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Aviation History
1950
1950 - 1877.PDF
400 FLIGHT, 12 October 1950 CORRESPONDENCE The Editor of FLIGHT does not hold himself responsible for the views here expressed* Britain*s Test Pilots While I am second to none in my admiration for the skill and capacity of the Industry's test pilots„ and have no monopoly of the initials "EoC.B.", I am sure your readers will understand if I dissociate myself from the letter under the above heading from London, Wd, published in your issue dated Sept ember 28th. London* Wolo Eo C. BOWYER. (Director, SaB.A.C.) London*s Airport Transport ;: ^ I am glad to see that somebody has opened up on the subject of transport to and from London Airportp because I am certain that that is bound to become a greater problem as each month goes by. Moreover, provisional plans and layouts for the central terminal and its approaches seem to indicate entirely inadequate provision for the motor transport which does manage to weave its way through traffic and arrive at the Airport, 5H?^ fe Apparently off the point, but possibly something which could be considered in close association, is the lack of provision for air- raid shelters and emergency underground control rooms,. Surely one of the first places which would be attacked in the event of another war would be a main air terminal such as London Airport? Would it not be a good thing, therefore, to study the possibilities of incorporating an underground garage, convertible in emergency to a deep air-raid shelter, in the plans for the London Airport main buildings? Brentwood, Essexo R« JAMIESON. Historical X I may be getting a little foggy in my old age, but I think Mr. Jackson (FLIGHT, September 28th) is confusing Dr. Christie's Blackburn • which Harold Blackburn (no relation to Bob) used to pilot most of the . time on exhibition and passenger flying at Harrogate and elsewhere - with Foggin and Glew»3 aircraft, which was of the same design. Harold Blackburn may have flown Foggin*s monoplane, but I have no recollection of this and, with a few exceptions, I saw Harold nearly every day for two years before the 1914 war. .. Anyway8 the point of this controversy is the dating of Shuttle- worth's particular aircraft. It may have been designed in 1912, but it did not fly until 1913 (aircraft were designed and built very quickly in those days)j thus it is of 1913 vintageo London* SoW.19o R0W0 KENWORTHY. The letter from Mr* L.Ao Jackson is of great interest, particularly as regards the history of the Blackburn monoplane. However, although Mro Jackson comes from Old Warden and, presumably, is able to examine the Bleriot in detail, may I suggest that his statement that it "is identical with the original 'cross~Channel* machine with the exception of the flotation bagoo." is not correct. Bleriotfs cross-Channel machine had a rudder with a single balance portion above the top longerons, of peculiar shape somewhat resembling a miniature dorsal fin» The Bleriot flown at the RoA.F, Display has the later rudder (familiar on the 50 h.p. Gnome Type XI), with two horn balances, one above and the other below the fuselage. The operative word in the statement I have quoted seems to be "is11 because, to cover myself, it is necessary to add that the Shuttleworth Bleriot exhibited before Hitler's war had the original rudder shape. If the present machine is the same Anzani Bleriot which Shuttleworth flew, then it was identical with the cross-Channel machine, has for some obscure reason had the rudder,changed and definitely is not now "identical"c Potters Bar,Middx. A«H. CURTISo
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