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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.
The first United States autogyro to dispense with these was the PA-22, which the pilot manoeuvred by altering the rotor plane with a long hanging stick which reached down into the cabin; such designs were termed direct control autogyros. Direct control meant the aircraft could be controlled at the lowest speed at which sufficient lift was ...
Data from "Pitcairn, A G A, Pitcairn-Cierva, Pitcairn-Larsen" General characteristics Crew: One pilot Capacity: 1 passenger Length: 19 ft 5 in (5.92 m) Wingspan: 21 ft 3 in (6.48 m) Powerplant: 1 × Kinner R-5, 160 hp (120 kW) Main rotor diameter: 40 ft 0 in (12.19 m) Main rotor area: 1,260 sq ft (117 m 2) Performance Maximum speed: 95 mph (150 km/h, 83 kn) Range: 225 mi (362 km, 196 nmi ...
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 ...
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 controls (stick and rudder) for rotary wing aircraft (helicopter or autogyro) accomplish the same motions about the three axes of rotation, but manipulate the rotating flight controls (main rotor disk and tail rotor disk) in a completely different manner. Flight control surfaces are operated by aircraft flight control systems.
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.