Five (two trainers and three racers), plus one static-test airframe
The Macchi M.39 was a racingseaplane designed and built by the Italian aircraft manufacturer Aeronautica Macchi. The type is most remembered for its settings of multiple world speed records during the mid 1960s, as well as for winning the Schneider Trophy, for which the M.39 had been specifically developed.
Designed by Mario Castoldi and constructed in Varese, north-western Lombardy, the M.39 was a considerable departure from the company's preceding racing flying boat, the Macchi M.33. It was a single-seat twin-float seaplane with an open cockpit, tightly-bracedmonoplane wing, and a streamlined fuselage. Two-thirds of the wing's upper surfaces functioned as surface radiators, providing relatively low drag cooling for the engine. It was powered by a Fiat AS.2 V-12 piston engine with an exceptionally high power-to-weight ratio for the era.
Two versions of the M.39, a trainer version and a racer, were produced. On 6 July 1926, the first aircraft, the trainer model MM.72, performed the type's maiden flight. On 13 November 1926, three M.39s participated in the 1926 Schneider Trophy contest, held at Hampton Roads, Virginia, in the United States; one aircraft, MM.76, piloted by Mario de Bernardi, took first place with an average speed of 396.698 kilometres per hour (246.497mph), setting a new world speed record for seaplanes, while MM.74, flown by Adriano Bacula, came in third place.
Design and development
The M.39 was designed by the Italian aeronautical engineerMario Castoldi to represent Italy in the 1926 Schneider Trophy competition. It represented a considerable departure from his prior designs, being the first low-wing monoplane that Castoldi would design for Macchi, virtually nothing of the company's preceding racing flying boat, the Macchi M.33, was present in its design.[1] It had been determined that the prior aircraft's basic configuration, which was built around a central hull, while affording great stability upon the water, would unavoidably present a great obstacle to penetration and thus was substituted for a pair of bracedfloats that formed a rigid support. Construction of the aircraft was performed at the company's factory in Varese, north-western Lombardy.[1]
It was a single-seat twin-float seaplane of mixed (metal and wooden) construction. The pilot sat in an open cockpit above the trailing edge of the wing; the cockpit's windscreen was profiled into the fuselage decking to reduce drag.[2] This fuselage was streamlined and intentionally avoided angularity.[1] The horizontal empennage consisted of a sizable stabiliser and an unbalanced two-part elevator while the vertical empennage consisted of two fins, one above and one below the fuselage, and an unbalanced rudder, lacking any external bracing.[1]
The monoplane wing, which was situated underneath the fuselage, was rigidly braced using steel cables.[1] One feature of particular note about these wings, which were composed of wood, was that two-thirds of the wing's upper surfaces functioned as low drag surface radiators.[3] The adoption of such a radiator arrangement, which avoided the drag that would have otherwise been generated through the use of traditional honeycomb or fin-type radiators, was considered to be a key innovation of the aircraft. The oil radiator was incorporated in the bottom of the fuselage in a relatively exposed position to achieve effective cooling.[4]
An M.39 undergoing engine tests, circa 1926
The M.39 was powered by a Fiat AS.2 water-cooled V-12 piston engine, which was directly drove the propeller.[5] This engine, which was installed within the aircraft's nose, was equipped with three double carburetors, one for every four cylinders, that were specifically designed as to enable them to operate normally at practically any orientation of the aircraft.[6] The power-to-weight ratio achieved by this engine, inclusive of the water in the cylinder jackets and tubing, the residual oil, the starter apparatus and the fuel pump, was exceptionally low (467 grams (1.03 lb.) per hp); it was reportedly lighter that any other powerplant in its power range in production with any other manufacturer in the world at that time.[7]
The M.39 was specifically built to compete for the Schneider Trophy; accordingly, its design had specialised features to aid it in this exact purpose. As the course circuit required left turns, the left wing of the aircraft had a slightly greater span than the right wing, which permitted the aircraft to make tighter left-hand turns. To counteract propellertorque reaction, the floats had unequal buoyancy.[2] Furthermore, fuel was stored within these floats.[2]
Macchi produced two versions of the M.39, a trainer version and a racer. The trainer version had an increased wingspan of 10.23 metres (33ft 7in) -compared to the 9.26m (30ft 4.5in) of the racers-[8] and was powered by a 447-kilowatt (600-horsepower) Fiat AS.2 liquid-cooled V12 engine, while the racing version had a 597-kilowatt (800-horsepower) Fiat AS.2. Macchi built two trainers, three racers, and one non-flying static-test airframe. The first M.39, a trainer with serial number MM.72, was built in only a few months. It was soon followed by the second trainer (MM.73), the three racers (MM.74, MM.75, and MM.76), and the static-test airframe.[2]
Operational history
Preserved Macchi M.39 in Italy at the Museo storico dell'Aeronautica Militare di Vigna di Valle, photographed on 6 June 2009. This aircraft, MM.76, piloted by Major Mario de Bernardi, won the 1926 Schneider Trophy race and set two world speed records that year.
On 6 July 1926, the trainer MM.72 performed its maiden flight, becoming the first M.39 to fly. On 16 September 1926, the Italian Schneider team captain stalled one of the trainers over Lake Varese and was killed in the resulting crash into the lake itself. Development of the M.39 proceeded undaunted.[2]
On 13 November 1926, the three M.39 racers took part in the 1926 Schneider Trophy contest at Hampton Roads, Virginia, in the United States. MM.75 suffered a burst pipe and had to leave the race early, but MM.76, piloted by Mario de Bernardi, took first place with an average speed of 396.698 kilometres per hour (246.497mph), setting a new world speed record for seaplanes. MM.74, flown by Adriano Bacula, came in third place.[2][9][10]
Four days later, on 17 November 1926, de Bernardi used MM.76 to achieve a new world speed record of 416.618 kilometres per hour (258.874mph) over a 3 kilometres (1.9mi) course at Hampton Roads.[2]
Castoldi based the design of his next racing seaplane, the Macchi M.52, on that of the M.39.[2]
Aermacchi was an Italian aircraft manufacturer. Formerly known as Aeronautica Macchi, the company was founded in 1912 by Giulio Macchi at Varese in north-western Lombardy as Nieuport-Macchi, to build Nieuport monoplanes under licence for the Italian military. With a factory located on the shores of Lake Varese, the firm originally manufactured a series of Nieuport designs, as well as seaplanes.
The Coupe d'Aviation Maritime Jacques Schneider, also known as the Schneider Trophy, Schneider Prize or (incorrectly) the Schneider Cup is a trophy that was awarded first annually, and later biennially, to the winner of a race for seaplanes and flying boats. In 1931 Britain met the conditions to retain the Trophy permanently; it is held at the Science Museum in South Kensington, London.
The Macchi C.200 Saetta, or MC.200, was a fighter aircraft developed and manufactured by Aeronautica Macchi in Italy. Various versions were flown by the Regia Aeronautica who used the type throughout the Second World War.
The Macchi C.202 Folgore was an Italian fighter aircraft developed and manufactured by Macchi Aeronautica. It was operated mainly by the Regia Aeronautica in and around the Second World War. According to aviation author David Mondey, the Folgore has been considered to be one of the best wartime fighters to serve in large numbers with the Regia Aeronautica.
The Macchi C.205Veltro was an Italian World War II fighter aircraft built by the Aeronautica Macchi. Along with the Reggiane Re.2005 and Fiat G.55, the Macchi C.205 was one of the three "Serie 5" Italian fighters built around the powerful Daimler-Benz DB 605 engine. The C.205 was a development of the earlier C.202 Folgore. With a top speed of some 640 km/h (400 mph) and equipped with a pair of 20 mm cannon as well as 12.7 mm Breda machine guns, the Macchi C.205 Veltro was highly respected by Allied and Axis pilots alike. Widely regarded as one of the best Italian aircraft of World War II, it proved to be extremely effective, destroying a large number of Allied bombers. The Macchi C. 205 proved capable of meeting fighters such as the North American P-51D Mustang on equal terms, which encouraged the Luftwaffe to use a number of these aircraft to equip one Gruppe.
Mario Castoldi was an Italian aircraft engineer and designer.
The Macchi M.C. 72 is an experimental floatplane designed and built by the Italian aircraft company Macchi Aeronautica. The M.C. 72 held the world speed record for all aircraft for five years. In 1933 and 1934 it set world speed records for piston engine-powered seaplanes; the latter still stands.
The Fiat CR.20 was a biplane fighter designed and produced by the Italian aircraft manufacturer Fiat. It represented an intermediate step from the early biplane CR.1 and the later, successful series CR.30, CR.32 and CR.42.
Mario de Bernardi (1893–1959) was an Italian World War I fighter pilot, seaplane air racer of the 1920s, and test pilot of early Italian experimental jets.
The Supermarine S.5 was a 1920s British single-engined single-seat racing seaplane built by Supermarine. Designed specifically for the Schneider Trophy competition, the S.5 was the progenitor of a line of racing aircraft that ultimately led to the Supermarine Spitfire fighter.
The Fiat AS.1 was a light touring monoplane aircraft designed and produced by the Italian aircraft manufacturer Fiat.
The Macchi M.52 was an Italian racing seaplane designed and built by Macchi for the 1927 Schneider Trophy race. The M.52 and a later variant, the M.52bis or M.52R, both set world speed records for seaplanes.
The Gloster IV was a British racing floatplane of the 1920s. A single-engined biplane, the Gloster IV was a development of the earlier Gloster III intended to compete in the 1927 Schneider Trophy race. One aircraft competed in the race, but retired part way through. The three aircraft built continued to be used as trainers by the High Speed Flight for several years.
The Fiat C.29 was an Italian racing seaplane designed by Celestino Rosatelli and built in the late-1920s by Fiat Aviazione especially for the 1929 Schneider Trophy air race. Unused in the race, of the three aircraft built, two were destroyed in flying accidents while the third is on display in a museum.
The Savoia-Marchetti S.65 was an Italian racing seaplane built for the 1929 Schneider Trophy race.
The Macchi M.33 was an Italian racing flying boat which competed in the 1925 Schneider Trophy race.
The Macchi M.67, was an Italian racing seaplane designed by Mario Castoldi and built by Macchi for the 1929 Schneider Trophy race.
The 1927 Kirkham-Williams X or Kirkham-Williams Racer was designed as a private US contender for the 1927 Schneider Trophy. Though it flew just before the contest, it was still under development and was withdrawn. Soon after it was modified into a landplane, seeking to set a new speed record. Some high speed flights were made but no official record was set.
The Macchi M.20 was a single-engine biplane trainer aircraft produced by the Italian aeronautical company Aeronautica Macchi between the end of the 1910s and the beginning of the 1920s.
Giovanni De Briganti was an Italian World War I fighter pilot, seaplane air racer of the 1920s, aerobatic pilot, and test pilot.
Lefèbvre, Jean-Michel & Foxworthy, Thomas (May 1978). "Vitesse à la italienne: Macchi M.39, partie 1" [Italian Speed: The Macchi M.39, Part One]. Le Fana de l'Aviation (in French) (102): 8–11. ISSN0757-4169.
Lefèbvre, Jean-Michel & Foxworthy, Thomas (June 1978). "Vitesse à la italienne: Macchi M.39, partie 2" [Italian Speed: The Macchi M.39, Part Two]. Le Fana de l'Aviation (in French) (103): 8–11. ISSN0757-4169.
This page is based on this Wikipedia article Text is available under the CC BY-SA 4.0 license; additional terms may apply. Images, videos and audio are available under their respective licenses.
