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Aviation History
1938
1938 - 1941.PDF
A Saro London II with Bristol Pegasus X engines. NAUTICAL INTERLUDE THAT the flying boat will score over the landplane, not only for trans-oceanic commercial work but for long-range overland bombing operations, is the firm belief of the Saunders-Roe technicians. They base their contention on the indestructi bility and virtually unlimited size of the '' aerodrome '' and the ability of the flying boat to take off at greater all-up weights than the corresponding landplane. Assisted take-off may, or may not, modify the latter considera tion, but the fact will remain that aerodromes make most attractive targets for bombers. The precise nature of new developments at the colour- fully situated Cowes works is secret, but we may be assured that high speed, long range and heavy load will characterise the new craft. For the time being the only activity it is permissible to mention is the modification of the last of the London I biplane flying boats into London lis. The essential differ ence is that the Mark II version has Bristol Pegasus X engines which give 920 h.p. for take-off in place of the original Pegasus III units, the corresponding power for which is 775 h.p. Other improvements have been made in the electrical and wireless installations and to the instru ment equipment, which now includes a blind-flying panel of the latest Service pattern. The airscrews for the Mk. II are three-bladed Faireys. Two of the Service Londons are being fitted with the new Pegasus XXII engines delivering over .1,000 h.p. at take-off. Not only take-off, but level speed will benefit. The Mk. II London is capable of 155 m.p.h. (though flat- out speed is rarely required in a military flying boat) so the latest modified version should approach 160 m.p.h. The London was designed not so much for high perform ance as for seaworthiness, roominess and strength. In this latter connection it is enlightening to recall the Saunders-Roe Look Ahead : Modernis ing the Londons : A Story of the Australian Cruise forced landing made in the Bay of Bengal by a London of No. 204 Squadron which made the recent round trip to Australia. According to Mr. Perfect (who has lately joined Saunders- Roe to " liase" with the Service), as the result of an airscrew failure the vibration became so intense on the glide that the pilot did not expect his machine to survive long enough to reach the water. But the incident did not end when the London touched down safely, for it was found, on alighting, that there was a rough sea running and that a wing-tip float had been punctured by airscrew debris. Men were sent out to the wing tip over the sound float to keep the punctured one as high as possible out of the water and the pilot proceeded to taxy on a course for Akyab, some sixty miles distant. In order to steer a straight course on one engine, he streamed a drogue on the side of the "live" Pegasus and was able to proceed at about 3 knots. During the descent an S.O.S. had been sent out by W/T and contact made with a steamer some distance away. The vessel hastened to the assistance of the London and arrived about ten hours later. She took the machine in tow almost to Akyab then handed it over to the harbour launch. Subsequently the damage was temporarily repaired and a new engine fitted by an engineer officer from Singapore who, though he had never flown a London before, himself took the machine, with only his fitter aboard, a distance of about 1,000 miles to Singapore. The Singapore Flying Club, by the way, is still using a Cutty Sark amphibian which they acquired in 1930. Capt. Frank Courtney has been engaged by Saunders- Roe, Ltd., as test pilot and is assisted by Fit. Lt. Ash. For communications work the company is using the little Pobjoy-engined Spartan Clipper which they built some years ago.
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