This is also the story of the Schneider Trophy, one of the most prestigious prizes in early aviation that sparked fierce international competition to develop the fastest airplanes in the world. The trophy was the brainchild of Jacques Schneider, a French hydroplane boat racer and balloon pilot who was sidelined by a crash injury. Originally an annual contest, starting in 1912, it promised 1,000 British pounds (more than $100,000 today) to the seaplane that could complete a 280-kilometer (107-mile) course in the fastest time. Interrupted by World War I, the contest resumed in 1919 with a new provision: Any country that won three times in a row would keep the trophy permanently. The prize quickly became the focus of intense international rivalry.

Until 1922, the contest was dominated by flying boats—with their fuselages serving as the floating hull—and by the hard-charging Italians—led by the companies Savoia and Macchi, which came close to walking away with three wins and the trophy, scoring average speeds just over 100 mph. But starting in 1923, the Americans introduced floatplanes (streamlined biplanes on pontoons) and took speeds to an entirely new level. Jimmy Doolittle—the famous racer who later led the first World War II bombing raid on Tokyo—won the 1925 race at 232.57 mph, putting the U.S. one step from final victory.

The sole British victory had come in 1922 in a flying boat built by Supermarine Aviation Ltd. Founded in 1913, the Southampton, England-based company had a disappointing record designing aircraft during WWI but since then had enjoyed some limited success ferrying passengers across the English Channel. The company’s chief designer was a young man still in his 20s named Reginald Joseph “R.J.” Mitchell. Desperate not to be shut out by the Italians and Americans, the British Air Ministry backed Mitchell’s efforts to experiment with some radical new designs.

The Supermarine S.4 (the “S” being for Schneider) was a streamlined floatplane, like the American entries, but a monoplane instead of a biplane, constructed mostly of wood and powered by a 680 hp Napier Lion engine. In 1925 it set a world speed record of 226.752 mph, but it proved highly unstable and crashed during trials for the Schneider Trophy race that year. Two years later, Supermarine and Mitchell were back with a revised design: the Supermarine S.5. Three were built and entered in the Schneider competition, numbered 219, 220, and 221. I’ll be flying No. 220 today.

I’ll talk about some of the differences between the S.4 and S.5, but first let’s set the scene. The Schneider Trophy race was hosted by whichever country won the last time. The Italians were victorious in 1926, so the 1927 race was held in Venice. This time, not only was the British government providing financial support, it also sponsored a team of Royal Air Force (RAF) pilots to fly the airplanes.

One of the more curious conditions of the Schneider contest was that the aircraft first had to prove they were seaworthy by floating for six hours at anchor and traveling 550 yards over water. I found taxiing, takeoff, and landing quite bouncy. With its powerful engine and high center of gravity, the S.5 had a tendency to porpoise up and down over the smallest waves.

For all the entries, just keeping the fragile airframes together and the high-powered engines functioning was half the battle. Often, the finicky aircraft broke down or crashed (like the S.4 did in 1925) before they could even begin the race.

The crowds still came. It’s been barely a few months since American Charles Lindbergh crossed the Atlantic, creating a wave of popular enthusiasm for aviation. More than 250,000 spectators have gathered to see the 1927 Schneider race. The course itself is located outside the lagoon, along the Lido. The airplanes must fly seven 47-kilometer laps around the course for a total distance of 320 kilometers (just over 204 miles).

And here we go at full speed across the starting line across from the Hotel Excelsior.

We fly south along the shoreline of the Lido, past the lighthouse at Alberoni, and toward Chioggia.

A steep 180-degree turn at Chioggia, a miniature Venice that built its medieval wealth on its adjoining salt pans…

…then north on the seaward straightaway.

Another hard left turn around the San Nicolo lighthouse…

…then back across the starting line to begin the next lap.

Unlike the S.4, the S.5’s wings are strongly braced by wires. These may add unwanted drag, but they keep the airplane from breaking up under the stress of those high-speed turns.

The S.5 I’m flying, No. 220, is powered by an improved 900 hp Napier Lion piston engine, delivering 220 horsepower more than its predecessor. It has 12 cylinders, arranged in three lines of four cylinders each in the shape of a W, creating the three distinct humps along the nose. The propeller has a fixed pitch.

Fuel was carried inside the two floats, while the oil tank was located inside the tail. The engine was cooled by water, which circulated its heat to copper plates on the wings that served as radiators. Corrugated metal plates along the fuselage served as radiators for the engine oil.

The cockpit is mainly designed to monitor if the engine is overheating—and little else. The goal is to keep rpm close to 3,300, radiator temperature below 95 degrees, and oil temperature below 140 degrees. I’ve found that while the engine may not be air cooled, the flow of air over the radiator surfaces matters a lot. So maintaining a relatively high speed at an efficient engine setting actually helps keep things cool. There’s an airspeed indicator, but it tops out at 400 kilometers per hour, well below our racing speed. There’s no altimeter, and only a rudimentary inclinometer (bubble level) to indicate bank. It’s also nearly impossible to see straight ahead over the engine cowling.

In the cockpit to my right, I have a paper punch card. Every time I pass the finish line, I poke a new hole in it to keep track of how many laps I’ve completed.

Another little twist in the rules: Twice during the race, the aircraft had to “come in contact” with the water—typically a kind of bounce without slowing, which could be very tricky at high speed.

It so happens that  every single airplane except two—both Supermarine S.5s—failed to finish the race in 1927 for one reason or another. Our No. 220, flown by Flight Lieutenant Sidney Webster, finished first with an average speed of 281.66 mph.

The British had won the trophy, but they would have to repeat their performance two more times to keep it for good. To allow more time for aircraft development, participants agreed to hold future competitions every two years, with the next race coming in 1929.

The contest would take place in Supermarine’s home waters off Southampton. The company entered one S.5 and two S.6s. The latter, which had roughly the same design, were now all-metal planes with a new engine with more than twice the horsepower—the 1,900 hp Rolls-Royce R. To keep this monster engine cool, the S.6 needed surface radiators built into its pontoons as well as wings. Not only did one of the S.6s win the 1929 trophy with an average speed of 328.64 mph, but just before the race it set a new world speed record of 357.7 mph.

The British were now one win away from keeping the trophy for good. But with the onset of the Great Depression, the Labour Party-led British government pulled its funding and forbade RAF pilots to fly in the next race in 1931. The decision was wildly unpopular and led to public outcry. Into the fray stepped Lady Lucy Houston, a former suffragette and the second-richest woman in England. Fiercely critical of the Labour Party, she personally pledged to donate whatever funding was needed for Britain to compete in the race.

Backed by 100,000 pounds from Houston (and renewed participation by an embarrassed British government), Supermarine entered six aircraft in the race—two S.5s (including No. 220, which won at Venice), two S.6s, and two brand-new S.6Bs. The S.6B had redesigned floats, but most importantly, an improved Rolls-Royce R engine that delivered an astounding 2,350 horsepower. As it turned out, no other countries entered the competition that year. The S.6B raced alone, achieving an average speed of 340.08 mph. The next day, the S.6B set a new world speed record of 407.5 mph.

There would be no more Schneider Trophy races. With three straight, the trophy was Britain’s to keep, and it remains on display at the Science Museum in London, though few visitors may appreciate what it means. Besides a boost to national pride, the Schneider races propelled aviation forward by leaps and bounds. Today, it might be surprising to realize that the world speed record was consistently set by seaplanes from 1927 to 1935, when the Hughes H-1 Racer finally surpassed them.

The Supermarine S-planes provided Mitchell experience and confidence with incorporating all-metal construction, streamlined monoplane design, innovative wing shapes, and high-performance, liquid-cooled engines. And the S.6s introduced him to working with Rolls-Royce, which built on the lessons learned from its “R” engine to develop a new mass-production engine, starting at 1,000 horsepower, called the Merlin. In the early 1930s, Mitchell would marry these proven high-speed design ideas to the Merlin engine to create the Supermarine Spitfire, the legendary aircraft credited with winning the Battle of Britain during WWII. As for Lady Houston, who supported Supermarine’s entry in the final race, she was later lauded as the “Mother of the Spitfire” for keeping Mitchell’s development efforts alive.

In 1942, the British produced a wartime movie called The First of the Few. It tells the story of Mitchell’s development of the Spitfire, including the key role of the Schneider Trophy races. But the raceplanes themselves were mostly abandoned and ultimately scrapped. Only the Supermarine S.6B that won the 1931 race still survives—now on display at the Solent Sky Museum in Southampton. 

In 1975, Ray Hilborne built a replica of the Supermarine S.5, which was damaged a few years later. Bob Hosie rebuilt it to fly again, inspiring a folk song by Archie Fisher. Sadly, Hosie was killed in 1987 when it crashed. Today his son William Hosie is part of a project to build a new replica of the Supermarine S.5, with hopes to have it flying by 2027. You can learn more about it here.

Meanwhile, the Schneider Trophy race was revived in 1981. Instead of seaplanes, it features small general aviation airplanes as part of the annual British Air Racing Championship.

I hope you enjoyed the story of the Supermarine S.5 and its amazing legacy. If you’d like to see a version of this article with more historical photos and screenshots, you can check out my original post here.

This story was told utilizing the freeware Supermarine S.5 add-on to Microsoft Flight Simulator 2020 created by sail1800 and downloaded from flightsim.to.

The post The Story of the Schneider Trophy and the Supermarine S.5 appeared first on FLYING Magazine.

During the Battle of Britain, the Royal Air Force (RAF) and the Fleet Air Arm of the Royal Navy defended Great Britain against large-scale attacks by Nazi Germany’s Luftwaffe (air force) in a duel for air superiority over southern England.

Germany’s primary objective was to compel Great Britain to agree to a negotiated peace settlement. In July 1940, Germany’s air and sea blockade began; the Luftwaffe targeted coastal shipping convoys, ports, and shipping centers. On August 1, the Luftwaffe was ordered to gain air superiority over the RAF and incapacitate the RAF Fighter Command. On August 13, the attacks shifted to target RAF airfields and infrastructure. As the battle continued, the Luftwaffe also targeted aircraft production factories and strategic infrastructure. During the Blitz, the Germans used terror bombing on politically significant areas and civilians.

A single-seat, short-range, high-performance interceptor aircraft, the “Supermarine Spitfire was critical in defeating Luftwaffe air attacks during the Battle of Britain,” according to the RAF. During 1940, the Spitfire became a symbol of defiance and freedom for the British.

“Pilots on both sides were at the controls of some of the most iconic aircraft in aviation history, including the Spitfire, Hurricane, and Messerschmitt Bf 109,” as told by the Imperial War Museum. Because of the Spitfire’s superior high-altitude performance, it is considered by many as the airplane that provided the margin of victory, although more Hurricanes were involved and credited with more “kills.” 

The Spitfire’s Design

In the early and mid-1930s, aviation design teams developed the next generation of fighters. New techniques used monocoque (French for “single shell”) construction, a structural system used in airframes, in which loads are supported by the aircraft’s external skin, much like an egg shell. Examples from the time period include the French Dewoitine D520 and the German Messerschmitt 109—and monocoque construction became primary for light airplane design in the post-war years. 

In addition, new high-powered, liquid-cooled, in-line engines developed around the same time. Aircraft designers also incorporated retractable landing gear, fully enclosed cockpits, and low-drag, all-metal wings. Although engineers had introduced these advances on civilian airliners, the military adopted them more slowly, as it favored the simplicity and maneuverability of biplanes.

In 1934 the Air Ministry sought a new, high-performance fighter for the RAF. Reginald Mitchell, the chief designer at Supermarine Aviation Works, designed the Spitfire—it was a variant of floatplanes he designed in the 1920s. 

Mitchell’s high-performance fighter exploited the power of the Merlin engine, while also being relatively easy to fly. To fulfill a home defense mission, the Spitfire could climb quickly to intercept enemy fighters and bombers.

Mitchell and his design staff used a semi-elliptical wing shape to solve conflicting requirements. The wing had to be thin to create less form drag, but thick enough to house the retractable landing gear, armament, and ammunition. According to Beverley Shenstone, the aerodynamicist on Mitchell’s team, “the elliptical wing was… aerodynamically… the best for our purpose because the induced drag caused in producing lift was lowest when this shape was used.” 

Mitchell’s Spitfire featured an advanced aluminum airframe, making it light and strong. Its elliptical wing had innovative sunken rivets, designed by Shenstone so that the wing would have the thinnest possible cross-section. 

While it took longer to build a Spitfire than a Hurricane (and it was less durable), it was faster and more responsive. The Merlin’s efficient two-stage supercharger also gave Spitfires exceptional performance at high altitudes.

The Spitfire prototype flew in March 1935. Because of its outstanding performance and flight characteristics, the Air Ministry ordered 310 Spitfires on June 3, 1936. Mitchell continued to refine the Spitfire’s design until his death in 1937. His colleague Joseph Smith took over as chief designer, overseeing the many Spitfire variants.

Although full-scale production was scheduled to begin immediately, there were numerous problems, and the first production Spitfire was not manufactured until mid-1938.

As a result of the delays, the Air Ministry planned to stop Spitfire production after the initial order. However, Supermarine convinced the Ministry that production problems could be solved, and 200 additional Spitfires were ordered on March 24, 1938. Deliveries to RAF squadrons began in mid-1938 and continued throughout the war. 

The Battle of Britain

The first Spitfires entered service in August 1938. When World War II began on September 1, 1939, nine RAF squadrons were equipped with Spitfires. RAF Fighter Command refused to send Spitfires to France during the German blitzkrieg of 1940, and by July 1940 there were 19 Spitfire Mark I (MkI) squadrons available.

Spitfire MkIs that fought in the Battle of Britain were powered by Merlin engines with 1,030 horsepower. The airplanes had wingspans of 36 feet, 10 inches; were 29 feet, 11 inches long; and reached a maximum speed of 360 mph and a ceiling of 34,000 feet. Generally, Spitfires engaged Messerschmitt Bf 109s, while the slower Hurricanes attacked German bombers. The Spitfires were as maneuverable and faster than the German fighters at altitudes above 15,000 feet. 

Once the RAF modified its tactics, the outcome of aerial combat often depended more on a pilot’s capabilities than his aircraft. During the Battle of Britain, Spitfire pilots shot down 529 enemy aircraft, while 230 were lost.

Improvements

Supermarine developed improved Spitfire versions driven by progressively more powerful Merlins. Twenty-four Spitfire versions were built; and several wing configurations and guns were used. For example, fighter-bomber versions carried a 250- or 500-pound bomb beneath the fuselage and a 250-pound bomb under each wing. Other performance improvements were made by using new constant-speed propellers and modifying the Merlin to run on 100-octane aviation gasoline (avgas).

British production aircraft were flight-tested before delivery. Alex Henshaw was the chief test pilot at one of the several facilities where Spitfires were assembled. He assessed all Spitfire changes, and also coordinated a team of 25 test pilots. Between 1940 and 1946, Henshaw flew 2,360 Spitfires, more than 10 percent of total production.

Henshaw wrote about flight-testing Spitfires: “I loved the Spitfire in all of her many versions. …the later versions, although they were faster… were also much heavier and so did not handle as well. …an improvement at one end of the performance envelope is rarely achieved without a deterioration somewhere else.”

Other Service in World War II

Following the Battle of Britain, the Spitfire became the principal aircraft of RAF Fighter Command. It operated in several roles, including interceptor, fighter-bomber, trainer and  photo-reconnaissance, and continued to do so until the 1950s. The Seafire was an aircraft-carrier-based adaptation. Fitted with tail hooks and strengthened tail sections, it was utilized in the Fleet Air Arm from June 1942 until the mid-1950s. 

Spitfires were used in the European, Mediterranean, Pacific, and Southeast Asian theaters of war. They were used in the defense of Malta, in North Africa and Italy, and helped provide air superiority over the Sicily, Italy and Normandy beachheads. They also served in the Far East beginning in the spring of 1943. 

Beginning in early 1941, a key role for Spitfires was as a photo-reconnaissance aircraft. In 1941 and 1942, Spitfires provided the first photographs of the Freya and Würzburg radar systems, and in 1943, helped confirm that the Germans were building the V-1 and V-2 rockets by photographing Peenemünde, on the Baltic Sea coast of Germany.

In late 1943 Spitfires powered by Rolls-Royce Griffon engines came online that were capable of top speeds of 440 mph and ceilings of 40,000 feet. These aircraft were used to shoot down V-1 “buzz bombs.” 

The aircraft’s original airframe was strong enough to be fitted with increasingly powerful Merlins and eventually Rolls-Royce Griffon engines producing up to 2,340 hp. Therefore, the Spitfire’s performance and capabilities improved during its service life. 

Nearly 1,200 Spitfires were delivered to the USSR, and Spitfires also were used by the U. S. Army Air Forces until they were replaced by P-47 Thunderbolts in March 1943.

Final Years

The last version of the Spitfire was the Mk 24, first flown on April 13, 1946. On February 20, 1948, almost 12 years after the prototype’s first flight, the last production Spitfire was built. Spitfire Mk 24s were used in only one regular RAF unit; 80 Squadron replaced its Hawker Tempests with Mk 24s in 1947. These aircraft were relocated to Hong Kong in July 1949, and during the Chinese Civil War, their main duty was to defend Hong Kong from Communist threats.

During the Malayan Emergency, Spitfires flew over 1,800 operational sorties against Malayan Communists. The final operational sortie of an RAF Spitfire took place on April 1, 1954, by a Mk 19 Spitfire of 81 Squadron. It flew from an RAF base in Singapore to photograph a jungle area near Johor, Malaysia, thought to contain Communist guerrillas. 

The last non-operational flight of a Spitfire in RAF service involved a Mk 19, and occurred on June 9, 1957, when the airplane participated in a temperature and humidity test. This was also the last known flight of an RAF piston-engined fighter.

A restored Spitfire in flight. [Courtesy: Royal Air Force]

Legacy

The Spitfire was the most strategically important British single-seat fighter of World War II. More Spitfires were built than any other British combat aircraft before or since World War II —some 20,350. Additionally, the Spitfire was the only British fighter to be in continuous production before, during and after World War II.

The aircraft was produced in more variants than any other British aircraft. These included the prototypes, those powered by various Merlin and Griffon engines, the high-speed photo-reconnaissance variants and those with several different wing configurations. There were 6,487 MkVs built (more than any other type), followed by 5,656 Mk IXs. 

Different wings, featuring several different weapons, were fitted to most marks – the A wing had eight 7.7 mm machine guns; the B wing had four 7.7 mm machine guns and two 20 mm cannon; the C (or universal) wing could mount either four 20 mm cannon or two 20 mm and four 7.7 mm machine guns; and the E wing had two 20 mm cannon and two 12.7 mm machine guns. 

Throughout the war, designers continued to improve the Spitfire’s speed and armament. However, its limited fuel capacity restricted the airplane’s range and endurance, except in the dedicated photo-reconnaissance role, when its guns were replaced by extra fuel tanks.

FLYING Classics thanks BAE Systems, Encyclopedia Britannica, historyhit.com, the Imperial War Museum, the Royal Air Force and the Royal Air Force Museum for information and photos that contributed to this article. 

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