the market, the company designed large multi-engine flying boats to Air Ministry specifications. As a result, one example was built of the Scylla, a torpedo bomber triplane flying boat to specification 14/21. No orders were forthcoming. One example was also built of the Swan, a twin-engined biplane commercial amphibian to specification 21/22. Capable of carrying 12 passengers it was first flown in March 1924 and tested by the MAEE. The Air Ministry was so impressed with the results that they ordered a military derivative to specification 18/24. Six were ordered, subsequently entering service in 1925 as the Southampton. A further orders soon followed. To manufacture the Southampton, which was much larger than their previous designs a new fabrication workshop were built in 1924 and an erection hangar in 1926. Still short of room, in early 1927 the company took out a lease on the Air Ministry's large wartime flying boat assembly and testing facilities at Hythe. Final erection and testing of the Southamptons was then moved to Hythe, which was on the opposite side of the Solent from the Woolston works. While the Southampton Mk I had wooden hulls, the Air Ministry indicated that they wanted future flying boats to be metal hulled and paid for the construction of a prototype. Compared with wooden hulls, metal hulls were stronger, lighter and didn't become heavier over time as the wood soaked up water. To enable them to construct metal hulls Supermarine established a metallurgy department headed by Arthur Black (who joined the company at the end of 1925) and established metal production facilities at their Woolston works. The resulting metal hulled version of the Southampton entered service as the Mk II. The Southampton series was very successful with a total of 83 of all types being built. As a result of the success of the Seagull and Southampton between 1923 and 1927 sales rose from £137,683 to £403,868 and profits from £58,002 to £111,935. Schneider Trophy 1925 to 1927 While it had been Scott-Paine' love of speed and competitive nature that had been the driving force behind the company's entry's in the early Schneider Trophy contests, Bird was happy to continue Supermarine's involvement as he wanted to use it to enhance the company profile. After the failure of their 1924 entry, and realizing that other countries designs were far superior, Mitchell reached the conclusion that racing flying boats were no longer