Not really as the autogiro was a late-20s conception that was
under constant development until the late-30s when it finally
reached the abilities hoped for by its creators. The only successful
'large' autogiro was the Pitcairn PA-19 and it was of the earlier,
four-bladed rotor with wings design. With The later three-bladed
direct control wingless type, none of the larger, heavier types built
were successful, with ground resonance being the critical difficulty
and cause of crashes. Bigger more powerful engines just created
bigger problems, adding horsepower was not a viable solution.
Sitting on the fantail the airflow from the forward motion of the ship
would not be enough to spin a large rotor to takeoff speed and even
if you got it going fast enough, it wouldn't enable vertical takeoff,
autogiros with a rotor-spinup drive still required a take-off run,
jump-start capability machines were a separate, more involved
development.
Interestingly Weir's team under Bennet at Cierva in
Britain and Pitcairn's folks under Stanley at American Autogiro
Corporation and Pitcairn were both working on advanced
designs with powered spinup jumpstart rotors and buried engines
driving pusher or tandem props.
Pitcairn referred to their work as the 'composite' or 'autogiro-helicopter',
Weir called the UK version the 'gyrodyne'. Letters between the two discussing
the projects and descriptions in Pitcairn's papers are dated from 1937-1939.