The following is an extract from a report on the work of the RAF's High
Speed Flight produced by Sqn Ldr Orlebar just after the 1931 contest:
Son Leader Orlebar with R J Mitchell
It was a pity that 12th September which had been fixed for the contest
should have produced such bad weather particularly at the end of the finest
week we had had, but it was a mercy that if it could not be fit it should be
absolutely hopeless. On the next day, when no one mentioned the date though
some of us realised it, we were lucky and Boothman flew over very steadily at
an average speed of 340.08mph. You could see from the [viewing] pontoon that
he was flying exactly according to program and it was a very good show to beat
the 1929 speed by twelve miles per hour in a machine that had had to go
through the gruelling new preliminary trials [each aircraft had to take-off
and land fully loaded prior to commencing its run] and on a programme that
allowed a wide margin of safety.
The British Winning Team for the 1931 Schneider Trophy
Those of us who had also been on the pontoons in 1929 found the suspense
much greater this year. There was no bustle and excitement this time in
watching other competitors starting and preparing our own later ones. And,
besides, there was the uncomfortable fear of the open water between West
Wittering and the Isle of Wight where a swell from the previous day was still
running enough to be a possible menace for a forced landing.
Still it was good to see Boothman making the machine do in every detail
what we had agreed in our long discussions she ought to do. Except for having
sometimes to avoid bad bumps over Southsea he flew each lap consistently on
the track we had drawn out though of course he did quite rightly not to force
her back on to it too quickly and so was of it for some distance. Indeed he
flew worthily of the other fellows who would have flown with him against
foreign competition, and I am sure he would want no higher praise. The opinion
has been expressed that the turns were not so good as in 1929 but perhaps that
impression came from their being less spectacular. In this case as so often
happens efficiency is not spectacular.
Flt Lt J N Boothman
When Boothman landed, N248 [the S6A] (Snaith) and S1596 [the second S6B]
(Long) were still standing by ready to race if necessary but of course they
were not needed, and we set about lightening the petrol load of S1596 for
Stainforth's first attempt on the speed record. He got 379mph [609.82 km/h]
but this record had to done quickly without any change of propeller from the
standard for the race. The same conditions had applied in 1929 and though the
advance on that year's speed was considerable we hoped for more.
There had been no time for practice or working out any details more than
very roughly, with the result that Stainforth had to make his approaches to
the course a long way outside it to be sure of not being disqualified for
diving on to the course. He therefore arrived at the most comfortable height
allowed on the course well away from it and had either to flatten out there
and lose the benefit of the dive or else continue the dive as close possible
and fly uncomfortably low on it. Being George of course he chose the latter
and as a result was sometimes forced to climb a little whilst on the course.
Thereafter up to the end of September, bad weather, the changing of
engines and difficulties in completing absolutely successful engine tests for
the higher power at Derby [the Rolls Royce factory] prevented any flying
except a propeller test with a standard engine, which ended in S1596 turning
over at low speed after landing. Stainforth had been wearing big shoes and his
right heel had jammed between the rudder bar and the foot rest when applying
full control to stop a swing on the valve. He was unhurt except for a small
cut on the nose, and the machine, after floating for some time, sank, but was
brought up again next day by divers from Portsmouth.
The winning aircraft - Supermarine S6B - S1595
This accident did not hold up the final attempt as S1595, an identical
machine, was available to take the higher powered engine and propeller
re-twisted to suit it, but it was a difficult time because he spur of
preparing for a fixed date had gone and the promised land of leave for serving
personnel and of paying production work for the firms was well in sight.
On 29th September all was ready for the first flight with the 2,600hp
Rolls-Royce and in case all was well we had the official observers down and
the timekeepers at their posts. Everything went better even than we had hoped.
Stainforth after doing a short level run to see all was as it should be went
straight away for the record. This time George might have been his automatic
namesake. He made no mistake in his approaches and hit off the mark boats dead
every time. There is no doubt that our marvellous machine and wonderful engine
could have done no better than his average of 407.5mph [655.67 km/h], and it
seems unlikely any better speed will be put up for some time.
This was the end of a party that on the whole was very good indeed and by
the end of the week the High Speed Flight had closed down at Calshot. All high
speed machines [including the Gloster VIs still used for training] went back
to the works, hack machines to Felixstowe and the personnel on leave. These
notes were started then and by the middle of the following week they had to be
finished and so I beg to be forgiven for their extreme sketchiness.
There has been no time even if I had the power to do it properly to
describe the splendid work of our individual inspectors, engineers and
mechanics, the cheery co-operation and skill of the firms' experts attached to
us or the great help of officials directly and indirectly concerned with us. I
have not attempted to describe the details of construction of the machines and
engines but have written simply from the point of view of a pilot of the
Flight. It only remains, therefore, for me to express our deep gratitude to
Lady Houston for providing the means and the powers that be for permitting us
personally to carry out such absorbing and thrilling work.
Profile of the Supermarine S6B
 
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