Aviation

Hawke's Bay Tribune, Volume XX, Issue 215, 30 August 1930, Page 12

Aviation

News and Noles

(By „ Wing Tipg ())

A Nation’s civil aviation is a measure of its commercial efficiency. The Empire is hadlcapped by air—ignorance—Help us conquerIt! . .T HE AUTOGIBO—THE UTILITY AIR CRAFT. The Autogiro is the new aeroplane by which absolute safety in flight is ensured. It cannot stall and it can descend almost vertically in a small area with only a few feet forward movement when landed. It constitutes the first practical solution of the problem of completely controlled flight. In its present form it consists of a more or less normal aeroplane body, under carriage and controls, but the ordinary fixed wings, from which the aeroplane in its normal form derives its support, are replaced by a bet of rotor blades, carried on a pylon structure over tho centre of gravity. These blades rotate freely on a central axis oil tho pylon head,, and uro hinged to the shaft on which they rotate so us to bo free to move up and down vertically and also, to some extent, horizontally. They are in uo way connected with tho engine nor are they in any way power driven, their rotation being caused by the air forces acting on the blades us the machino is driven forward through the air. The rotor blades arc held by centrifugal force in an approximately horizontal position when in rotation.

Tho body of the machine carries an engine and aircrew precisely similar to those of the ordinary aeroplane and, apart from the fact that it is necessary to give the rotor blades an initial rotation before starting, the machine takes off, flies and manoeuvres in a manner almost identical with that of the ordinary aeroplane, given equivalent power and weight the autogiro is no slower than the aeroplane. » • * POINTS OF COMPARISON. Both the autogiro and the convcntial aeroplane derive their means of support from the relative motion of the supporting surfaces and the air. lu the ordinary aeroplane the support ing surfaces are fired; in tin autogiro they are in rotation! consequently, in the autogiro, there is a relative motion, and, therefore, support even when the machine has no forward velocity through the air. The autogiro can descend vertically or nearly so in a manner somewhat similar to a parachute, and it is incapable of stalling. ' The normal speed of vertical descent is somewhere between 12 and 10 feet per second, which compares favourably with the rate of descent of a parachute. In practice it is normally landed in the same way as the ordinary aeroplane but with a landing speed of less than 10 miles per hour. Tho latest model and. even the carEer ex-,

porimcntal types can bo landed vertically with no risk whatever to tho occupants. » • < TAKING OFF. In the latest model the slipstream from tho propeller is deflected on to the rotor blades while tho aircraft is held stationary by a braking device. Tho rotor blades are thus rotated prac tically up to the revolutions required for flight, so that the latest autogiro can get off tho ground with a few yards’ run and considerably less than is required for “ unsticking "the normal aeroplane. CONTROLS. As soon as tho necessary revolutions blades have been attained by tho device mentioned above and the brakes have been taken off, the machine is started by a forward run as in an ordinary aeroplane, but it will take off suddenly at a comparatively low horizontal speed and maintain a fairly rapid climb at a slower forward speed than the coaveatioual aeroplane. Tho machine is flown with the same controls us the ordinary aeroplane, but several fundamental differences are noticeable in actual flight. Bumps are hardly felt at all, unless they are exceptionally strong, and even in the worst weather there is little necessity to use tho controls. The machine is extraordinary obedient, to the rudder, to tho ailerons (attached to small stabilising planes below the fuselage) and to tho elevator. In turning, tho rudder and no other control is required, tho machine banking automatically unless the turn is a very quick one. In u very rapid turn the machine will start to turn flat before banking, and though tho air speed drops there is no luck of lateral control. If the manoeuvre has been too sudden all that happens is the loss of a few feet in turning.

In a normal landing, when the on gino is throttled down, the autogiro will glide at any speed tho stick imposes on it until it reaches a height of from three to 10 feet from the ground, the stick is pulled hard back. Then the nose rises and the machine stops at once and drops very slowly to settle gently on the ground. Tn case of a forced landing through engine failure or any cause necessitating landing in a small field surrounded by high trees or similar obstructions, the machine merely drops slowly and vertically but with perfect stability and still under control. There is; therefore, no need for delicate handling in the autogiro and the machine will look after a pilot who, owing to inexperience or lack of judgment, has mistaken his height when flattening out. The pilot is perfectly freefrom that anxiety, which has always existed in any cross-coun-try flight, about forced landing or accident duo to engine failure.

ITS POSSIBILITIES.

The all-round increased simplicity in piloting will allow many people who would otherwise be incapable of the skill required at present for piloting an ordinary aeroplane to on,toy, the wonderful feeling of flying by themselves. Its safety in the matter of the weakest points of the old aeroplane, namely, stalling and forced landing, will have'the same effect and will tend to popularity aviation. The latest type will take off from practically any small field in the coun try, multiplying the possibilities and advantages of aviation. The use of the aeroplane of to-day from tho private owners’ point of view is limited by the comparatively few aerodromes, beaches, commons and other suitable places on which an aeroplane can be landed or taken off. For deck landing and use with ships in general pts advantages are obvious, as also for laud* ing at night or in fog in unknown country. » » • GENERAL NOTES. Last weekend the Hawke’s Bay Aero Club initiated a wise move in accepting new honorary members of the club at half-yearly rates. The procedure adopted to increase the membership is that any person taking a one-guinea or a half-guinea flight is enrolled as a member, with the flight thrown in. Membersship is what the club wants. Miss Barton, flying the Wairarapa Aero Club’s All-metal Gipsy Moth machine, visited Hastings last Wednesday. On approaching Hastings Miss Barton had difficulty in locating the aerodrome, but this did not perturb her, and after circling over the town eventually found her way to the Longlands aerodrome, where she made a good landing. Miss Barton is one of the Wairarapa Club’s “A” pilots, and congratulations are extended to her on the performance she put up last Wednesday in making her first “solo” cross country from Martinborough to Hastings and back. Being a stranger to these parts by air, it is all the more creditable to Miss Barton for the manner in which she took off, circled the ’drome, and headed south for home. To the casual eye it appeared that a much more experienced pilot was in charge of the machine. The Hawke’s Bay Aero Club extends to the Wairarapa Club its acknowledgment of the visit of their machine N.Z. ABE. piloted by its first lady “A” licensed pilot.

During last week-end the following names were added to the H.B. Aero Club's membership, and each were given their initial flight:—Misses Gibbs and Lowe, Messrs Thomson, Mc Leod, Olsen, Willis, Clayton, Wilson, Master Horton, Messrs Flanders, Skilleter and Brunsdon. Master Horton is only 12 years of age.

Two of our club’s active officials visited Napier and its surroundings during the week, looking for a suitable temporary landing field, with a view, in the very near future, of operating one of the club’s ’planes there. It is realised the Longlands aerodrome is rather far from Napier to allow for the Napier members of the club, as well as the citizens, to take the opportunity of more frequent flights.

Names are rolling in good and fast for membership in the Junior Air Club, it is pleasing to report. Ser-geant-Major O’Leary is taking a keen interest, in this movement, and any lad-wishing to join should hand in his name to the Sergeant-Major. The list closes at 50; so boys, don’t get squeezcd out and have to stand in the waiting list for an opportunity to become an active member! This Junior Club is going to be the first in New Zealand, and has bright prospects.

Any reader desiring information or an explanation of any question or subject relative to this column please forward to “Wing Tips,” care H.B. “Tribune,” when same will be answered in this column the following week.