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The Greatest Seaplane Contest
Jacques Schneider Cup Won
for Second Time by United States
From Aviation, November 2, 1925
The most interesting race ever held in the United States was
the contest for the Jacques Schneider Cup held at Baltimore
on Oct. 26, which was won by Lt. James Doolittle of the Air
Service at the astonishing speed of 253.573 m.p.h.
As will be seen from the comparative figures the increase
is even greater than was thought to be possible with seaplanes.
Further comparisons will show how remarkable thsi speed is.
Last year, Lt. George Cuddihy set a new world's record for
3 km. at 188.82 m.p.h., which is 43.753 m.p.h. slower than
Lt. Doolittle's speed for the 350 km. course. Early this year
Henry Biard in the Supermarine-Napier S4 Monoplane "mystery
ship" set a new world's speed record for 3 km of 226.7
m.p.h. or 5.873 m.p.h. under Lt. Doolittle's time for the
entire 350 km. Schneider Cup course.
Gloster-Napier III makes Fine Showing
Turning to the winner of second place, Capt. Hubert S. Broad,
in the Gloster-Napier III and making comparisions, a most
intereseting as well as promising performance will be noted.
When it is considered that the Gloucestshire Aircraft Company
has specialized on land planes exclusively and has only built
seaplanes for these races and that this was its first appearance
in seaplane races, the speed made is almost as impressive
as that of the winner. The speed for teh 350 km. for Captain
Broad was 199.169 m.p.h. This shold be compared with the 1923
British entry at Cowes where Capt. H. Biard in a Supermarine
"Sea Lion III" made a speed of 157.17 m.p.h. It
will be seen tht British seaplane design has in the two years
that have elapsed since the last race, increased the British
speed for teh race, 42.059 m.p.h. It is proper also to note
that the speed is also faster by 21.789 m.p.h. than that made
by Lieutenant Rittenhouse, the American winner at Cowes in
1923 and 10.349 m.p.h. faster than Lieutenant Cuddihy's speed
at Baltimore last year when the course was flown, but not
in competition. It will be seen that the Gloster-Napier entry
this year made a speed that would have won any other Schneider
Cup race and would have boken all previous world's records.
Flying Boat Speeds Exceeded by Macchi
The Macchi flying boat entry that finished third, piloted
by Giovanni de Briganti also made an impressive showing when
its speed of 168.444 is considered by making comparisons with
previous flying boat records. It is well to remember that
before the Curtiss pontoon type of racing seaplane astonished
Europe at Cowes in 1923, the flying boat was considerd the
only type of seaplane that could withstand the navigability
watertightness and speed requirements of the Schneider Cup
contest. Therefore, it will be seen that the Macchi monoplane
flying boat this year exceeded the speed of the British Supermarine
aircraft of the same type in 1923 by 11.274 m.p.h. It was
22.444 m.p.h. faster than the British seaplane winer at Naples,
Italy, flown by Captain Biard in 1922, and 51.044 m.p.h. faster
than a flying boat of Macchi manufacture, that won at Venice
in 1921. On the second lap of the race at Baltimore, de Briganti
went several miles out of his course through a misunderstanding
of the location of the stake boat which reduced his true speed
for the course. It will therefore be evident that the Macchi,
although it appeared to have been a poor third, was in reality
achieveing a great triumph for the flying boat type of aircraft.
Comparisons Show Progress
It is only when the race is considered by comparisons such
as the above that the real signiciance of this year's competition
can be understood, and it has therefore been discussed before
a description of the race was given.
Going back to the preliminaries of the pseed section of the
race, the events of the morning of Monday, October 26th, should
be recorded in detail for they had an important bearing on
the final results in the race. Bert Hinkler, the reserve pilot
of the British team had been given an opportunity of making
his navigability test on the morning of the race, the delay
being caused by weather conditions. While this delayed start
was protested by the Italian team informally, the Contest
Committee decided to permit the trialandconsider the validity
of protests later. Previously, the Italian pilots, as will
be seen in the account of the Friday navigability tests had
shown their excellent sportsmanship by agreeing to waive technicalities
and permit Hinkler to postpone his trial until Saturday mourning,
but when two days went by they foresaw a possiblity of complications
arising in the future by the precedent, and wished to have
a definte ruling madewhich would make the competition fair
for all entrants.
Winkler Encounters Rough Water
At daybreak, Hinkler, for the third time started the course.
The Contest Committee, judges, and stake boats had shown their
desire to do everything possible for teh contestants by being
at Bay Shore Park, where the meet was held, and in their positions
for the third morning. In some cases it is required that members
of the Contest Committeee leave Baltimore at 3 a.m. The gale
of Sunday had moderated but Chesapeake Bay was still being
ruffled by the waves that had wrecked 17 Navy Seaplanes, the
day before. The visibility was very low also, but as soon
as it was light enough to see the markes, Hinkler in his reserve
Gloster-Napier was slid down the runway into the water. As
he was required to fly the five mile course twice, land twice
and taxi two stretches of half a mile each before being moored
for a six hour watertightness test, all before 2:30 p.m. he
figured that he would have only until 7 a.m. to make the preliminary
flights.
The small protected water area near the shore was mooth enough
and he took off easily and flew out about a mile to the starting
line. There he saw that the water was very rough but rather
than be considered a "quitter" he landed. The boats
that had gone out to observe his test were rolling heavily.
He made a perfect landing but as he skimmed the waves the
seaplane got one or two bad shocks which bent one of the struts
making the undercarriage structure collapse. The fuselage
sank down and was supported by the cross members between the
floats. Hinkler sat in his cradle, dishearteded because of
his hard luck, until he was picked up and his plne towed back
to the hangers by a gig from the Navy tender Shawmut. Rhis
accident had scrateched the second of the three British entries.
One Macchi Has Engine Trouble
By ten o'clcok, all the remaining contestants were testing
their motors and getting their planes in readiness for the
afternoon race. No difficulty was experienced by the three
American Curtiss planes, nor by Captain Broad with his Gloster-Napier
III, but when the Macchi engines, (Curtiss D12s) were started
ti was seen immediately that one was not functioning properly.
As the rules of the race required that all engines be sealed
at the time of the navigability trials and no repairs or adjusments
can be made to either planes r motors, there was a great bewailing
of their misfortune by the Italian party. Riccardo Morselli
who had become very popular by his quite and unassuming manner
and who was to ilot the flying boat, the engine of which had
gone wrong, went to the hangar and could not hold back the
tears, his sorrow was so great over losing his opportunity
to compete. As the plane would have been disqualified had
the engine been adjusted, the Italian team left it to its
fate and gave its full attention to the remaiing Macchi entry.
For this reason, the casue of the engine trouble was not determined
but undoubtedly it was ignition difficulties, possibly spark
plugs or magnetos.
If either or both of these two unfortunate planes had remained
in the race the order of the finish of the race for second
and third place might have been changed. The five remaining
planes were put in the water about two o'clock and prepared
for the start.
Perfect Weather
The weather was ideal for the race. The surface of the waters
off Bay Shore when the starting gun was fired at 2:30 p.m.
was choppy. The sun shone brightly and glistened on the shining
planes.
A squadron of Navy planes flew in formation over the heads
of the spectators. Lt. Frank H. Conant, alternate Navy pilot
for the Schneider Cup Race, thrilled the thousands with spectacular
stunts in the pursuit plane used in the trip to Baltimore
by Lt. Cyrus Bettis, winner of the Pulitzer Air Race at Mitchel
Field a few weeks ago. The TC-5, a United States Army airship
from Aberdeen, soared over Bay Shore like a majetic silver
fish. Furing the race the blimp hovered motionless near the
starting line.
Among the first to arrive were Louis Bregeut, of Paris, vice-president
of the French airplane corporation that bears his name; C.
M. Keys, president of the Curtiss Company; Glenn L. Martin,
inventor of the Martin bomber and Grover Loening, president
of the Loening Engineering Company. They were soon followed
by Maj. Gen. Mason M. Patrick Chief of the Army Air Service.
In his party were Colonel and Mrs. William E. Gilmore, Lieut.
Donald Duke, aide to General Patrick; Mrs W. A Moffet, wife
of the chief of the navy Bureau of Aeronautics, and her daughter,
Miss Jeanette Moffett.
All the members of the teams with the designeres of the planes
were busily engaged while the crowd that had swelled to about
five thousand crowded to the pier.
Lieut. Cyrus Bettis, winner of the Pulitzer Race this year
roamed through the crowd. He as in flying clothes, ready at
the instant to replace Lt. Doolittle in an emergency. In fact
for several days Bettis had practiacally played the part of
mechanic to Doolittle. It was remarked by many of the visitors
that these two lone Air Service representatives surrounded
by Navy pilots, mechanics and ground crews, were more observed
by thir businesslike modest bearing than any of the other
flyers.
About noon two men walked slowly into the hangar area. Neither
was cognizant of the others presence; neither was in uniform.
As they strolled about the crowd, interested in the arrival
of the army "blimp" TC5 and a parachute jump a short
distance inland, paid no attention to them.
Distinguished Visitors
One of the men, in a brown fedora and a heavy overcoat approached
a sailor and asked directions to the hanger where lay the
wrecked Supermarine Napier, with which the British had hoped
to win the race. The sailor snapped a salute. His action drew
attention to the group. There was a rush to shake hands and
congratulate Commander JOhn Rogers.
When Commander Rodgers saw the other man, Lieut. C. M. Shur,
United States Navy, who accompanied MacMilan on his recent
trip to the Arctic and effort to reach the north pole by airplane.
Commander Rodgers and Lieutenant Schur spent an hour together
"comparing climates."
The lanuching of the seaplanes proceeded with no excitement.
The winning plane was the first to be launched. The two Navy
planes soon followed. The British plane then was pushed into
the water. Some time after this the Italian plane went in.
The Start
The conditions of the course had by this time become as nearly
perfect as could be desired, the water was choppy, but not
rough, the wind from the right direction and the early morning
haze had burned off. Promptly at 2:30 Lt. Doolittle left the
hangar position and taxied to the starting line. As he reached
rougher water, spray was thown up on all sides making it appear
that he was going to have difficulty in taking off. He was
allotted the five minute period from 2:35 to 2:40 in which
to take the air after taxiing across the line. Just in mid-time
he gave his engine the throttle and made a perfect take-off.
At five minute intervals he was followed by the Captain Broad
in the Gloster Napier III, and Lts. Cuddihy and Ofstie in
their Curtiss racing seaplanes. Giovanni de Briganti followed
in hsi Macchi flying boat. All made their take-offs easily
before their time periods had expired. The low hung monoplane
wings of the Macchi, having only a two foot clearance above
the water, gave the crowd a thrill by its long run before
taking the air, but de Briganti handled his seaplane masterfully.
By this time "Jimmy" Doolittle had become teh hero
of the crowd. He had made his first lap in 223.157 m.p.h.
from a taxiing start. His flying was just what was to have
been expected from the pilot who always gives at meets in
his PW8 an exhibition of stunt flying that excites the greatest
admiration. He cut the pylons at almost a vertical bank with
his engine apparently running full-out. The only other pilot
that ventured to make such tight tunes was de Briganti, who
of course was not flying at such a high speed. Those in the
Judge's enclosure that knew how easily a pilot could, by making
such a turn lose consciousness, marveled at Doolittle's judgement
in roudning the pylons so perfectly that he was able to keep
his head clear every moment.
An Exciting First Lap
With a new wold's record in sight all eyes watched the British
contender, Captain Broad. When his time for the first lap,
194.275 m.p.h. was announced, it was felt certain that barring
accident, the Schneider Cup would remain in the United States
another year. With Captain Broad off on his second lap, the
interest centered on Lt. Cuddihy, for the rivalry between
him and Lt. Doolittle was the topic of greatest discussion
for several days before the race. When his time of 211.590
m.p.h. was announced, the Navy contingent became silent and
sad. A few minuted later, when Lt. Ofstie roared past, new
courage came to the Navy partisans, only to be lost when 207.959
m.p.h. was marked up. Both Navy pilots appeared to be taking
their turns very wide and not flying as direct a course as
Doolittle.
At this point it should be mentioned that Lt. Ofstie was
flying the famous "dogship" with the "oiless"
engine in which the widely advertised time of 302 m.p.h. was
made by Lt. Al Williams in one of those preliminary dashes
that usually turn out to have wind and other elements mixed
with speed. When te two engines for the Pulitzer races reached
Garden City, Bettis and Williams flipped a coin for teh choice
of engines. Williams won and the Navy chose the engine that
it considered the better. It was this engine that was flown
by both Lt. Williams in the Pulitzer Race and Lt. Cuddihy
at Baltimore. Lt. Doolittle was flying Lt. Bettis' Curtiss
converted racer that won the Pulitzer Trophy.
Cuddihy and Ofstie Out
Toward the end of the race after it had become certain that
Lt. Doolittle, barring trouble would break all world's seaplane
records, up to 350 km., the onlookers were again brought to
a high pitch of excitement by the non-appearance of both Lts.
Cuddihy and Ofstie at their due times. As the minutes passed,
and no news came to the awaiting timers it beamce evident
that both were down somewhere around the circuit. It was soon
learned, however, that Lt. Ofstie had been forced down by
engine trouble while making his sixth lap around the course.
He landed five miles west of Huntingdon Point, the second
pylon on the route, and was towed to the BayShore hangars.
He was uninjured.
Lt. Cuddihy was compelled to abandon the race when the finish
line was almost in sight. We was just about to complete his
seventh and last lap when hsi motor became overheated through
loss of oil and took fire. He put out the blaze wth a small
extinguisher and made a good landing, uninjured. He was towed
to shore.
Doolittle Receives Great Ovation
By this time, Doolittle had finished and as he rounded the
last pylon he zoomed up several thousand feet and everyone
who had seen him fly wondered if in his happiness over his
victory he was going to do some of his usual stunts. But he
soon came down, made a perfect landing, and was towed to the
ier and received the applause of the thrilled spectators who
had seen as wonderful and exhibition of speed flying as hasever
been witnessed in this country.
General Patrick, his wife and a host of friends, including
the downcast Navy group, gave him a greeting that he will
long remember.
De Briganti Becomes Rescuer
When de Briganti crossed the finish line he continued on his
course instead of landing. It was thought at first that he
did not know that he had completed his final lap becuase of
a misunderstanding of signals and preparations were made to
inform him when he came over the Judges' stand again. Carl
Schory, the excellent Contest Committee representative secured
a large Italian flag and was ready to salute the Italian Ace
from a point of vantage with a wave of the flag and "Vive
d' Italie" in his best Italian. But the Macchi pilot
did not return. Later it was leanred that he had seen that
Cuddihy and Ofstie were down far out on the 31 mile course
and had gone to give them such assistance as he could render.
Meanwhile, both Navy pilots had been taken in tow. De Burunti
in searching for them ran out of gas and landed desiring to
indicate to rescurers the spot he thought the plane disappeared.
For this act of courtesy he was given an ovation when he
appeared in Baltimore later, after having been towed to Bay
Shore Park.
Broad is Congratulated
Captain Broad in his Gloster-Napier had flown a superb race.
His time for every lap was so nearly the same that only a
variation of two miles was shown. On his two fastest laps
he made a speed of 201.474 m.p.h. which will the British record
for 100 km. The Napier engine of over 700 hp. had functioned
perfectly through the 226.35 mi. course. As this is the first
seaplane race that the convereted Napier Lion engine was used
in, H. T. Vane, the managing director of D. Napier and Son
Ltd. who was present was congratulated warmly on all sides.
In fact everyone appeared to be extreamly happy over the
outcome of the race, except of course the representatives
of the Navy, headed by the gracious and ever helpful Lt. Comdr.
Homer C. Wick, Commanding Officer of Anacostia Naval Air Station
and representative of the Bureau of Aeronautics at Baltimore.
The designer of the winning plane, William Gillmore and Arthur
Nut the engine expert of the Curtiss organization were congratulated
on all sides. D. Longden of the Gloucesteshire Company and
H. P. Folland the designer of Captain Broad's racer were cheered
by the often expressed hope that they would come back next
year and again make the United States enter its very best
pilots and planes in competition for the premier international
trophy. The Italian team were too downcast over the withdrawl
of one of their entires at the last minute and the lack of
knowledge of the whereabouts of de Briganti to receive their
portion of the general congratulations until the eveing festivities.
General Patrick beamed on everyone with his happy smile.
With the Pulitzer Trophy and the Schneider Cupp added to the
list of achievements of his depearment, his appearnace of
delight could be well understood.
The captain of the British team Capt. C. B. Wilson and Col.
F. H. Derby, Chairman of the Race Comitte of the Royal Aero
Club, after spending days of waiting for the rain, wind and
fog to disappear, became the leaders of a group of Englishmenthat
radiated the spirit of infectious cheer.
In general design the Gloster and Curtiss racers were very
similar. They were both twin float seaplanes and to the causal
observer seemed very much alike. In the Curtiss racer the
fuselage filled the entire gap between the wings, while in
the Gloster a header tank for the water cooling system filled
in the considerable space between the fuselage and the top
wing. Viewd head on the Gloster looked like the smaller plane
and was very chuncky in appearance while the Curtiss gave
the same impression when viewed from the side. Both planes
with their extreamly small spans and short fuselage looked
top heavy and unstable on the water when compared to normal
seaplanes. This impression is more of an optical illusion
than an actual fact for by using a motor of high r.p.m. and
a metal propeller, the diameter of the propeller is no larger
than in planes of lower horsepower, and the hub which is the
governing factor in the height of h fuselage and wings is
no higher than in a torpedo plane.
Curtiss and Gloster Compared
Close scrutiny revealed the fact that the Curtiss racer, at
least externally was a much more finished product than the
Gloster. The pontoon struts for example on the Curtiss run
right in to the fuselage and the fittings are all on the inside
while on the rival plane the fittins were external and, though
streamlined, offered more resistance. Control surface horns
were external on the Gloster and internal on the Curtiss.
The Lamblin radiators on the Gloster were fitted on the lower
wings on both sides of the fuselage and though one of the
most efficient of racing radiators they certainly do not give
as clean an appearance as the wing radiators do. The Gloster
tail was braced with external wires two of which were not
even of streamline section. These and many other minor details
which the Curtiss engineers have worked out thorugh their
years of racing experience probably account for a good deal
of the difference in speed between the two planes. The duralumin
pontoonson the Gloster plane were certainly a beautiful piece
of work and externally at least they looked very simple in
construction.
The Macchi monoplane aroused much interested comment. It
was the most original plane which actually flew in the race
and the details were beautifully wokred out. The speed which
the only flying boat showed was very much lower than the pontoon
seaplanes but it must be remembered that it was considerably
heavier than any of the other competitors and that the Italian
plane was powered with one of the older types of Curtiss motors
which probably develop a hundred less horsepower than the
more recent models. It also used a wooden propeller. The handling
of the plane in the air was a revelation to most of those
present. The Italian pilot put the monplane in a vertical
bank on the corners and seemed to have perfect control at
all times. His turns at the home pylon were as sharp as those
of Lieutenant Doolittle. On the water, the flying boat seemed
to handle surprisingly well though the wings were so close
to the water that they would have been damaged by a really
heavy swell.
The Beautiful Supermarine
The Supermarine racer which was crashed during the preliminary
trials was one of the most interesting planes scheduled to
enter. In general outline it followed the Ferbois racer which
holds the world's speed record. The workmanship and finish
of the plane was very fine and in the air it was the most
graceful of the planes entered. Every one was disappointed
that it could not participate in the race.
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