Daily Archives: September 7, 2019

7 September 1931

Granville Brothers Gee Bee Z, NR77V, City of Springfield. (U.S. Air Force)
Lowell Richard Bayles

7 September 1931: Lowell Richard Bayles won the 1931 Thompson Trophy Race, flying the Granville Brothers Aircraft Company Gee Bee Model Z Supersportster, NR77V, named City of Springfield. The racer was painted black and yellow, and carried the race number “4” on its wings and fuselage. The air racer had qualified for the race with a two-way average speed of 267.342 miles per hour (430.245 kilometers per hour). Bayle’s average speed for the ten-lap pylon race was 236.239 miles per hour (380.190 kilometers per hour).

In addition to the Thompson Trophy, Lowell Bayles won $7,500 in prize money (equivalent to $120,653.29 in 2017). The second place pilot, Wedell Williams, won $4,500, and third place went to Dale Jackson, for $2,000.

The Gee Bee Model Z was designed by aeronautical engineer Robert Leicester Hall. Bob Hall would later become the Chief Engineer and Chief Test Pilot for the Grumman Aircraft Engineering Corporation. He was responsible for the design of Grumman’s F4F Wildcat, F6F Hellcat, F7F Tigercat, F8F Bearcat and F9F Panther and Cougar fighters, and the TBF Avenger torpedo bomber.

Bob Hall also competed in the 1931 Thompson race, flying a Gee Bee Y, number 54. He finished in fourth place, with a speed of 201.250 miles per hour (323.880 kilometers per hour).

Aeronautical engineer Robert L. Hall flew this Gee Bee Model Y in the 1931 Thompson Trophy Race. The Gee Bee Z used a NACA cowling, however, the Y is shown with a Townend ring.  (Unattributed)

Jimmy Doolittle had won the Bendix Trophy Race with the Laird Super Solution number 400, and been favored to win the Thompson Trophy Race as well. A failed piston forced him out during the seventh lap, however.

James H. Doolittle with the Bendix Trophy-winning Laird Super Solution. (San Diego Air and Space Museum Archives)

The Granville Brothers Aircraft Company Gee Bee Model Z Supersportster, serial number Z-1, was a one-of a kind racing airplane. It had first flown 22 August 1931 with its designer, Bob Hall, in the cockpit. The Gee Bee Z was a single-place, single-engine, low-wing monoplane with fixed landing gear and wire-braced wings. The Model Z was 15 feet, 1 inch (4.597 meters) long,with a wingspan of 23 feet, 6 inches (7.163 meters). Its empty weight was 1,400 pounds (635 kilograms) and maximum gross weight, 2,280 pounds (1,034 kilograms). The wings had a 3° angle of incidence and 4.5° dihedral. The total wing area was 75 square feet (7.968 square meters).

The Gee Bee Z was powered by an air-cooled, supercharged, 986.749-cubic-inch-displacement (16.170 liter) Pratt & Whitney Wasp Junior nine-cylinder direct-drive radial engine (the same engine which powered the winning Laird Super Solution in the 1930 Thompson Trophy Race). The engine was enclosed by a N.A.C.A. cowling, which both reduced aerodynamic drag and improved engine cooling. The Wasp Junior was modified by Pratt & Whitney to produce 535 horsepower at 2,400 r.p.m. It turned a fixed-pitch Curtiss propeller.

The Gee Bee Z had a cruise speed of 230 miles per hour (370 kilometers per hour), and maximum speed of 270 miles per hour (435 kilometers per hour).

Granville Brothers Gee Bee Model Z, NR77V, City of Springfield. The Pratt & Whitney Wasp Junior radial engine drives a Curtiss propeller.

© 2018, Bryan R. Swopes

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7 September 1929

Flying Officer Wagforth boards his Supermarine S.6, N247, race number 2
Flying Officer H.R.D. Waghorn boards his Supermarine S.6, N247, race number 2. The Rolls-Royce Type R engine is “ticking over” at 475 r.p.m. (Unattributed)

7 September 1929: Flying Officer Henry Richard Danvers Waghorn, a pilot with the  Royal Air Force High-Speed Flight based at RAF Calshot, flew a Supermarine S.6, N247, to win the Coupe d’Aviation Maritime Jacques Schneider (Schneider Cup) race.

The race was the eleventh in a series of annual or semiannual races which were first held in 1913, specifically for seaplanes. Teams from several nations, France, Great Britain, Italy and the United States, competed with float-equipped airplanes built specifically for the races. The national team which won three consecutive races would win the series and take home the Trophy.

The 1929 race was held over The Solent, a body of water between the harbor city of Portsmouth, England, and the Isle of Wight. The course was a four-sided polygon of 50 kilometers (31.07 statute miles). Competitors would make seven circuits of the course, with all left-hand turns, for a total distance of 350 kilometers (217.48 statute miles).

 1929 Schneider Trophy race course, from Flight, 22 August 1928 at Page 895
1929 Schneider Trophy race course, from “Flight,” 22 August 1928 at Page 895

By 1929, the expense of fielding these teams of technologically-advanced airplanes had caused both France and the United States to drop out. Italy entered three Macchi seaplanes and England entered two Supermarine S.6s and a Gloster VI. The Gloster was powered by the very successful Napier Lion “broad arrow” 12-cylinder engine, while the S.6 was equipped with the new Rolls-Royce Type R V-12. The second Supermarine S.6, flown by Flying Officer Richard L.R. Atcherley, was disqualified for crossing inside a pylon at a turn during the race. Italy’s team had one Aeronautica Macchi M.52, which had flown in the 1927 race, powered by a Fiat Aviazone AS.3 V-12, and two new Aeronautica Macchi M.67s, both of which were equipped with the Isotta Fraschini Asso 1000, a “W-18” 18-cylinder broad arrow engine. Great Britain’s racers were painted blue and silver. The Italian aircraft were painted bright red.

All pilots were military officers of the Regia Aeronautica and the Royal Air Force.

The race was actually a time trial. Beginning at 2:00 p.m. on Saturday, individual aircraft would start at 20-minute intervals. There would be only two aircraft on the course at any time. Flying Officer Waghorn was the first to takeoff.

Supermarine S.6 N247. (Unattributed)
Supermarine S.6 N247. (Unattributed)

FLIGHT reported:

     Precisely at 2 p.m. the boom of the starting gun on the Medea was heard faintly, and exactly two minutes later Waghorn in the Supermarine Rolls-Royce S.6 (No.2) crossed the starting line. Obviously Waghorn had wasted no time in getting into the air. He roared past at tremendous speed, but certainly the impression was not one of some 360 m.p.h., which is what the S.6 must actually have been doing at the time. And the Rolls-Royce racing engine managed to give off its 1,800 or so h.p. with surprisingly little fuss. The large gear ratio resulted in the propeller running relatively slowly and actually from certain points of view, one could see the propeller blades, and not merely a shining shimmering blur marking the disc.

     Flying at a constant height of some 200 ft., Waghorn continued on his first lap, and as he sped past along the Hampshire shore the excitement grew intense. What would the speed of the first lap be? That was the question every one was asking. That first lap would give a fair indication of the sort of speeds that could be expected in the contest. After a splendid turn around the West Cowes mark boat, the S.6 once more became, as it was seen by spectators on Ryde pier, a group of three dots approaching and growing larger at a promising rate. The machine roared across the line and disappeared towards the Seaview and Hayling Island mark boats. After a wait of a few minutes, Waghorn’s speed for the first lap was announced: 324 m.p.h. In other words, he not only established a world’s record for the 50-km. closed circuit, but had beaten the speed of de Bernardi over the 3-km. straight-line course! Well done. Oh, very well done! The next question was: “Would the Rolls-Royce engine stay the course?” Watching Waghorn speed around at the same height, lap after lap, the tension eased off. The lap speeds grew at a steady rate, from 324 to 329 and to 331!  . . . Then in the fourth lap the speed dropped slightly to 328. Was this a sign that the engine was “tiring”?

. . . Waghorn’s lap speeds were steady around 330 m.p.h., the sixth dropping to 327, but rising again in the seventh to 331.  As the S.6 crossed the finishing line the spectators drew a sigh of relief. The Rolls-Royce engine had “stood the racket” for 40 minutes and thus upheld the reputation of an old and famous firm. The average speed for the whole course was 328.63 m.p.h. . . .

FLIGHT, The Aircraft Engineer  and Airships, Special Schneider Trophy Report,  13 September 1929, at Pages 1008–1009

Photograph of 1929 Schneider Trophy Race scoreboard, in "Flight," 13 September 1929 at Page 1015
Photograph of 1929 Schneider Trophy Race scoreboard, in “Flight,” 13 September 1929 at Page 1015

Flying Officer Waghorn’s cumulative lap times were recorded as follows:

Lap 1    5 minutes, 45-1/5 seconds     324 miles per hour (521 km/h)

Lap 2    11 minutes, 25 seconds           329.54 miles per hour (530.34 km/h)

Lap 3    17 minutes, 02-4/5 seconds   331.1 miles per hour (532.9 km/h)

Lap 4    22 minutes, 43-4/5 seconds   328 miles per hour (528 km/h)

Lap 5    28 minutes, 22-4/5 seconds   329.93 miles per hour (530.97 km/h)

Lap 6    34 minutes, 04-4/5 seconds   327.04 miles per hour (526.32 km/h)

Lap 7    39 minutes, 42-4/5 seconds   330.91 miles per hour (532.55 km/h)

Dick Waghorn finished the course in 39:42.8, with an overall average speed of 325.63 miles per hour (528.88 kilometers per hour). He established a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 100 kilometer Course, with an average speed over two consecutive race laps of 531.20 kilometers per hour (330.07 miles per hour).¹

Pilots of the 1929 British Schneider Cup Race team, left to right: Flying Officer H.R.D. Waghorn, race winner; Flying Officer T.H. Moon, Technical Officer; Flight Lieutenant D. D'Arcy A. Grieg; Squadron Leader Augustus Henry Orlebar, A.F.C., Flight Commander; Flight Lieutenant George Hedley Stainforth; Flying Officer Richard Llewellyn Roger Atcherley.' Several of these officers would rise to the rank of Air Vice Marshal.(Royal Air Force)
Pilots of the 1929 British Schneider Cup Race team, left to right: Flying Officer H.R.D. Waghorn, the race winner; Flying Officer T.H. Moon, Technical Officer; Flight Lieutenant David D’Arcy Alexander Grieg, D.F.C.; Squadron Leader Augustus Henry Orlebar, A.F.C., Flight Commander; Flight Lieutenant George Hedley Stainforth; Flying Officer Richard Llewellyn Roger Atcherley. Several of these officers would rise to the rank of Air Commodore, Air Vice Marshal and Air Marshal. (Royal Air Force)

Five days later, 12 September 1929, the High-Speed Flight commander, Squadron Leader Augustus Henry Orlebar, A.F.C., flew N247 to an FAI World Record for Speed Over a 3 Kilometer Course of 575.20 kilometers per hour (357.41 miles per hour).²

The pilots of the 1929 British Schneider Cup team were members of the RAF High-Speed Flight, based at RAF Calshot. With the exception of Squadron Leader Orlebar, all the pilots had been instructors at the Central Flying School at RAF Wittering. They trained on float planes after transfer to the High-Speed Flight when it was initially established at RAF Felixstowe, later moving to Calshot.

     Flying Officer H. R. D. Waghorn is a London man, having been born in Kensington in 1904. Educated at Wellington, he proceeded in 1922 as a cadet to the Royal Air Force College, Cranwell, where he was a contemporary of Flying Officer Atcherly.

     On graduating in 1924 he was posted to No. 17 (Fighter) Squadron, and after taking a flying instructor’s course in 1926 at the Central Flying School became an instructor there. He remained at the school until February of this year when he joined the High-Speed Flight. He is a noted skier.

FLIGHT, The Aircraft Engineer  and Airships, No. 1077 (No. 33. Vol. XXI.) 15 August 1929, at Page 875, Column 2

Screen Shot 2016-09-05 at 16.27.45

Air Ministry,

20th September 1929

ROYAL AIR FORCE.

     The KING has been graciously pleased to approve the award of the Air Force Cross to Flying Officer Henry Richard Danvers Waghorn in recognition of his achievement in winning the recent “Schneider Trophy” Air Race.

The London Gazette, Number 33536, Friday, 20 September 1929, at Page 6035, Column 2

Flight Lieutenant Henry Wichard Danvers Waghorn, A.F.C., Royal Air Force, died of injuries, 7 May 1931.

Supermarine S.6 N247 (John K. Shelton Collection)
Supermarine S.6 N247 (John K. Shelton Collection)

N247 was a Supermarine S.6, designed by the Reginald Joseph Mitchell, who would later design the legendary Supermarine Spitfire fighter of World War II. The racer was developed from Mitchell’s earlier S.4 and S.5 Schneider Cup racers, and built at the Supermarine Aviation Works, Ltd., Southampton, on the south coast of England. There were two, with the second S.6 carrying the identification N248.

The Supermarine S.6 was a single-place, single-engine, low-wing monoplane with two fixed pontoons as an undercarriage. It was of all-metal construction and used a high percentage of duralumin, a very hard alloy of aluminum and copper, as well as other elements. The float plane was 25 feet, 10 inches (7.874 meters) long, with a wingspan of 30 feet, 0 inches (9.144 meters) and height of 12 feet, 3 inches (3.734 meters). The S.6 had an  empty weight of 4,471 pounds (2,028 kilograms) and gross weight of 5,771 pounds (2,618 kilograms).

In an effort to achieve the maximum possible speed, aerodynamic drag was eliminated wherever possible. There were no radiator or oil cooler intakes. The wing surfaces were constructed of two thin layers of duralumin with a very small space between them. The engine coolant, a mixture of water and ethylene glycol, was circulated between these layers, which are known as surface radiators. The engine had a high oil consumption rate and the vertical fin was the oil supply tank. The skin panels also served as surface radiators. The fuselage panels were corrugated for strength, and several small parallel passages transferred lubricating oil from the fin tank to the engine, and further cooled the oil.

Rolls-Royce R and Supermarine S.6 (John K. Shelton Collection)
A Rolls-Royce Type R engine and the Supermarine S.6. The airplane’s designer, R.J. Mitchell, is near the center of the photograph. (John K. Shelton Collection)

While the previous design, the Supermarine S.5, used the very successful Napier Lion W-12 engine, the S.6 used a newly-designed Rolls-Royce Type R. This was a liquid-cooled, supercharged, 2,239.33-cubic-inch-displacement (36.696 liters) single overhead cam (SOHC) 60° V-12 with 4 valves per cylinder and a compression ratio of 6:1. The supercharger could provide up to 18 pounds (p.s.i.), 1.24 bar, of boost. N247’s race engine, number R9, produced 1,900 horsepower at 2,900 r.p.m. (For the 1931, race, R9 was modified to produce 2,350 horsepower at 3,000 r.p.m.) The V-12 drove a two-bladed duralumin Fairey-Reed fixed-pitch airscrew through a 0.605:1 gear reduction unit at the front of the engine. The Type R weighed 1,530 pounds (694 kilograms).

The engine burned an exotic fuel mixture of 11% aviation gasoline and 89% benzol (benzene and toluene). Tetraethyl lead was added to the mixture to limit pre-ignition. The float plane’s fuel supply was carried in the pontoons. Because of the engine’s high rate of consumption and the limited fuel capacity, the S.6 was unable to run at full power during the Schneider race.

Supermarine S.6 N247 was destroyed on takeoff, 18 August 1931. The pilot, Lieutenant Gerald L. Brinton, Royal Navy, assigned to the RAF High-Speed Flight, was killed.

Supermarine S.6 N247 at RAF Calshot 12 August 1929. (Unattributed)
Supermarine S.6 N247 at RAF Calshot 12 August 1929. (Unattributed)

¹ FAI Record File Number 14999

² FAI Record File Number 11830

Advertisement in Flight, 8 November 1929 (Aviation Ancestry)

© 2018, Bryan R. Swopes

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7 September 1927

Clyde Vernon Cessna helps an unidentified woman climb aboard a Cessna Model AW airplane circa 1927–1928. (NASM)
Clarence Chamberlain with a Cessna Model AW (Warner Scarab engine). (shu-aero)

7 September 1927: Clyde Vernon Cessna and Victor Herbert Roos formed the Cessna-Roos Airplane Company at 1520 W. Douglas Avenue, Wichita, Kansas. Roos soon sold his interest to Cessna, and the company became the Cessna Aircraft Company.

Cessna Model A, NX1627. Anzani engine. (Edgar B. Smith/Wisconsin Historical Society 121475)

The company’s first airplane was the Cessna Model A, a four-place, single-engine, high-wing, cabin monoplane with fixed landing gear. The prototype was powered by an air-cooled 12.123 liter (739.768-cubic-inch-displacement) Alessandro Anzani & Co. two-row, ten-cylinder radial engine rated at 120 horsepower.

The first production Cessna was the Model AA. The airframe was constructed of welded tubular steel and covered with doped fabric. The wing used laminated spruce spars and mahogany plywood ribs, covered in fabric. It was 24 feet, 9 inches (7.544 meters) long, with a wingspan of 40 feet, 0 inches (12.192 meters) and height of 7 feet, 2 inches (2.184 meters). The tapered wing had a total area of 224 square feet (20.8 square meters). The Model AA had an empty weight of 1,250 pounds (567 kilograms) and gross weight of 1,970 pounds (894 kilograms).

Cessna Model A, NX1627. (Edgar B. Smith/Wisconsin Historical Society 121477)

The Model A could be ordered with the Anzani, or any of several other available engines, but production was standardized with the Warner Scarab 7-cylinder radial, rated at 110 horsepower (Cessna Model AW).

The Model AA had a cruise speed of 102 miles per hour (164 kilometers per hour), and maximum speed of 120 miles per hour (193 kilometers per hour). The service ceiling was 10,000 feet (3,048 meters), and its maximum range was 450 miles (724 kilometers).

Cessna Model AA, NC4156. Anzania 10-cylinder engine. (shu-aero)

© 2018, Bryan R. Swopes

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