Its main advantages are the simplicity and lightness of its construction and the unobstructed visibility. The most common design is the pusher configuration, where the engine and propeller are located behind the pilot and rotor mast, such as in the Bensen " Gyrocopter". Modern autogyros typically follow one of two basic configurations. Collective pitch controls are not usually fitted to autogyros, but can be found on the Air & Space 18A, McCulloch J-2 and the Westermayer Tragschrauber and can provide near VTOL performance. Secondary flight controls include the rotor transmission clutch, also known as a pre-rotator, which when engaged drives the rotor to start it spinning before takeoff, and collective pitch to reduce blade pitch before driving the rotor. The rudder pedals provide yaw control, and the throttle controls engine power. Typically, the control stick is termed the cyclic and tilts the rotor in the desired direction to provide pitch and roll control (some autogyros do not tilt the rotor relative to the airframe, or only do so in one dimension, and have conventional control surfaces to vary the remaining degrees of freedom). There are three primary flight controls: control stick, rudder pedals, and throttle. On pusher configuration autogyros, the rudder is typically placed in the propeller slipstream to maximize yaw control at low airspeed (but not always, as seen in the McCulloch J-2, with twin rudders placed outboard of the propeller arc). The tilt of the rotor can be effected by means of a tilting hub (Cierva), a swashplate ( Air & Space 18A), or servo-flaps. Pitch control is achieved by tilting the rotor fore and aft, roll control by tilting the rotor laterally.
A few types such as the Air & Space 18A have shown short takeoff or landing. Jump takeoff on YouTube of Pitcairn PA-36 in 1941īecause the craft must be moving forward with respect to the surrounding air in order to force air through the overhead rotor, autogyros are generally not capable of vertical takeoff (except in a strong headwind). Takeoffs and Landings on YouTube of Groen Hawk 4 The free-spinning blades turn by autorotation the rotor blades are angled so that they not only give lift, but the angle of the blades causes the lift to accelerate the blades' rotation rate, until the rotor turns at a stable speed with the drag force and the thrust force in balance. Whereas a helicopter works by forcing the rotor blades through the air, drawing air from above, the autogyro rotor blade generates lift in the same way as a glider's wing, by changing the angle of the air as the air moves upwards and backwards relative to the rotor blade. A separate propeller provides forward thrust, and can be placed in a puller configuration, with the engine and propeller at the front of the fuselage, or in a pusher configuration, with the engine and propeller at the rear of the fuselage. The downward component of the total aerodynamic reaction of the rotor gives lift to the vehicle, sustaining it in the air. The rotor head, pre-rotator shaft and Subaru engine configuration on a VPM M-16 autogyroĪn autogyro is characterized by a free-spinning rotor that turns because of the passage of air through the rotor from below.
The latter term was later adopted as a trademark by Bensen Aircraft. Burke Wilford who developed the Reiseler Kreiser feathering rotor equipped gyroplane in the first half of the twentieth century.
The term Autogiro was a trademark of the Cierva Autogiro Company, and the term " Gyrocopter" (derived from helicopter) was used by E. Late-model autogyros patterned after Etienne Dormoy's Buhl A-1 Autogyro and Igor Bensen's designs feature a rear-mounted engine and propeller in a pusher configuration.
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The success of the autogyro garnered the interest of industrialists and under license from de la Cierva in the 1920s and 1930s, the Pitcairn & Kellett companies made further innovations. De la Cierva's autogyro is considered the predecessor of the modern helicopter. The aircraft resembled the fixed-wing aircraft of the day, with a front-mounted engine and propeller. He first flew one on 9 January 1923, at Cuatro Vientos Airfield in Madrid. The autogyro was invented by Spanish engineer Juan de la Cierva in an attempt to create an aircraft that could fly safely at low speeds. While similar to a helicopter rotor in appearance, the autogyro's rotor must have air flowing across the rotor disc to generate rotation, and the air flows upwards through the rotor disc rather than down.
Forward thrust is provided independently, by an engine-driven propeller.
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A modern, closed-cabin, pusher-propeller autogyro in flightĪn autogyro (from Greek αὐτός and γύρος, "self-turning"), also known as a gyroplane, is a type of rotorcraft that uses an unpowered rotor in free autorotation to develop lift.
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