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Aviation History
1931
1931 - 0203.PDF
FLIGHT, FEBRUARY 27, 1931 View showing the side andtoe iutches for loading. The me:a; floor of the cabin iscovered with 3-ply wood, and in the space between that andthe bottom are the lockers for valuable goods. and also, of course, greatlydecrease the landing run. In place of the tail skid, the Ju. 52is fitted with a pivoting tail wing. Behind the pilots' cabin is apartition provided for a wireless installation with operator, whichmight also be used for a post- master if the machine is used tocarry mails, and in tjie tail abaft the cargo space a lavatory can befitted, if desired. The normal fuel capacity gives this machinea duration of 9|- hours, but it is quite easy to add additionaltanks in the wings or in the floor of the cabin and to double thisduration. With the B.M.W. VII engine the Ju. 52 has the follow-ing specification :— Weight empty, including wireless, lighting,and instruments Disposable load, including fuel and pay-load Maximum speedCruising speed Fuel consumption at cruising speedLanding speed at 15,433 Ib. At cruising speed it is possible to carry the following loadsfor the following distances, non-stop :— Distance. Pay-load.Miles. Lb. 622 4,680 1,244 3,2101,866 1,740 2,175 1,100 As an example of what this means, the following journeysmay be quoted :— Distance.Say :— Miles. London-Berlin .. 560London-Naples . . 956 London-Gibraltar 1,080 London-Baku . . 2,485 8,819 Ib. 6,614 Ib.120-5 ni.p.h. 100 m.p.h.253 Ib.jhr. 48 m.p.h. Pay-load.Lb. 4,785 3,749 3,395 1,102 Duration.Hrs. 5-5 9-5 11-0 23-0 Or with intermediate landings of approximately 3 hr. at each place the following journeys are possible :— Berlin-Rome (746 miles)-Cairo (1,304 miles)= total 2,050 miles, with 3,086 Ib., taking 25 hr. Berlin-Cairo (1,864 miles)-~Nairobi (2,237 miles)-Johannes- burg (1,864 milcs)-Cape Town (870 miles) = total 6,835 miles, with 880 Ib., taking 82 hr. For long journeys such as these the second seat in the pilots'cockpit has been arranged so that by operating a lever it may be tilted back, and it then becomes a couch upon whichthe pilot off duty may sleep. Although the present machine has been fitted withB.M.W. VII engine, the following may also be fitted, if desired : the Junkers L.88, supercharged 800 h.p. ; theRolls-Royce H, 900 h.p. ; the B.M.W. IX, 750/800 h.p. ; the Armstrong-Siddeley Leopard, 850 h.p. ; the Renault orFarman, 800 h.p. ; and the Hispano, 1,000 h.p.—all of which are geared ; while the Asso, 750/800 h.p., and the Fiat,1,000 h.p., may be used if gearing is fitted. At a later date it is intended to use the Junkers F.O.4 compression-ignitionengine. It is interesting to note that this latter has now passed its first type test at 500 h.p., and will later be putthrough at 600 h.p., 700 h.p., and subsequently at 800 h.p. This exceptionally interestingengine has already been described in FLIGHT, and it will be seenthat the power-weight ratio is low. It runs very smoothly indeed,and the absence of vibration was very noticeable when we saw it onthe test bed. It starts with the same ease asits smaller version, which Junkers are fitting in lorries, and in a shorttrial of this latter type, we were amazed at the flexibility of theengine. It answers to the throttle immediately, and appeared to givefull power at once^Jafter a start from dead cold. An interior view of the cargospace. 187
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