Supermarine S6B

The Supermarine S.6B is a British racing seaplane developed by R.J. Mitchell for the Supermarine company to take part in the Schneider Trophy competition of 1931. The S.6B marked the culmination of Mitchell's quest to "perfect the design of the racing seaplane" and represented the cutting edge of aerodynamic technology for the era.

The S.6B was last in a line of racing seaplanes to be developed by Supermarine, following the S.4, S.5 and the S.6. Price 1977, p. 11. Despite these predecessors having previously won the Schneider Trophy competition twice, the development of the S.6B was hampered by wavering government support, which was first promised then withdrawn, and then given once more after a high-profile public campaign encouraged by Lord Rothermere and backed by a substantial donation by Lady Houston. Once government backing had been secured, there were only nine months before the race, so Mitchell's only realistic option was to refine the existing S.6, rather than attempting a new design.

The principal differences between the S.6 and the S.6B were the increased power of the Rolls-Royce R engine and redesigned floats: minor aerodynamic refinements typically aimed at drag reduction were also made. A pair of S.6Bs, serials ''S1595'' and ''S1596'', were built for the competition. Flown by members of RAF High Speed Flight, the type competed successfully, winning the Schneider Trophy for Britain. Shortly after the race, S.6B ''S1596'', flown by Flt Lt. George Stainforth, broke the world air speed record, attaining a peak speed of 407.5 mph (655.67 km/h).

Development

Financing

Despite the Prime Minister Ramsay MacDonald's pledge that government support would be provided for the next British race entrant immediately after Britain's 1929 victory, official funding was withdrawn less than two months later following the Wall Street Crash; the official reason given for the withdrawal that the previous two contests had collected sufficient data on high speed flight, so further expenditure of public money was unwarranted. Andrews and Morgan 1987, pp. 194–195. A further rationale given for the government's revised position was that that original purpose in pioneering high speed seaplanes had been satisfied by this point.Anderson 2018, pp. 131–132. A committee established by the Royal Aero Club, responsible for organising the 1931 race, and which included representatives from both the aircraft and aero engine industries, was formed to discuss the feasibility of a privately funded entry, but concluded that not only would this be beyond their financial reach, but that the lack of the highly skilled RAF pilots of the High-Speed Flight would pose a severe problem.

The withdrawal of backing resulted in enormous public disappointment: having won two successive races, a British victory in a third race would secure the trophy outright. As ever active in aviation affairs, Lord Rothermere's Daily Mail group of newspapers launched a public appeal for money to support a British race entrant; in response, several thousand pounds were raised. Lady Houston publicly pledged £100,000.Anderson 2018, p. 132.Ferdinand Andrews and Morgan 1981, p. 8. The British government also changed its position and announced its support for an entry in January 1931; however, by this point, there were less than nine months left to design, produce and prepare any race entrant. The RAF High Speed Flight was reformed while Mitchell and Rolls-Royce set to work. Winchester 2005, p. 238.

Redesign and refinement

Mitchell, with limited time to prepare an entry, knew that there was not enough time left to design a new aircraft from scratch. The obvious means of improving the S.6's performance was by obtaining more power from the R-Type engine. Engineers at Rolls-Royce had managed to increase the available power of the engine by 400 hp (298 kW), enabling it to now provide up to 2,300 hp (1,715 kW); however, this level of performance was only guaranteed for a short time. To improve the engine performance, the use of an exotic fuel mix was necessary, as well as the adoption of sodium-cooled valves. Instead, he refined the design of the existing Supermarine S.6, the new variant being referred to as the ''Supermarine S.6B''. Mitchell retained the majority of the S.6's design, his efforts being principally focused on improving the prospective aircraft's heat dissipation; speaking on a radio broadcast, he later referred to the S.6B as a "flying radiator". Mitchell decided to use the aircraft's floats as an additional radiator area; these were longer than those of the S.6, their design being supported by a series of wind tunnel tests performed at the National Physical Laboratory, which was also an area in which government support was helpful to the project. The floats were extended forward by some three feet (0.9 m); while longer than their predecessors, they were streamlined and had a smaller frontal area.

Other modifications to the airframe design were mostly limited to minor improvements and some strengthening in order to cope with the increased weight of the aircraft.

Operational history

Competition and records

Although the British team faced no competitors, due to misfortunes and delays suffered by other intending participants, the RAF High Speed Flight brought a total of six Supermarine Schneider racers to Calshot Spit on Southampton Water for training and practice. These aircraft were: S.5 serial number ''N219'', second at Venice in 1927, S.5 ''N220'', winner at Venice in 1927, two S.6s with new engines and redesignated as S.6As (''N247'' that won at Calshot in 1929 and S.6A ''N248'', disqualified at Calshot in 1929), and the newly built S.6Bs, ''S1595'' and ''S1596''.

For the competition itself, only the S.6Bs and S.6As were intended to participate. The British plan for the Schneider contest was to have ''S1595'' fly the course alone and, if its speed was not high enough, or the aircraft encountered mechanical failure, then the more-proven S.6A ''N248'' would fly the course. If both ''S1595'' and ''N248'' failed in their attempts, then ''N247'', which was planned to be held in reserve, would be used. The S.6B ''S1596'' was then to attempt the world air speed record. During practice, ''N247'' was destroyed in a takeoff accident, resulting in the death of the pilot, Lieut. G. L. Brinton, R.N., precluding any other plans with only the two S.6Bs and the sole surviving S.6A prepared to conduct the final Schneider run.

On 13 September 1931, the winning Schneider flight was performed by S.6B ''S1595'', piloted by Flt. Lt. John Boothman, having attained a recorded top speed of 340.08 mph (547.19 km/h) and flown seven perfect laps of the triangular course over the Solent, the strait between the Isle of Wight and the British mainland."Supermarine S6 and S6B."
'' BAE Systems, Retrieved: 28 May 2019. Seventeen days later, another historic flight was performed by S.6B ''S1596'', flown by Flt Lt. George Stainforth, having broken the world air speed record by reaching a peak speed of 407.5 mph (655.67 km/h). Price 1977, p. 12.

Legacy

The performance of the S.6B and its forerunners caused Mitchell to be recognised as a great designer of performance aircraft.Anderson 2018, pp. 132–133. The S.6B has been hailed as giving the impetus to the development of both the Supermarine Spitfire fighter aircraft and the Rolls-Royce Merlin engine that powered it. Neither Mitchell nor Supermarine would produce further racing aircraft for successive competitions as work on the development of a new fighter aircraft at the British government's behest had taken precedence.Matthews 2001, p. 45.

Only 18 days after the S.6B's Schneider triumph the British Air Ministry issued Specification F7/30, which called for an all-metal land-based fighter aircraft and sought innovative solutions aiming at a major improvement in British fighter aircraft. The Ministry specifically invited Supermarine to participate. Accordingly, Mitchell's next endeavour after the S.6B was the design of the company's submission to meet this specification, designated the Type 224.Anderson 2018, pp. 134–135.Ferdinand Andrews and Morgan 1981, p. 211. While the Type 224 was a disappointment and was not selected for production, Supermarine's next project led to the development of the legendary Spitfire.Anderson 2018, pp. 137–138.

The outstanding performance of the S.6B had drawn the attention of not only British military officials and aircraft designers, but internationally as well, influencing new fighter projects in, amongst other nations, both Nazi Germany and the United States.

Aircraft on display

After the completion of the record-breaking flights, both S.6Bs were retired. The Schneider Trophy winning S.6B ''S1595'' was donated to the Science Museum in London, where it is displayed in an unrestored state.

The ultimate fate of ''S1596'' is presently unknown. For a short period of time, ''S1596'' did undergo testing at the Marine Aircraft Experimental Establishment (MAEE) at Felixstowe. Green 1967, p. 744. Until the 1960s, S.6A ''N248'' was displayed incorrectly as ''S1596'' at Southampton Royal Pier as a visitor attraction."Royal Pier, Southampton, Hampshire."
''The Heritage Trail'', 1998–2008. Retrieved: 17 September 2009.

Operators

;
* Royal Air Force
** High Speed Flight

Specifications (S.6B)

See also

References

Notes

Bibliography

* Anderson, John D. Jr
"The Grand Designers."
''Cambridge University Press'', 2018. .
* Andrews, C.F. and E.B. Morgan. ''Supermarine Aircraft since 1914, 2nd edition''. London: Putnam, 1987. .
* Bader, Douglas. "Fight for the Sky: the Story of the Spitfire and the Hurricane." ''Doubleday'', 1973. .
* Ferdinand Andrews, Charles and Eric B. Morgan. "Supermarine aircraft since 1914." ''Putnam'', 1981. .
* Green, William, ed. "Supermarine's Schneider Seaplanes." ''Flying Review International'', Volume 10, No. 11, July 1967.
* Lionel Robert James, Cyril. "Letters from London: Seven Essays by C.L.R. James." ''Signal Books'', 2003. .
* Matthews, Birch
"Race with the Wind: How Air Racing Advanced Aviation."
''MBI Publishing Company, 2001. .
* McKinstry, Leo. ''Spitfire – Portrait of a Legend''. London: John Murray, 2007. .
* Nichols, Mark, ed. ''Spitfire 70: Invaluable Reference to Britain's Greatest Fighter'', ''Flypast Special''. Stamford, Linc, UK: Key Publishing, 1996.
* Price, Alfred. ''Spitfire: A Documentary History''. New York: Charles Scribner's Sons, 1997. .
* Robertson, Bruce. ''Spitfire: Story of a Famous Fighter''. London: Harleyford, 1962. .
*
* Spick, Mike. ''Supermarine Spitfire''. New York: Gallery Books, 1990. .
* Stephens, Philip H. ''Industrial design: a practising professional.'' Hard Pressed Pub., 2002. .
* Winchester, Jim. "Supermarine S.6B". ''Concept Aircraft: Prototypes, X-Planes and Experimental Aircraft''. Kent, UK: Grange Books plc., 2005. .

External links

RJ Mitchell: A life in aviation, 1931 Schneider Trophy, Cowes

16mm B&W Newsreel footage of 1931 Schneider Trophy

"The Supermarine S.6b", ''Popular Mechanics'', December 1931, complete detailed cutaway drawings of S.6B

Photo walk around by Don Busack of the actual Schneider Trophy winning Supermarine S.6B displayed at the Science Museum, London.


''Flight,'' 2 October 1931, pp. 981–982.

Further information about a replica S.6B
at the Planes of Fame Air Museum, Chino, California

{{Supermarine aircraft

1930s British sport aircraft
Aircraft first flown in 1931
Floatplanes
Low-wing aircraft
Schneider Trophy
Single-engined tractor aircraft
S.6B