Blackburn Bluebird 1 Thrush engine 1924
The Bluebird I with Blackburne Thrush engine prepared for the 1924 two-seat trials.
The Air Ministry sponsored trials at Lympne in late September 1924, were intended to encourage the development of an all-British two-seat lightplane, for possible use by flying clubs. A critical constraint was that entrants should be powered by an engine of not more than 1,100 cc capacity.
The Blackburn Aeroplane & Motor Co offering was the L1 Bluebird, a two-seat side-by-side biplane powered by an 1,100cc Blackburne Thrush engine, nominally of 37 hp and manufactured by Burney and Blackburne Limited of Bookham, Surrey.
Equipped with folding wings (a requirement for the trials), the Blackburn Bluebird was of all-wood construction. The type was designed with slow take-off and landing speeds in mind, as these characteristics would be favourably assessed in the trials.
The Blackburn Bluebird was completed in time for the competition, but it suffered from teething problems with its Thrush engine. As a result, Blackburn Aeroplane & Motor Company withdrew it from the trials, whilst continuing its development at it factory at Brough.
Blackburn Bluebird I G-EBKD Thrush 1926
Thrush-engined Bluebird I G-EBKD in early 1926 undergoing performance trials at Brough.
When test flown in October 1924, the Blackburn Bluebird showed excellent short take-off and landing performance. Nevertheless, it was clear that a practical two-seat light aircraft would require more power. This was acknowledged in the rules for the Daily Mail-sponsored 1926 Lympne Trials, where the weight of the engine was limited to 170 lb, consistent with engines up to around 60 hp.
The Blackburn Bluebird was therefore, re-engined with an Armstrong Siddeley Genet I 60 hp five cylinder radial engine and after being registered (G-EBKD), the revised aircraft was flown for the first time on 4th June 1926.
Blackburn Bluebird I Genet I
The Bluebird I re-engined with AS Genet I prior to the September 1926 Lympne Trials.
During the 1926 trials, repairs to a bent undercarriage were deemed to have been enough to have disqualified the Blackburn Bluebird although but its pilot (Sqn Ldr AH Longton), spent the next two days flying almost continuously, successfully covering some 800 miles.
To cap this, he went on to win the Grosvenor Trophy Race, held on the day after the end of the trials, recording an average speed of 85 mph over the 75 mile course.
Sadly in June 1926, the Blackburn Bluebird was destroyed at Bournemouth in a fatal, mid-air collision with the prototype Westland Widgeon III, where both pilots lost their lives.
The promise showed by the Blackburn Bluebird led to the decision to put it into production as the Blackburn L1A Bluebird II, powered by the 80 hp Armstrong Siddeley Genet II engine. The aircraft was offered in both land and seaplane configuration, with thirteen aircraft being built.
Blackburn Bluebird II first Genet G-EBRE
G-EBRE was the first of thirteen production Bluebird IIs built during 1927-28.
The first Blackburn Bluebird II (G-EBRE) received its Certificate of Airworthiness on 25th August 1927. The first three aircraft went to the Suffolk Aero Club, with three more being delivered to the Yorkshire Aero Club. One aircraft (G-EBSW) was built as a seaplane and used for demonstration flights by Col the Master of Semphill, who landed this aircraft on the River Thames at Westminster on 1st August 1928.
On 5th August 1928, he then set off on a 3,000 mile trip around the coast of Britain, taking in Cape Wrath, Belfast, Wexford and Falmouth. In October of the same year, he then flew the float equipped aircraft to Berlin, via Felixstowe and Amsterdam. The aircraft was later reverted to its landplane configuration in mid-1929.
Blackburn Bluebird II G-EBSW floatplane 17-04-1929
Float-equipped Bluebird II G-EBSW taxying on the Thames in April 1929.
The final wooden variant of the Blackburn Bluebird was the Blackburn L1B Bluebird III, completed with a plywood-skinned top to the rear fuselage.
The first prototype (G-EBWE) was certificated in March 1928 and powered by an 80 hp Genet II engine. By May 1928, it had been re-engined with a 90 hp ADC Cirrus III in-line engine, the only Blackburn Bluebird III to use this power unit.
Blackburn Bluebird III G-EBWE Cirrus III
The prototype Bluebird III was re-engined with a 90hp Cirrus III, as used on the later Bluebird IV.
Five further Genet II-powered Blackburn Bluebird IIIs were sold (together with one additional airframe, which was laid down but not completed). Production then moved on to the substantially revised all-metal Blackburn L1C Bluebird IV, which is described separately.

Variants & Number Built

Blackburn L1 Bluebird I One only, Blackburne Thrush, then Genet I engine. Competition No 12 (1924), No 1 (1926), registered as G-EBKD
Blackburn L1A Bluebird II 13 production aircraft with Genet II engine
Blackburn L1B Bluebird III  Improved version with plywood rear decking and revised fuel system. Prototype G-EBWE and six production aircraft, one of which was not completed.
Total production
20 aircraft (1 L1, 13 L1A, 6 L1B) 



  L1 Bluebird L1A Bluebird II L1B Bluebird III
Powerplant One 1,100cc Blackburne Thrush then 60 hp AS Genet I One 80 hp Armstrong Siddeley Genet II five cylinder radial engine.
Span 28 ft 3 in 28 ft 0 in
Maximum Weight 875 lb (Thrush) 1,150 lb (Genet I) 1,400 lb 1,465 lb
Capacity Pilot and passenger
Maximum Speed 74 mph (Thrush) 85 mph (Genet I) 88 mph at sea level, 86 mph at 5,000 ft
Cruise speed 60-65 mph (Thrush), 70 mph (Genet I)  75 mph
Range    300 miles




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