S-35 Sikorsky s-35 Background
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| Chief pilot and former French air ace, Captain Rene Fonck, stands at left, with designer Igor Sikorsky, in front of the S-35. Criticized for his high-handed methods prior to the flight, Fonck was later termed in- experienced in multi-engine aircraft and blamed by many for S-'35's crash. Gentleman to the last, Sikorsky not only donated his airplane for practically nothing, but put the blame for its failure on bad luck. The three French-built, British designed Gnome-Rhone Jupiter engines of 420 hp. each, were to have been acquired by Fonck, free of charge-one reason why he was chosen as chief pilot-but the company which backed the venture had to pay $43,000 for them. Mounted on struts and secured by wires, they were installed in streamlined nacelles.
Meanwhile, promoter Robert Jackson, still in Paris publicizing the forthcoming flight, dismissed the bickering as minor. He told reporters that the difference of opinion among the prospective crews had been blown out of all proportion and assured them that Noville couldn't have resigned as flight engineer, since he had never been promised the position in the first place, much less been given it.  A carbon copy of her sister, except for deletion of fuselage mounted engine, the S-37 was to have been Sikorsky's second attempt at the New York to Paris prize. It is shown here in its hangar, preparatory to final test flights. Before it was ready, however, word reached Sikorsky that Lindbergh had accomplished the feat successfully.
But while what had gone before could be glossed over, there was no way Jackson could ignore a big problem which was now becoming acute. Who was going to pay for the giant S-35? As of September 4, 1926, the Argonauts had paid a total of $20,000 on an airplane which cost $105,000. Jackson had contributed $10,000 and John Jameson of Concord, Mass. had put up another $10,000; and that was all. Caught in the middle, and obviously aware that he would be forced to pick up the balance, Igor Sikorsky donated the remaining $80,000. Becoming an aviation pioneer was getting to be an expensive past- time, but he consoled himself with the fact that a successful crossing of the Atlantic by the S-35, would flood his company with orders. At this point several other "arrangements" previously made by the dapper wheeler-dealer, Rene Fonck, emerged. As part of his agreement with the Argonauts and Sikorsky, Fonck was to have secured three British designed, F re n c h - built Gnome-Rhone Jupiter engines from the French government, at no cost. This was the major reason why he had been given the position as chief pilot. War record notwithstanding, $43,000.00 worth of advanced aviation engines was a big inducement to accepting Fonck over Berry. Unfortunately for the Argonauts, the engines had not materialized as Fonck had promised. They had to be paid for. Vice President Hartney, acting as comtroller was indignant. At one point, with a suit threatened, he produced a bill of sale dated April 2, which stated that the Argonauts had paid all but $8,000 of the engine costs. He stated that the balance would be offered later the same week, and added that the engines which were to have been free had, indeed, cost them $43,000, which brought the total price of the plane to over $150,000. During the period of controversy between Fonck and Berry, over piloting, Fonck and Noville over the oil, and the Argonauts, Fonck and Sikorsky over payment, flight testing had been going on at a leisurely, if restricted pace. All flight tests were to have been under the control of Sikorsky and were to have lasted not less than six weeks. Needing to recoup his losses, Sikorsky was to have had the opportunity to test the plane under official auspices to set new records for altitude and speed with heavy loads, all with an eye to gaining publicity and more orders. However, the flight program did not allow the full utilization of the S-35's capabilities, nor did it successfully probe any possible weak points. On the morning and afternoon of Aug. 23, the plane underwent two successful flights. In the air for only half an hour in the morning, the afternoon flight lasted over an hour while Sikorsky, Fonck and Snody took turns at the controls.  The S-35 displays the 15,200 lb. of fuel and oil which would be loaded into her for the transatlantic flight. With wing and fuselage tanks topped off, nearly half of this load was stored in her 15 ft. long passenger cabin.
 Originally designed to carry 12 passengers in commercial service, S-35 was an attractive bird for its day, particularly in flight. Overall color scheme was light blue and gray.
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