just out of intrest les, there’s a chap with a website on the history of marshall aerospace. they did a lot of work on canberras years ago, and on the inputs page he has a list of all the canberras that visited, and which ones were broken up etc.
there’s also information on quite a few other aircraft types as well.

here’s a link to the canberra info…(hope its useful)

http://www.colhot.co.uk/html/canberrapage1.htm

they have a great car show at helmingham hall every year, well worth a visit if you’re in the area. didn’t notice any bleriots last time i was there though.

like many others posting here, i first came across chippies in the ATC. the nearest AEF for us was filton, and i always remember thinking that the runway was endless!
doing aeros over the severn bridge was nice, although i remember one aircraft getting damaged when landing on a very windy day, the wind caught it, and from memory the wing tip was damaged, and the tailplane on that side was bent up and damaged!
fast fwd a couple of years, i’m in the RAF at Valley, working on a VAS, looking after chippies during the summer for the visiting cadets. i seem to remember they had an incredible thirst for oil, although i think most of it leaked out, down the belly!
i used to get no end of jollies over the summer, flying round the mountains of north wales, i remember one pilot giving a woman an almighty scare, we’d just taken off, and he wanted to simulate an engine failure, so he pulled the throttle back to idle, and looked for somewhere to land, the beach looked good, as we got down to about 100′, the woman walking her dog must have heard us, looked over her shoulder to see a chippie bearing down on her!…i remember the pilot saying, “i think that’ll do”, opened up again, and zoomed away.

2 hawks from brawdy had a mid air collision, one had a damaged wing and landed safely, the other lost all the nose fwd of the windscreen, including noseleg.
it still flew ok, but there were concerns about the front crew member, during the landing, so he was told to eject. after he was gone the handling became quite unstable, with the CofG so far aft, that the instructor had to get out as well.
there used to be a blurry picture of it kicking round in the circuit, with no nose. (the popular grafitti at the time was to draw a pair of feet sticking out!)

i’ve seen c-130’s do this, the loady sits on the ramp looking out the back, reverse out of the slot, ramp up, and drive off.

in one book on hunters, there’s a tale of an aircraft getting into difficulties on approach to landing, the pilot abandoned ship, and the aircraft made a good, wheels up landing on the airfield by itself. and i’m not sure, but they may even have got it serviceable again.

No, that wasn’t mentioned. The limiting factor of controls is often the availibility of hydraulic power. In some terms FBW has a disadvantage because it needs electricity while other flight controls directly pull on the actuator, therefore no need for electricity. Anyways, if hydraulic power is available so is electricity.

For military aircraft this may be of use because I have alternative ways. both convetional controls and FBW have already proven their reliability. The next step would be to take away the rudder panels from the pilot or to reduce his authority on it to a absolute minimum (yaw damper rules and pilot nmay give advice).

most aircraft have back up systems to provide power to essential controls and systems. they provide electrical and hydraulic power by a variety of means.

Well, depends what controls are disturbed, and to what degree they are disturbed.

again, not necessary…..i’ve worked on aircraft where the whole operating systems are removed and overhauled, the control surface itself has been removed and repaired as required.
everything is refitted, rigged ,inspected, and functioned… but no airtest. the aircraft has left, and gone straight to another airport, and then a transatlantic flight….but no airtest.