Political bickering and outright opposition to the RAF's involvement in
the races hindered the build up to the 1931 race, which was again to be held
at Cowes. Within weeks, the Cabinet had vetoed the Service's participation and
withdrawn financial backing, leaving industry to finance and organise the
event. The government was not very happy about continuing to support a
national team, stating this 'was not in accordance with the spirit of a
sporting event' which might 'not inconceivably lead to diplomatic incidents.'
This decision angered the public, especially after Ramsey MacDonald's
proclamation in 1929. In a Cabinet memo written after the 1929 contest, it was
stated that the cost of participating in the 1927 and 1929 meetings was
£196,000 and £220,000 respectively.
The Air Ministry also objected to the use of its pilots, fearing that any
publicity given to the team members would not benefit Service morale. Also
against the RAF's participation was Marshal of the Royal Air Force, Sir Hugh
Trenchard. In his view he could see 'nothing of value in it', expressing the
opinion that high speed aircraft would nevertheless be developed without the
added distraction and cost of the Schneider Trophy.
At this point, a wealthy benefactor came to the aid of the Royal Aero
Club. Lady Lucy Houston, who had inherited her shipping magnate husband's £6m
fortune in the 1920s offered to pay £100,000 towards the cost of ensuring
British participation at the all important 1931 race. The government then
announced, in the way that government's do, that the RAF would be allowed to
defend the Trophy with Lady Houston's backing.
Lady Houston with guests at the 1931 Schneider Trophy
Such had been the length of time that the affair had been allowed to drag
on that only 9 months were left for the effort to be planned. This meant that
Supermarine and Rolls Royce only had time to refine the existing S6 airframes
and R-Type engines if they were to be ready in time. The R-Type's power was
increased by 400hp to 2,300hp. RJ Mitchell undertook strengthening work on the
S6's rear fuselage and floats. Two of these modified aircraft were ordered as
the S6B, and the existing S6 aircraft were brought up to the same standard and
designated as S6As.
Supermarine S6B - S1595 Piloted by Flt Lt Boothman
Over in Italy, Macchi were hard at work on a development of the M67, the
M72. Its Fiat-built engine was 11 feet long, had 24 cylinders, a capacity of
over 50,000 cc and rated at 2,850hp. This was connected to counter-rotating
propellers - a remarkable feature for the time. As with the previous race, one
of the Italian team was killed in test flying, but the engine was also proving
troublesome and the Italian team was forced to withdraw.
France, having missed the 1929 race, was intending to make the forthcoming
meeting, but again, a lack of materials, engines and the deaths of two test
pilots forced their withdrawal. Germany's planned design again failed to
materialise into a real aircraft and so it was left to the British to 'defend'
the Trophy against no opposition. This failed to deter the British public who
turned out in their thousands to see the RAF's hoped for victory. This would
be achieved if just one of the aircraft, 2 S6Bs and a single S6A, flew the
complete race distance.
The planned sequence of attempts was as follows; the first S6B, piloted by
Flt Lt John Boothman would attempt to improve on the winning time set by Flt
Lt Waghorn in 1929. In the event of this failing then Flt Lt Freddy Long in
one of the S6As would take to the air followed, if needed, by Fg Off Leonard
Snaith in the second S6B. Should either of the first two runs be successful,
then an attempt on the overall world speed record would be made by the first
S6B, this time piloted by Flt Lt George Stainforth. Only he and Sqn Ldr
Orlebar had remained on the Flight after the previous meeting.
The British Team for the Schneider Trophy 1931 (from left)
S1595 S6B piloted by Flt Lt Boothman;
N248 S6A piloted by Flt Lt Long
S1596 S6B piloted by Flg Off. Snaith
 
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