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| name=Pitcairn PA-22
| name=Pitcairn PA-22
| image=PA-22_Washington.jpg
| image=PA-22_Washington.jpg
| caption=The PA-22 demonstation in Washington, 8 November 1934
| caption=The PA-22 demonstrating over Washington, 8 November 1934
}}{{Infobox aircraft type
}}{{Infobox aircraft type
| type=Experimental, direct contol [[autogyro]]
| type=Experimental, direct control [[autogyro]]
| national origin=[[United States]]
| national origin=[[United States]]
| manufacturer=[[Autogiro Company of America]]
| manufacturer=[[Autogiro Company of America]]
Line 15: Line 15:
| number built=1
| number built=1
| program cost= <!--Total program cost-->
| program cost= <!--Total program cost-->
1933
| unit cost= <!--Incremental or flyaway cost for military or retail price for commercial aircraft-->
| developed from=
| variants with their own articles=
}}
}}
|}
|}


The '''Pitcairn PA-22''' was one of the first wingless autogyros, controlled by movement of the rotor plane rather than the usual control surfaces, though initially the much modified lone example retained rudders as a precaution.
The 1933 experimental '''Pitcairn PA-22''' was one of the first wingless autogyros. It was controlled by movement of the rotor plane rather than the usual control surfaces, though initially the much modified lone example retained rudders as a precaution.


==Design and development==
==Design and development==
Line 28: Line 26:
[[File:PA-22_rotor_head.jpg|thumb|PA-22 rotor head]]
[[File:PA-22_rotor_head.jpg|thumb|PA-22 rotor head]]


The first [[autogyro]]s, while relying on the rotor for lift, were controlled in flight with [[aileron]]s, [[elevator (aeronautics)|elevator]]s and [[rudder]]s like fixed wing aircraft. The first United States autogyro to dispense with these was the PA-22. The pilot manoeuvred by altering the rotor plane with a long hanging stick which reached down into the cabin; such designs were termed '''direct control''' autogyros. Direct control meant the aircraft could be controlled at the lowest speed at which sufficient lift was available, rather then the higher speeds required for control surface authority. First flown in April 1933, it was first demonstrated in public in [[Washington D.C.]], on 8 November 1934.<ref name=AeroD/>
The first [[autogyro]]s, while relying on the rotor for lift, were controlled in flight with [[aileron]]s, [[elevator (aeronautics)|elevator]]s and [[rudder]]s like conventional fixed wing aircraft. The first United States autogyro to dispense with these was the PA-22, which the pilot manoeuvred by altering the rotor plane with a long hanging stick which reached down into the cabin; such designs were termed '''direct control''' autogyros. Direct control meant the aircraft could be controlled at the lowest speed at which sufficient lift was available, rather than the higher speeds required for control surface authority. First flown in April 1933, it was first demonstrated in public in [[Washington D.C.|Washington, D.C.]], on 8 November 1934.<ref name=AeroD/>


The PA-22 had a three-bladed rotor with a diameter of {{cvt|32|ft|m}}, pylon-mounted over the cockpit. It was connected via a clutch to the nose-mounted, {{cvt|85|hp|kW}} [[Pobjoy Cataract]] engine to spin it up at a low [[angle of incidence (aerodynamics)|angle of incidence]] for take-off. Uncowled for cooling and driving a two-bladed propeller, the Cataract powered the PA-22 conventionally once autorotation was established, in standard autogyro fashion.<ref name=AeroD/><ref name=AeroF/>
The PA-22 had a three-bladed rotor with a diameter of {{cvt|32|ft|m}}, pylon-mounted over the cockpit. It was connected via a clutch to the nose-mounted, {{cvt|85|hp|kW}} [[Pobjoy Cataract]] engine to spin it up, with rotor blades latched at a low [[angle of incidence (aerodynamics)|angle of incidence]], then unlatched for take-off. Uncowled for cooling and driving a two-bladed propeller, the Cataract powered the PA-22 conventionally once [[autorotation]] was established, in standard autogyro fashion.<ref name=AeroD/><ref name=AeroF/>


Behind the engine the fuselage of the PA-22 was conventional, with two side-by-side seats in a flat-sided cabin with generous glazing including windows for both upward and downward views. Acces was via side doors. Its tail included a constant [[chord (aeronautics)|chord]] [[tailplane]] mounted above the fuselage which carried twin [[fin (aeronautics)|fin]]s inboard of its rounded tips. In the early stages of this much modified airframe, the fins carried rudders as a precaution but experience of direct control allowed their removal.<ref name=AeroD/>
Behind the engine the fuselage of the PA-22 was conventional, with two side-by-side seats in a flat-sided cabin with generous glazing including windows for both upward and downward views. Access was via side doors. Its tail included a constant [[chord (aeronautics)|chord]] [[tailplane]], mounted above the fuselage, which carried twin [[fin (aeronautics)|fin]]s inboard of its rounded tips. In the early stages of this much-modified airframe, the fins carried rudders as a precaution but experience of direct control allowed their removal.<ref name=AeroD/>


The PA-22 had a split axle, fixed tailwheel [[landing gear|undercarriage]]. Its design was similar to that of many fixed wing and autogyro aircraft, with the axles and their rearward drag struts mounted on the central fuselage underside. Long shock-absorbing legs are attached to the upper fuselage. The front wheels were further forward than on earlier aircraft, making the fraction of weight on the tailwheel weight greater than usual. Because there was no wing lift involved, it was not necessary to lift the tail during take-off. All three tyres were pneumatic and the tailwheel was steerable.<ref name=AeroD/>
The PA-22 had a split axle, fixed tailwheel [[landing gear|undercarriage]]. Its design was similar to that of many fixed wing and autogyro aircraft, with the axles and their rearward drag struts mounted on the central fuselage underside. Long shock-absorbing legs were attached to the upper fuselage. The front wheels were further forward than on other aircraft, making the fraction of weight on the tailwheel greater than usual. Because there was no wing lift involved, it was not necessary to lift the tail during take-off. All three tyres were pneumatic and the tailwheel was steerable.<ref name=AeroD/>


Another unusual feature of the PA-22 was its foldable rotor. Like other autogyros, the rotor blades were hinged to the drive shaft in the rotor lane. In flight, each blade's movement was limited to a few degrees by a pin but this could be removed and the blades folded back. With no wings, hangar space was minimized.<ref name=AeroD/>
Another unusual feature of the PA-22 was its foldable rotor. Like other autogyros, the rotor blades were hinged to the drive shaft in the plane of the rotor. In flight, each blade's movement was limited to a few degrees by a pin but these could be removed and the blades folded back manually on the ground. With no wings, hangar space was minimized.<ref name=AeroD/>


The compact footprint when folded encouraged hopes for a roadable version. This emerged as the [Autogiro AC-35]], aerodynamically similar and with a foldable rotor but with a centrally-positioned engine. This drove a tractor propeller in flight via a long drive shaft but the tailwheel on the ground.<ref name=AeroF1/> It did not reach production and most of Pitcairn's later aircraft had wings.<ref name=AeroD/> [[Kellett Autogiro Company]]'s slightly later wingless [[Kellett KD-1]] autogyro<ref name=AeroF/> led to more commercial success.<ref name=AeroF2/>
The compact footprint when folded encouraged hopes for a roadable version. This emerged as the [[Autogiro AC-35]], aerodynamically similar and with a foldable rotor but with a centrally-positioned engine. This drove a tractor propeller in flight via a long drive shaft and the tailwheel on the ground through another shaft.<ref name=AeroF1/> It did not reach production and most of Pitcairn's later aircraft had wings,<ref name=AeroD/> though the [[Pitcairn PA-36|PA-36]]<ref name=AeroF/> was an exception. [[Kellett Autogiro Company]]'s slightly later wingless [[Kellett KD-1]] autogyro<ref name=AeroD/> had more commercial success.<ref name=AeroF2/>


==Specifications==
==Specifications==
Line 91: Line 89:
|prop dia note=
|prop dia note=


|rot number=1
|rot number=3
|rot dia m=
|rot dia m=
|rot dia ft=32
|rot dia ft=32
Line 110: Line 108:
|cruise speed mph=90
|cruise speed mph=90
|cruise speed kts=
|cruise speed kts=
|cruise speed note=</br>
|cruise speed note=<br/>
*'''Approximate minimum speed:''' {{cvt|17|mph|km/h kn}}
*'''Approximate minimum speed:''' {{cvt|17|mph|km/h kn}}
*'''Approximate take off speed:''' {{cvt|25|mph|km/h kn}}
*'''Approximate take off speed:''' {{cvt|25|mph|km/h kn}}
Line 149: Line 147:
|fuel consumption lb/mi=
|fuel consumption lb/mi=
|power/mass=
|power/mass=
|thrust/weight=

|more performance=
|more performance=


Line 158: Line 154:
{{reflist|refs=
{{reflist|refs=


<ref name=AeroD>{{cite journal |last= |first= |title=Direct control American wingless autogiros|journal= Aero Digest|date= December 1934|volume=25 |issue=6|page=50-2 |url=https://archive.org/details/aerodigest2519unse/page/50/mode/2up}}</ref>
<ref name=AeroD>{{cite journal |title=Direct control American wingless autogiros|journal= Aero Digest|date= December 1934|volume=25 |issue=6|page=50-2 |url=https://archive.org/details/aerodigest2519unse/page/50/mode/2up}}</ref>


<ref name=AeroF>{{cite web |url=http://www.aerofiles.com/_pitc.html|title=Aerofiles:Pitcairn |date= |work= |publisher= |accessdate=2 September 2020}}</ref>
<ref name=AeroF>{{cite web |url=http://www.aerofiles.com/_pitc.html|title=Aerofiles:Pitcairn |access-date=2 September 2020}}</ref>


<ref name=AeroF1>{{cite web |url=http://www.aerofiles.com/_al.html|title=Aerofiles:Autogiro |date= |work= |publisher= |accessdate=2 September 2020}}</ref>
<ref name=AeroF1>{{cite web |url=http://www.aerofiles.com/_al.html|title=Aerofiles:Autogiro |access-date=2 September 2020}}</ref>


<ref name=AeroF2>{{cite web |url=http://www.aerofiles.com/_kellett.html|title=Aerofiles:Kellet |date= |work= |publisher= |accessdate=2 September 2020}}</ref>
<ref name=AeroF2>{{cite web |url=http://www.aerofiles.com/_kellett.html|title=Aerofiles:Kellet |access-date=2 September 2020}}</ref>
}}
}}
<!-- ==Further reading== -->
==Further reading==

* {{cite journal |title=Notes on the Progress and Problems of Gyroplanes|author= Alexander Klemin|journal= Aero Digest|date= February 1935|volume=26 |page=40-2 |url=https://archive.org/details/aerodigest2619unse/page/n131/mode/2up}}
* {{cite magazine |title=Small Gyroplane May Bring Flying for All |date=June 1935 |page=807 |url=https://books.google.com/books?id=uN4DAAAAMBAJ&pg=PA807 |magazine=Popular Mechanics |publisher=Hearst Magazines |access-date=25 October 2020}}
* {{cite magazine |title=Wingless Autogiro Parks Like an Automobile |date=February 1935 |page=245 |url=https://books.google.com/books?id=yN8DAAAAMBAJ&pg=PA245 |magazine=Popular Mechanics |publisher=Hearst Magazines |access-date=25 October 2020}}

<!-- ==External links== -->
<!-- ==External links== -->
{{Pitcairn aircraft}}


[[:Category:Single-engined tractor autogyros]]
[[Category:1930s United States experimental aircraft]]
[[Category:Single-engined tractor autogyros]]
[[Category:Pitcairn aircraft|PA-22]]
[[Category:Aircraft first flown in 1933]]

Latest revision as of 13:54, 3 July 2023

Pitcairn PA-22
The PA-22 demonstrating over Washington, 8 November 1934
Role Experimental, direct control autogyro
National origin United States
Manufacturer Autogiro Company of America
First flight April 1933
Number built 1

The 1933 experimental Pitcairn PA-22 was one of the first wingless autogyros. It was controlled by movement of the rotor plane rather than the usual control surfaces, though initially the much modified lone example retained rudders as a precaution.

Design and development[edit]

rotor folded back for storage
PA-22
PA-22 rotor head

The first autogyros, while relying on the rotor for lift, were controlled in flight with ailerons, elevators and rudders like conventional fixed wing aircraft. The first United States autogyro to dispense with these was the PA-22, which the pilot manoeuvred by altering the rotor plane with a long hanging stick which reached down into the cabin; such designs were termed direct control autogyros. Direct control meant the aircraft could be controlled at the lowest speed at which sufficient lift was available, rather than the higher speeds required for control surface authority. First flown in April 1933, it was first demonstrated in public in Washington, D.C., on 8 November 1934.[1]

The PA-22 had a three-bladed rotor with a diameter of 32 ft (9.8 m), pylon-mounted over the cockpit. It was connected via a clutch to the nose-mounted, 85 hp (63 kW) Pobjoy Cataract engine to spin it up, with rotor blades latched at a low angle of incidence, then unlatched for take-off. Uncowled for cooling and driving a two-bladed propeller, the Cataract powered the PA-22 conventionally once autorotation was established, in standard autogyro fashion.[1][2]

Behind the engine the fuselage of the PA-22 was conventional, with two side-by-side seats in a flat-sided cabin with generous glazing including windows for both upward and downward views. Access was via side doors. Its tail included a constant chord tailplane, mounted above the fuselage, which carried twin fins inboard of its rounded tips. In the early stages of this much-modified airframe, the fins carried rudders as a precaution but experience of direct control allowed their removal.[1]

The PA-22 had a split axle, fixed tailwheel undercarriage. Its design was similar to that of many fixed wing and autogyro aircraft, with the axles and their rearward drag struts mounted on the central fuselage underside. Long shock-absorbing legs were attached to the upper fuselage. The front wheels were further forward than on other aircraft, making the fraction of weight on the tailwheel greater than usual. Because there was no wing lift involved, it was not necessary to lift the tail during take-off. All three tyres were pneumatic and the tailwheel was steerable.[1]

Another unusual feature of the PA-22 was its foldable rotor. Like other autogyros, the rotor blades were hinged to the drive shaft in the plane of the rotor. In flight, each blade's movement was limited to a few degrees by a pin but these could be removed and the blades folded back manually on the ground. With no wings, hangar space was minimized.[1]

The compact footprint when folded encouraged hopes for a roadable version. This emerged as the Autogiro AC-35, aerodynamically similar and with a foldable rotor but with a centrally-positioned engine. This drove a tractor propeller in flight via a long drive shaft and the tailwheel on the ground through another shaft.[3] It did not reach production and most of Pitcairn's later aircraft had wings,[1] though the PA-36[2] was an exception. Kellett Autogiro Company's slightly later wingless Kellett KD-1 autogyro[1] had more commercial success.[4]

Specifications[edit]

Data from [1]

General characteristics

  • Crew: 2
  • Length: 18 ft (5.5 m)
  • Empty weight: 600 lb (272 kg) approximately
  • Gross weight: 1,140 lb (517 kg) approximately
  • Fuel capacity: 17 US gal (14 imp gal; 64 L)
  • Powerplant: 1 × Pobjoy Cataract seven cylinder radial, 85 hp (63 kW)
  • Main rotor diameter: 3 × 32 ft (9.8 m)
  • Propellers: 2-bladed

Performance

  • Maximum speed: 105 mph (169 km/h, 91 kn)
  • Cruise speed: 90 mph (140 km/h, 78 kn)
  • Approximate minimum speed: 17 mph (27 km/h; 15 kn)
  • Approximate take off speed: 25 mph (40 km/h; 22 kn)
  • Range: 350 mi (560 km, 300 nmi)

References[edit]

  1. ^ a b c d e f g h "Direct control American wingless autogiros". Aero Digest. 25 (6): 50-2. December 1934.
  2. ^ a b "Aerofiles:Pitcairn". Retrieved 2 September 2020.
  3. ^ "Aerofiles:Autogiro". Retrieved 2 September 2020.
  4. ^ "Aerofiles:Kellet". Retrieved 2 September 2020.

Further reading[edit]

Retrieved from "https://en.wikipedia.org/w/index.php?title=Pitcairn_PA-22&oldid=1163199025"