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Aviation History
1931
1931 - 1008.PDF
FLIGHT, SEPTEMBER 18, 1931 test, did not receive one. This latter deprecated thisaction, and announced his intention of confiscating the watch sent for the pilot who was not a member of theteam. He took it, examined it, and then opened the back. Therein he found an inscription, which made himclose the offending timepiece hurriedly and hand it back with the announcement that evidently such a watch wasnot meant for him. ... It read: " Warranted to work under water.''! On Saturday night a dinner was held on board, osten-sibly to replace the Schneider Banquet which was to have been held after the race. This was really a completefiasco, and degenerated into nothing more or less than a badly-organised informal dinner. The dining room washalf empty, and no attempt was made to gather the guests together into the central part. Distinguished personageswho should have been there were not, and, although several foreigners were asked as guests of the club, yet theChairman did not even make a short speech of welcome to them ; nor did he make some public acknowledgment ofthe gratitude which the -Royal Aero Club and all its mem- bers felt toward Lady Houston for the magnificent partshe has played in making this year's contest possible. Sunday dawned bright and clear, and there was everyprospect of being able to fly off the race. It had been announced that this would not be possible until some timeafter noon, owing to the difficulty of clearly the course adequately, and, as it turned out, this was what was done. The scene was really a memorable one. The decks ofthe Homeric were crowded, and somehow the thrill of expectation permeated everyone. They realised that in allprobability they were about to witness the last of an historic series of races for the Schneider Trophy, and that,coupled with the anticipation of prodigious speeds, gave the whole gathering a somewhat suppressed air of excite-ment. It was really one of the most glorious mornings we have had this year, and sitting on deck watching thespeed boats dashing in all directions, urging many mis- handled small-craft into their proper anchorages, was aspleasant a way of spending the time as one could wish. A little before 11.0 a.m. several of H.M. Sloops camedown the Solent, and went out to various points in Spit- bead, flying the Keel Mug, which denoted that the coursewas being closed to ordinary traffic. The Isle of Wight ferry steamers, which were crossing about this time, wereheld up and told to anchor, and thereby obtained an un- premeditated, but excellent, view of the subsequent pro-ceedings, while all other unauthorised shipping was politely, but firmly, ushered out of the way to safeanchorages. The weather could hardly have been better. The skywas not cloudless, but at the same time the predominant race had started. FRENCH REPRESENTATIVES WATCH SCHNEIDER: On board a patrolboat during Boothman's flight. From left to right: M. Robert of the Bernard firm, M. Vasselin (Dewoitine), M. Vanker (Lorraine), M. Mary (Nieuport-Astra), andM. Salusse (Lorraine). (FLIGHT Photo.) INTERNATIONAL INTEREST IN SCHNEIDERCONTEST: Left to right—Captain von Hoeppner, Presi- dent of the German Aero Club ; Prince Bibesco, Presidentof the F.A.I.; and Herr F. Sicbel, of the Klemm company. note was a preponderance of blue sky and bright sun-shine. The visibility was excellent, and there was even- prospect of conditions improving even further. One of thematters of most importance for flying such aircraft as the S.6B.'s is the state of the sea. This must be sufficientlyruffled to enable the pilot to see the surface easily, while at the same time it must not be too rough, as even aslight swell makes both the take-off and landing almost impossible. Equally, the surface of the sea must not beglassy or oily, for under these conditions it is almost impossible for the pilot to gauge his height for landing,and a crash is extremely probable. Sunday was, however, admirable, though as the daydrew on the fear grew that the sea would become tco rough, for the wind was continually freshening. However,it remained sufficiently low to make the flight possible, ami at 12.15 p.m. the B.B.C. broadcast began from the end ofKyde pier. It was announced that further information would be given at intervals of 15 min.Actually, the announcer, Sqd. Ldr. Helmore, was caught napping, for he gave out that at 1.15 p.m. he wouid againswitch over, and that the starting gun might be expected to go off any minute after that. In point of fact, it wentalmost before he had finished speaking, and very few people around the course could have realised that theThe gun was fired from H.M.S. Medea, a sloop which was anchored right tipon a line between Calshot Spit light vessel and West Cowes. Those inthe Homeric were so far away that only possession of the most powerfulglasses enabled one to see the take- off. As it was, we ourselves werelucky, and were actually looking at the Medea as the gun was fired, andwere able to pick up Fit. Lt. Booth- man before he was into his stridefor the first take-off. We had followed the progress oithe three pontoons bearing the two S.6B.'s and the S.6A. when theycame out and anchored earlier in the morning, and therefore knew exactlywhere to look for the first machine A great deal of disappointmen Lwas felt that Fit. Lt. Boothman would, with any luck, be the onlypilot to fiy round the course, bui this was tempered with the realisation that we should most probably witness a record-breaking flight,which would startle the world with a speed far in advance of thatobtained during the previous con- test in 1929. We were not wrong,and long before Fit. Lt. Boothmm really settled down it was realisedthat once again British aircraft and engines were going to show anadvance on previous performance 946 Ml 1
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