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Aviation History
1923
1923 - 0484.PDF
AUGUST 9, 1923 The main data relating to the Junkers type K are : Engine, 60 h.p. Siemens ; length o.a., 8 m. (26 ft. 3 ins.) ; span, llm. (36 ft. 1 in.) ; useful load, 250 kg. (550 lbs.) ; speed, 125 km. (77 m.p.h.). Although in its general constructional features it is similar to other Junkers machines, the type T differs materially in that it is a parasol monoplane of the " open " type, intended for school work and sports purposes. The same tubular construction and corrugated sheet covering is used as on the other types, and the undercarriage is also similar in general design. The fuselage is of triangular section, or, more correctly speaking, of trapezoidal, as it does not quite come to a sharp edge on the lower corner. The sides have in consequence a distinct outward slope, so that the undercarriage telescopic struts are attached to the top longerons instead of the usual procedure of securing them to the lower. The two occupants are seated tandem fashion in a common cockpit, entrance to which is by a triangular door, which forms, when closed and locked, part of the load-resisting structure. This door forms the subject of a sketch. The wing, which is of usual Junkers tubular construction, is mounted in a somewhat unusual fashion so as to avoid members running diagonally across the sides of the cockpit and being in the way. The front spar is supported on each side by a " tripod " strut, while the rear spar has two struts on each side, one approximately vertical and the other sloping back so as to triangulate the structure and locate the wing in a fore-and- aft sense. The most interesting feature of the Junkers type T is perhaps its engine, which is of Professor Junkers' design, and is unusual in that it is air-cooled, although being of the six- cylinder, vertical type. A fan mounted in the nose of the machine forces air back through ducts surrounding the cylinder heads and exhaust valves, so as to obtain forced draught past the hottest parts. At present the makers do not wish particulars published, as the engine is still in the experimental stage, but it may be stated that it is of 70 h.p. The type T can also be supplied fitted with 60 h.p. Siemens or 120 h.p. Mercedes engine. Fitted with the Junkers 70 h.p. engine the data relating to the type T are: Length o.a., 7.5 m. (24 ft. 7 ins.) ; span 13 m. (42 ft. 8 ins.) ; useful load, 350 kgs. (770 lbs.); speed, 145 km. (90 m.p.h.). . : (To be continued.) With reference to the representation of dope manufacturing firms at the Gothenburg Exhibition, we are glad to be able to record that the only two firms showing were both British. The Titanine exhibit, which was not ready on the opening day of the Show, was arranged very soon after the opening, as confirmed in a letter from Mr. Ward, published on another page of this issue, and the Cellon exhibit was among one of the first in the Show to be ready. THE GOTHENBURG AVIATION MEETING So far, the news which has come through relating to the results of the " arrival competition," for machines starting from the Waalhaven aerodrome at Rotterdam on the morning of August 4, and due to arrive at Gothenburg aerodrome (Torslanda), with compulsory stops at Bremen (land machines) or Norderney (seaplanes) and Copenhagen (both types) is not very illuminating. It appears, however, that first prize was won by the Swedish aviator, Lieut. Soederberg, flying a Breguet. According to the reports published, Grase (Holland) was second, Thiedemann (Germany), third, Cobham (Great Britain) fourth, and Zimmerman (Germany) fifth. Sixth and seventh respectively were Hemming and Bird (Great Britain), and last Kjellgren (Sweden), who was flying one of the " Tummeliten " biplanes with Thulin-Rhone engine. The weather was very bad, and the opening ceremony at Torslanda aerodrome had to be postponed until Sunday, July 5. As the award of marks for placing the competitors follows a rather complicated formula, it should not be taken for granted that the actual placing is necessarily as indicated above, the sequence given being that in which competitors arrived at Torslanda. Unfortunately, several mis-haps have marred the proceed- ings, some of the accidents being, however, to non-competitors. One German seaplane was forced to alight near Moens Klint, Denmark, and the pilot, Schultz, was drowned, the mechanic being saved. Last week a Swedish pilot, Lieut. Montgomery, was killed with his mechanic in a crash at Waalhaven. A Junkers seaplane broke a float in alighting in the Kiel Canal, and another German seaplane is reported to have smashed its propeller in landing at Copenhagen. The de Havilland D.H.50, piloted by Cobham, flew from V Stag Lane to Waalhaven on Thursday, August 2, carrying as .?. • passengers Mrs. Cobham, Admiral Mark Kerr, and Mr. C. C. *K Walker of the de Havilland Aircraft Company. On Monday,""-""'..' August 6, Cobham took up at Torslanda Sir Samuel Hoare, " Admiral Mark Kerr and two of the sons of the Crown Prince ;:'• of Sweden. . ',- Major Hemming flew the D.H.37 in the competition, :* carrying as passenger Princess Loewenstein-Wertheim. He •:--V was back in time for the Aerial Derby, having covered some- . •• thing like 2,000 miles since Friday morning, but had to make •'"•-•;_ a forced landing at Romford, •••'..\: Capt. Norman Macmillan, flying a Bristol Fighter with -; Bristol " Jupiter " engine, made the flight from London to -Vi; Gothenburg in one day. r."~- A " Storm in a Teacup " "\$::^ MUCH ado about nothing appears to have resulted from a •;. chance private and personal remark dropped by Mr. C. R. —• - Fairey when at Gothenburg, and as all sorts of rumours seem i.. to have got about, it may be as well to allay all misapprehension ^r by a brief statement of facts. What happened was that in the course of a personal chat with Captain Thor Lubeck of the Swedish Air Service, Mr. Fairey happened to remark on the small size of the tails fitted on Swedish and German machines, as compared with those commonly used by British designers. This remark, which was made purely as a statement of an impression, by a man who is very keenly interested in the subject of control at low speeds and large angles of incidence, ;a - having carried out a great deal of research in this direction, was certainly never made, as may be imagined, with the intention that it should be interpreted as an official view of the Chairman of the S.B. A.C. and to be published in the press The remark was, however, apparently overheard by someone connected with the press, and was grossly misrepresented, thus not unnaturally causing considerable annoyance in Swedish aviation circles. As a matter of fact, Mr. Fairey mentioned the subject quite incidentally in a conversation with Captain Lubeck, and neither of the two gentlemen had the slightest idea that the remark would be published. It may be taken for granted that Mr. Fairey would never so far transgress as to overstep the mark by publishing an official criticism of Swedish machines, least of all in his capacity of Chairman of the S.B. A.C. It is unfortunate that a long-eared reporter (we have plenty of them here also) should have seized an opportunity to make much of what was, in reality, merely the friendly expression of a personal impression, but we are sure that after learning all the facts of the case our Swedish friends will understand, and realise that the whole incident has been given far more publicity than it deserves. Cranwell Cadetships t THE following are declared by the Civil Service Com- missioners to be the successful candidates at the competition held in June, 1923, for admission to the Royal Air Force Cadet College, Cranwell, but their admission is conditional on their having passed a medical examination. In each case the names are in order of merit. A table of marks will be sent to each candidate as soon as possible :— McEvoy, T. N. Eaton, J. Priestman, F. Tristem, H. H. V. CRANWELL Penna, A. G. Hordern, E. G. Griffith, S. May, F. M. V. Moseley, WT. M. A. Keary, J. D'A. Danbury, B. A. C. Ricks, A. W. A. Robinson, L. C. D. Gillmore, A. D. Lucas, G. Cox, W. R. Chamberlain, G. P. Carr, T. H. Anness, L. H. Hammond, A. V. Neil, A. D. Kennedy, W. M. C. Patch, H. L. Storrar, R. C. Harrison, J. A. P. Beverley, H. G. Bremridge, C. H. G. Nelson, A. W. H. Griggs, W. E. KING'S CADET WHO HAS QUALIFIED Wilson, R. C. 484
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