Blue Bird K3
This first boat was a single step hydroplane built in 1937 and powered by a Rolls Royce R-type 2,500-hp engine, the same unit used in the final version of the 1935 Blue Bird car. The boat was designed by F W Cooper and built by Saunders-Roe, with Reid Railton as mechanical consultant. The hull was built predominantly from mahogany and incorporated a light alloy backbone running its entire length, this supported the engine and Vee-drive and drove a single screw.

It was registered at the time as Z/K 30, later to be changed to K3. First trials of K3 were at Balloch on Loch Lomond, Scotland in June 1937. Due to heavy winds and torrential rain, trials were cancelled. After the problems on Loch Lomond, the boat was taken to Locarno on the Swiss side of Lake Maggiore for new trials. Engine cooling problems arose during trials, with one engine being severely damaged due to overheating. Modifications to the cooling system and water pickups were made and she returned to the water for more trials.

The boats first record was set at Lake Maggiore, Switzerland on 1st September 1937, at a speed of 126.33 mph. The following day Sir Malcolm, dissatisfied with the first record, raised the record again to 129.56 mph. The following year saw the boat in the same configuration, taken to Lake Hallwyl in Switzerland, near the German border. Sir Malcolm raised the record yet again to 130.93 mph on 17th September 1938.
 boat specifications

Blue Bird K4 / II
Built in 1938/39 this boat was an all new three pointer hull powered by the same Rolls Royce R-type engine fitted to the previous K3. It was designed by Commander du Cane and built by Vosper's. Again crafted almost entirely from timber it was driven by a single screw and when at speed it planed on two sponsons on the bow and a section of the transom. Reid Railton was mechanical consultant and was also responsible for suggesting the three pointer configuration. The first record in this new boat was set at Coniston Water on 19th August 1939, with a speed of 141.74 mph.

In 1947 the K4 was converted to jet power with the installation of a Goblin II jet engine and modified substantially by Vosper's. The new configuration had first trials at Coniston Water on 13th June 1947, but proved unstable and uncontrollable at speeds approaching 90 mph. K4 was returned to Vosper's for further modifications, then taken down to Poole, in Dorset where further trials were carried out, these trials proved favourable. Returning to Coniston a week later for trials and an attempt on the record, its was found that the boat had now developed a tendency to porpoise at speeds over 100 mph with such violence that Sir Malcolm was nearly thrown from the cockpit. A record attempt was made on the following day and while Sir Malcolm gave it his best, he was unable to get the boat up to record speed because of the handling problems.

Following Sir Malcolm's death on New Year's Eve, 1948, his son Donald had the K4 restored to her previous state, refitted the old Rolls Royce R-type 2,500-hp engine, V-drive and propeller. First trials were at Coniston Water in August 1949. An attempt on the record was made on the 19th August 1949 where Donald ran within 2 mph of his fathers record, a series of problems including oil spray from the gearbox into the cockpit hindered this attempt. In 1950 K4 was converted into a two seater and more trials followed at Coniston Water.

In 1951 K4 was converted to prop rider configuration by Ken & Lewis Norris who had set up a business as freelance designers and consulting engineers. She was still powered by the Rolls Royce R-type power plant with the same basic hull, but was modified by moving the engine forward which altered the centre of gravity and by changing the angle of the planing shoes, she now rode with her propeller half out of the water, which then became the rear riding point. First trials were at Lake Garda in Italy during May of 1951. In September of the same year at Coniston Water, while travelling at between 160-170 mph, K4 hit a submerged log and sank. There is also some talk that K4 actually had a structural fault on the gearbox mounts, which in turn sheared allowing the gearbox to rotate which then punched a 6ft x 7ft hole in the hull. Either way K4 was recovered, stripped of all usable components and the hull burnt.
 boat specifications

Bluebird K7
We now arrive at Bluebird K7, possibly the greatest jet powered boat and driver combination of all time, which, with Donald Campbell at the wheel, achieved no less than seven World Water Speed Records between 1955 to 1964. With this new boat, Donald also altered the name slightly from Sir Malcolm's original 'Blue Bird' to 'Bluebird'.

Designed by the Ken and Lew Norris, she was powered by a Metropolitan Vickers 'Beryl' Turbo-Jet engine developing over 4,000-lb of thrust. She was a three pointer with an offset rudder and assembled on aircraft principles, with a light frame and a stressed skin made of Birmabright, produced by Birmetals Ltd., Birmabright Works, Clapgate Lane, Quinton, Birmingham. The main frame was constructed by Accles and Pollock, then transported to Samlesbury Engineering Ltd, near Preston where the hull was assembled. Samlesbury's main work was the construction of buses, a high speed jet powered craft presented challenges but quality in construction and workmanship was what Samlesbury excelled at. This type of construction was designed to counter the high-speed vibrations and loads which could ultimately disintegrate a timber hull at speeds in excess of 200mph.

 Cutaway Drawing of Donald's Jet Powered K7 Bluebird, 1955

First trials were at Ullswater, England in February 1955, where it was discovered that the bows sat too low in the water and made it impossible to get the boat up to plane. On several occasions the bows would dip under the water and shift large amounts of water into the jet intakes, flaming out the engine. After experimenting with cutting away a section of the stern, which reduced rear buoyancy, adding weight to the stern to lift the bows, an aluminium plate was placed between the main hull and sponsons to provide lift and reduce water splash to the jet engine intakes. This plate allowed K7 to finally get up to her planing shoes. But these were all temporary measure and more exacting modifications were required, so the Norris brothers spent considerable time coming up with a solution.

After a number of modifications including raising the main spars, stubbing the nose and dispensing with the electric starter system, electronic stress detectors and a reduction in rudder area, Donald's first ever record was a speed of 202.32 mph at Ullswater on 23rd July 1955. This also made Donald Campbell the first person to break the 200 mph barrier on water.

In October 1955 K7 arrived at Lake Mead, Nevada for more trials and an attempt on a new speed record. All did not go well on this occasion and after doing some slow pass on October 14th at around 150 mph, K7 lost power when slowing down due to water being sucked into the engine intakes. After several attempts to get her restarted and back to the marina slipway, K7 sank in Lake Mead, 90 feet from the slipway. She was recovered and transported to the nearby Nellis Air Force Base where she was stripped, repaired, rebuilt and fitted with the spare "Beryl" jet engine. Almost one month to the day when she sank, K7 and Donald returned to Lake Mead and set a new record of 216.20 mph on 16th November 1955.

In 1956 additional modifications were made including the fitting of a new domed perspex canopy, which slid forward on two runners, and reduced trim at the stern, to reduce the problem of engine flameouts. On the 19th September 1956, K7 took to the water at Coniston for another record attempt. Donald had proposed to run K7 up to 240 mph and feel his way, and if everything felt good he would open her up on the return run. On his outbound pass, he clocked at an amazing 286 mph to the astonishment of all present, even to Donald, as his instruments had only shown 240 mph. This run also showed that the bows were beginning to come out of the water and were approaching their safe angle of operation. The return run was at a leisurely 164.48 mph, enough to give Donald and K7 another world water speed record of 225.63 mph.

K7 returned to Coniston in October 1957, after record attempts on Lake Canandagua in New York State and Lake Onandago, Syracuse did not pay off due to rough water and strange undercurrent conditions. On slipping K7 into the lake and running the engine up for tests, it was discovered that the engine had sucked in some solid objects and the blades of the axial compressor were damaged, which necessitated an engine change. Donald arrived for trials of K7 and an attempt on the record early in November. After waiting for suitable weather for a record attempt, on 7th November 1957, Donald set a new water speed record of 239.07 mph.

In 1958 K7 was further modified with the inclusion of a tail fin to house a parachute and raising of the fairings covering the front planing shoes. This last modification was to reduce the tendency of the nose lifting at speed, still the biggest problem. During trials in October 1957, K7 still lacked directional stability so a steel fin was mounted centrally on the transom. This fin also increased load on the bow, which reduced the tendency for the bows to lift at high speed. On 10th November 1958, at Coniston Water, Donald and K7 raised the record to 248.62 mph.

In 1959 K7 again returned to Coniston Waters, this time with no modifications. She had a new coat of paint and was ready to go after extensive checks. On the 14th May 1959, another new record of 260.35 mph and the first man to travel at over 250 mph on water. Donald now concentrated on the land speed record and K7 was not to hit the water again till 1964.

In 1964, after setting the land speed record for wheel driven vehicles on Lake Eyre in South Australia with the turbine driven Bluebird CN7, the Bluebird K7 jet boat was stripped down for X-ray examinations prior to a record attempt in Australia. Donald wanted to set both land and water speed records in the same calendar year, a feat that had never been accomplished before. After much searching for a suitable lake, it was decided to attempt the record on Lake Bonney in South Australia. Arriving in early November, the team persisted till mid December when it was decided to find an alternative location because Lake Bonney and the weather conditions were proving to be impossible for a record attempt.

Lake Dumbleyung in Western Australia was the new location chosen for the record attempt. Donald's first run on 22nd December was at a speed of 150 mph, hindered by the many wild ducks that frequented the lake and poor water conditions. Permission was given to shoot the ducks and clear the area, but bad weather halted any attempt at a new record for some time. On the 31st December 1964, the final day to achieve the double of land and water speed king, the weather was again foul. Donald was flying back to Perth when the lake suddenly settled down and was as calm as a mill pond. Donald was quickly called back and K7 was prepared for an assault on the record. With less than 8 hours of the calendar year to spare, Donald set a new world water speed record of 276.33 mph. Donald now became the only man in history to set both land and water speed records in the same calendar year.

This was to be Donald's finest achievement, but it was also unfortunately, to be his last.

By early 1966, K7 was back in the Norris brothers workshop being stripped down and prepared for the installation of a lighter, more powerful Bristol Siddeley Orpheus Turbo-Jet engine developing over 6,000 lbs of thrust. Donald also purchased an entire Gnat fighter from the Air Ministry for a small fee of £200. This was stripped with the engine retained as a spare and several items, including the fuel pumps and starter system added to K7. Ken Norris, on walking past the stripped plane one day suggested that they also use the tail section from the plane to increase K7's stability. Also added to the transom was a water brake, a hydraulic ram that when actuated, descended 4-6 inches into the water creating drag and helping to slow the boat down after a run. The modifications were completed, she received a fresh coat of paint and was then transported up to Coniston on the 2nd of November.

First trials with the new modifications were a disappointment. K7 now sat lower in the bows due to the reduced weight of the engine and was flaming out with the large volume of water being sucked into the intakes. The engine was also not getting to maximum rpm's and this was though to be a fuel pressure problem. More bad news was to follow. On running the engine up for a static rpm test, the intake ducts collapsed sucking rivets into the engine, damaging the axial compressor. Replacement reinforced intake ducts were fabricated by Norris Brothers in Haywards Heath, then shipped to Coniston by truck. After testing the replacement intakes for strength and flow with the damaged engine, the spare Orpheus Turbo-Jet was fitted along with the new intake defectors made by Leo Villa. Weather now became a problem, with strong winds, driving rains and choppy water, the record attempt dragged on. It was now approaching 25th December 1966 and the timing officials wished to return home to their families for Christmas. The attempt was postponed until the 28th December.

With the new year approaching, the weather was still marginal for a record attempt. Donald however, did more trial runs and tested the effectiveness of the water brake and intake deflectors. Modifications continued on 2nd January 1967 and now the Orpheus engine was developing full power, Donald and the team now knew the fuel starvation problem was cured.

Wednesday 4th January 1967 dawned with a flat calm lake and dead still air, these were perfect conditions for a record attempt. The timekeepers were called and Donald took to the water in K7 at around 8.30am. At 8.42am he started up the Orpheus Turbo-Jet in K7 and ran his first timed pass for the day. He was clocked at 297mph on a glass smooth lake with K7's trim absolutely perfect. At the turnaround Donald circled the refuelling barge but did not refuel. He waited just under four minutes for his wash to subside and being unable to check with Leo Villa, who was watching the conditions in the center of the lake because of a radio communication problem, announced he was commencing his return run. This was to be a fatal mistake, as the new water brake fitted to K7 had churned up the lake surface and there was still some rippling on the surface.

Donald turned K7 around and headed back down the course at a fantastic pace for his return run, describing his run by radio to his crew all the way. He was traveling at a reported speed of 328 mph when Bluebird K7 rose, bows first from the water, did a backward somersault and plunged back into the water nose first at a 45 degree angle, destroying the sponsons, nose and cockpit, and killing Donald instantly. The main hull continued down the lake, cartwheeling for several hundred feet, destroying itself and shedding unidentifiable bits and pieces everywhere. Within 30 seconds of the crash K7 was gone, having sunk to the bottom of Coniston in 150 feet of murky water. A search was undertaken for Donald's body, but he was never found, divers recovered only his helmet, life jacket, shoes and oxygen mask. His teddy bear mascot, Mr Whoppit, floated to the surface.

In early 2001, 34 years after that fateful day, Bluebird K7 and Donald's remains were recovered from the depths of Coniston.

For information on the recovery visit the Bluebird Project website.
 boat specifications

Blue Bird K3
SINGLE STEP HYDROPLANE
Country of Manufacture: Great Britain
Designer: F W Cooper
Overall Length: 23ft
Overall Beam: Unknown
Overall Height: Unknown
Overall Weight: 2.25 tons (approx)
Construction: Plywood, Duralumin and Alclad, built by Saunders-Roe.

POWER UNIT
Engine Manufacturer: Rolls-Royce Type R Schneider Trophy aircraft type
Cylinders V12
Bore 152.4mm
Stroke 167.64mm
Cubic Capacity 36,582cc
Compression ratio 6:1
Carburettor Rolls-Royce
Max. Power 2,300-2,500 bhp at 3,200rpm Single centrifugal supercharger
Fuel: 30% Benzol, 60% Methanol, 10% Acetone.
Consumption: 240 gallons per hour.

Blue Bird K4
THREE POINTER HYDROPLANE
Country of Manufacture: Great Britain
Designer: Commander du Cane
Overall Length: 27ft 2 ins
Overall Beam: 10ft 10ins
Overall Height: Unknown
Overall Weight: 2.5 tons (approx)
Construction: Plywood, Mahogany, Aluminium, built by Vosper's.

POWER UNITS
Piston Engine
Engine Manufacturer: Rolls-Royce Type R Schneider Trophy aircraft type
Cylinders V12
Bore 152.4mm
Stroke 167.64mm
Cubic Capacity 36,582cc
Compression ratio 6:1
Carburettor Rolls-Royce
Max. Power 2,300-2,500 bhp at 3,200rpm Single centrifugal supercharger
Fuel: 30% Benzol, 60% Methanol, 10% Acetone.
Consumption: 240 gallons per hour.

Jet Engine
Engine Manufacturer: de Havilland. The Goblin Jet engine consisted of a single sided centrifugal compressor feeding sixteen straight-flow combustion chambers, a single stage turbine, exhaust case and propelling nozzle.

Dimensions of Power Unit:
Length: 8ft 4.5ins
Diameter: 4ft 2ins
Weight: 1500 lbs
Thrust: 3,000lb @ 10,200 rpm
Fuel: Kerosene
Consumption: 420 gallons of kerosene per hour, 2 tons of air per minute.

Bluebird K7
THREE POINTER HYDROPLANE
Country of Manufacture: Great Britain
Designers: Ken & Lewis Norris
Overall Length: 26ft 4ins
Length without Floats: 24ft 4ins
Overall Beam: 10ft 6ins
Overall Height: 4ft 8.5ins
Length of Floats: 12ft 3.75ins
Overall Weight: 2.5 tons (approx)
Construction: High duty "Birmabright" light alloy hull, built by Samlesbury Engineering around a high tensile tubular steel main frame constructed by Accles and Pollock.

POWER UNITS
Originally built with the Metropolitan Vickers 'Beryl' Turbo-Jet engine of 'straight through' design with 10 stage axial compressor and single stage turbine. This unit was replaced in September 1966 with a Bristol Siddeley Orpheus Turbo-Jet as used in the Folland Gnat jet trainer.

Dimensions of Power Unit:
Length: 11ft 9ins
Diameter: 3ft 2ins
Weight: 1780 lbs
Thrust: Metropolitan Vickers 'Beryl' - 4,000lb @ 8,000 rpm
Thrust: Bristol Siddeley Orpheus Type 701 - 6,000lb @ 10,000 rpm
Fuel: Kerosene, stored in self balancing tanks around the engine.
Consumption: 650 gallons of kerosene per hour, 3 tons of air per minute.