THE JUNKERS (GERMAN) TOURING MONOPLANE : Three-quarter front view.

This machine, which is built of metal throughout, is oi the " wireless " type, having no external lift bracing. The wings are built up of tubes and covered with corrugated aluminium sheet, as is also the fuselage. On September 13 last this machine is said to have reached an altitude of 6,750 metres (about 22,200 ft.)*with eight people on board. The engine is a 185 h.p. BJM.W. ("Bavarian Motor Works). The pilot sits in front of the cabin, immediately behind the engine

THE JUNKERS TOURING MONOPLANE : Three-quarter rear view

O O O O O O O O O O O O

The J u n k e r s Touring Monoplane : The cabin and the eight passengers with which the machine reached 22,200 ft.

o o o o o o o
0

O O

O O O O O

o o c o o o o

434

JANUARY I I ,

1923

METAL AEROPLANES
Resume of Professor Junkers' Paper read before R.Ae.Soc.
disappointment was lelt at the Royal Aero- which were unconventional from our point of view. He was nautical Society on January 4, when it was announced that, referring chiefly to the aerodynamic features, about which he unfortunately, Professor Hugo Junkers would not be able to knew more than he did about constructional principles. read his paper personally as, owing to illness, he was prevented He then declared the paper open for discussion, and hoped that from travelling to this country. He had, however, sent as many would take part in it. special messenger with the manuscript and lantern slides of Mr. F. Handley Page expressed his thanks to Professor his paper, Herr Ingenieur Mierzinsky, who is consulting Junkers for having agreed to come ov$r here and give us engineer at the Dessau works of Professor Junkers, and the benefit of his experience. He (Mr. Handley Page) caused confidential secretary to the well-known German constructor. considerable amusement by stating that the first Junkers The paper had been translated into English by Mr. W. J. Stern, machine which he saw was one which had crashed in landing, of the Air Ministry Laboratory, South Kensington, who also the fuselage having broken in a rather unfortunate place. read the paper. Considering that Mr. Stern had only received The name Junkers had been painted on its sides, and the the original German manuscript the day before the lecture, break had occurred just behind the k, so that when he walked he acquitted himself very creditably indeed of a very difficult around the machine to attempt to find out what it was he task, especially in view of the fact that, as he pointed out, read the letters " Junk." A closer inspection, however, he was not an expert on metal construction. Professor revealed the fact that the machine had, in the main, stood Leonard Bairstow was in the chair, and after a brief statement up to the crash fairly well. As regards the paper there of the reasons which had prevented Professor Junkers from were one or two things in it which had surprised him. Thus, being present called on Mr. Stern to read his paper. he was somewhat astonished to find the curve representing In his introductory remarks, Mr. Stern stated that he the thick aerofoil forming an envelope to the curves of thin thought the best plan would be for him to confine himself sections and deeply cambered sections. This did not appear mainly to the matter relating to the illustrations, as the paper to tally with our results, and he would like to know something would be published in full in the Aeronautical Journal. He more about the manner in which the result had been arrived thought, however, that the introductory remarks of Professor at, where the tests were carried out, what was the size of the Junkers would be of interest, and consequently read them. model, and at what air speed was the test run. Professor Junkers in his lecture attributed to the invitation As regards the statement made in the paper that the to him to read a paper before the Royal Aeronautical Society Duralumin covering did not deteriorate, Mr. Handley Page the deeper meaning of a token of amiable disposition as stated that some time ago he had an opportunity of examining between nation and nation, and saw in it an effort to renew some Junkers machines in America, and there the covering the ties of genuine humanity and to extinguish the sad was certainly showing signs of corrosion. Turning to the traces of a devastating war by hoisting the flag of peaceful statement that the Junkers machines in Colombia were competition. fitted with Duralumin floats, he rather thought that the In describing the method by which he had arrived at pictures indicated that the floats were wood, and he had an his all-metal aeroplane, Professor Junkers pointed out idea that, as a matter of fact, it was found that the Duralumin floats gave trouble owing to water leaking in between joints, the importance of close co-operation between research and production, and between science and commerce. Before and so forth. He concluded by thanking Professor Junkers proceeding to the construction of all-metal machines, for his paper. Professor Junkers had a number of experiments carried out Major F. M. Green said he was very interested to learn in the wind tunnels at Aachen and Dessau, among the subjects about the use Professor Junkers had made of Duralumin, and being wing sections of varying camber, but of the same pointed out that in this country we had less faith in that thickness, different angles of trail, thin sections and thick material, and that, as a matter of fact, our constructors were sections. A number of slides were shown, from which the forbidden by the Air Ministry to use Duralumin for any result was arrived at that a certain thick section was, at parts likely to be highly stressed. As most of the parts of an small angles, equal to a thin section in efficiency, and at large ' aeroplane were highly stressed, this meant that to all intents angles equal to a deeply cambered thin section, forming, so and purposes we were not using Duralumin in the conto speak, an envelope curve around the curves representing struction, preferring to use instead high-tensile steel. He the other two types of section. was sorry that so few data had been given in the paper, or, at Slides were shown illustrating the first Junkers all-metal any rate, in that portion of it which Mr. Stern had read, machine, the J.I, which was built in six months. In this and hoped that more data would be found in the complete machine, Mr. Stern said, iron tubes were used, and also iron paper. With regard to the statement made that the climb covering. Presumably, this was merely a slip on the part of the Junkers J.13, with six passengers, was a record perof the translator, and should have been steel tube. Slides were formance, he would like to know what engine was fitted, as he also shown of loading tests of a number of tubes, from which did not think the performance was anything out of the ordinary. it was found that short thick-walled Duralumin tubes reached the theoretical figure, while thin-walled long tubes did not, Mr. Stern, in replying, stated that with regard to Mr. until Professor Junkers had some tubes made in which Handley Page's questions, the tests on aerofoils were carried longitudinal corrugations reduced the tendency to secondary out by Prandtl at Gottingen, and that, no doubt, the figures flexure and a figure approaching the theoretical was reached. could be verified. As regards the question of the use of wood Mr. Stern also quoted from the paper references to the floats on the Junkers machines in Colombia, he did not early conviction of Professor Junkers that for efficiency all think it was specifically stated in the paper that these were detrimental resistance should be suppressed, and slides of Duralumin. He himself had thought that they were. made from patent specifications showed some rather unusual He had no doubt that Professor Junkers would be pleased to designs in which the passengers were accommodated inside furnish any additional data desired. The engine fitted in the the wings. A number of suggested designs were shown, J.13 was a B.M.W. over-dimensioned super-compressed mostly very large machines, as Professor Junkers was of the engine of 185 h.p. opinion that only in large sizes could the combination of allA hearty vote of thanks was then passed, both to Professor metal construction and the suppression of ordinary fuselages Junkers and to Mr. Stern and Herr Ingenieur Mierzinsky. be successfully attained. As the paper as read on January 4 was considerably A large number of slides were then shown, illustrating abbreviated, we would advise readers desiring to read the various Junkers machines, most of which were, however, complete paper, as well as any discussion in writing thereof, familiar to all who follow aviation at all closely, as they had to obtain a copy of the Aeronautical Journal for February, in been published in various journals from time to time during which the paper will be published in full. the last three or four years. Among them was a picture of the Junkers armoured biplane, a specimen of which was at In connection with Professor Junkers' paper, it is of one time on view at the Agricultural Hall, Islington. Others interest to note that permission has been obtained for one of illustrated the " Annelise " type, which has become known the latest types of Junkers machines to fly to Croydon, in chiefly owing to the activities of John Larsen in America. order to give an opportunity for detailed inspection of the Similar Junkers monoplanes fitted with floats were also construction. The machine is expected to arrive in the course shown. of the next few days, and persons wishing to visit Croydon The Chairman (Professor Bairstow), before opening the for the purpose of inspecting the machine should apply discussion, said that the paper and illustrations had been of to the Secretary, Royal Aeronautical Society, 7, Albemarle very great interest, and had certainly shown several things Street, Piccadilly, London, W. 1.
CONSIDERABLE

JANUARY I I , 1923

LONDON TERMINAL AERODROME

Monday Evening, January 8, 1923 have fallen-ofl again now that the holidays are definitely over, and this week's total has fallen to quite a low level in comparison with recent weeks. This is particularly tnarked on the Manchester-London-Amsterdam route, and also on the London-Cologne air line, while even the Handley Page service to Paris has not been as well patronised as is usual on this line. The weather has interfered, to some extent, with the regularity of the services, and on Tuesday the only service to be run was the Daimler line from Manchester to London all the continental services being cancelled owing to fog at Lympne. In spite of the progress made in civil aviation, we are not yet past the stage when a small patch of fog over one portion of the route shuts down the services completelyalthough the rest of the route may be normal from a weather point of view. On Thursday, Maj.-Gen. Brancker, Brig.-Gen. Festing and Col. Edwards arrived at the aerodrome, and went for a flight in the all-metal German Dornier machine. The German Ambassador was also in evidence, and several other notabilities. As usual with General Brancker, the flight was arranged for 9 a.m. and the first Press photographer arrived on the scene about 11 o'clock, just in time to get pictures of the departure of the machine on its way back to Germany. R u m o u r s that Failed to Materialise THERE were persistent rumours during the week that we were to have a visit from another German all-metal machine in this case one of Herr Junker's monoplanes, which, it was stated, was to fly to London in connection with Herr Junker's lecture to the Royal Aeronautical Society. At the time of writing, however, this machine has not materialised. I understand that Messrs. Vickers are fitting one of the Vickers " Vulcans " of the Instone Air Line with a Napier " Lion " engine, in place of the present engine, in order to give the machine a bit more speed, and to enable it to get off, when fully loaded, with a shorter run. In the meantime, the Instone service between London and Cologne is being run entirely with De Havilland stock. In view of the fact that the aerodromes at Brussels are in such a bad state, a stop is now made at Ostend for the convenience of passengers for Belgium. This makes the journey to Cologne slightly longer, but the extra mileage is insufficient to interfere to any great extent with the time-table. The B i g French Airway Combine THE amalgamation of the French firms is now complete, and the entire French service is being run under the control of the C.M.A. air lines, although the personnel of the Grands Express is still giving a helping hand. I am told that the Franco-Roumanian Co. are also in the amalgamation, which, if so, makes the French combine probably the biggest and most powerful in existence. The strong winds and gales are continuing to play havoc with the time-tables, making some journeys remarkably rapid, and flights in the opposite direction long-drawn-out. On Friday, Mr. Shaw, who was flying the Marconi Co.'s experimental " Avro," which is fitted with a 90 h.p. R.A.F. engine, was up in a gale of wind, and, while attempting to fly over Purley, head-to-wind, he was unable to make any headway for half an hour. In fact, at the end of 30 mins., he estimated that he had been blown back a distance of about 25 yards. As the wind was increasing, he decided to alight, and, diving down, he succeeded in gaining enough headway to turn and alight on the aerodrome with his engine full on. Further additions have been made to the departure and arrival platform by pushing out a couple of concrete pathways into the sea of mud, and making two square platforms at the head of these paths for passengers to alight on. If we get much more rain, and all machines make for these platforms, it may be necessary to dig out the machines after they are loaded, for the mud around them is already like a quagmire. Pilots, by the way, flying between London and Manchester, are now reportingfrom their point-view aloftfurther very evident extensions of the flooded areas.
PASSENGERS

Night Flying Tests IT is probable that next month the Air Ministry will carry out further night-flying experiments on the LondonParis route, this time under regular service conditions. We understand a D.H. 9 will be used for these trials. American World's Speed Record Homologated THE speed record made by General Mitchell, of the American Air Service, on October 18 last year, when he attained a speed of 224 58 m.p.h. has now been homologated by the International Aeronautical Federation.

PUBLICATIONS RECEIVED War and Peace. No. 4. " Phalanx " Verlag, Schillstr. 15, Berlin. Malaises des Aviateurs. By Dr. Perrin de Brichambaut and P. Behague. Librairie Gauthier-Villars, 55, Quai des Grands-Augustins, Paris. Price 1 fr. Report on the Economic Conditions in Cuba, September, 1922. By G. Haggard, O.B.E. H.M. Stationery Office, Kingsway, W.C. 2. Price 9d. net. By post lOd. Report on Economic and Financial Conditions in the British West Indies, June 30, 1922. By A. W. H. Hall. H.M. Stationery Office, Kingsway, W.C. 2. Price Is. net. By post Is. l^d. Report on the Financial and Economic Conditions of the Argentine Republic, September, 1922. By H. O. Chalkley. H.M. Stationery Office, Kingsway, W.C. 2. Price Is. 6d. net. By post Is. 7id.

m
SPECIFICATIONS

AERONAUTICAL PATENT

Abbreviations : cyl. = cylinder; I.C. = internal combustion ; m. motor The numbers in brackets are tbose under vshicb the Specifications will be printed and abridged, etc. APPLIED F O R I N 1921 Published January 11, 1923
24,065. ENGLISH ELECTRIC CO., LTD., and W. O. MANNING. Seaplanes.

(190,211.) 24,220. M. GOLEIN. Aeroplanes. (190,220.) 25,009. D. J. MOONEY. Metal aeroplane wings. (190,254.) Published January 18, 1923 17,601. J. C. BARKER. Supporting-planes. (190,506.) 24,807. W. HAUPT. Flying-machines. (169,966.) 25,046. B. B. KEITH. Toy Airships. (190,530.) 27,278. H. O. SHORT. Aeroplanes. (190,576.)
27,521.

" / "

4,160.

(190,579.) APPLIED FOR I N 1922 Published January 18, 1923 R. LEPARMENTffiR. Variable-pitch screw propellers.

D. J. MOONEY, E. E. BROWN and D. H. EMBY. Metal framework to r

aircraft.

(190,663.)

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FLIGHT
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26

JANUARY 18,

1923

THE JUNKERS ALL-METAL MONOPLANE

180 H.P. B.M.W. Low-Compression Engine ...
IN our issue of last week we published a brief resumd of the paper on " Metal Aeroplanes " read before the Royal Aeronautical Society by Mr. Stern on behalf of Professor Junkers, who was prevented by illness from being present. At the conclusion of the lecture it was announced that permission had been obtained for one of the Junkers machines to fly to this country in order to give members of the R.Ae. Soc. an opportunity of examining Professor Junkers' method of metal construction. The machine arrived on Thursday of last week (January 11), and by permission of the Junkers representatives (and greatly assisted by Mr. Stern, of the Air Ministry Laboratory, South Kensington, who acted as interpreter), our representatives were allowed to examine the machine in detail for the purpose purposes. We have always understood that the experience with these machines was not a very happy one, but we were informed by the Junkers representatives that the original makers had nothing to do with the machines after they left the Dessau works, and that alterations were made to them, so that the J unkers firm feel that they should not be blamed for anything that went wrong. They stated that of the machines used in Germany, under the supervision of the original makers, not a single one gave any trouble. Fundamentally the Junkers monoplane is a cantilever wing machine, with the wing placed low on the fuselage (" tiefdecker " is the German name) in the place usually occupied by the lower plane of a biplane. The reasons for this arrangement were outlined in Professor Junkers' paper,

THE JUNKERS MONOPLANE : Three-quarter front view. of compiling the following notes, and in order to obtain the accompanying sketches and photographs. The particular machine which visited Croydon was one taken from the regular service. So far as could be ascertained it was built in 1921, but had not been in constant use all the time since, having, apparently, spent some of the time as one of many " confiscated " by the Inter-Allied Commission. Certainly the metal showed no signs whatever of corrosion externally, but as the length of time during which the machine has been in actual service is not known, this fact does not really enable one to form an opinion. We were informed by the pilot that one of these machines which had been in service in Sweden for over a year had been left out in the open habitually, had been in the sea (it was a seaplane), and generally had been very far from receiving careful treatment, yet the metal nowhere appeared to have suffered from corrosion, in spite of the fact that it was built of Duralumin throughout. The exact treatment of the metal is not known, but it appears that some form of aluminium paint is coated on all the parts before they are assembled, and the whole structure then given one or two coats of varnish. In type the Junkers monoplane which visited Croydon is not new, a considerable number having been in use in Germany, while others were purchased for America by Mr. John Larsen, and were used in that country for various the wing roots, fuselage, etc., forming one solid unit to which all the heavy loads and the wings themselves are attached. Aerodynamically this arrangement has been found to "i>e slightly inferior to the more usual arrangement in which the wing is placed above or on the top of the fuselage, but Professor Junkers considers that the slight loss is more than made up for by the rigid structure resulting from the low position. During the War a few all-metal Junkers machines were captured, and one or two were, at one time, on view at the exhibition of enemy aircraft at the Agricultural Hall, Islington. The armoured biplane was briefly described and illustrated in FLIGHT of November 28, 1918. The monoplane, the Junkers D.I, was described and illustrated in our issues of April 1 and April 8, 1920, while a commercial machine, very similar to the present specimen, was illustrated in FLIGHT of October 30, 1919. The latter machine was the one which reached an altitude of 6,750 metres with eight people on board, as mentioned in Professor Junkers' lecture. The engine used on that occasion was one of the 185 h.p. B.M.W. overdimensioned, high-compression engines, which maintain their power up to a height of about 15,000 ft. The machine at present under review is fitted with one of the low-compression B.M.W. engines, as the high-compression type was not permitted by the Inter-Allied Commission.

THE JUNKERS MONOPLANE : Three-quarter rear view.

35

JANUARY 18, 1923

THE JUNKERS MONOPLANE : Side view. The Cantilever Wing Although the Junkers monoplane will not be a novelty to readers of FLIGHT, it is thought that a few notes dealing with the construction may not be without interest, as it was possible, on our visit to Croydon, to ascertain certain constructional features which were not published in previous articles. The cantilever wings are characterised by the same Thus the whole wing structure is perfectly triangulated, except for the bays in the plane of the covering. These are not braced by strips, the corrugated covering being evidently relied upon for this purpose as well as for covering. In the wing roots, built as integral parts of the fuselage and extending about three feet out from the body, the diagonal members are of the same tubular form as the spars themselves,

THE JUNKERS

MONOPLANE

On the left, view of the engine housing and undercarriage. On the right a view of the tail. whereas in the wing end pieces the bracing is by corrugated strips. These strips are spread out towards their nds, where they are flattened out to lie against the curve of the tubular spars, to which they are riveted. In this connection it is of interest to mention that the manner of " holding-up " when riveting is done by a special tool designed for this purpose, and we believe, patented by Junkers. At the lecture a slide

construction as that employed in the D.I fighter, i.e., a number of tubular Duralumin spars tied together by corrugated strips triangulating the structure. The upper and lower spars are staggered in relation to one another, i.e., the tube near the upper surface is placed over the space between two consecutive lower tubes. The diagonal ties then run from lower to upper tubes and vice versa, sloping outwards at the same time.

THE JUNKERS MONOPLANE : Rear view.

This illustration gives a good idea of the large span of the machine.

36

JANUARY 18,

1923

was shown of the manner in which this tool works. The tool is essentially a long rod, carrying an excentric. This rod is pushed into the tube until the excentric is opposite the hole into which the rivet is being put. The rivet is inserted and the rod turned until the excentric bears on the end of the rivet. One man then taps the rivet head while another slowly turns the rod so as to keep the excentric always in contact with the rivet. In this manner the riveting proceeds fairly rapidly,

The manner of attaching the wing end pieces to the wing roots has already been described both in our article on the armoured biplane and also in that dealing with the D.I single-seater fighter. It is in the form of pipe unions in each tubular spar, steel liners being inserted in the end of the tubes to strengthen the joint. A special spanner is used for tightening up the joints, and it is stated that the operation of detaching or attaching a wing is very quickly carried out.

THE Junkers Monoplane : Some sketches of constructional details. 1 shows the inspection door in the side of the fuselage which gives access to the tail skid. The large tube runs to the elevator crank. The trimming tank is just in front of the door, inside the body. 2, details of the fuselage construction. No longerons are used, the corrugations of the covering taking the place of separate longitudinal members. 3 shows the aileron tube-andcrank control which takes the place of cables. 4 is a general view of the wing construction. The small inset is a diagram of the wing section, showing approximate location of spars and bracing strips. 5, the union joint in the front spar. 6, a typical joint between wing root spars and the spars of the end pieces. In the wing roots the bracing members are tubular, whereas in the end pieces the spars only are tubular, the bracing members being made from strip metal, crinkled as indicated in the two sections. and it is stated that with a little practice the workmen can make perfect riveted joints. In the actual construction of the wings the internal structure is built up on one set of jigs while the sheet covering is bent to shape on another. The framework is then slipped into the covering, and the latter riveted to the tubular spars on top and bottom, using, presumably, the same tool for " holding-up." We were informed that in the monoplane which visited Croydon something like 85,000 rivets are used. Owing to the fact that there is a change in the direction of the spars at the point of the junction of end pieces to wing roots, the unions have a slight cup shape, forming in fact a sort of ball-and-socket joint. The gap between wing root and wing is covered afterwards by a Duralumin strip folded over the trailing edge and secured on the leading edge by wing nuts. This strip has internally hooks formed of sheet aluminium which slide over the spars as the strip is^being pulled into place. The wing section appears to be bi-convex, with

37

JANUARY 18, 1923

a distinct " wash-out " or decrease in the angle of incidence towards the tip. The Fuselage. The fuselage of the Junkers is mainly of interest, apart from its somewhat unusual shape, on account of the all-metal construction, in which no longitudinal members are used, the corrugated Duralumin covering serving the purpose of longerons. FundamentaHythe, fuselage is built up of formers mainly constructed of channel sections, to which the sheet

appears to us doubtful whether the risk of having a petrol pipe running down the whole length of the fuselage, and liable to break in case of a crash, is an arrangement that should be advocated. ._, . .Controls The control column itself is of orthodox type, but an unusual feature is that both ailerons and elevators are controlled via large diameter tubes, working both in tension and compression. Those to the ailerons run to crank levers, as shown H H S H H

m
K

m
The J u n k e r s Monoplane : This photograph, a slide of which w a s shown a t Professor J u n k e r s ' lecture, illustrates the wing construction. Note how bracing strips are merely riveted to sides of tube.
H E IS H Et H H

a m
H

m
H H H H H S H H B I H

B H

covering is riveted. One of the accompanying sketches shows the details of the construction. The fuselage has fiat sides, but curved top and deeply curved bottom. In front the top covering sweeps down to the cockpits for pilot and engineer, which are of the open type and placed side by side, immediately aft of the engine. The cabin itself has accommodation for four passengers. A " sofa " seat runs right across the rear wall of the cabin, while the two front seats are separate and are so hinged that they can be tilted forward in order to facilitate entrance to or exit from the cabin. Behind the rear seat is a compartment for luggage. There is a door in each side, but apparently that on the starboard side is intended chiefly as an emergency exit, as there are no steps on the wing root on that side. Windows in both sides admit light, and as there is no wing above the cabin to obscure the light, the cabin appears to be quite well lighted. The view downward is obstructed to a considerable extent by the large-chord wing placed low on the fuselage. The Engine The 180 h.p. low-compression B.M.W. engine is placed on metal bearers in the nose of the fuselage. In front of it is a car-type radiator, with shutters for varying the cooling. The engine is covered by a bonnet which hinges along its rear end, so that when it is raised and leaning back against the " hump ' ' of the fuselage the engine is quite exposed. A number of catches secure the cowl in place, so that the possibility of it blowing back during flight should be very remote. The petrol tanks are placed one in each wing root. Owing to the internal bracing the shape of the tanks is rather complicated. A small gravity tank is placed in the pilot's cockpit. I t is of interest to note that no water tank is fitted, the amount carried in the water jackets and radiator being sufficient. The capacity of the two main petrol tanks is about 320 litres (70 gallons), which is sufficient for approximately 8 hours' flight at 1,200 r.p.m., corresponding to a cruising speed of about 140 km. (87 miles) per hour. The two tanks are connected by a tube of very small diameter, so that, although petrol will flow from one tank to the other, it does so very slowly, and there is no danger of one tank becoming empty while the other is full, which might upset the lateral stability. The arrangement for trimming is unusual. In place of a trimming tail plane, such as is found on the majority of British aeroplanes, a small petrol tank, with a capacity of just under two gallons, is placed in the fuselage near the tail skid. Normally this tank is empty, but when the machine is flown without passengers, or with only one or two passengers, petrol is pumped, by a hand pump in the pilot's cockpit, into the trimming tank until the machine is in the right trim. Although simpler, mechanically, than a tail plane trimming gear, it

in one of our sketches, while that to the elevator runs first to a crank on a lay shaft some distance back in the fuselage, another running from there to the elevator crank. The latter*tube can be seen in the sketch showing the inspection doors near the tail skid. An interesting feature of the aileron control is that the single aileron crank is placed a t the extreme inner end of the aileron, so that the torsion on the aileron leading edge must be considerable. The corrugated covering however, makes the ailerons extremely stiff, and when the aileron was held in place and a lift applied at the outer end it was scarcely possible for a man to twist it to any perceptible extent. The rudder controls are by foot bar and cables in the ordinary way. Undercarriage The undercarriage of the Junkers monoplane is of the Vee type, but is remarkable for the fact that both front and rear struts are sprung. The shock absorbers are in the form of steel springs, enclosed in streamline casings. One wheel can. rise without the other if the movement is a vertical one, but it appears that if one wheel is knocked back by a bump, the opposite one has to move forward. A lateral Vee carries at its apex the hinges for the axles, which move separately in a vertical plane, but together in a horizontal plane. The lateral Vee serves to locate the entire chassis in a lateral sense, but is hinged to the fuselage to allow a slight forward and aft movement. As the machine did not fly on the day of our visit to Croydon, owing to the fog, we were not able to see how the undercarriage behaves in taxying and landing, but we were informed that it is entirely satisfactory. A tail skid sprung and swivelled in the usual way protects the tail planes against contact with the groun.d But few particulars of the Junkers monoplane are available, but following are a few which are thought to be approximately correct:Span,. 17 1 metres (56 ft. 1 in.) ; wing area, approximately 350 sq. ft. ; weight of machine empty, but with cooling water, 1,155 kg. (2,540 1b.) ; useful load, 645 kg. (1,200 lb.) ; maximum permissible total weight, 1,800 kg. (3,635 lb.) ; power loading (180 h.p.) 20-2 lbs./h.p. ; wing loading 10'7 lb./sq. ft. ; maximum speed, about 160 km. (100 miles) per hour ; cruising speed, 140 km. (87 m.p.h.) ; landing speed, 80 km. (50 m.p.h.) ; duration, 8 hours at cruising speed, corresponding to a range of about 700 miles. . Herr Patze, one of the directors of the Junkers air lines, visited this country in order to try to arrange with the Daimler and Instone lines for an extension of their services into Germany, Junkers machines picking up the passengers and goods at Amsterdam and Cologne. Owing to the French occupation of the Ruhr the arrangements have had to be postponed, but it is to be hoped that later on the suggested connection will come into being.

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FLIGHT, APRIL 4, 1930

JUNKERS F13

HE Junkers F.13, though in the luxury class as a private owner's machine, has already found one owner in this country, as the Hon. F. E. Guest, the chairman of N.F.S., maintains one for his own use. Junkers machines are really too well known to need much description and, structurally, the F.13 is just the same as the Junkers Junior, which has already been described. The same all-metal cantilever principles are adhered to and also all the other Junkers details which have gone so far in building up this form of machine. The F.13 is a cabin machine with ample accommodation for four passengers, and in front of the cabin is the pilot's cockpit, with two seats side bv side and with dual controls fitted. A similar version to this machine, but with the cabin stripped, is used for freight, and it was in a machine of this type which Herr Kohl, Baron von Hiinefeld and Major Fitzmaurice flew from Dublin to Labrador in April, 1928. The pilot's cockpit is not enclosed, but so carefully has the design of the nose of the machine been carried out that there is no draught at all, and one has the added advantage of being

able to dispense with windows, which might possibly become fogged in bad weather. The passengers' cockpit is extremely comfortable, and this, added to the inherent advantages of the low wing type of machine, make the F. 13 certainly one of the most comfortable machines we have ever flown in. Large luggage accommodation is arranged behind the cabin in a compartment which has its own door on the side of the fuselage. The engines fitted are either the Junkers 280-310 h.p. L5 water-cooled or the Jupiter 425 h.p. air-cooled radial. The former is an exceptionally quiet running engine, and when travelling in this machine so fitted there is no difficulty experienced in conversation between the passengers. Trost Bros., of Victoria Street, London, are the agents for these machines over here, and they keep one or two at Croydon for taxi work, where they have been doing quite a lot of work during the last year. The general equipment of the Junkers is very thorough indeed, and many extra instruments are fitted as standard. There is a centralised fire-extinguisher system which has nozzles directed to vital parts of the machines, so that a fire can be extinguished immediately.

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