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De la Cierva's direct control was first developed on the Cierva C.19 Mk. V and saw the production on the Cierva C.30 series of 1934. In March 1934, this type of autogyro became the first rotorcraft to take off and land on the deck of a ship, when a C.30 performed trials on board the Spanish navy seaplane tender Dédalo off Valencia. [19]
The pilot's primary control of the rate of descent is airspeed. Higher or lower airspeeds are obtained with the cyclic pitch control just as in normal flight. Rate of descent is high at zero airspeed and decreases to a minimum at approximately 50 to 90 knots, depending upon the particular helicopter and the factors previously mentioned.
In May 1968 a B-8 and B-8M were studied by the USAF under the Discretionary Descent Vehicle (DDV) program as the X-25B and X-25A respectively. In this scheme, it was proposed to integrate combat aircraft ejection seats with a small autogyro or rotor kite to allow downed pilots more control over their post-ejection landing spot. The X-25A and X ...
The first production direct control autogyro was the C.30, produced in quantity by Avro, Liore et Olivier, and Focke-Wulf. This machine allowed for change of motion in any direction – upwards, downwards or sideways – by the tilting of the horizontal rotors and also effected a minimising of some of controls used in more conventional aircraft ...
Instead, control was by the ailerons, elevators and rudder via a conventional column, a system that only worked effectively when the airspeed was high enough. A major engineering refinement in the C.19 was the means to mechanically start the main rotor spinning; in earlier de la Cierva designs, the rotor had to be turned by hand or by pulling a ...
The Cierva C.6 prototype was fitted with ailerons mounted on two small wings, also with elevators and a rudder. This complete three-axis control scheme was needed because the pilot had only limited control over the rotor. The engine powered the propeller at the front while the rotor on top was unpowered, driven instead by air flowing upward ...
The pilot's use of control inputs in a hover is as follows: the cyclic is used to eliminate drift in the horizontal plane (e.g., forward, aft, and side to side motion); the collective is used to maintain desired altitude; and the tail rotor (or anti-torque system) pedals are used to control nose direction or heading. It is the interaction of ...
The rotor system (hub and blades) is very similar to that found on the early versions of the Hughes 269 / Schweizer 300 series helicopters. The primary difference is in the twist of the blades (or lack thereof), optimized for autorotation in the case of the J-2.