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Aviation History
1966
1966 - 0896.PDF
fJ, ;r ,ntern(1tioM/, 5' March 1966 515 "Sfltisfy/ng' mo"'* long-cherished dream of fowl //too bird- • •" 'FLIGHT" PHOTOGRAPHS THE WALLIS AUTOGYROS JUDGING by the continual stream of enquiries received byFlight on the subject of autogyros, popular imaginationis perhaps further ahead of reality than it is about any other aspect of aeronautics. This paradoxical state of affairs (a spur to development, but a signal for caution) arises from man's long-cherished dream of a cheap, simple device to permit him to fly with the freedom and manoeuvrability of a bird. The autogyro is by no means a new idea—from the pioneering work of Senor Juan de la Cierva and others in the twenties and thirties the principle has been known for many years. But only since World War Two (when both sides in the conflict toyed with tiny autogyros to put a man in the sky for one purpose or another) has it been recognised that the conception may be the key to the smallest practical flying machine. So far as small autogyros are concerned, the principle has been virtually ignored by the main stream of world aero- nautical research and development during the last 20 years. The simple reason is that the VTOL characteristics of the helicopter have proved more alluring than the mere STOL capability of the autogyro. But, in a number of countries, pro- tagonists have studied the subject intensively. One of them is Wg Cdr K. H. Wallis, now retired from the RAF, who for the past eight years or so has delved deeply into the unique poten- tialities of the autogyro. No other kind of heavier-than-air air- craft has yet approached the autogyro's power-to-weight ratio or its weight-lifting ability; and the slow-flying and manoeuv- rability characteristics of the type are nearly the same as those of a helicopter. Also, autogyro handling is hardly more com- plicated than that of an aeroplane. Wherever it would help to have a man in the sky—with a camera, a radio transmitter, weapons or simply to observe—the autogyro offers perhaps the cheapest and best all-round solution. The first notable product of Wg Cdr Wallis' research was the patented offset gimbal rotor head. The hands-off natural stability conferred by this clever mechanism was first demon- strated m August 1961 on the prototype Wallis WA-116—an entirely new autogyro embodying many Wallis-patented features rathe engine, spin-up mechanism and so forth. As described 'a«r m this article, development and testing of the WA-116 a Us 72 h.p. McCulloch engine is now complete and within we neXt few months an important derivative (the WA-117) en ' TU WCred by a 10° h-P' Rolls-Royce Continental O-2C0B ai^iJ WA"117 wil1 °e developed with a view to obtaining worthiness approval for commercial operations. From the com i • °f his researches Wg Cdr Wallis has worked to e°ce P y. Wlth BCAR Section G. Approved materials are used com l ^ r°tor sPm"uP mechanism—which, in any case, is anm-n )y disconnected during flight. The only major non- wioved part is the McCulloch engine, which has not been fully tested to airworthiness standards. WA-116 autogyros operate under special-category certificates of airworthiness. Because of the small size and apparent simplicity of the Wallis autogyro there has been much pressure on the designer to supply plans and kits for the amateur constructor. This need has been given sympathetic consideration, and further simplification was considered. But, according to Wg Cdr Wallis, experience has shown that the simplicity is more apparent than real and that amateur construction is unlikely to produce an aircraft of the necessary standard. Accordingly, his company cannot entertain requests to supply components for fitting to other autogyros. There have been many amateui attempts to build other autogyro designs, but they have not always met with success—owing, for instance, to insufficient understanding of the forces and dynamics involved. Certain of these machines have experienced rotor system structural failure following rapid manoeuvres. The next Wallis development autogyro to fly should be the high-speed WA-118 Meteorite (Flight last week, page 458). Wallis autogyro research is centred at Reymerston Hall, an elegant 18th-century house set in the heart of Norfolk. Pro- duction autogyros and spare parts are built in a Cambridge workshop staffed by six craftsmen and managed by Mr Geoff- rey Wallis (cousin of the wing commander) as a sideline to his automobile garage. This compact little organisation constitutes Wallis Autogyros Ltd. The immediate aim is to start limited production of the WA-117—enough to support continued research into advanced possibilities of the principle. The company will remain small and highly experienced, with the long-term intention of enter- ing into licence agreements with suitable production organisa- tions. The autogyro is covered by several Wallis patents. The Autogyro in Practice The limited experimental operating trials of the WA-116 to date have produced mixed reactions. An association was formed with Beagle in 1961 and that com- pany built three aircraft for Army field trials. The Army assessed the autogyro for its potential as a light liaison vehicle —a kind of aerial dispatch rider's machine. This possibility was not considered realistic and the Army then began to look at two-seat light helicopters (the Brantly B2 and Hughes 200 were the most favoured); but, after lengthy trials, the heavier and higher-performance Bell 47G was ordered. As far as mili- tary applications go, the autogyro has yet to be considered in what would appear to be its most promising role—that of a micro-COIN infantry-style attack machine. Private operators of WA-116s are Mr Ray Wijewardene, who has demonstrated one for several months in Ceylon; and the Norfolk and Norwich Aero Clfib at Swanton Morley, who,
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