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Aviation History
1947
1947 - 1774.PDF
43° FLIGHT OCTOBER I6THJ mony, there will not be many specimens built, and we believe that, taking everything into consideration, the great undertaking which this aircraft represents will prove to have been worth while", if not in any actual cash dividends which it may pay, then in the experi- ence which it has given us, and in the prestige which it will create. Tudor BennettdictionO FFICIALLY we have three national airways cor- porations. Unofficially it is sometimes said that we have two corporations and Don Bennett. That, of course, is an exaggeration, but the fact remains that British South American Airways is less weighted down by a heavy board, and even if it cannot justly be described as a one-man show, it is quite obvious that the chief executive is a man who does things instead of talk- ing about them. Moreover, Air Vice-Marshal Bennett has the gift, among a great many others, of being able to make up his mind, and when it is made up he does not hesitate to speak it. Those characteristics may not be calculated to win universal popularity, but they are all too rare in these days of nationalization and the pass- ing of responsibility. While others have been busy arguing about Tudor subjects, Air Vice-Marshal Bennett has been testing the Tudor IV over the Azores-Bermuda-Mexico route to the west coast of South America, and it is refreshing, after all the unedifying mud-slinging which has been going on, to be able to place on record the fact that he is, barring a few minor things, quite satisfied that the type is not only suitable but can be made to pay on this particular route. Swing on take-off (a habit which is shared by all types not fitted with contra-rotating airscrews) is not vicious, CONTENTS Cutlook The Brabazon - - ... Here and There - Pressurisation Britain's Test Pilots—No 24 • - That New Ideal A View of France—Part II - Operation Neptune - .... Civil Aviation News - • . Correspondence - Service Aviation -•--.. Forthcoming Events, page 453 429 431 433 435 437 439 441 446 449 453 454 and the tail-buffeting which occurs a few miles above stalling speed serves as a useful warning of the approach of the stall. Passenger comfort is good at 22,oooft or so, except for temperature and humidity control—subjects dealt with by Mr. Widgery in his recent lecture, a sum- mary of which we publish in this issue—and fuel economy is good. British South American Airways wants more Tudor IVs, B.O.A.C. does not want the Tudor Is, and the Departmental inquiry into the history of this type of air- craft will probably be protracted. In the meantime the Tudor Is are lying around Manchester awaiting their fate, and, in order to reduce this regrettable waste of time, it might be a good idea to convert some of them into Mark IVs for B.S.A.A. That corporation would make good use of them, and useful work would be pro- vided for A. V. Roe and Co. The conversion should not be unduly lengthy, applying ^frp expression both to fuselage and time. BRISTOL THINK The massive 127-ton Bristol Brabazon in the newly erected assembly hall at tiiton. Were it not for the human fgures to give scale, the elegant outlines of the Bristol 167 would belle its size. The first Bristol aircraft, in 1910, weighed 1,000 Ib, had a wing span of 33ft and » *peed of 40 m.p.h. with a 50 h.p. rotary engine.
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