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Aviation History
1934
1934 - 0196.PDF
FLIGHT, MARCH '., 1934 NEAR THE GROUND : Its excellentmanoeuvrability enables the Klemm to be flown so that pictures may be obtained fromthe ground like this. On the right is a view showing the newly-designed, sturdy under-carriage. (FLIGHT Photos.) withdraw the pins ; then coming to thewing tip, release the wing, and fold it himself. The machine we were privileged to flywas the private property of Lord Willoughby de Broke, and was the firstproduction model. It had a 70/75 h.p. British Salmson engine driving a gearedairscrew, while the exhaust was carried away beneath the machine through twolong pipes. This exhaust system, coupled with the fact that the engine has nine smallcylinders running at high speed, make it one of the sweetest little engines we haveever sat behind. Throttled back, by means of the Simmonds-Corsey control to2,000 r.p.m., with the A.S.I, showing some- where about 70 m.p.h. (112,6 km/h), itwas quite possible to talk from one cockpit to another without the use of headphones.Even at the normal full speed of anything between 2,800 and 3,000 r.p.m. the noise isvery much less than that in the majority of aeroplanes, and the lack of vibrationwas equally noticeable. We were not able to test the machine against a stop watchor obtain corrected figures in any way, but judging from the instruments in the cock-pit we have no reason to believe that the figures in the table are other than slightlypessimistic. Besides this model there is also anexactly similar machine fitted with the Pobjoy engine. We have not yet hadan opportunity of trying this ourselves, but we understand that the performanceis, as one would expect with an increase of some 10 h.p., slightly better. Moreoverthe power weight ratio is quite a good deal better, and this in consequence givesthe machine a better climb with this engine. Mr. Hordern gave a pretty demonstration of quicktake-off, steep climb and slow landing. With the new Pobjoy " Niagara " of 90 h.p., the performance should, ofcourse, be even better. In both machines the instruments, supplied by Smith's,are conveniently grouped on the dashboard and adequate in number. Despite the top fuselage fairing and the factthat the dashboard is well underneath it, there is ample light, and under no circumstances is there any difficultyin seeing the instruments, a matter which is not always so simple on some machines. One point which we feel justified in criticising, thoughsmall, is important from the point of view of flying comfort, and that is, that tail trimming gear of the rubbercord elevator loading type is used. This gives an entirely false feel to the controls, which is liable to be disconcert-ing to the inexperienced pilot. No doubt an adjustable tail plane is a somewhat more expensive fitting than BRITISH KLEMM "SWALLOW" Engine Petrol consumption Flight durationRange DIMENSIONS AND AREAS Wing area Span overall Span, wings folded Chord maximumChord aerodynamic . . Aspect ratioLength overall HeightGround angle Wheel track Wheels TyresBrakes (extra) WEIGHTS Weight empty, inc. stan- dard equipment PilotPetrol, 19i gall. (87 /.) Oil. 1| gall. (6,5 /.) ..Pay load (passenger and luggage, or freight) . . Weight loaded LOADINGS Wing loading Power loading (" Salmsot (" Pobjoy PERFORMANCE Maximum speed Cruising speed . . Landing speed Take-off, soloTake-off, with passenger Rate of climbGliding angle Ceiling " British Salmson " 70/75 h.p. 4\gall.jhr. (1%1'hr) 4-7 hr. 400 miles (640 km) 219-5 sq.ft. (20,4 m2) 42 ft. 8£ in. (13 m) 13 ft. 9 in. (4,2 m) 6 //. 6£ in. (2,0 m)5 ft. 5 in. (1,66 m) 8-452% ft. 3 in. (8,0 m) 1 ft. (2,14 m)13 deg. 6 ft. 3 in. (1,90 m) Dunlop 600 x 100Bendix 960 Ib. (436 kg) 160 Ib. (73 kg)147 Ib. (67,5 kg) 14 Ib. (6,5 kg) 219 Ib. (100 kg) 1,500 Ib. (683 kg) .. 6-84/6./ " Pobjoy " 80/85 h.p. 4i gall. Ihr. (19 Ijhr) 4-7 hr. 420 miles (670 km) 219-5 sq.ft. (20,4 m2) 42 ft. SI in. (13 m) 13 ft. 9 in. (4,2 m) 6 ft. 6^ in. (2,0 m)5 ft. 5 in. (1,66 m) 8-4526//. 3 in. (8,0 m) 1 ft. (2,14 m)13 deg. 6 ft. 3 in. (1,90 m) Dunlop 600 X 100Bendix 930 Ib. (424 kg) 160 Ib. (73 kg)147 Ib. (67,5 kg) 14 Ib. (6,5 kg) 249/6. (112 Ag) 1,500/6. (683 kg) sq. ft. (33,4 kgjm2) i -) . . .. 20-0 Ib.jb.h.p. (9,1 kgjhp) ') . . . . 17-65 Ib 102 m.p.h. (163 kmjh) 90 m.p.h. (144 kmjh) 32 m.p.h. (51 kmjh) 36 vd. (33 m)53 "vd. (48 m) 750ft'/min.(3,83 mjsec)1 in 12 16,000//. (4 850 m) STANDARD EQUIPMENT jb.h.p. (8,0 kgjhp) 110 m.p.h. (176 kmjh) 98 m.p.h. (157 kmjh) 32 m.p.h. (51 kmjh) 35 yd. (32 m)50 yd. (46 m) 800 ft. jmin .(4,01 m jsec)1 in 12 17,000 ft, (5 150 m) Dual Control, Petrol Gauges (2), Oil Pressure Gauge, Engine Revolution Indicator, Air Speed Indicator, Altimeter, Cross Level, Upholstered Cushions, Carpets, Luggage Compartment, Map Tool Kit, Kigass Primer, Telephone Tubes. Case, Speaking Tubes, elevator loading, but it is surely a provision which we are now entitled to expect on machines of the class of the British Klemm. The demonstration on Wednesday was given by Mr. E. G. Hordern, the firm's test pilot, and most effectively showed off the essential features of a lightly loaded machine, including low gliding and landing speeds, a short run and good take-off. The equipment offered with the machine is sufficiently comprehensive for all normal use, and includes items like a Kigass primer for the engine, telephone tubes, and compass, which are often not standard. Besides Lord Willoughby de Broke, the chair- man of the company, Maj. H. Musker, Maj. E. F. Stephen and the other directors were there to welcome their guests, and they did everything possible for them, answering all manner of questions and lending their machines to anyone who wished to fly them. After spending some time on the aerodrome we were taken round the works by that old 196
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