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Aviation History
1939
1939 - 0040.PDF
22 FLIGHT. JANUARY 5, 1939 The Nagler Helico- gy r o combines features of both the helicopter and the autogiro type of machine. . existed in this country ivho did not have basic financial baching from the Federal Treasury. "No manufacturer who has contributed essentially to aviation progress in recent years remained in business with out orders dependent on Federal interest. " The private market cannot support aviation experi mentation and development. "The men behind the American rotating-wing aircraft will do well to ponder these inescapable conclusions. Fortunately, many of you have already done so and acted upon your thinking." After saying that the U.S. Government had reached a conclusion that rotating-wing aircraft are worth spending real money on, Mr. Dorsey concluded with the words, " For these very reasons I am proud of the part I played in obtaining Federal assistance for the rotating-wing aircraft industry. I have faith in the judgment of those high- ranking officers, soldiers, expert public servants and able airmen who tell me your whirling blades have an important place in the air." Then Mr. A. G. Galloway, of the Department of Agri culture, dealt with the agricultural uses of rotating-wing aircraft. Mr. H. F. Gregory, of the Air Corps, and Mr. John M. Miller, test pilot of the Kellett Autogiro Corpora tion, had very similar subjects, the former speaking about the Army experiences with this craft, and the latter deal ing with its piloting technique. Films showing a high standard of flying illustrated these lectures, Mr. James G. Ray, who has been responsible for a lot of spectacular flying and landings with Autogiros in many parts of America, enlarged on the unique uses of this type and painted a pleasant picture for the future. My own contribution on the Hafner gyroplane was practically a repetition of the paper I read last year before the Royal Aeronautical Society. I showed slides and a film that demonstrated the manoeuvrability and performance of the A.R. Ill Hafner gyroplane. The proceedings of the day concluded with a banquet and plenty of entertainment. The next day's session began with lectures by repre sentatives of research establishments. Most interesting was Professor Montgomery Knight's discussion of his jet- driven single-blade rotor helicopter. He mentioned that wind-tunnel tests on a quarter-scale model were quite encouraging. Dr. George W. Lewis and Mr. R. A. Bailey dealt with the interesting work done at the establishments of the Nation;d Advisory Committee for Aeronautics. Then Mr. W. Laurence LePage read a paper by M. Louis Breguet on the helicopter development in Europe, in which helicopter projects for trans atlantic service were mentioned. He also showed a film of the Focke helicopter, which well illustrated its spectacular performance. Mr. Paul E. Hovgaard, of the Curtiss Aeroplane Corporation, arrived at some conclusions in Undoubtedly the most successful helicopter to date—the German Focke-Wulf. A British light single-seater rotary-wing machine—the Kay gyroplane. respect of future types. He thought that the helicopter would come, but the Autogiro will not become extinct, and added " even with the automobiles and tractors there are still horses working; in fact, some people are even barbaric enough to walk from one place to another." Dr. Max M. Munk explained the not-so-obvious title of his lecture, "High Speed with Safety," by showing how the high speed of the rotor blades made them immune from gusts in the atmosphere. This, in turn, permitted slow landings under full control, and therefore with safety. Helicopter Interest On that day I read my second paper before the meeting, this time discussing the '' Hafner Helicopter." I explained the principles of the low-torque rotor and the simple torque-balancing means, which consist merely of a suitably shaped fuselage'. I finished by outlining the enormous possibilities as to performance and other qualities of the extremely simple helicopter. These revelations, as I was assured later by delegates, had the effect of causing con siderable curiosity. During the afternoon of that day, when the meeting assembled at the Philadelphia Airport to watch flying demonstrations with Kellett and Pitcairn Autogiros, I was approached and questioned by people who were interested and wanted to know more about the low-torque helicopter. I also received invitations from certain persons and societies to read papers in various parts of the States, but, unfortunately, I could not extend my trip. I was glad, however, to accept an invitation from Dr. Lewis to visit the N.A.C.A. establishment. He met me at my hotel, took me to the aerodrome, and from there by 'plane to Langley Field, Va., where this establishment is situated, showing me on the way many places of historical interest, such as York, Williamsburg, etc. On my arrival I was introduced to various members of the institution, and we proceeded to the lecture room, where I more or less repeated the main points in my lectures before the Philadelphia
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