x planes

P-51 racers Voodoo, Strega and Precious Metal

art by the mighty speedbirds

sunday fantasy #116: Antony Villain, from the Speedbirds book

Schneider Trophy special: Epilogue: The final word on speed

Italian test pilot Warrant Officer Francesco Agello, in the Macchi MC.72, 1934

After initial disappointment when the craft was unable to compete in the 1931 Trophy - which Britain went on to win permanently - Agello set an absolute speed record of 440mph (709 km/h) on 23rd October 1934.

The MC.72 had claimed the lives of two pilots back in 1931. Agello was left as the only qualified pilot after his comrade, Lieutenant Stanislao Bellini, died in a (different) training aircraft in 1933.

This record remains the fastest speed ever attained by a piston engine seaplane. After the flight, the MC.72 was never flown again.

(art from Speedbirds. thanks)

Schneider Trophy special: Cowes, 1929

The oddest and most unconventional contender - probably for any aerial competition - was the Piaggio-Pegna PC.7. Instead of floats, Piaggio went with hydrofoils - hoping this would reduce drag and weight.

The aircraft was intended to float deep in the water, with the wings resting on the surface (whether the photo above shows the prototype resting ‘naturally’ is unclear). The engine had an extra shaft and clutch controlling a water-screw at the back. The plan was for the aircraft to first operate using the water-screw and a lower rudder - like a boat. As it gained speed, the hydrofoils would generate lift and raise the aircraft, clearing the main engine/propeller above the water. The pilot would then switch to conventional controls, and the main engine clutch would be engaged…

The PC.7 never flew. Although theoretically possible, the control/clutch configuration would have required a pilot with more than two arms..

(art by Speedbirds. thanks)

Schneider Trophy special: Cowes, 1929

Savoia Marchetti produced the radical S.65, and it was the focus of attention when it arrived in Britain. It had begun flight trials in mid-1929, but there were many problems. The principle one was of heat. Despite the aircraft having radiators covering almost the entire surface of the wings, both 1,500hp engines could not be run at the same time while the aircraft was on the ground.

Another issue was that the pilot sat directly on top of the engines, and had to keep his legs together to avoid touching the inner surface of the oil coolers. The aircraft was withdrawn from the competition, but testing for the 1931 competition continued..

(art by Speedbirds. thanks)

Schneider Trophy special: Cowes, 1929

American government interest in the Trophy had pretty much vanished after the 1926 defeat at Hampton Roads. It was left to Navy Lt-Cdr Alford “Al” Williams to try and carry the torch for the US. He planned to enter (and fly) a biplane in the 1927 competition, but engine and float problems forced his private backers to withdraw, as a victory could not be guaranteed.

A similar sequence of events happened in 1929. His pretty mean looking Mercury floatplane, was designed and built in secret by the US Navy, who agreed to provide the transport and crew if the aircraft could beat the world speed record at that time. Unfortunately, it could barely even get off the ground. This was the final roll of the dice for America.

(art from Speedbirds. thanks)

Schneider Trophy special: Venice, 1927

The Italians refined and developed the Macchi M.39 that won in the US the previous year, and designated it the M.52. Fiat attempted to improve on the previous AS.2 engine, designing it to reach 1000hp, and designated it the AS.3. Three aircraft and five engines were then built..

(art via Speedbirds. thanks)

Schneider Trophy special: Baltimore, 1925

In 1924, the Trophy was put on display in New York, and America began preparations for that years competition.

Then in an unprecedented display of sportsmanship, following Italy and Britain’s withdrawal due to incomplete aircraft, the US decided to postpone the competition until the following year.

With this two year gap, monoplanes began to be submitted for the first time since 1914.

Italy’s entry was the cantilever-winged M.33. They had purchased two engines from the US in the previous year, and one of them sat on struts, just above the pilot. The aircraft finished third, well off the pace, but the Italian spies were busy this year, surveying the competition. Italy would be back..

(art again via Speedbirds. thanks)

Schneider Trophy special: Naples, 1922

Italy were now just one win away from keeping the Trophy. One of their new aircraft was the Savoia S.51, incorperating a sesquiplane (“one-and-a-half wings”) construction, with each top wing 10ft longer than the lower wing. It capsized during floatation tests and, against the rules, the Italians recovered it and it rejoined the team..

(art again via Speedbirds. thanks)

Schneider Trophy special: Venice 1921

More rule changes happened again this year. The aircraft had to be fully-loaded and moored for a period of time before the race, to check general seaworthiness. This was an attempt to stop the participation of specially built, stripped-down racing ‘freaks’. Entrants also had to pay, as well as a fee, a 5000F registration deposit, to discourage meaningless entries.

The Italians prepared 16 different entrants - of 7 different designs. The only other nation, France, submitted one. Some people may see where this is heading..

Only three aircraft managed to start the race, and they were all Italian - two Macchi M.7s, and one Macchi M.19. The M.19 caught fire on the 12th lap - both crew escaped (it was the only two-crew aircraft that ever flew in the competition). The leading M.7 ran out of fuel only a mile from the finish, leaving the slowest aircraft, piloted by Giovanni de Briganti, to win the race, averaging 117.9mph (189.7km/h)

One of the aspects of the trophy that captured the world’s attention was the rule that the Trophy would be permanently kept - i.e won outright, forever, finished, finito - by any nation who won it three times in five years. With back-to-back wins, Italy were closing in…

(art again via Speedbirds. thanks)

Schneider Trophy special: Venice, 1920

The Trophy changed considerably in 1920. Great Britain was in the middle of an economic downturn, and submitted no entrants. The French and US were concentrating their attention on the land-based Gordon Bennett Cup race. The French submitted one entry, but withdrew due to transportation problems.

The Italians also pushed through a change in the rules, so that aircraft had to carry 660lb (300kg) of ballast. This favoured the larger Italian aircraft, but they also had a point: Jacques Schneider had created the Trophy to promote the development of passenger seaplanes (this author would have possibly advised him not to have made his competition a race..)

After a series of Italian mishaps and mechanical failures, the only aircraft ready to fly was a Savoia S.12, piloted by Lt. Luigi Bologna. He completed the course with an average speed of 102.7mph (175.6km/h)

(art taken from the Speedbirds book. thanks guys)

The Schneider Trophy: An xplanes special

Over the next week or so, I’ll be focusing on the Schneider Trophy - a seaplane competition held between 1913 and 1931.

As well as the links provided, there is a wealth of on-line and off-line articles that describe this beautiful and important period of aviation (far better than I). I’ll be listing all this shortly.

Artwork will be mostly courtesy of the Speedbirds team.

Cheers.

Andrew B
sunny London town, 2009

Caudron c561
(via speedbirds)

sunday fantasy #13: Speedbirds/Antony Villain