LATEST IN AIRCRAFT

Southland Times, Issue 20642, 14 November 1928, Page 4

LATEST IN AIRCRAFT

PLANE WITHOUT WINGS. SPANISH INVENTOR’S FEAT. London, September 21. The notable new development in aircraft construction, the auto-giro, known as the “windmill,” is described by the Daily Telegraph aviation correspondent, Major C. C. Turner, who, with its Spanish Inventor, Senor de la Cierva, flew in the machine from Southampton to Croydon. The “windmill” has four propellor-like blades, rotating on an almost vertical mast, and its salient, features are that it can take off after a preliminary spin, the slowness of which may be further increased by a powerstarting gear; in the air it takes care of itself, leaving the pilot to concentrate on his course and his engine. It lands slowly and nearly vertically within a couple of yards. The inventor is a former member of the Spanish Parliament. Major Turner writes:—Taking the air for the first time in a machine which bears no family, nor even species, likeness to aeroplane, airship or balloon, recalled sensations felt more than 20 years ago during a balloon trip, and nearly 20 years ago when I made first practical acquaintances with aeroplaning. I confess to nervousness, and I expected a feeling of insecurity. The auto-giro feels, and is, safe, and it adds enjoyment to flying. Senor de la Cierva, its inventor, flew me from Hamble, near Southampton, to Croydon. Before leaving Hamble I saw in construction two new “auto-giro” types, one with an iardisco engine, for which a gear is being made to enable the “windmill” to be started without manual labour, the other a “light auto-giro” two-seater with a Cirrus engine.

Since I saw the first auto-giro at Farnborough about three years ago, great progress has been made in starting. The ordinary tractor airscrew having been run up, a mechanic started the “windmill” spinning with one vigorous shove. Senor de la Cierva then taxied the machine about the field for nearly a minute, the flow of air thus produced increasing the “windmill’s” speed. Then, while I was still under the impression it was not going round fast enough, the machine took off. It was like an aeroplane’s take-off, but slower. With the power starting-gear the take-off ought to be very nearly from standing.

We flew at about 600 ft. all the way, and in five minutes I was feeling quite at home. I knew that forced landings were not to be feared, for the auto-giro can land in a very small patch. I had examined the construction and mechanism of the machine, and any anxiety I may have had on that score had vanished. In the auto-giro the pilot can concentrate on his course and his engine; the machine literally takes care of itself. “Bumps” in the air are felt, but do not seem so abrupt as in an ordinary aeroplane.

We travelled, with a ten-miles-an-hour wind behind, at. a speed of about 110 miles an hour. Coming over Croydon aerodrome Senor de la Cierva stoped the engine, and we dropped slowly and nearly vertically, landing without a jar, and without running more that a couple of yards. An almost incredible experience! There is no reason why the auto giro should not be stunted. It can do all that an ordinary aeroplane does except tricks in which “stalling” is a (feature.. It can do things which no aeroplane does; for example, it can make abrupt flat turns reversing direction. The excellent speed in climb of the machine surprised me. There is, in fact, good reason to believe that when a type is developed for “performance” it will prove remarkable. Not that great speed and rapid climbing are essential to its success; the mere fact that it can land in a small space without crashing ensures its future. It should be able to act as a deck lander on almost any ship and not only on speciallydesigned aircraft carriers. It must inevitably oust the kite balloon. Can one not imagine great air liners with three or more “windmills” giving them a new quality? The “windmill” consists of four propellerlike blades mounted and free to rotate on an almost vertical mast. The blades are a type of aeroplane wing, but long in proportion to their breadth. They have a symmetrical section and a stationary centre of pressure. The main spar is at the centre of pressure, and there is therefore no twisting tendency.

At rest the vanes are restrained from folding downwards and their weigh* is supported by rubber buffers in compression. If under the action of centrifugal force the vanes rise above a certain level, they are prevented by a second set of buffers. Below this limit they are free to fold upwards, and in flight they take up a position in which the lift loads are balanced by centrifugal force. Senor Juan de la Cierva is a Spaniard, a highly qualified engineer, and the son of a former Spanish Minister. He has long studied flying, and learned to fly, but was impressed by the need for slower landings. He has carried on a long struggle, and has built about 40 developing types. He intends to go on developing the wonderful idea which is at the back of the auto-giro.