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Aviation History
1924
1924 - 0017.PDF
JANUARY 10, 1924 THE COX-KLEMIN C.K.2 TRAINING BIPLANE A MEDIUM-SIZED tractor biplane for training purposes and possessing several interesting features has recently been produced by the Cox-Klemin Aircraft Corporation, College Point, L.I., for the U.S. Army Air Service. In this machine a tandem seating arrangement, located aft of the wings, is employed for both the pilot and the pupil. This not only facilitates instruction, but permits easy access to the cockpit, and also permits leaving the same with a parachute without interference with struts or wires. The fuselage is of metal construction throughout, steel tube longerons and struts, with wire bracing, being employed. No welding is employed in its construction A modified Fokker-type truss is employed for supporting the centre of the top plane from the fuselage. It differs from the original Fokker arrangement in that, whereas there are four struts in each truss in the Fokker, in the C.K.2 there are but three. the stabiliser is adjustable when the machine is on the ground. . The instruments are located in the centre of the top plane, in which position they are clearly visible to the pilot and pupil at all times. The petrol tanks are mounted between the spars of the upper plane, 5 ft. out from the fuselage on each side, of the machine. This arrangement of the tanks minimises the risk of fire in the event of a crash, and also provides a good head for gravity feed. A Wright model E, 190 h.p. eight-cylinder, water-cooled V-engine is employed, being mounted in the neatly rounded-off nose of the fuselage. The radiators are mounted on the sides of the fuselage, and are fitted with shutters operated from the cockpit. The landing gear is of the " no-axle " type, the wheels being carried on two V's extending outwards from the bottom of THE COX-KLEMIN C.K.2 A two-seater side-by-side training 'plane built for the U.S. Army Air Service, is fitted with a Wright model E 190 h.p. engine. It Both upper and lower wings are continuous from tip to tip, and are separated by a pair of N-struts. U.S.A.27 wing section is employed, which, being a thick section, permits the use of thick spars suitable for the Fokker type bracing. The spars are built up with spruce flanges, top and bottom, tapering from the centre to the tips, with plywood side members. Built-in spruce compression members and wire bracing are used in the construction of the wing frame work. to Ailerons are fitted to both upper and lower planes, the cables running through the lower wing and being connected to the control shaft lever by a bolt. When the wings are removed the controls are detached by simply removing this bolt, and the adjustment of the cables is not disturbed. The aileron cables are attached to a T-crank in the wing, which is connected to the aileron by a steel tube with an adjusting screw ; the upper and lower ailerons are connected by an adjustable steel strut. The controls are of the stick type, and the fuselage, and the shocks being taken by an absorber mounted on a vertical strut running from the wheel up to the side of the fuselage. In conclusion it should be noted that this machine can be assembled very easily and quickly, as there are no bracing wires to fix or other adjustments to be made on the field. The principal characteristics of the C.K.2 are :— Span 29 ft. Chord Gap Stagger Wing area Wing section Weight laden Loading per h.p. Loading per sq. ft. Speed range 5 ft. 6 ins. 5 ft. 2 ins. 2 ft. 293 sq. ft. U.S.A.27. 2,400 lbs. 12-62 lbs. 8-18 lbs. 47-125 m.p.h. H H E E THE LATE COLONEL TEMPLER IT is with regret we have to announce the death of a pioneer of military aviation in Colonel James L. B. Templer, who died on January 2 at Laughton Grange, Lewes, aged 78. Colonel Templer will best be remembered for his energetic pioneer work—in the face of much official opposition—in connection with military ballooning and man-lifting kites. It was in the " seventies," when he was a captain in the King's Royal Rifles, that he started his work on ballooning. He formed the first Army School of Ballooning, and made many successful ascents from time to time, during manoeuvres, etc. He formed a balloon corps, of three balloons, which was sent out with Sir Charles Warren's Bechuanaland expedition, and took three balloons himself to the Sudan in 1885, where he was mentioned in despatches for work done at Hasheen. During the South African War he was Director of Steam Road Transport. Mechanical road transport also owes much to Colonel Templer, for he was responsible very largely for its 17 development for Army use. He despatched four balloon sections to South Africa, which did remarkably well. Colonel Templer was responsible for many improvements in connection with balloons and airships. The application of goldbeaters' skin foi balloon and airship envelopes, hydrogen production and filling were two important achievements of his. He was largely responsible for the first British Army airship, " Nulli Secundus," in which he flew over London, accompanied by S. F. Cody and Major-General Sir J..E. Capper (then Colonel). About this time he was Superintendent of the Army Balloon Factory at Farnborough. Colonel Templer was the son of John Templer, a Master of the old Court of Exchequer. He was born in 1846, and was educated at Harrow and at Trinity College, Cambridge. In 1889 he married Florence Henrietta, third daughter of the late Mr. J. S. Gilliat, M.P., formerly Governor of the Bank of England, and had a daughter. D
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