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Aviation History
1938
1938 - 0312.PDF
FLIGHT. FEBRUARY 3, 1938. means certain that great speed is needed for flying boats in Home waters. At one time the boat pilots of the R.A.F. were inclined to hold that speed was what was chiefly needed round the coasts of Britain, while for over- seas work long range was the great desideratum. But that was before the introduction of the Ansons. Now the fast work can be done by the landplanes, while for some of the classes of work which the boats undertake a high cruis- ing speed would be rather an expensive luxury. Shadow- ing a fleet by day and night is work to be done at low speed, provided always that the flying boats can defend themselves against the attacks of the fleet fighters. Flying low will always disconcert fighters, and it covers up any blind spot that might exist underneath the hull. It is not easy to arrange a gun-port in the bottom of the hull, but if the fighter cannot get underneath that does not matter. (Right) Themoorings at Cal- shot. A SaroLondon of No. 201 Sqn. has justlanded, while two more Lon-dons and three SupermarineScapas are moored out. TheScapas belong to the training squadron.(Below) Two Mark I Londonsin the air. No. 201 Squadron has done some notable work in shadowing a fleet in the Channel. One great point about the London is its roomy comfort. It carries a crew of six, and they can all sleep on board on perfectly adequate bunks. One can walk about inside the hull without indulging in gymnastics. One does not need to bump one's head or get a crick in one's back. In the old days, when the Southampton was the dernier cri among flying boats, the pilots' cockpits were open (apart from windscreens) to the winds of heaven and the waters of ocean. It was quite possible for the crew to get very wet when taking off in a choppy sea.,
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