(picture: "August Reflections" by Arthur Benjamins)
(picture: "August Reflections" by Arthur Benjamins)
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After Bluebird K3 had been retired, having proved to be a highly unstable craft, Campbell turned to Peter Du Cane, a designer who worked at Vospers in Portsmouth, and commissioned a new boat. Fred Cooper and Reid Railton were also involved in the design a new hull.
Early in the project, Cooper a freelance designer became disenchanted with his lack of control and left the project. Campbell then approached Vospers to see if they would undertake the project under Du Cane’s supervision, which they did.
The new craft was designed around the Ventnor three point principles. Reid Railton had been in the United States, and had seen a new type of boat being tested, known as the three-pointer. It differed from the K3 as the underside of the hull was concave, and it traveled at speed on two flat planning shoes, which were slightly angled, on the outer edges of the forward part of the hull. The third point of support was the underside of the transom. The advantage of the three-pointer was that it reduced the wet surface considerably, giving greater speed for less power. Reid Railton, wrote to Campbell, and was instructed to buy one and bring it back.
Adolf E Aspol, Chief Designer at the Ventnor Boat Works in Atlantic City, invented the Ventnor three-pointer. Although the craft was no longer than 16 feet and powered by a 120 HP Lycoming engine, it was capable of fifty knots, Campbell was impressed, and although not named Bluebird, it became the design for all future Bluebird boats of Sir Malcolm and Donald Campbell.
After initial successful trials with water tank models, under Dr Gawn of the Haslar Naval Experimental Centre, a large-scale model was taken to the Vickers wind tunnel at Brooklands for aerodynamic testing. It was found that the model was stable up to speeds of 130 MPH, but had a tendency to flip over at higher speeds. Vickers chief wind tunnel technician, Mr. Pearson, suggested a long ‘cigar tube’ forward portion on the central upper deck, and in later tests it was proved that this would spoil the lift being created by the underside of the hull.
After full model tests were completed, the hull was built of ‘Multi-Ply’ supplied by Saunders-Roe Laminated Wood Products Company, over a frame of Canadian Rock Elm, strengthened by light alloy trusses, like K3 before. The wooden space frame was clad in ‘double diagonal’ mahogany, to form the bottom, sides and deck. The engine cover, cockpit and the wind foiling ‘cigar tube’ were constructed of Birmabright for lightness.
The propeller, shafts, gearbox, clutch and steering were removed from the now retired K3 and installed in the K4, and a 36,582 cc Rolls-Royce R Type engine installed.
Once the engine was primed to perfection, Sir Malcolm started the engine by operating a heel button with his left foot. This then opened the compressed air valve, which turned the engine over. As the engine turned, Campbell vigorously turned a hand magneto with his left hand, which in turn sparked eight of the twenty four spark plugs. As the fuel was drawn in, the engine started with a crash. A dog clutch allowed the engine to be warmed on ‘soft’ plugs by separating the drive from the prop-shaft. When these plugs had been replaced with the harder racing plugs, the clutch was engaged, and when the engine caught, Bluebird was away.
Bluebird K4 arrived at Coniston Water on Monday, August 14th 1939, along with her support team and Goldie Gardner, who acted as team manager, and Donald, whilst suffering from a fractured skull, was his father’s assistant.
Left: Bluebird K4 on Coniston Water, 1939. (picture: Mike Varndell collection)
Donald christened the new boat on Thursday 17th, after which it was launched, pushed down the slipway and into the waters of Coniston Water. The engines were tested, warmed and then cut. The dog-clutch was engaged and the engine restarted, the bow pointing skyward before the stern rose up onto its planning shoes. On the first run southward she reached 80 mph and after a 40 yard turn, Campbell returned without re-fuelling at 110 mph. The engine had been run at 2,400 Revs Per Minute.
The following day Bluebird hit 134 mph, but encountered overheating problems. During the late evening the water pick up scoop was moved out by four inches, and down by 1/2 inch. The only other modifications required were the changing of two plugs, and altering the water exhaust.
On Saturday 19th August, Bluebird was ready for an attempt. At 8.13 am the Rolls-Royce R type was restarted on her hard racing plugs, and again K4 was seen racing over the smooth surface of Coniston Water. The measured mile had been covered in 25.2 seconds, averaging 142.857 mph for the first run. Without pausing Campbell returned. Sir Malcolm, made dizzy by fumes, eased his foot slightly recorded a speed of 25.6 seconds for the return run. The speed was 140.74 mph, a new record of an average of 141.74, or 123.09 Knots. After achieving the record Campbell said ‘Bloody good show chaps! It’s the most marvelous boat I’ve ever driven - as steady as a rock, no problems whatsoever’. Three weeks later, war was declared on Germany, and K4 was put into storage.
After the war Sir Malcolm believed K4 could go even faster and requested a new Griffin or a racing Merlin, but was refused by Rolls-Royce. In an effort to gain more power the new jet engine was the obvious choice. K4 was fitted with a De Havilland Goblin II jet engine. The jet engine offered a saving of 4301lbs, but power was equivalent to 3000 HP.
Left: Bluebird K4 rebuilt with a jet engine is launched at Vospers, May 1947. (picture: Mike Varndell collection)
She had a sixty four gallon fuel tank which sat centrally forward of the cockpit, and fitted with a Graviner fire extinguisher system. The new Bluebird had lost her sleek lines and looked whale like.
Throughout 1947 and 1948, the Coniston Slipper, as she became known proved unstable, directionally and aerodynamically. Late in 1948 Bluebird was again returned to Vospers, where she was to be modified with new air intakes (the same which would later appear on John Cobb’s Crusader) and a more powerful Goblin jet engine.
Sadly Sir Malcolm died on New Years Eve, 1948 and was unable to test the K4 in this configuration.
After Sir Malcolm Campbell’s death, there was an auction of all his effects at Little Gatton. Leo Villa, was still working in the garage, and this was the end of his twenty year relationship with the Campbell’s. Villa had received a few offers but nothing interested him.
Bluebird K3, had already been sold to a motor dealer called Simpson, along with the V-drive and propeller shaft, plus a Rolls-Royce engine.
Around this time, Donald had heard that the American Henry Kaiser was building a boat to attack Sir Malcolm’s water speed records. Donald had already bought the K4 and the 1935 Bluebird car for a nominal sum, and he wanted to ‘keep the flag flying’, and the idea thrilled Leo, although he warned Donald ‘You’re taking on a man’s job if you decided to go after the record. Don’t underestimate the difficulty of what you are trying to do. And you must appreciate that once you start this thing, you’re not going to be able to quit’.
By the end of July, Bluebird K4 was back at Coniston, after being modified back to the 1939 configuration. The team was ready, but it rained incessantly for eleven days. It was August 10th before trials could start. Bluebird was started on soft plugs, and Campbell made four runs averaging 80 MPH, he said to Leo ‘Bloody marvelous, Leo’ ‘This is terrific'. It’s a slice of cake’.
The next day, the weather was good, and whilst making a fast trial run a log was spotted, and Bluebird went into a slide to avoid it, as the results of hitting it would have been fatal. After the run, Donald described the run as ‘a nerve-racking experience: it was like being in a car in a bad skid’.
The weather turned sour again, causing a frustrating delay. One night after dinner, Donald said to Leo ‘if the weather’s fine tomorrow, I want you to put the hard plugs in. I’m going to have a go’. Leo argued with him, that he hadn’t enough experience but he knew it was pointless as Campbell was determined. ‘I’ve wasted enough time up here already,’ he said ‘If you won’t do it’ I’ll put them in myself’.
Leo believed it wasn’t worth arguing, because Donald meant every word. As it happened, the weather wasn’t fine, but within a couple of days the weather improved and the team was back at the lakeside. The engine was warmed up, Leo reluctantly changed the plugs for hard ones and the ok was given. Donald had gained much confidence and was putting his foot down harder. He reached the southern end of Coniston Water and swung the boat around without refueling. It was quite a while before he reappeared, and when he did he was as white as a ghost. ‘This game’s ruddy dangerous’.
Bluebird was behaving well, he had put his foot down harder. The next minute Bluebird was all over the place, he didn’t know what was happening. The boat then went into a long slide towards the shore, and before long the boat was in the wrong direction. ‘It frightened the ruddy life out of me’. In a way, Leo was slightly pleased, as it had made Donald realise that this game was rather dangerous, and it wasn’t a slice a cake.
Later after developing the film footage, they realised that Bluebird had exceeded 140 mph.
On Saturday, August 19th 1949, Donald decided to go for the record. By ten o’clock, the timekeepers were ready, and Donald was towed out into the middle of the lake, the engine was started and the hard plugs fitted. On the first run southwards, a hatch covers had come adrift and Bluebird went into a nasty skid, but Donald regained control and kept his foot on the floor.
On his return run, Bluebird was going very fast when all of a sudden hot oil spewed all over the place, on the windscreen, on Donald and even on his goggles. A small cap on the gearbox had come adrift, but despite this Donald kept going without losing speed.
Leo inspected the damage, when word from the timekeepers came through, Donald had broken his father’s record, and the damaged gearbox was forgotten. Donald was being congratulated when he turned deadly serious and said ‘There’s my dear old dad’s record gone, and I’ve taken it away from him’ and he called for one minute’s silence, in honour of his late father.
Half an hour later, the timekeepers apologised, there had been an error in their calculations, and Donald was about two miles off breaking the record. It was a bitter blow for Donald and the team. There was no chance of another run, as the gearbox had seized up and needed serious modifications. The team returned southwards to Reigate.
Though Donald had not achieved the water speed record in 1949, he had received a great amount of good publicity, and a number of firms were beginning to show an interest in his activities. Joseph Lucas (Electrical) Ltd, were keen to help, and Nigel Breeze - their racing manager came up with a solution to one of their problems. He promised Donald that if he could get a billet of steel suitable for a new propeller shaft, and have it sent to Lucas works, they would do the machining.
Lewis Norris, who was the works manager of Kine Engineering, had designed the new prop shaft and he increased the diameter of the prop shaft, which increased the safety factor. The gearbox was also to be replaced, as they were still using the one from 1937, which had been designed for one attempt, but had been used in all of Sir Malcolm’s attempts apart from when the boat had the jet engine configuration.
Donald also suggested that a second cockpit be fitted, and that Leo Villa should ride with him. As Donald found it hard to drive the boat and watch the instruments, and thought that someone concentrating on the instruments would be a great help. There was also some thought that the boat may flip over at speeds over 150 mph, as the water tank test boat had, and Donald was naturally anxious to spot any tendency for the nose to rise as soon as it occurred, or if possible before it happened.
Left: The two-seater Bluebird K4 on Lake Garda, Italy May 1951. (picture: Mike Varndell collection)
A light seat was fitted on the starboard side of the boat where Leo could sit. As a result a fuel tank had to be removed, but the weight of the seat and Leo were more or less similar. A light facial with duplicate instruments was also fitted, but Leo’s main function was to keep an eye on how the bows of the boat were behaving.
Harry Leech, came up with an assortment of pumps and a drawing showing his ideas for cooling the oil in the gearbox. His idea incorporated an oil cooler in the spoiler, under the boat’s bows. The spoiler, a V-shaped piece of steel was about two inches deep, was already fitted on the underside of the bow, and was there to reduce the tendency of the boat to lift.
By the end of June 1950, Bluebird had been modified and was on its way back to Coniston. The weather was unsettled, although a few slow trial runs were carried out. Leo had his first run with Donald on July 2nd, where the lake was patchy and every time they hit a stretch of rough water, Bluebird would skid all over the place.
The trials were generally successful. When Bluebird was in her shed, a party of New Zealand girls visited the team. Leo resented the interruption, but Donald insisted that they have a look at the boat. The reason I mention this is because one of the girls was Dorothy McKegg, who later became the second Mrs Donald Campbell.
After further trials the team was satisfied that the oil cooler system was working well. The boat seemed stable enough, and Donald felt that things were under control. Vickers was making a new propeller but it was not yet ready. They had been using the propeller that Sir Malcolm used on his 141.74 mph record.
A bitter blow hit the team. An American, Stanley Sayers had increased the water speed record to 160.32 mph in his boat Slo Mo Shun. It was hard to believe as this was twenty miles over Sir Malcolm’s record, and Bluebird may flip on its back at speed over 150 mph. Donald and his team left Coniston and returned south to think over the situation.
The new propeller had arrived, and designed to give an extra turn of speed. Donald had it fitted, and the team was back at Coniston on August 7th, and for once the weather was fine. However, by the time the propeller had been fitted the weather turned sour, and the team was tuck for ten days, causing another delay.
On the 7th August, a run had been made, and reached about 145 mph when Leo saw the revs dropping and the temperature rising. The water temperature needle went off the clock as Leo looked on in horror. As a reaction he thumped Donald in the ribs, but it proved to be too late. Donald had destroyed their best R37 engine, just as Sir Malcolm had done at Maggiore.
Bluebird was towed in, and the damage was examined. There was much discussion about what was happening to Bluebird and ideas were thrown about.
Reid Railton, who had been in the States when Stanley Sayers took the record, arrived at Coniston, and told them that using the prop-riding system had broken the record.
In a prop-riding system, the propeller hub is used as the third point of suspension, in place of the transom. A special propeller is used, designed to run at speed half out of the water, meaning that the prop shaft and bracket are both clear of the water, reducing drag. Railton had been told of the boat’s problem, and it was suggested that Bluebird’s propeller was coming out of the water. He agreed it could be possible, but needed to see some trail runs to be sure.
Then the team experienced another patch of bad weather, but at long last a trial run had been completed for Railton’s benefit. When Bluebird was towed back to shore, Railton said ‘No question about it, old boy, the stern is visibly lifting’ Bluebird was partially prop riding.
The boat was prepared again for September 6th, but more problems hit the team, a heavy downpour occurred and the village became flooded, there was the possibility that Bluebird may be damaged and was moved to higher ground. The press who had been at Coniston were getting restless as Donald still had to prove himself.
The team went back south, to convert Bluebird into a proper prop-riding craft.
The whole of the front of Bluebird K4 was reconstructed, the engine was moved forward to alter the centre of gravity, the angle of the planning shoes was increased and so was the prop-shaft. Professor Ewan Corlett designed a new propeller. A deeper rudder was made to compensate for the rising transom, a larger oil tank with cooler and three lightweight petrol tanks for extra fuel were required for the Oltranza Cup, Donald had agreed to compete for the Oltranza Cup on Lake Garda, Italy, with the possibility of breaking the water speed record at the same time.
Although Donald was unsuccessful on breaking the water speed record he did win the Oltranza Cup. On their return to Reigate further modifications to the forward planning shoes, and removed the second petrol tank which was fitted for the Oltranza Cup, the team then returned to Coniston for further trials.
The boat began to tramp at speeds from 80 - 100 mph, and two wedges were built to fix onto the leading ends of the planning shoes to give a further 3 degree incidence.
On one trial run, Bluebird was traveling at around 170mph when she hit a submerged log or railway sleeper. The impact sheered one blade of the prop, and ripped out part of the underside of the stern end. As a result of this Bluebird sank and Leo and Donald had to swim ashore.
The boat was recovered and inspected, the boat was a write off, and Bluebird was broken up on the shore, the hull was taken for storage in Bill Coley’s yard where it remained. It was probably destroyed as the boat does not exist anymore.
This caused a bitter blow to Donald and the team, three years of trying to break the water speed record and they had nothing to show for it, apart from a damaged bank balance. Donald was determined to bring the record back to England - he had caught the record breaking bug.
John Bullivant 2002
Acknowledgements:
"Famous Speedboats of the World" by D Phillips-Birt
"The Record Breakers - Sir Malcolm and Donald Campbell Land and Water Speed Kings of the 20th Century" by Leo Villa and Tony Gray
"The World Water Speed Record" by Leo Villa and Kevin Desmond
“From Father To Son - The K4 story" by Steve Holter