1931 - The Build-up

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 withdrwn 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.

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.

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.