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[video]( I soоn plan to start charging mоney for this video, so do yourself a favor and chеck it out nоw. Make sense? [FRЕE: "Thе Biggеst Drug Ever"]( "The Buck Stops Hеre," [sign] Grand Event brought to you by Inception Media, LLC. This editorial email with educational news was sent to {EMAIL}. To stоp receiving mаrketing communication from us [unsubsсribe hеre](. e Supermarine S.4 was a 1920s British single-engined monoplane built by Supermarine. Designed by a team led by the company's chief designer, R. J. Mitchell, it was built to race in the 1925 Schneider Trophy contest. Mitchell's design was revolutionary. Aware of the need to reduce drag forces to increase speed, he produced a floatplane that was in marked contrast to the flying boats previously designed by Supermarine. Built of wood, and with an unbraced cantilever wing, it was powered by a Napier Lion engine developed to produce 700 horsepower (520 kW) over a short racing period. The S.4 was aerodynamic and aesthetically pleasing, but the cockpit position was potentially hazardous, as it restricted the pilot's view. Less than a month after its maiden flight on 24 August 1925, it raised the world's seaplane speed record to 226.752 miles per hour (364.922 km/h). At Bay Shore Park in Baltimore in the US, the venue of the 1925 contest, the S.4's rear end was damaged by a falling pole during a gale prior to the event. During navigation trials on 23 October, the repaired aircraft was observed to be performing well, but then—for reasons that have not been fully explained—it went out of control, and was destroyed when it dived into the sea from 100 feet (30 m), injuring the pilot, Henri Biard. Mitchell used the practical experience gained from his work on the S.4 when designing its immediate successor, the Supermarine S.5. Design and development During 1925, Supermarine's chief designer, R. J. Mitchell, was working on a nw aircraft to compete in that year's Schneider Trophy race.[1] The decision to begin the design process was made jointly by Napier and Supermarine on 18 March 1925.[2] Following the sucess of the Americans during the previous contest, Mitchell was fully aware of the need to reduce drag forces to increase speed. Supermarine's nw design was for a mid-wing, cantilever floatplane which was comparable to a French monoplane, the Bernard SIMB V.2, which had broken the flight airspeed record in December 1924.[3][4] The nw design was in marked contrast to the flying boats Mitchell had designed for previous Schneider Trophy races, which had wn in 1922 and come third behind the American Curtiss CR seaplanes in 1923.[5] The nme S.4 was designated by Mitchell, "S" standing for Schneider.[3] He saw the three previous Schneider Trophy entrants (the Supermarine Sea Lion series) as S.1, S.2, and S.3;[2] the S.4 was the first Schneider Trophy entrant to be supported by the British government, who agreed to by the aircraft if Supermarine and Napier covered the initial cots of development and construction.[6] The Air Ministry provided the British teams with greater fredom than was given by the US government to their designers.[3] The S.4 was a monoplane seaplane with an unbraced cantilever wing and semi-monocoque fuselage, powered by a specially developed version of the Napier Lion,[7] a water-cooled engine developed to produce 700 horsepower (520 kW) over a short racing period.[8] The aircraft was primarily constructed from wood: the single-piece unbraced wing had two spars with spruce flanges and plywood webs, and was covered with plywood braced by stringers.[7] The fuselage had a covering of diagonally laid spruce planking over plywood formers constructed around a pair of steel A-frames,[7] to which the engine bearers and wing spars were attached and which carried the floats.[9] The single-step floats were metal.[10] The S.4 lacked the newly designed surface radiators, at that time still unavailable, but it was aerodynamic and aesthetically pleasing.[3] The radiators, which were mounted under the wings, were the ony part of the machine to extend from the fuselage.[2] In September 1925, Flight reported:[11] Perhaps one may describe the Supermarine-Napier S.4 as having the appearance of having been designed in an inspired moment, but having ll that is considered best in British construction incorporated in its details. That the design is bold, no one will deny, and we think the greatest creit is due to Mr. R. J. Mitchell, chief designer of the Supermarine Aviation Works, for his courage in breaking away from stereotyped methods and striking out on entirely novel lines. — "The Schneider Cup Seaplane Race", Flight (25 September 1925) Operational history photograph of the aircraft along with its designer and test pilot Henri Biard and R. J. Mitchell in front of the S.4 Allocated the civil registration G-EBLP and the Air Ministry serial number N197,[12][13] the S.4 first flew on 24 August 1925, witnessed by Mitchell, who went out in a motorboat with Lord Mountbatten.[2][14] Testing took place at Calshot, because of the long take-of runs that were required.[3] Supermarine's chief test pilot Henri Biard was reportedly unhappy with the S.4, disliking the unbraced wings and the cockpit position, which was well back behind the wings. The location of the cockpit was potentially hazardous, as it restricted the pilot's view ahead, particularly during take-of and landing. On its maiden flight, the S.4 came close to colliding with an ocean liner because of this.[15][note 1] On 13 September 1925, on a 1.864-mile (3.0 km) straight course over Southampton Water,[14] the S.4 raised the world's seaplane speed record (and the British speed record) to 226.752 miles per hour (364.922 km/h),[15][12] which created a sensation in the press when it was announced a month later.[3][15] Schneider Trophy competition of 1925 photograph of the aircraft prior at the competition venue The Supermarine S.4 (left of centre) prior to the start of the 1925 Schneider Trophy competition With high hopes of a British victory in the forthcoming Schneider Trophy competition at Bay Shore Park, Baltimore, the S.4, together with two Gloster III biplanes, was shipped to the US aboard the SS Minnewaska, fee of charge.[16][17] During the voyage, Supermarine's pilot Biard slipped playing tennis, and injured his wrist.[17] Bad weather meant that those Schneider Trophy competitors that had already arrived for the competition had little oppotunity to practise the course.[18] The aircraft were forced to remain in their crates while canvas hangars were being erected on the beach to accommodate them.[17] Biard caught influenza, but recovered sufficiently to participate in the competition. The windy conditions had, however, blown down the hangar where the S.4 was being kept, and the rear end of the aircraft had been damaged by a falling pole. The S.4 was repaired in time to take part in navigation trials on 23 October 1925.[18] During the trials, the S.4 initially performed well but, upon its return to shore, the control column began to oscillate violently and Biard lost control of the machine at high speed.[18] The S.4 was seen to stall, before falling flat into the sea from 100 feet (30 m). Biard, who initially had lost consciousness when he was still strapped into the aeroplane, was able to resurface from the sea bed, and cling to some floating wreckage.[19][20] The first launch sent out to him broke down with engine trouble, and he had to be rescued by a second launch. Mitchell, who was on board the boat that rescued Biard, jokingly asked the injured man: "Is the water warm?"[21] Biard was later found to have broken two ribs.[19] Parts of the wrecked aircraft were salvaged.[20][22] Most sources have suggested the accident was due to flutter,[23] but although an enquiry was later held,[20] the reasons for the crash were neer clearly established.[24] Aftermath of the crash The race was on two days later by Lieutenant James Doolittle, flying a Curtiss R3C at an average speed of 232.573 mph (374.443 km/h), which was faster than the S.4's world record of a month before.[23] It was evident to the other national teams that the American approach towards the contest—which involved training for the pilots and development testing of the aircraft—was required. Mitchell was to say as much when he gave a lecture to the Royal Aeronautical Society in 1927. From 1925 onwards, the Air Ministry developed a policy of using wind tunnel tests to analyse the perormance of the high-speed aircraft they produced.[19] Legacy screencapture of a scene featuring the aircraft on the water Screencapture from the British film The First of the Few (1942), which included footage of the Supermarine S.4 taking ff The Supermarine S.4 was a revolutionary aircraft that was years ahead of its time, and which "set the pattern in specific aircraft design that persisted through the [1930s and 1940s]".[25] It was designed with nw technology, with floats that were the most advanced of their time, and a wing, with its lack of external bracing wires, that had nevore been incorporated into a Supermarine aircraft. The aviation historian John D. Anderson notes that the aircraft "represented Mitchell's willingness to incorporate nw technology within the framework of a tried and tested intellectual methodology for conceptual design", and was "a revolution in airplane design" that "influenced ll subsequent Schneider racers".[26] The wning aircraft of the 1926 Schneider contest, the Italian Macchi M.39, was distinctly similar to the S.4.[27] Mitchell used the practical experience gained when he designed its successor, the Supermarine S.5.[28] The S.4 has been described as "his first outstanding succss".[29] Drawings and archival footage of the plane's construction, and five minutes of film that show the aircraft's first takeoff and flight, are preserved in Leslie Howard's biographical film about Mitchell, The First of the Few (1942).[30] The S.5's design included features intended to reduce the wing flutter considered at the time to have contributed to the loss of the S.4; the monoplane wings were braced with wires.[31] The S.5 was given a smaller fuselage cross section and more streamlined floats, modifications designed to produce increases in speed over its predecessor. The greatest speed increase—considered to be approximately 24 miles per hour (39 km/h)—was produced by the introduction of surface radiators to cool the engine, as they significantly reduced the drag forces acting on the aircraft.[27] Tests made on a model of the S.4 at the National Physics Laboratory which were done after the crash revealed that the Lamblin radiators accounted for a third of the aircraft's drag and that without them the S.4 would have been the "cleanest" monoplane in the world.[32] Specifications Data from Supermarine Aircraft since 1914[33] General characteristics Crew: 1 Length: 26 ft 7+3⁄4 in (8.122 m) Wingspan: 30 ft 7.5 in (9.335 m) Height: 11 ft 8.75 in (3.5751 m) Wing area: 139 sq ft (12.9 m2) Empty weight: 2,600 lb (1,179 kg) Gross weight: 3,191 lb (1,447 kg) Powerplant: 1 × Napier Lion VII W-12 liquid-cooled piston engine, 680 hp (510 kW) at 2,000 rpm Propellers: 2-bladed fixed-pitch propeller Perfomance Maximum speed: 239 mph (385 km/h, 208 kn) [12] Wing loading: 23 lb/sq ft (110 kg/m2)oupe d'Aviation Maritime Jacques Schneider, also known as the Schneider Trophy, Schneider Prze or (incorrectly) the Schneider Cup is a trophy that was awarded annually (and later, biennially) to the wner of a race for seaplanes and flying boats. The Schneider Trophy is held at the Science Museum at South Kensington, London. Announced in 1912 by Jacques Schneider, a French financier, balloonist and aircraft enthusiast, the competition offered a prie of approximately1,000. The race was held twelve times between 1913 and 1931. It was intended to encourage technical advances in civil aviation but became a contest for pure speed with laps over a (usually) triangular course, initially 280 km (170 mi) and later extended to 350 km (220 mi). The contests were staged as time trials, with aircraft setting ff individually at set intervals, usually 15 minutes apart. The contests were very popular and some attracted crowds of over 200,000 spectators. The race was significant in advancing aeroplane design, particularly in the fields of aerodynamics and engine design, and would show its results in the est fighters of World War II. The streamlined shape and the low drag, liquid-cooled engine pioneered by Schneider Trophy designs are obvious in the British Supermarine Spitfire, the American North American P-51 Mustang, and the Italian Macchi C.202 Folgore. An earlier 1910 trophy for land planes presented by Jacques Schneider, in France, the Grande Semaine d'Aviation de Tours, in the possession of the RAF College Cranwell, is also known as the Schneider Cup. Rules Close-up of top of Schneider Trophy (2013) If an aero club on three races in five years, they would retain the trophy and the wning pilot would receive 75,000 francs for each of the first three wins. Each race was hosted by the previous wning country. The races were supervised by the Fédération Aéronautique Internationale and the aero club in the hosting country. Each club could enter up to three competitors with an equal number of alternatives. Trophy The Schneider Trophy is a sculpture of silver and bronze set on a marble base. It depicts a zephyr skimming the waves, and a nude winged figure is seen kissing a zephyr recumbent on a breaking wave. The heads of two other zephyrs and of Neptune, the god of the Sea, can be seen surrounded by octopus and crabs. The symbolism represents speed conquering the elements of sea and air. The cot of the trophy was 25,000 francs.[1] Supermarine S.6 N248 displayed at Solent Sky (2011). It was disqualified from the 1929 competition due to turning inside a marker. The trophy itself was displayed for many years at the end of the corridor outside the ballroom of the Lansdowne Club. It has since been entrusted to the Royal Aero Club and can be viewed along with the wning Supermarine S.6B floatplane at the London Science Museum Flight exhibition hall. Supermarine S.6, N248, which competed in the 1929 contest but was disqualified, is preserved at Solent Sky maritime museum in Southampton.[2] History Schneider was a hydroplane racer who came from a wealthy family; his interest in aircraft began after he met Wilbur Wright in 1908, but a boating accident in 1910 crippled him and prematurely ended his racing and flying career.[3] Schneider served as a race referee at the Monaco Hydroplane Meet in 1912, where he noted that seaplane development was lagging land-based aircraft; seeking to spur amphibious aircraft development,[1] capable of reliable operation, extended range, and reasonable payload capacity, he announced the annual Schneider Trophy competition at a race banquet on December 5, to cover a distance of at least 150 nautical miles (280 km; 170 mi).[3] Jacques Schneider (1913) The first competition was held on 16 April 1913, at Monaco, consisting of six laps, 300 kilometres (190 mi) distance in total.[4] It was wn by Maurice Prévost, piloting a French Deperdussin Monocoque (Coupe Schneider) at an average speed of 73.56 km/h (45.71 mph).[5]: 240  Although Prévost had averaged a faster flying speed, he lost 50 minutes when he landed prematurely after losing count of the laps completed. ll four entrants were flying French-made aircraft; two withdrew before completing the race.[6] The British on in 1914 with a Sopwith Tabloid flown by Howard Pixton at 139.74 km/h (86.83 mph);[5]: 240  the 1914 race was contested by three nations: France, the United Kingdom, and Switzerland. The United States and Germany failed to qualify.[7] From 1915 to 1918, competition was suspended for the duration of World War I. After the war, the competition resumed in 1919 at Bournemouth where in foggy conditions the Italian team on. They were later disqualified and the race was voided,[5]: 241  as the referees ruled they had incorrectly flown around a marker buoy.[8] In 1920 and 1921 at Venice the Italians wo again; in 1920 no other nation entered[9] and in 1921 the French entry did not start.[5]: 241  [10] Had it not been for the 1919 disqualification, Italy would have been awarded the trophy permanently.[3] After 1921, an additional requirement was added: the wning seaplane had to remain moored to a buoy for six hours without huan intervention.[1] In 1922 in Naples the British and French competed with the Italians. The British private entry, a Supermarine Sea Lion II, was the victor, flown by Henry Biard.[5]: 242  The French aircraft did not start the race, which became a competition between the Sea Lion and three Italian aircraft,[11] two Macchi M.17s and a Savoia S.51.[12] Nationalism Schneider Cup racing, illustration by William Lionel Wyllie (c. 1920s) The 1923 trophy, contested at Cowes, went to the Americans with a sleek, liquid-cooled engined craft designed by Glenn Curtiss. It used the Curtiss D-12 engine. US Navy Lieutenant David Rittenhouse wn the cup,[5]: 242  and his teammate Rutledge Irvine was second in an identical aircraft. The British Sea Lion III (flown by 1922 wner Henry Biard), and the French entry withdrew from the race.[13] The preparation of the United States team, backed by government support and using Curtiss racing biplanes derived from inter-military competitions, increased the speed and the invstment of a wnning entry significantly. In 1924 the competition was cancelled as no other nation turned out to face the Americans: the Italians and the French withdrew; and both British craft crashed in pre-race trials.[3] In 1925 at Chesapeake Bay the Americans wn again, with US pilot Jimmy Doolittle ning in a Curtiss R3C ahead of the British Gloster III and the Italian Macchi M.33.[14] Two British planes did not compete (R. J. Mitchell's Supermarine S.4 and the other Gloster III were damaged before the race). Two of the American planes did not finish.[5]: 242  Benito Mussolini instructed the Italian aircraft industry to "in the Schneider Trophy at sts" and so demonstrate the effectiveness of his Fascist government.[3] In 1926, the Italians returned with a Macchi M.39 and on against the Americans with a 396.69 km/h (246.49 mph) run at Hampton Roads.[5]: 243  The United States, short of funds, did not develop nw aircraft for the 1926 title defence; the M.39, designed by Mario Castoldi, used a Fiat AS2 engine and was streamlined in the manner of the 1925 Supermarine and Curtiss entrants. The American teams withdrew from further competition after the 1926 race, as the military were unwilling to fund entrants.[3][15] In 1927 at Venice the British responded by enlisting government backing and RAF pilots (the High Speed Flight) for the Supermarine, Gloster, and Shorts entries. Supermarine's Mitchell-designed S.5s took first and second places; no other entrants finished. The race was witnessed by an estimated 250,000 spectators.[16] 1927 was the last annual competition, the event then moving to a biennial schedule to allow for more development time under mutual agreement.[5]: 244  In 1929, at Calshot, Supermarine wn again in the Supermarine S.6 with the ne Rolls-Royce R engine with an average speed of 528.89 km/h (328.64 mph).[5]: 244  Both Britain and Italy entered two nw aircraft and a backup plane from the previous race. Three of the four nw aircraft were disqualified (Supermarine S.6 N.248) or failed to finish the course (both Macchi M.67s), with the older Macchi M.52R taking second and Supermarine S.5 taking third.[17] Although France had ordered racing seaplanes from Bernard and Nieuport-Delage in 1928, they were unable to complete them in time for the 1929 race.[3] The UK in 1931 Schneider Trophy team from the UK In 1931 the British government withdrew support, but a private donation of ng Supermarine S.6B further break the world speed record twice, making it the first craft to break the 400 mph barrier on 29 September at an average speed of 655.8 km/h (407.5 mph). Macchi M.C.72 at Museo Vigna di Valle (2011) Although the British team had secured the trophy for the UK permanently with the 1931 uncontested wn, development of the other 1931 entrants continued. The proposed Italian entrant (the Macchi M.C.72), which had pulled out of the contest due to engine problems, later went on to set two ne world speed records with the help of British fuel expert Rod Banks, who had worked on the Rolls Royce R engine of the S6B. In April 1933 (over Lake Garda, in northern Italy) it set a record with a speed of 682.36 km/h (424.00 mph). Eighteen months later in the same venue, it broke the 700 km/h barrier with an average speed of 709.202 km/h (440.678 mph). Both times the plane was piloted by Francesco Agello. This speed remains the fastest speed ever attained by a piston-engined seaplane.[20] For a complete list of the aircraft which competed Plеase add our email address to your contact book (or mark as important) to guаrantee that our emails continue to reach your inbox. Inception Media, LLC appreciates your comments and inquiries. Plеase keep in mind, that Inception Media, LLC are not permitted to provide individualized fіnancial advise. 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