Қуатсыз роторлы ұшақтар

Rotorcraft with unpowered rotor

An autogyro (from Greek and , "self turning"), or gyroplane, is a class of rotorcraft that uses an unpowered rotor in free autorotation to develop lift. While similar to a helicopter rotor in appearance, the autogyro's unpowered rotor disc must have air flowing upward across it to make it rotate. Forward thrust is provided independently, by an engine driven propeller. It was originally named the autogiro by its Spanish inventor and engineer, Juan de la Cierva, in his attempt to create an aircraft that could fly safely at low speeds. He first flew one on 9 January 1923, at Cuatro Vientos Airport in Madrid. The aircraft resembled the fixed wing aircraft of the day, with a front mounted engine and propeller. The term Autogiro became trademarked by the Cierva Autogiro Company. De la Cierva's Autogiro is considered the predecessor of the modern helicopter. The term gyrocopter (derived from helicopter) was used by E. Burke Wilford who developed the Reiseler Kreiser feathering rotor equipped gyroplane in the first half of the twentieth century. Gyroplane was later adopted as a trademark by Bensen Aircraft. The success of the Autogiro garnered the interest of industrialists and under license from de la Cierva in the 1920s and 1930s, the Pitcairn & Kellett companies made further innovations. 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.

An autogyro is characterized by a free spinning rotor that turns because of the passage of air through the rotor from below. The downward component of the total aerodynamic reaction of the rotor gives lift to the vehicle, sustaining it in the air. 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. 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 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. Because the craft must be moving forward with respect to the surrounding air to force air through the overhead rotor, autogyros are generally not capable of vertical takeoff (except in a strong headwind). A few types such as the Air & Space 18A have shown short takeoff or landing. Pitch control is achieved by tilting the rotor fore and aft, and roll control is by tilting the rotor laterally. The tilt of the rotor can be effected by utilizing a tilting hub (Cierva), a swashplate (Air & Space 18A), or servo flaps. A rudder provides yaw control. 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).

There are three primary flight controls: control stick, rudder pedals, and throttle. 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). The rudder pedals provide yaw control, and the throttle controls engine power. 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. 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.

Modern autogyros typically follow one of two basic configurations. 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". Its main advantages are the simplicity and lightness of its construction and the unobstructed visibility. It was developed by Igor Bensen in the decades following World War II, who also founded the Popular Rotorcraft Association (PRA) to help it become more widespread. Less common today is the tractor configuration. In this version, the engine and propeller are located at the front of the aircraft, ahead of the pilot and rotor mast. This was the primary configuration in early autogyros but became less common after the advent of the autogyro. Nonetheless, the tractor configuration has some advantages compared to a pusher, namely greater yaw stability (as the center of mass is farther away from the rudder), and greater ease in aligning the center of thrust with the center of mass to prevent "bunting" (engine thrust overwhelming the pitch control).

Juan de la Cierva was a Spanish engineer, inventor, pilot, and aeronautical enthusiast. In 1921, he participated in a design competition to develop a bomber for the Spanish military. De la Cierva designed a three engined aircraft, but during an early test flight, the bomber stalled and crashed. De la Cierva was troubled by the stall phenomenon and vowed to develop an aircraft that could fly safely at low airspeeds. The result was the first successful rotorcraft, which he named autogiro in 1923. De la Cierva's autogiro used an airplane fuselage with a forward mounted propeller and engine, an un powered rotor mounted on a mast, and a horizontal and vertical stabilizer. His aircraft became the predecessor of the modern helicopter.

After four years of experimentation, de la Cierva invented the first practical rotorcraft the autogyro (autogiro in Spanish), in 1923. His first three designs (C.1, C.2, and C.3) were unstable because of aerodynamic and structural deficiencies in their rotors. His fourth design, the C.4, made the first documented flight of an autogyro on 17January 1923, piloted by Alejandro Gomez Spencer at Cuatro Vientos airfield in Madrid, Spain (9January according to de la Cierva). Three days later, the engine failed shortly after takeoff and the aircraft descended slowly and steeply to a safe landing, validating de la Cierva's efforts to produce an aircraft that could be flown safely at low airspeeds. De la Cierva developed his C.6 model with the assistance of Spain's Military Aviation establishment, having expended all his funds on the development and construction of the first five prototypes. The C.6 first flew in February 1925, piloted by Captain Joaquín Loriga, including a flight of from Cuatro Vientos airfield to Getafe airfield in about eight minutes, a significant accomplishment for any rotorcraft of the time. Shortly after de la Cierva's success with the C.6, he accepted an offer from Scottish industrialist JamesG. Weir to establish the Cierva Autogiro Company in England, following a demonstration of the C.6 before the British Air Ministry at RAE Farnborough, on 20October 1925. Britain had become the world centre of autogyro development. A crash in February 1926, caused by blade root failure, led to an improvement in rotor hub design. A drag hinge was added in conjunction with the flapping hinge to allow each blade to move fore and aft and relieve in plane stresses, generated as a byproduct of the flapping motion. This development led to the Cierva C.8, which, on 18September 1928, made the first rotorcraft crossing of the English Channel followed by a tour of Europe. United States industrialist Harold Frederick Pitcairn, on learning of the successful flights of the autogyro, visited de la Cierva in Spain. In 1928, he visited him again, in England, after taking a C.8 L. IV test flight piloted by Arthur H. C. A. Rawson. Being particularly impressed with the autogyro's safe vertical descent capability, Pitcairn purchased a C.8 L. IV with a Wright Whirlwind engine. Arriving in the United States on 11December 1928 accompanied by Rawson, this autogyro was redesignated C.8W. De la Cierva's early autogyros were fitted with fixed rotor hubs, small fixed wings, and control surfaces like those of a fixed wing aircraft. At low airspeeds, the control surfaces became ineffective and could readily lead to loss of control, particularly during landing. In response, de la Cierva developed a direct control rotor hub, which could be tilted in any direction by the pilot. 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. Later that year, during the leftist Asturias revolt in October, an autogyro made a reconnaissance flight for the loyal troops, marking the first military employment of a rotorcraft. When improvements in helicopters made them practical, autogyros became largely neglected. Also, they were susceptible to ground resonance.

During the Winter War of 1939–1940, the Red Army Air Force used armed Kamov A 7 autogyros to provide fire correction for artillery batteries, carrying out20 combat flights. The A 7 was the first rotary wing aircraft designed for combat, armed with one 7.62×54mmR PV 1 machine gun, a pair of Degtyaryov machine guns, and six RS 82 rockets or four FAB 100 bombs.

The Avro Rota autogyro, a military version of the Cierva C.30, was used by the Royal Air Force to calibrate coastal radar stations during and after the Battle of Britain. In World War II, Germany pioneered a very small gyroglider rotor kite, the Focke Achgelis Fa 330 "Bachstelze" (wagtail), towed by U boats to provide aerial surveillance. The Imperial Japanese Army developed the Kayaba Ka 1 autogyro for reconnaissance, artillery spotting, and anti submarine uses. The Ka 1 was based on the Kellett KD 1 first imported to Japan in 1938. The craft was initially developed for use as an observation platform and for artillery spotting duties. The army liked the craft's short take off span, and especially its low maintenance requirements. Production began in 1941, with the machines assigned to artillery units for spotting the fall of shells. These carried two crewmen: a pilot and a spotter. Later, the Japanese Army commissioned two small aircraft carriers intended for coastal antisubmarine (ASW) duties. The spotter's position on the Ka 1 was modified to carry one small depth charge. Ka 1 ASW autogyros operated from shore bases as well as the two small carriers. They appear to have been responsible for at least one submarine sinking. With the beginning of German invasion in USSR June 1941, the Soviet Air Force organized new courses for training Kamov A 7 aircrew and ground support staff. In August 1941, per the decision of the chief artillery directorate of the Red Army, based on the trained flight group and five combat ready A 7 autogyros, the 1st autogyro artillery spotting aircraft squadron was formed, which was included in the strength of the 24th Army of the Soviet Air Force, combat active in the area around Elnya near Smolensk. From 30August to 5October 1941 the autogyros made19 combat sorties for artillery spotting. Not one autogyro was lost in action, while the unit was disbanded in 1942 due to the shortage of serviceable aircraft. The B 8M was designed to use surplus McCulloch engines used on flying unmanned target drones. Ken Wallis developed a miniature autogyro craft, the Wallis autogyro, in England in the 1960s, and autogyros built similar to Wallis' design appeared for many years. Ken Wallis' designs have been used in various scenarios, including military training, police reconnaissance, and in a search for the Loch Ness Monster, as well as an appearance in the 1967 James Bond movie You Only Live Twice. Three different autogyro designs have been certified by the Federal Aviation Administration for commercial production: the Umbaugh U 18/Air & Space 18A of 1965, the Avian 2/180 Gyroplane of 1967, and the McCulloch J 2 of 1972. All have been commercial failures, for various reasons. The Kaman KSA 100 SAVER (Stowable Aircrew Vehicle Escape Rotorseat) is an aircraft stowable gyroplane escape device designed and built for the United States Navy. Designed to be installed in naval combat aircraft as part of the ejection sequence, only one example was built and it did not enter service. It was powered by a Williams WRC 19 turbofan making it the first jet powered autogyro.

The basic Bensen Gyrocopter design is a simple frame of square aluminium or galvanized steel tubing, reinforced with triangles of lighter tubing. It is arranged so that the stress falls on the tubes, or special fittings, not the bolts. Afront to back keel mounts a steerable nosewheel, seat, engine, and vertical stabilizer. Outlying mainwheels are mounted on an axle. Some versions may mount seaplane style floats for water operations. Bensen type autogyros use a pusher configuration for simplicity and to increase visibility for the pilot. Power can be supplied by a variety of engines. McCulloch drone engines, Rotax marine engines, Subaru automobile engines, and other designs have been used in Bensen type designs. The rotor is mounted atop the vertical mast. The rotor system of all Bensen type autogyros is of a two blade teetering design. There are some disadvantages associated with this rotor design, but the simplicity of the rotor design lends itself to ease of assembly and maintenance and is one of the reasons for its popularity. Aircraft quality birch was specified in early Bensen designs, and a wood/steel composite is used in the world speed record holding Wallis design. Gyroplane rotor blades are made from other materials such as aluminium and GRP based composite. Bensen's success triggered several other designs, some of them fatally flawed with an offset between the centre of gravity and thrust line, risking a power push over (PPO or buntover) causing the death of the pilot and giving gyroplanes, in general, a poor reputationin contrast to de la Cierva's original intention and early statistics. Most new autogyros are now safe from PPO.

In 2002, a Groen Brothers Aviation's Hawk 4 provided perimeter patrol for the Winter Olympics and Paralympics in Salt Lake City, Utah. The aircraft completed 67missions and accumulated 75hours of maintenance free flight time during its 90 day operational contract. Worldwide, over 1,000 autogyros are used by authorities for military and law enforcement. The first U. S. police authorities to evaluate an autogyro were the Tomball, Texas, police, on a $40,000 grant from the U. S. Department of Justice together with city funds, costing much less than a helicopter to buy ($75,000) and operate ($50/hour). Although it is able to land in 40 knot crosswinds, a minor accident happened when the rotor was not kept under control in a wind gust. Since 2009, several projects in Iraqi Kurdistan have been realized. In 2010, the first autogyro was handed over to the Kurdish Minister of Interiors, Mr. Karim Sinjari. The project for the interior ministry was to train pilots to control and monitor the approach and takeoff paths of the airports in Erbil, Sulaymaniyah, and Dohuk to prevent terrorist encroachments. The gyroplane pilots also form the backbone of the pilot crew of the Kurdish police, who are trained to pilot on Eurocopter EC 120 B helicopters. In18 months from 2009 to 2010, the German pilot couple Melanie and Andreas Stützfor undertook the first world tour by autogyro, in which they flew several different gyroplane types in Europe, southern Africa, Australia, New Zealand, the United States, and South America. The adventure was documented in the book "WELTFLUGThe Gyroplane Dream" and in the film "Weltflug. tv –The Gyrocopter World Tour".

While autogyros are not helicopters, helicopters are capable of autorotation. If a helicopter suffers a power failure, the pilot can adjust the collective pitch to keep the rotor spinning generating enough lift to touch down and skid in a relatively soft landing via autorotation of its rotor disc.

Some autogyros, such as the Rotorsport MT03, MTO Sport (open tandem), and Calidus (enclosed tandem), and the Magni Gyro M16C (open tandem) & M24 (enclosed side by side) have type approval by the United Kingdom Civil Aviation Authority (CAA) under British Civil Airworthiness Requirements CAP643 SectionT. Others operate under a permit to fly issued by the Popular Flying Association similar to theU. S. experimental aircraft certification. However, the CAA's assertion that autogyros have a poor safety record means that a permit to fly will be granted only to existing types of an autogyro. All new types of autogyro must be submitted for full type approval under CAP643 SectionT. The CAA allows gyro flight over congested areas. In 2005, the CAA issued a mandatory permit directive (MPD) which restricted operations for single seat autogyros and were subsequently integrated into CAP643 Issue 3 published on 12August 2005. The U. S. Federal Aviation Administration issues a Standard Airworthiness Certificate to qualified autogyros. Amateur built or kit built aircraft are operated under a Special Airworthiness Certificate in the Experimental category. Per FAR 1.1, the FAA uses the term "gyroplane" for all autogyros, regardless of the type of airworthiness certificate.