

bgcolor="#DFFFDF"

bgcolor="#FFFFBF"

bgcolor="#FFDF9F"

bgcolor="#DFDFDF"

1963

!rowspan="1"

! [[Team Lotus

[[Coventry Climax

bgcolor="#DFFFDF"

bgcolor="#CFCFFF"

bgcolor="#FFFFBF"

bgcolor="#FFDF9F"

bgcolor="#CFCFFF"

bgcolor="#FFFFBF"

bgcolor="#DFFFDF"

1964

!rowspan="1"

Brabham BT7>BT7

bgcolor="#EFCFFF"

bgcolor="#FFFFBF"

bgcolor="#FFFFBF"

bgcolor="#EFCFFF"

1965

Brabham Racing Organisation">Coventry Climax

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#FFFFBF"

bgcolor="#FFFFBF"

bgcolor="#EFCFFF"

1965

Brabham Racing Organisation

Brabham Brabham BT11>BT11

!

bgcolor="#FFDF9F"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

bgcolor="#FFFFBF"

1966

!rowspan="1"

Coventry Climax

bgcolor="#EFCFFF"

bgcolor="#FFDF9F"

bgcolor="#EFCFFF"

bgcolor="#DFFFDF"

bgcolor="#FFFFBF"

1966

!rowspan="1"

Brabham BT19>BT19

! rowspan="1"

bgcolor="#EFCFFF"

bgcolor="#EFCFFF"

bgcolor="#FFFFBF"

bgcolor="#FFFFBF"

1967

!rowspan="1"

Brabham Brabham BT20>BT20

! rowspan="1"

bgcolor="#CFCFFF"

bgcolor="#FFFFBF"

bgcolor="#DFDFDF"

bgcolor="#FFFFBF"

bgcolor="#FFDF9F"

!rowspan="1"

Brabham Brabham BT24>BT24

! rowspan="1"

bgcolor="#EFCFFF"

1969

Brabham>Brabham Racing Organisation

Brabham Brabham BT26>BT26A

Cosworth V8 engine>V8

bgcolor="#FFFFBF"

1970

Brabham>Brabham Racing Organisation

Brabham Brabham BT33>BT33

Cosworth V8 engine>V8

bgcolor="#DFFFDF"

bgcolor="#EFCFFF"

Indy 500 results

{| |----- valign="top" | {|class="wikitable" style="text-align:center" |- !Year !Car !Start !Qual !Rank !Finish !Laps !Led !Retired |- !1961 |17 ||13 ||145.144 ||17 ||9 ||200 ||0 ||Running |- !1964 |52 ||25 ||152.504 ||15 ||20 ||77 ||0 ||Fuel Tank |- !1969 |95 ||29 ||163.875 ||29 ||24 ||58 ||0 ||Ignition |- !1970 |32 ||26 ||166.397 ||22 ||13 ||175 ||1 ||Piston |- |colspan="6"|Totals ||510 ||1 || |} | {|class="wikitable" style="text-align:center" |- !Starts |4 |- !Poles |0 |- !Front Row |0 |- !Wins |0 |- !Top 5 |0 |- !Top 10 |1 |- !Retired |3 |} |}

Notes

References

External links

Jack Brabham statistics

Interactive Jack Brabham Statistics – compare Jack with other F1 drivers

Official Australian website

Official US website

–}} }}

Category:1926 births Category:Living people Category:Australian racecar drivers Category:Australian Formula One drivers Category:Formula One drivers and team owners Category:Formula One World Drivers' Champions Category:International Motorsports Hall of Fame inductees Brabham,Jack Category:British Touring Car Championship drivers Category:Australian Touring Car Championship drivers Category:24 Hours of Le Mans drivers Category:Tasman Series drivers Category:Sportspeople from Sydney Category:Knights Bachelor Category:Australian knights Category:Sports players and officials awarded knighthoods Category:Officers of the Order of the British Empire Category:Officers of the Order of Australia Category:Australian of the Year Award winners Category:BRDC Gold Star winners Category:Monaco Grand Prix winners Category:Recipients of the Australian Sports Medal Category:Recipients of the Centenary Medal

bg:Джак Брабам ca:Jack Brabham cs:Jack Brabham da:Jack Brabham de:Jack Brabham es:Jack Brabham eo:Jack Brabham fr:Jack Brabham fy:Jack Brabham gl:Jack Brabham hr:Jack Brabham id:Jack Brabham it:Jack Brabham ka:ჯეკ ბრებჰემი lv:Džeks Brebems hu:Jack Brabham mr:जॅक ब्रॅभम nl:Jack Brabham ja:ジャック・ブラバム no:Jack Brabham nn:Jack Brabham pl:Jack Brabham pt:Jack Brabham ro:Jack Brabham ru:Брэбем, Джек sq:Jack Brabham simple:Jack Brabham sl:Jack Brabham sr:Џек Брабам fi:Jack Brabham sv:Jack Brabham tr:Jack Brabham uk:Джек Бребем

Coordinates	40°42′15.0″N73°55′4.0″N
Airline	Air China''''
Logo	Air China Logo.svg
Logo size	250
Fleet size	268 excl. Air China Cargo
Destinations	185
Iata	CA
Icao	CCA
Callsign	AIR CHINA
Parent	China National Aviation Corporation
Founded	1988
Headquarters	Beijing Tianzhu Airport Industrial ZoneShunyi District, Beijing, People's Republic of China
Key people	Kong Dong, ChairmanCai Jianjiang, President
Hubs
Focus cities
Frequent flyer	Phoenix Miles
Lounge	VIP Lounge
Alliance	Star Alliance
Website	airchina.com }}

Air China (, , ) (|l=China International Airlines Company}}, abbreviated ) is the flag carrier and one of the major airlines of the People's Republic of China. Based in Beijing Capital International Airport, Air China is the world's 10th largest airline by fleet size. The airline ranked behind its main competitors China Southern Airlines and China Eastern Airlines in terms of total passengers carried. However, Air China is the most profitable airline in the world, as well as the world's largest carrier by market value.

The enterprise logo of Air China consists of an artistic phoenix pattern, the Chinese name of the airline written in calligraphy by former national leader Deng Xiaoping, and “AIR CHINA” in English. The phoenix logo is also the artistic transfiguration of the word “VIP”. Air China is a member of the Star Alliance.

In 2010, Air China carried 60 million domestic and international passengers with an average load factor of 80%. The airline reported a net profit of 12 billion yuan (USD $1.83 billion) in 2010.

History and development

Air China was established on 1 July 1988 as a result of the Chinese government's late 1987 decision to split the operating divisions of Civil Aviation Administration of China (CAAC) into six separate airlines: Air China, China Eastern, China Southern, China Northern, China Southwest, and China Northwest. Air China was given chief responsibility for intercontinental flights and took over the CAAC's long haul aircraft (Boeing 747s, 767s, and 707s) and routes.

In January 2001, the former CAAC's ten airlines announced they had agreed on a merger plan, according to which Air China was to acquire China Southwest Airlines. Before the acquisition, Air China was the country's fourth largest domestic airline. The merger created a group with assets of 56 billion yuan (USD $8.63 billion), and a fleet of 118 aircraft. In October 2002, Air China consolidated with the China National Aviation Corporation and China Southwest Airlines.

On 15 December 2004, Air China was successfully listed on the Hong Kong and London Stock Exchanges. The airline also listed its shares on the Shanghai Stock Exchange on 18 August 2006.

In 2006, Air China signed an agreement to join the Star Alliance. It became a member of the alliance on 12 December 2007 alongside Shanghai Airlines.

In July 2009, Air China acquired $19.3 million of shares from its troubled subsidiary Air Macau, lifting its stake in the carrier from 51% to 80.9%. One month later, Air China spent HK$6.3 billion (USD $813 million) to raise its stake in Cathay Pacific from 17.5 percent to 29.99 percent, expanding its presence in Hong Kong.

In April 2010, Air China completed the increase of shareholdings in Shenzhen Airlines and became the controlling shareholder of Shenzhen Airlines, which allowed Air China to further enhance its position in Beijing, Chengdu, and Shanghai and to achieve a more balanced domestic network.

On 2 December 2010, Air China received Spain's highest tourism industry award, the "Plaque for Tourist Merit". Air China was the first foreign airline to receive the award, which is given to organisations and individuals for contributing to the Spanish tourism industry.

On 23 December 2010, Air China became the first Chinese airline to offer combined tickets that include domestic flights and shuttle bus services to nearby cities. The first combined flight-shuttle bus ticket connected Tianjin via shuttle bus with domestic flights passing through Beijing.

Destinations

Air China's route network extends throughout Asia to the Middle East, Western Europe, and North America from its main hub at Beijing Capital International Airport. It also currently reaches a significant number of Asian, Australian and European destinations from Shanghai Pudong International Airport. Some international routes operate from Chengdu Shuangliu International Airport, Chongqing Jiangbei International Airport, Dalian Zhoushuizi International Airport, Dubai International Airport, Hangzhou Xiaoshan International Airport, Kunming Wujiaba International Airport, Madrid Barajas Airport, Nanning Wuxu International Airport, and Xiamen Gaoqi International Airport.

On 10 December 2006, Air China started serving its first South American destination, São Paulo (via Madrid). This was the airline's longest direct flight. The service began with the Boeing 767-300 aircraft, but because of its popularity, the service has since been upgraded to A330-200.

Air China recently introduced its new A330-300 aircraft for long haul operations beginning with services to Düsseldorf, Germany for the summer 2011 schedule. These aircraft provide the same two-class cabin standard as the A330-200 except that the economy cabin has no seat-back entertainment system installed (with the exception of the first two economy rows which also have increased legroom). Düsseldorf is now the third German destination on the Air China network. The airline will also launch a new Beijing-Milan service starting 15 June 2011. This service will complement the airline's existing Shanghai Pudong-Milan service. Deliveries of the carrier's 19 new Boeing 777-300ERs will commence in mid-2011, and Air China stated that the aircraft will form the "backbone of its future longhaul operations". The new Boeing 777-300ER will ultimately replace Boeing 747–400 on routes to U.S. destinations such as Los Angeles, New York, and San Francisco, but it is expected to first enter service on flights to and from Frankfurt in late 2011, and on flights to and from London in early 2012. It will replace the existing A330 service on both of these routes, and, in doing so, will provide first class cabin services on all London and Frankfurt flights. The carrier relaunched services from Beijing to Athens with a stopover in Munich using an A330-300 starting 15 May 2011. Air China has announced that it will commence a second daily Beijing-Los Angeles service with a Boeing 747-400M, while the existing daily Los Angeles service is to be upgraded to Boeing 747-400. The Boeing 777-300ER will replace both aircraft once sufficient numbers enter the fleet. Air China also announced that it will expand its operations in India with a Beijing-Mumbai route to plan to begin in September 2011.

Codeshare agreements

Air China officially joined Star Alliance on 12 December 2007, which greatly expanded the alliance's presence in China. With the alliance's "Under One Roof" initiative, all Star Alliance members have moved their operation to the Terminal 3 of the Beijing Capital International Airport, Air China's main international hub. Air China has codeshare agreements with the following airlines.

{| |- valign="top" | Air Canada Air New Zealand

Air Macau

ANA Asiana Airlines Austrian Airlines

Avianca

BMI | Cathay Pacific Dragonair EgyptAir

El Al

Ethiopian Airlines EVA Air Finnair LOT Polish Airlines | Lufthansa SAS

Shandong Airlines

Swiss International Air Lines TAM Airlines TAP Portugal Turkish Airlines United Airlines | US Airways

Virgin Atlantic Airways

|} Star Alliance member airline OneWorld member airline SkyTeam member airline

Fleet

As of March 2011, the Air China fleet consists of the following aircraft with an average age of 7.4 years: {|class="toccolours" border="1" cellpadding="3" style="border-collapse:collapse;text-align:center" |+ Air China Fleet |- bgcolor=red ! style="width:110px;" rowspan="2" | Aircraft ! rowspan="2" style="width:25px;" | In Service ! rowspan="2" style="width:25px;" | Orders ! colspan="4" | Passengers ! rowspan="2" | Notes |- bgcolor=red !style="width:25px;"| F !style="width:25px;"| C !style="width:25px;"| Y !style="width:30px;"| Total |- |Airbus A319-100 |33 |— |rowspan=6|0 |8 |120 |128 | |- |Airbus A320-200 |14 |15 |8 |150 |158 | |- |Airbus A321-200 |28 |28 |12 |173 |185 | |- |rowspan=2|Airbus A330-200 |16 |rowspan=2|10 |36 |215 |251 |10 ordered in November 2010 |- |4||12||271||283 |- |Airbus A330-300 |5 |18 |36 |275 |311 |3 leased from AerCap 20 additional firm orders of which first delivered January 2011 |- |Airbus A340-300 |6 |— |8 |28 |219 |255 |To be phased out |- |Airbus A350-900 |— |10 |colspan="4" |TBA |10 ordered in November 2010 |- |Boeing 737-300 |27 |— |rowspan=3|0 |rowspan=3|8 |rowspan=2|120 |rowspan=2|128 | |- |Boeing 737-700 |20 |— | |- |Boeing 737-800 |77 |133 |159 |167 | |- |Boeing 747-400 |4 |— |rowspan=2|10 |42 |292 |344 |To be phased out |- |Boeing 747-400M |5 |— |24 |246 |280 |To be phased out |- |Boeing 747-8I |— |5 |colspan="4" |TBA |Ordered on 7 March 2011 |- |Boeing 757-200 |10 |— |0 |8 |192 |200 |To be phased out |- |Boeing 767-300 |3 |— |10 |26 |189 |225 |To be phased out |- |Boeing 767-300ER |1 |— |rowspan=2|0 |30 |200 |230 |To be phased out |- |Boeing 777-200 |10 |— |49 |296 |345 | |- |Boeing 777-300ER |1 |18 |8 |42 |263 |313 |Entry into service: September 2011. 15 ordered in 2007, four more ordered in September 2010 |- |Boeing 787-9 |— |15 |colspan="4" rowspan=2|TBA |Deliveries from late 2015 (order was switched from −8 to −9 August 2010) |- |COMAC C919 |— |20 |- !Total !263 !273 !colspan="5" | |}

Retired

Phoenix Miles

Phoenix Miles (, literally "Best friends of Air China"), is the frequent flyer program of Air China. This is the first frequent flyer program launched in China. It was designed to reward frequent flyers traveling internationally and domestically with Air China and its partner airlines.

Members earn mileages for travel on Air China, its affiliated partner airlines and partner airlines. The companion card may be upgraded to VIP status. There are special redemption rates for VIP members – Gold card members and Platinum card Members.

Silver card members (Star Alliance Silver): earn 25% mileage bonus on eligible flights.

Gold card members (Star Alliance Gold): earn 25% mileage bonus on eligible flights.

Platinum card members (Star Alliance Gold): earn 50% mileage bonus on eligible flights.

Cargo

Incidents and accidents

1 April 1999, Chicago O'Hare International Airport: a near-miss occurred at the intersection on Runways 14 right and 27 left between Korean Air Flight 36 and Air China 9018, both Boeing 747s. The Korean Air 747-400 pilot took evasive action by applying maximum power, rotating earlier than planned, and rolling slightly left once airborne to avoid the Air China Boeing 747 freighter. The aircraft missed each other by an estimated . The actions of the Korean Air flight crew are accredited with saving everyone on board both aircraft.

15 April 2002: Flight 129, a Boeing 767-200ER from Beijing to Busan, South Korea, crashed into a hill while trying to land at Gimhae International Airport during inclement weather, killing 128 of the 166 people on board.

See also

Aviation

Aviation industry in the People's Republic of China

List of airlines of the People's Republic of China

List of airports in the People's Republic of China

List of companies of the People's Republic of China

Transportation in the People's Republic of China

References

External links

Air China Business Jet

Profiles

Company profile Reuters

Company profile Google Finance

Company profile Yahoo! Finance

Category:Airlines of the People's Republic of China Category:Airlines established in 1988 Category:IATA members Category:Cathay Pacific Category:Central-owned enterprises of the People's Republic of China Category:Warrants issued in Hong Kong Stock Exchange Category:Companies based in Beijing

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