Modelling > Aero-space

Autogyro

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ysi_maniac:
Would it be intelligent to embark  an autogyro in post WWI battleships? instead of hydroplanes.

GTX_Admin:
I suppose it is possible - one would need to clear a deck area though.  I am also not sure if airflow around the deck et might cause difficulties.

Rickshaw:

--- Quote from: GTX_Admin on April 24, 2016, 05:52:42 AM ---I suppose it is possible - one would need to clear a deck area though.  I am also not sure if airflow around the deck et might cause difficulties.

--- End quote ---

If placed on the fan tail it would be fine.   Airflow would allow the rotor to spin up without engine input.  While it might not be able to hover very well, it would be able to make a land on without too many difficulties.  However, their load carrying ability was extremely small.  Look at the IJA experience on their escort carriers to see what I mean.

Weaver:
As I said on the same thread over on What If, the types of autogiros tested were small and of limited capability because only small ones were available. Had an autogiro of comparable size and power to contemporary fighters or recce aircraft been available, it might have been a very different story. The IJA's autogiros had just 240bhp: imagine what you could do with 750bhp....

jcf:
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.
 :icon_fsm:

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