Tag Archives: Coupe d’Aviation Maritime Jacques Schneider

13 November 1926

Regia Aeronautica Macchi M.39, MM.76, winner of the 1926 Schneider Trophy Race. (U.S. Air Force)
Regia Aeronautica Macchi M.39, MM.76, winner of the 1926 Schneider Trophy Race. (U.S. Air Force)
Colonel Mario de Bernardi, Regia Aeronautica
Colonel Mario de Bernardi, Regia Aeronautica

13 November 1926: The 1926 race for the Coupe d’Aviation Maritime Jacques Schneider (the Schneider Trophy) was held at Hampton Roads, a large natural harbor between southeastern Virginia and northeastern North Carolina, two states on the Atlantic coast of the United States. There were an estimated 30,000 spectators. The race consisted of seven laps of a 50 kilometer (31 miles) triangular course.

The location of each race went to the country whose national team had won the previous year. Lieutenant James H. Doolittle, Air Service, United States Army, had won the 26 October 1925 race at Baltimore, Maryland, flying a Curtiss R3C-2 to an average speed of 232.57 miles per hour (374.29 kilometers per hour).

The 1926 Schneider Race included three Italian and three American airplanes. The British team’s aircraft were not ready so they did not compete.

Captain,Arturo Ferrin, Regia Aeronautica (1895–1941)
Captain Arturo Ferrarin, Regia Aeronautica (1895–1941)

All three Regia Aeronautica pilots, Major Mario de Bernardi, Captain Arturo Ferrarin, and Lieutenant Adriano Bacula, flew Macchi M.39 seaplanes, powered by the Fiat AS.2 V-12 engine.

The American team used three different Curtiss biplanes, each with a different Curtiss V-12 engine. 1st Lieutenant Christian Frank Schilt, United States Marine Corps, flew a Curtiss R3C-2, serial number A.7054, carrying race number 6. Schilt’s airplane was powered by a Curtiss V-1400. Lieutenant William Gosnell Tomlinson, U.S. Navy, flew a Curtiss F6C-3 Hawk, A.7128, with race number 2. This airplane was equipped with a Curtiss D-12A. Lieutenant George T. Cuddihy, U.S. Navy, flew a Curtiss R3C-4, A.6979, with race number 4, with a Curtiss V-1550.

Christian Frank Schilt in the cockpit of the Curtis R3C-2 racer, number 6. (National Air and Space Museum, Smithsonian Institution)
1st Lieutenant Christian Frank Schilt, U.S. Marine Corps, in the cockpit of the Curtis R3C-2 racer, A.7054, race number 6. (National Air and Space Museum, Smithsonian Institution)
The Italian team celebrates their victory (Virginia Aviation) by Roger Connor at Page 42

The race was delayed for two days because of adverse weather conditions. The race began at 2:35 p.m. on Saturday afternoon, with the first of three Italian racers entering the course.  Airplanes departed at intervals to avoid coming too close to each other while flying the course.

De Bernardi finished the seven laps in 52 minutes, 56.22 seconds, averaging 246.496 miles per hour (396.697 kilometers per hour). Schilt finished in second place in 56 minutes, 23.96 seconds, at 231.364 miles per hour (372.344 kilometers per hour). Bacula was third at 59 minutes, 51.31 seconds, at 218.006 miles per hour (350.847 kilometers per hour). Fourth place went to Tomlinson, completing the course in 1 hour, 35 minutes, 16.72 seconds, at 136.954 miles per hour (220.406 kilometers per hour). Ferrarin’s airplane had an oil line break and he made a precautionary landing at the end of his fourth lap. A fuel pump on Cuddihy’s airplane failed, and his engine stopped. He touched down short of the finish line on his seventh and final lap.

Aeronautica Macchi M.39, circa 1926. (Unattributed)
Aeronautica Macchi M.39 at Lago di Varese, August 1926. (Unattributed)

The Macchi M.39 racing float plane was designed by Mario Castoldi. It is a single engine, single-place, low-wing monoplane with two pontoons, or floats. The wing is externally braced, has 0° dihedral, and incorporates surface radiators. The M.39 is 6.473 meters (22 feet, 2.8 inches) long with a wingspan of 9.26 meters (30 feet, 4.6 inches) and height of 3.06 meters (10 feet, 0.5 inches). The empty weight of the Schneider Trophy racer is 1,300 kilograms (2,866 pounds) and its maximum gross weight is 1,615 kilograms (3,560 pounds).

The M.39 is powered by a water-cooled, normally-aspirated, 31.403 liter (1,916.329 cubic inch) Fiat AS.2 DOHC 60° V-12 direct-drive engine with a compression ratio of 6:1. It used three carburetors and two magnetos, and produced 882 horsepower at 2,500 r.p.m. The engine drove a two-bladed, fixed-pitch metal propeller designed by Dr. Sylvanus A. Reed. The AS.2 engine was designed by Tranquillo Zerbi, based on the Curtiss Aeroplane and Motor Company’s D-12 engine. The engine was 1.864 meters (6 feet, 1.4 inches) long, 0.720 meters (2 feet, 4.4 inches) wide and 0.948 meters (3 feet, 1.3 inches) high. It weighed 412 kilograms (908 pounds).

The Macchi M.39 could reach 420 kilometers per hour (261 miles per hour).

Macchi M.39 MM.76 is in the collection of the Aeronautica Militare museum.

Macchi M.39 MM.76 (Bergefalke2/Wikipedia)
Macchi M.39 MM.76 (Bergefalke2/Wikipedia)

Mario de Bernardi served in the Italian Army during the Italo-Turkish War, 1911–1912, and became a pilot during World War I. He rose to the rank of colonel in the Regia Aeronautica. He set several world aviation records and continued his work as a test pilot. He died in 1959 at the age of 65 years.

Adriano Bacula also set several world records. He was killed in an airplane crash in Slovenia, 18 April 1938.

Arturo Ferrarin, another world record holder, was killed while testing an experimental airplane, 18 July 1941.

Christian Frank Schilt enlisted as a private in the U.S. Marine Corps in 1917. He was awarded the Medal of Honor for his actions in Nicaragua, 6–8 January 1928. During World War II, Schilt served as Commander, Marine Air Group 11 during the Solomons Campaign, and later went on to command Aircraft, Fleet Marine Force, Pacific. He retired from the Marine Corps with the rank of General in 1957, and died in 1987 at the age of 91 years.

William Gosnell Tomlinson was a 1919 graduate of the United States Naval Academy. During his career in the U.S. Navy, he commanded the aircraft carrier USS Belleau Wood (CVL-24), Carrier Division 3, USS Boxer (CVA-21), USS Bon Homme Richard (CVA-31) and served as Commander, Task Force 77 (CTF 77) during the Korean War. During World War II, Tomlinson was awarded the Navy Cross, and twice, the Legion of Merit with Combat “V”. He retired in 1953 as a Vice Admiral, and died in 1972 at the age of 75 years.

George T. Cuddihy was a 1918 graduate of the U.S. Naval Academy. he was the Navy’s chief test pilot. He was killed while testing a Bristol Type 105 Bulldog II fighter, Bu. No. A8485 (c/n 7358) at Anacostia Naval Air Station, 25 November 1929.

© 2017, Bryan R. Swopes

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4 November 1927

Colonel Mario de Bernardi, Regia Aeronautica
Colonel Mario de Bernardi, Regia Aeronautica

4 November 1927: At Venezia, Mario de Bernardi flew a Macchi M.52 seaplane to a new Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 3 Kilometer Course of 479.29 kilometers per hour (297.82 miles per hour).¹

Macchi M.52 number 7. (San Diego Air and Space Museum Archive)
Macchi M.52 number 7. (San Diego Air and Space Museum Archive)

Aeronautica Macchi built three M.52 seaplanes for the Regia Aeronautica (the Italian Air Force) for use in the 1927 Schneider Trophy Races. The M.52 was designed by Mario Castoldi. Like the earlier M.39, it was a single-place, single-engine, low-wing monoplane float plane constructed of wood and metal.

The three racers were each powered by a 2,116.14-cubic-inch-displacement (34.677 liter) liquid-cooled Fiat Aviazone AS.3 dual overhead camshaft, four-valve 60° V-12 engine which produced 1,000 horsepower at 2,400 r.p.m. The design of the AS.3 was based on the Curtiss D-12, although it used individual cylinders and water jackets instead of the American engine’s monoblock castings.

With its cowlings removed, the 1,000 horsepower Fiat AS.3 DOHC V-12 engine of the Macchi M-52 is visible. (San Diego Air and Space Museum Archive)
With its cowlings removed, the 1,000 horsepower Fiat AS.3 DOHC V-12 engine of the Macchi M-52 is visible. (San Diego Air and Space Museum Archive)

¹ FAI Record File Number 11828

© 2017, Bryan R. Swopes

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26 October 1925

Lieutenant James H. Doolittle, USAAS, with the Curtiss R3C-2 Schneider Trophy winner, 1925. (U.S. Air Force)
Lieutenant James H. Doolittle, Air Service, United States Army, with the Curtiss R3C-2 Schneider Trophy winner, 1925. (U.S. Air Force)

26 October 1925: Lieutenant James Harold Doolittle, Air Service, United States Army, won the Coupe d’Aviation Maritime Jacques Schneider (commonly called the Schneider Trophy) when he placed first flying his Curtiss R3C-2 float plane over a 217-mile (349 kilometer) course near Bay Shores on Chesapeake Bay, Maryland.

His average speed for the seven laps around the triangular race course was 232.57 miles per hour (374.29 kilometers per hour). The second-place airplane, a Gloster-Napier III flown by Captain Hubert Broad, averaged 199.16 miles per hour (320.52 kilometers per hour).

Doolittle also set two Fédération Aéronautique Internationale (FAI) world records during the race: World Record for Speed Over 100 Kilometers, with an average speed of 377.83 kilometers per hour (234.77 miles per hour);¹  World Record for Speed Over 200 Kilometers, 377.16 kilometers per hour (234.36 miles per hour).²  On the following day, Doolittle set a third FAI record: World Record for Speed Over a 3 Kilometer Course, 395.5 kilometers per hour (245.75 miles per hour).³

Lt. Jmes H. Doolittle and Lt. Cyrus Bettis with the Curtiss R3C (NARA 31758AC)
Lieutenant James H. Doolittle (left) and Lieutenant Cyrus Bettis with the Curtiss R3C-2. (NARA 31758AC)

A contemporary news article commented on Jimmy Doolittle’s performance:

Gloster III Schneider Cup racer, powered by a 700 horsepower Napier Lion VII “broad arrow” W-12.

“. . . according to reports Lieut. Doolittle’s cornering was superb, and must have been to a great extent responsible for the excellent performance. Reports from America—coming, it is thought, from a reliable source—indicate that one particular engine out of the 12 built for the Pulitzer and Schneider Trophy races proved exceptionally good, as will often happen in a batch of engines, and it is believed that this engine was fitted in Doolittle’s Curtiss-Army Racer. This fact, taken in conjunction with the masterly handling of the machine, would seem to account for the wholly unexpected average speed maintained, which was, of course, far and away ahead of the speeds of the British and Italian competitors.”

FLIGHT, The Aircraft Engineer & Airships, No. 879 (No. 44, Vol. XVII.) October 29, 1923 at Page 703

The Curtiss R3C-2 Racer on display at the National Air and Space Museum. (Photo by Eric Long, National Air and Space Museum, Smithsonian Institution)
The Curtiss R3C-2 Racer on display at the National Air and Space Museum. (Photo by Eric Long, National Air and Space Museum, Smithsonian Institution)

The R3C-2 was a single-engine, single-seat, single-bay biplane, equipped with pontoons for taking off and landing on water. It was built especially for air racing. Two R3Cs were built for the United States Navy and one for the Army. (The Army aircraft is identified by a Navy Bureau of Aeronautics serial number (“Bu. No.”) A-7054. It does not seem to have been assigned an Air Service serial number.) The airplane and its V-1400 engine were both built by the Curtiss Aeroplane and Motor Company, which had been founded by Glenn Hammond Curtiss. The R3C-2 was converted from the R3C-1, the land plane configuration which had been flown by Lieutenant Cyrus Bettis, AS, USA, to win the Pulitzer Trophy Race just two weeks earlier.

The RC3-2 is 22 feet long (6.706 meters), an increase of 2 feet, 3.5 inches (0.698 meters) over the R3C-1 configuration, resulting from the replacement of the fixed wheeled landing gear with the single-step pontoons. The upper wing span is 22 feet (6.706 meters), with a chord of 4 feet, 8¼ inches (1.429 meters). The lower wing span is 20 feet (6.096 meters) with a chord of 3 feet, 3¾ inches (1.010 meters).  Weight empty was 2,135 pounds (968 kilograms) and maximum takeoff weight was 2,738 pounds (1,242 kilograms).

Constructed of wood, the fuselage has four ash longerons and seven birch vertical bulkheads. The framework is covered with two layers of 2-inch (51 millimeter) wide, 3/32-inch (2.38 millimeter) thick spruce strips. These were placed on a 45° diagonal from the fuselage horizontal centerline, with the second layer at 90° to the first. These veneer strips were glued and tacked to the frame. The fuselage was then covered with doped fabric. The wings and tail surfaces are also of wood, with spruce ribs and a covering of spruce strips.

Lieutenant Cyrus Bettis, USAAS, with the Curtiss R3C-1 racer at Mitchel Field, Long Island, New York, 12 October 1925. The surface radiators on the wings can be seen. (Curtiss Aeroplane and Motor Co.)

The single-bay wings are wire braced and contain surface radiators made of thin brass sheeting. The radiators contained 12 gallons (45.4 liters) of water, circulating at a rate of 75 gallons (283.9 liters) per minute. By using surface radiators to cool the engine, aerodynamic drag was reduced.

The Curtiss V-1400 engine was developed from the earlier Curtiss D-12. It was a water-cooled, normally aspirated, 1,399.91-cubic-inch-displacement (22.940 liter), dual overhead cam (DOHC) 60° V-12, with a compression ratio of 5.5:1. The V-1400 was rated at 510 horsepower at 2,100 r.p.m., and could produce 619 horsepower at 2,500 r.p.m. It was a direct-drive engine and turned a two-bladed duralumin fixed-pitch propeller with a diameter of 7 feet, 8 inches (2.337 meters). The propeller was designed by Sylvanus Albert Reed, Ph.D. The V-1400 engine weighed 660 pounds (299 kilograms).

The R3C-2 had a fuel capacity of 27 gallons (102 liters). Its range was 290 miles (467 kilometers).

The Coupe d’Aviation Maritime Jacques Schneider at the Science Museum, London. (Wikipedia, edit by Eric Menneteau)

Jimmy Doolittle was one of America’s foremost pioneering aviators. He set many records, won air races, tested and developed new flying equipment and techniques.

He was a highly-educated military officer, having earned his Bachelor of Arts from the University of California Berkeley School of Mines, and M.S and D.Sc. degrees in Aeronautical Engineering from the Massachusetts Institute of Technology.

During World War II, Colonel Doolittle planned and led the famous Halsey-Doolittle Raid against Japan, 18 April 1942, for which he was awarded the Medal of Honor.

As a brigadier general, he commanded 12th Air Force in North Africa. Promoted to major general, he was given command of the 15th Air Force in the Mediterranean Theater, and commanded 8th Air Force as a lieutenant general, 1943–1945.

After the war, Lieutenant General Doolittle was placed on the inactive list. On 4 April 1985, by Act of Congress, James H. Doolittle was promoted to General.

Jimmy Doolittle
First Lieutenant James Harold Doolittle, Air Service, United States Army

¹ FAI Record File Number 11866

² FAI Record File Number 11867

³ FAI Record File Number 11868

© 2017, Bryan R. Swopes

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12 October 1925

Lieutenant Cyrus Bettis and his Curtiss R3C-1 cross the finish line at the 1925 Pulitzer Trophy Race. (NASM)
The Pulitzer Trophy

12 October 1925: At Mitchel Field, Long Island, New York, Lieutenant Cyrus Bettis, Air Service, United States Army, set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over 100 kilometers (62.14 miles), flying a Curtiss R3C-1 racing plane, #43. His average speed was 401.28 kilometers per hour (249.34 miles per hour).¹ Lieutenant Bettis was awarded the Pulitzer Trophy.

Bettis also won the Mackay Trophy for 1925.

Cyrus Bettis had previously won the 1924 Mitchell Trophy Race, sponsored by Brigadier General Billy Mitchell in honor of his brother, John L. Mitchell, who was killed during World War I.

Lieutenant Cyrus Bettis, USAAS, with the Curtiss R3C-1 racer at Mitchel Field, Long Island, New York, 12 October 1925. The surface radiators on the wings can be seen. (Curtiss Aeroplane and Motor Co.)
Lieutenant Cyrus Bettis, USAAS, with the Curtiss R3C-1 racer at Mitchel Field, Long Island, New York, 12 October 1925. The surface radiators on the wings can be seen. (Curtiss Aeroplane and Motor Co.)

The Curtiss R3C-1 was a single-place, single-engine, single-bay  biplane built for especially for air racing.  Two were built for the United States Navy and one for the Army. (The Army aircraft is identified by a Navy Bureau of Aeronautics serial number (“Bu. No.”) A-7054. It does not seem to have been assigned an Air Service serial number.) The airplane and its V-1400 engine were built by the Curtiss Aeroplane and Motor Company, which had been founded by Glenn Hammond Curtiss. It was converted to a seaplane configuration with two single-step pontoons, the R3C-2, for the Schneider Trophy Race, two weeks later, 25 October.

The R3C is 19 feet, 8½ inches (6.007 meters) long. The upper wing span is 22 feet (6.706 meters), with a chord of 4 feet, 8¼ inches (1.429 meters). The lower wing span is 20 feet (6.096 meters) with a chord of 3 feet, 3¾ inches (1.010 meters). The R3C-1 had an empty of 2,135 pounds (968 kilograms) and its maximum takeoff weight was 2,738 pounds (1,242 kilograms).

Curtiss R3C-1 (FAI)
Lieutenant Bettis’ record-setting Curtiss R3C-1 biplane. (FAI)

Constructed of wood, the fuselage had four ash longerons and seven birch vertical bulkheads. The framework was covered with two layers of 2-inch (51 millimeter) wide, 3/32-inch (2.38 millimeter) thick spruce strips. These were placed on a 45° diagonal from the fuselage horizontal centerline, with the second layer at 90° to the first. These veneer strips were glued and tacked to the frame. The fuselage was then covered with doped fabric. The wings and tail surfaces were also of wood, with spruce ribs and a covering of spruce strips.

The single-bay wings were wire braced and contained surface radiators made of thin brass sheeting. The radiators contained 12 gallons (45.4 liters) of water, circulating at a rate of 75 gallons (283.9 liters) per minute. By using surface radiators to cool the engine, aerodynamic drag was reduced.

The Curtiss V-1400 engine was developed from the earlier Curtiss D-12. It was a water-cooled, normally aspirated, 1,399.91-cubic-inch-displacement (22.940 liter), dual overhead cam (DOHC) 60° V-12, with a compression ratio of 5.5:1. The V-1400 was rated at 510 horsepower at 2,100 r.p.m., and could produce 619 horsepower at 2,500 r.p.m. It was a direct-drive engine and turned a two-bladed duralumin fixed-pitch propeller with a diameter of 7 feet, 8 inches (2.337 meters). The propeller was designed by Sylvanus Albert Reed, Ph.D. The V-1400 engine weighed 660 pounds (299 kilograms).

The R3C-1 had a fuel capacity of 27 gallons (102 liters). Its range was 290 miles (467 kilometers).

After the Pullitzer race, the R3C-1 was reconfigured as a seaplane for the Schneider Trophy Race. The fixed landing gear was replaced by two single-step pontoons and the airplane was redesignated R3C-2. Additional fuel was carried in the pontoons. On 26 October 1925, 1st Lieutenant James H. Doolittle flew the airplane to win the Coupe d’Aviation Maritime Jacques Schneider at Chesapeake Bay, Maryland.

The R3C-2 is in the collection of the Smithsonian Institution National Air and Space Museum.

Lt. James H. Doolittle and Lt. Cyrus Bettis with the Curtiss R3C-2 (NARA 31758AC)
Lt. James H. Doolittle (left) and Lt. Cyrus Bettis with the Curtiss R3C-2 (NARA 31758AC)

Cyrus Bettis was born 2 January 1893, at Carsonville, Michigan, the first of three children of John Bettis, a farm worker, and Mattie McCrory Bettis.

Bettis enlisted as a private, first class, in the Aviation Section, Signal Enlisted Reserve Corps, at Detroit, Michigan, 23 January 1918. The Bell Telephone News reported:

     Cyrus Bettis has gone to Detroit and enlisted in the Aviation Corps of Uncle Sam’s service.

     He expects to be called to service at any time and will probably go East for training. Cyrus has been the efficient and genial manager of the Michigan State Telephone exchange in Fenton for several years. He has made an excellent manager and entrenched himself in the good graces of his patrons and Fenton People in General. —Fenton Independent.

Bell Telephone News, Volume 7, Number 6, January 1918, at Page 4, Column 1

On 11 September 1918, Cyrus Bettis was commissioned as a second lieutenant, Air Service, United States Army. This commission was vacated 16 September 1920 and he was appointed a second lieutenant, Air Service, with date of rank to 1 July 1920. On 21 March 1921, Bettis was advanced to the rank of first lieutenant, retroactive to 1 July 1920.

On 23 August 1926, flying from Philadelphia to Selfridge Field in Michigan, Bettis flew into terrain in fog in the Allegheny Mountains of western Pennsylvania. With a fractured skull and broken left leg, Bettis crawled several miles to a roadway where he was found, 43 hours after the crash.

Bettis was taken by air ambulance to Walter Reed Army Hospital, but died of spinal meningitis resulting from his injuries, 1 September. He was buried at the Lakeside Cemetery, Port Huron, Michigan.

1st Lieutenant Cyrus Bettis, Air Service, United States Army. (FAI)

¹ FAI Record File Number 9684

© 2017, Bryan R. Swopes

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29 September 1931

Supermarine S.6B S.1595 at the London Science Museum

29 September 1931: After waiting all day for the fog to clear, at 5:49 p.m., Flight Lieutenant George Hedley Stainforth of the Royal Air Force High-Speed Flight at RAF Calshot, made a 43-second takeoff run and began an attempt to set a new Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 3 Kilometer Course. His airplane was a Supermarine S.6B, number S.1595, the same seaplane that won the Coupe d’Aviation Maritime Jacques Schneider race on 13 September.

The High-Speed Flight had originally intended to use the second S.6B, S.1596, fitted with a specially-prepared Rolls-Royce Type R engine, for the 3 kilometer record attempt. S.1596 had been damaged on landing after a test flight, 16 September. While being towed back to RAF Calshot, the airplane sank. Fortunately, the special speed record engine, number R27, was not installed in S.1596 at the time of the accident.

Supermarine S.6B S.1595

Supermarine S.6B S.1595 had engine R27 installed, along with a new airscrew provided by Fairey Aviation Company Ltd. Also new was the fuel mixture of “wood alcohol” (methanol), gasoline and ethanol, being used in the engine for the first time.

During the speed runs, the High-Speed Flight squadron engineering officer flew along the course at an altitude of 400 meters, carring a sealed barograph. This would later be used to calibrate the time measurements.

The course was flown between Hill Head and Lee-on-Solent, on the Hampshire shoreline, with Flight Lieutenant Stainforth making four runs, two in each direction, to minimize the effect of winds.

The runs were:

Run 1: 415.2 miles per hour (668.2 kilometers per hour)

Run 2: 405.1 miles per hour (651.9 kilometers per hour)

Run 3: 409.5 miles per hour (659.0 kilometers per hour)

Run 4: 405.4 miles per hour (652.4 kilometers per hour)

Average: 408.8 miles per hour (657.9 kilometers per hour)

The official record time as published by the FAI is 655 kilometers per hour (407 miles per hour).¹ George Stainforth was the first pilot to fly faster than 400 miles per hour.

Air Ministry,

9th October, 1931.

ROYAL AIR FORCE.

     The KING has been graciously pleased to approve the award of the Air Force Cross to the undermentioned officers of the Royal Air Force :—

Flight Lieutenant John Nelson Boothman.

In recognition of his achievement in winning the Schneider Trophy Contest, 1931.

Flight Lieutenant George Hedley Stainforth.

In recognition of his flights with the High Speed Flight of the Royal Air Force in connection with the Schneider Trophy Contest, 1931, culminating in the establishment of a world’s speed record on 29th September, 1931.

Flight, No. 1193 (Vol. XXIII, No. 45), Thursday, November 6, 1931 at Page 1110, Column 1.
Reginald Joseph Mitchell, C.B.E., F.R.Ae.S.

S.1595 was Vickers-Supermarine S.6B Monoplane, designed by 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, S.5 and S.6 Schneider Cup racers, and was built at the Supermarine Aviation Works (Vickers), Ltd., Southampton, on the south coast of England. There were two S.6Bs, with the second identified as S.1596.

The Supermarine S.6B 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 28 feet, 10 inches (8.788 meters) long, with a wingspan of 30 feet, 0 inches (9.144 meters) and height of 12 feet, 3 inches (3.734 meters). The wing area was 145 square feet (13,5 square meters). The S.6B had an empty weight of 4,560 pounds (2,068 kilograms) and gross weight of 5,995 pounds (2,719 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 Type R SOHC 60° V-12 racing engine. (FLIGHT)

For the 3 kilometer record, S.1595 was powered by a liquid-cooled, supercharged, 2,239.327-cubic-inch-displacement (36.696 liter) Rolls-Royce Type R single-overhead-camshaft (SOHC) 60° V-12 engine, number R27. The Type R was a racing engine with 4 valves per cylinder and a compression ration of 6:1. In the 1931 configuration, it produced 2,350 horsepower at 3,200 r.p.m. It used a 0.605:1 reduction gear and turned a forged duralumin Fairey Aviation fixed-pitch airscrew with a diameter of 8 feet, 6 inches (2.591 meters). R27 weighed 1,630 pounds (739 kilograms).

There would have been no 1931 British Schneider Trophy Race team without the generous contribution of Lucy, Lady Houston, D.B.E., who donated £100,000 to Supermarine to finance the new aircraft. Lady Houston would later sponsor the 1933 Houston Mount Everest Flying Expedition.

The record-setting aircraft, S.1595, is in the collection of the Science Museum, London.

George Hedley Stainforth was born in 1899, the son of George Staunton Stainforth, a solicitor, and Mary Ellen Stainforth. Stainforth was married to Gladys Imelda Stainforth.

Staunton was a graduate of the Royal Military Academy Sandhurst, and served with the British Army. In 1923, he transferred to the Royal Air Force.

George Hedley Stainforth, 1929. (Stainforth Historical Archive)

In 1929, Staunton won the King’s Cup Air Race, and on 10 September, set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 3 Kilometer Course, averaging 541.10 kilometers per hour (336.22 miles per hour) while flying a Gloster Napier 6 powered by a Napier Lion VIID broad arrow W-12 engine.²

During World War II, Wing Commander George Hedley Stainforth, A.F.C., commanded No. 89 Squadron in Egypt. The New York Times reported that he was “the oldest fighter pilot in the Middle East.” On the night of 27–28 September 1942, while flying a Bristol Beaufighter near the Gulf of Suez, Stainforth was killed in action. He was buried at the Ismailia War Memorial Cemetery, Egypt.

¹ FAI Record File Number 11831

² FAI Record File Number 11829

© 2017, Bryan R. Swopes

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