FlyPast 12.2018

74 FLYPAST December 2018

SPOT FACT The  rst two races were held in

Monaco; the  nal two took part in the UK

rigid rules and minimal relaxation

opportunities (with the exception of

sporting activity). Nothing was left

to chance, and even their diet was

strictly controlled. Once they had

passed the initial selection process,

pilots underwent conversion to

seaplanes, generally on the S.59

and then went through even more

stringent grading. A methodical

and progressive flying programme

awaited those tenacious enough to

succeed. They had to learn how to

race the aircraft, while perfecting the

ability and techniques required to

manage these extremely demanding

machines. As most pilots came

from the fighter force, Bernasconi

also managed to obtain Fiat CR.20

seaplane fighters so pilots could be

trained for operations on twin floats.

The aviators acquired precious

experience on these before passing

to the subsequent phase, which

required the completion of the

‘pilota velocista’ (speed pilot) course.

This lasted six to seven months,

and comprised M.39, M.52 and

M.52R seaplanes. To secure the

much-vaunted badge of the pilota

velocista (an eagle with a red V at

its centre), the new racing expert

had to exceed 500km/h on a course

marked by pylons, and maintain

high speeds over routes replicating

the competition circuits. During its

eight years of activity, four courses

for piloti velocisti were organised

at Desenzano in 1928, 1930, 1935

and 1936. The latter was, however,

suspended on December 12, 1936 as

the unit had by then fulfilled its aim,

and the only pilot to be qualified

was Tenente Fanali.

Desenzano turn

Nearly all Schneider Trophy circuits

were triangular, thereby forcing pilots

to fly three turns every lap. With the

evolution of the aircraft and increased

difficulty of the courses, turning

techniques were developed that

reduced the loss of speed.

rigid rules and minimal relaxation

opportunities (with the exception of

Bernasconi and his pilots devised

a new turn, enabling the seaplane

racers to fly around a pylon without

losing height or reducing engine

power. This manoeuvre, which

demanded extreme skill, was

known as the virata Desenzano

(Desenzano turn – subsequently

renamed the Schneider turn) and

placed the aircraft with its wings on

a ‘knife-edge’.

In practice, the turn was divided

into four phases: the first required

the wing to be lowered in a curved

trajectory, followed by a progressive

increase in bank (at almost 90°),

which enabled a reduction in the

turn radius. Once passing the apex of

the turn trajectory, at little more than

32ft (10m) above the water,

and with horizontal acceleration

resulting in the pilot pulling between

4-5g, the bank angle was steadily

relaxed until the wings were level.

The start of the turn and angle of

bank had to be judged by eye and

this necessitated an advanced level

of training. Pilots were guided by

Above

Pilot Tommaso

Dal Molin with his

technicians in front

of the Macchi M.52R,

which the Italian

aviator raced at

Calshot in 1929.

Right

The advertising

poster for 1927’s

Schneider Trophy

in Venice. All train

ticket prices to the

city were discounted

by 50% for

the event.

Centre right

The Scuola Alta

Velocità’s fi rst

commander,

Mario Bernasconi.