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On the 4th of July Ken Wallis will be attempting to increase his already held world light autogyro speed record from 126mph to 140mph.
Ken is 94 years of age and is a British WW2 air ace with over two tours of active duty flying Wellington Bombers.
He helped bring the B36 American SAC nuclear bomber into service under Curtis LeMay and developed the armament systems for the RAFs first jet bomber the Canberra.
He flew 'Little Nelly', one of his 19 autogyros in the James Bond film you only live twice. This aircraft being the only piece of equipment in any Bond film that actualy does do the task shown and has been proven in such roles many times.
Why would Ken wish to have a helicopter?
The W116 has a far better performance than most gunships and can fly rings around ordinary helicopters.
It is also fully proven in an anti tank role and can operate from marine craft far to small for any helicopter to operate from.
Unlike a helicopter the W116 has no rotor downwash and is fully proven using infra red linescan systems for locating and dealing with unexploded bombs.
In fact the system developed in the W116 is also in service with the Tornado and Euro fighter.
The W116 has been transported in a C130 herculese with 30 Gurkha front line troops into a front line situation and has been airbourne and tasked within two minutes of landing. It can fly rings around an Apache which takes two weeks to get into operations by comparison and costs 9 million without equipment. The Wallis W116 costs no more than a police patrol car, so you can have thousands of them for the price of one Apache. It can mount two air to ground missiles or two HMGs, it has practicaly no heat signature, has a celing of nearly 20,000feet and a seven hour endurance.
It is a fully proven military and civil aviation system, so those who live in ignorance should go back to playing their computer games and toys, this aircraft is for real.
Kenneth Wallis was born at Ely Cambridge, in 1916 and was educated at Kings School Ely. His interest in engineering and aviation was aroused at a very early age. His father and uncle, as amateurs, had both raced their own motorcycles and by May 1910, had completed an aeroplane, the “Wallbro Monoplane”. This was very advanced for its time, with a primary structure of steel tubing and roll control by ailerons, rather than the wing-warp of the day.
Upon leaving school Kenneth Wallis entered his fathers motor and cycle business. In his spare time he built a number of high speed boats, employing air and under water propellers. His first racing success came at Denver Sluice Cambridgeshire in 1934, (and his last was the fifty-six “Missouri Marathon” in the USA in 1957).
In 1937 he obtained his pilots “A” licence and he joined the Civil Air Guard at its inauguration. He was inlisted as an R.A.F, Volunteer at the outbreak of World War 2.
He served as an operational pilot on “Lysanders” in 268 Squadron, Army Co-operation, prior to transferring to Bomber Command in 1941, flying “Wellingtons” over Germany. ”Exciting moments”, in1941 were a hurried parachute descent from low level at night and in fog, on return from a raid, a crash landing successfully carried out after a wing had nearly been cut through by a balloon cable and a fire in the bomb load while over target.
Upon completion of his “tour” of bombing operations in April 1942, Wallis commanded an aerial gunnery school at an Operational Training Unit.
In 1944 he flew a “Wellington X” to Italy, for further bombing operations. Returning to the UK in 1945, He served as a Flight Commander at Central Gunnery Training School, prior to specialising in Air Armament and eventually receiving a Permanent Commission in the newly formed Technical Branch of the R.A.F.
Although in the Technical Branch, he remained in flying practise and held “Green” Instrument Ratings on jets. In 1956-1958 he held a Technical/Flying post in Strategic Air Command, USA, flying the ten- engined B-36 Intercontinental bombers in Europe and the Far East.
His technical posts have mostly been in the field of research and development, in the Armament Design Establishment (Small Arms), the Ammunition and Lethality Divisions of the Ordnance Board, Air Ministry and Fighter Command.
As OC Armament of the first “Canberra” jet bomber Station he was responsible for inventions improving the “Canberra Strike Capability”.
On leaving the R.A.F, in the early 1960s, Wallis began construction of his first autogyro, although he had made extensive studies of the type over many years. Having flown almost every type of aircraft and developed armament systems at the highest level (all of which have proved successful and many of which are still in front line service), it may come as a surprise that Wallis considers the autogyro to be the ideal aircraft for a tactical, front line attack and support role.
The simple construction and minimum cost of the Wallis Autogyro also make it suitable for many rolls in Civil Aviation, which are at present undertaken by much more expensive and complicated aircraft.
Since the 1960s, Wallis has undertaken a continual development program of the type and experimented with every conceivable Military and Civil application. No other constructor or pilot of autogyros has anywhere near the knowledge or practical experience of this type of aircraft. Ken is the undisputed leader in the field.
Other autogyros at present in use, mainly for fun flying, do not have the performance of the Wallis Machines and cannot be compared.
Kenneth Wallis now lives in Norfolk, where he continues with developments on autogyros. He has his own small airfield and experimental workshops. A hanger contains some 19 autogyros, all of which are operational and capable of fulfilling a wide range of tasks.
Wallis Autogyros Type Development
The first prototype WA-116 was an open framed aircraft using a target drone engine. The type WA-116 has been continually modified and improved to successfully meet all the operational demands placed on it and is now a fully proven aviation system with exceptional performance.
The later Type WA-116 aircraft have weatherproof cockpit and all Weather capability. Various engines have been used including, McCulloch, Rotax, Subaru and even the Norton “Wankel” rotary.
A larger airframe was designed for the WA-117; to take a Rolls Royce 4 cylinder aero-engine and this type proved equally as successful.
The WA-118/M is one in a line of high performance types using an Italian Meteor-Alpha, 4 cylinder-supercharged radial, 2-stroke engine.
WA-120/R-R is an enclosed cockpit aircraft using the R-R O-240 engine of 130hp awaiting record use.
There are a number of two seater versions, including a two seater WA-116/F-2 and the WA-122 R-R. All these aircraft have been used for demanding Military 2 seat requirements.
Future Development
Following discussions with Deltic Performance Engineering ltd, who are at present developing new technology for the storage and use of Petrochemical gas for vehicle use. It was decided to look into the possibility of using autogas as a fuel for the Wallis Autogyro. The new light, pressure storage system under development will give a new dimension to the performance of the aircraft.
Using pressurised gas, it will be possible to achieve a full Vertical Take Off and Landing capability using rotor tip jets.
This idea has been tried before successfully with the Fairy Rotodyne of the 1960s but it is only now with modern materials that the system can be successfully used on a light autogyro.
This development will be revolutionary and will allow the Wallis Autogyro to full fill rolls at present only undertaken by the helicopter.
Wallis Autogyros and Deltic Performance Engineering ltd are the only companies capable of successfully exploiting these technologies.
Wallis Autogyros: Formal Testing
1961-63: Type WA-116
Photo- recording of rotor / fuselage clearances over extreme manoeuvres and flight spectrum.
Photo-recording of control movements, fuselage response, airspeed, altitude, rotor rpm, etc.
Electrical strain-gauging of critical area of pylon tube (at that time it did not have any bracing struts), control rods, undercarriage and keel tube, over the flight spectrum and including heavy landings, rough ground, etc.
Recording of altitude achieved at 100 yards from brakes –off. Climb to 7,500 feet with 100-LB load.
Handling tests to fixed wing light aeroplane standards, i.e., hands-off recovery from unusual positions. Many landings with engine switched off, demonstrations to the Air Registration Board, etc.
A Certificate of Airworthiness (Special Category, because the engine was not Certified, but was accepted because of the easy forced-landing characteristics of the aircraft) was granted in August 1962, allowing Army trials, under OR.353 to proceed.
1964, Type WA-116
Photo- recording of rotor dynamics, employing a high-speed cine camera turning with the rotors to record blade flexing in vertical, horizontal and torsional modes. By use of wool-tufts, recording airflow over the blades over a range of speeds and manoeuvres. Teeter movement taking place over the flight spectrum, in relation to the teeter limits and the position of the rotor relative to the fuselage datum; was also included in all recordings.
1970-74, Type WA-116 and 117
In collaboration with British Aircraft Corporation (Guided Weapons Division) Fuselage vibration analysis (with view to carriage of remote-sensing equipment, in an RPV version), by open-shutter photography of a strobed light source on the ground, at night.
With control input transducers, rate gyros in 3 axes and voice recorder, recording on an Admiralty Recorder, fuselage response to control movements. Attitude recording of fuselage, in level flight, over speed range of 40 to 120 knots IAS.
Analysis of radar echo.
Recording by kine-theodolite of take-offs and landings at varying all-up weights.
Sound recording, measurement and analysis, using “Concorde” test
Laboratory.
Measurement of propeller thrust over flight spectrum.
In collaboration with the R.A.E Bedford, using the B.A.C, control response recording equipment, further tests of control response of WA-117, with and without a horizontal stabiliser, etc, control column fixed and free.
Using kine-theodolites, recording of altitude and altitude control in low-level flight (about 3 feet above runway) accelerating 10 to 90 kts, then suddenly closing the throttle.
Flights at All-up to Tare Weight ratio of 3.14 to 1.
Recording control inputs and fuselage response to throttle changes, C of G changes, trim and climbs, step pulse control inputs, etc, with and without horizontal stabiliser.
The above tests, (and some others undertaken during the Vinten Licence Agreement) are recorded in the test reports, by Beagle, B.A.C, R.A.E, Wallis, etc.
Wallis Autogyros in Working Roles
Cine
16mm and 35mm “Panavision” cameras, rigidly mounted, have been carried for cine photography for feature films, such as the Eon Production “007” film You Only Live Twice and Charles Fries Production “The Martian Chronicals”
Three 16mm cameras are normally carried, viewing forward and on the beam for TV Documentaries, such as “Portrait of a River” and the Thames Barge Race in “Under Sale”, for the BBC.
Still Photography
Fixed aerial reconnaissance cameras in vertical and oblique modes, together with intervalometers for vertical line overlaps, in formats from 70mm to 9 inch. Photography in shallow beam oblique mode, using a large format F-52 camera, with 36-inch lens, has been undertaken at ranges of up to 10 kilometres, for special purposes.
F-24 cameras have been modified to produce continuous recording, to simulate infra-red linescan imagery. Hand-held cameras of all sorts are also used.
Panoramic Photography
In 1978, in a flight over Central London, the new Vinten Type 751 Panoramic Aerial Reconnaissance camera was used for dramatic shots of the City for the SBAC Show program. The camera is used in cross-track and beam oblique modes.
Multi- Band Photography
Multi- Band photographic techniques have been explored and operational roles undertaken. The system employs 4 X F-95 70mm aerial reconnaissance cameras, with narrow-cut filters, operating simultaneously. A radar altimeter is employed, for precise height control at low altitude over undulating terrain.
The System has been used for:-
Coastal Ecology Research
Detection of buried cadavers, In experiments and operations for the Police Scientific Development Establishment.
Detection of crop disease.
Detection of Coastal Pollution. (The Type WA-120, with multi-band camera pack was in the Science Museum “Exploration” Exhibition, 1976-1985)
Stereo Photography
Stereo Photography, using F-95 and F-24 cameras, has been undertaken for the Institute of Terrestrial Ecology and other agencies.
Tracking of Suspect Vehicles
Fitted with a special antenna array, which can be lowered beneath the aircraft in flight and a cockpit VDU, trials have been undertaken on behalf of the Police Scientific Development Establishment.
Video Recording
Video-Recording has been undertaken from 1970 to date. Low-light recording is undertaken in very low light conditions and at night, with a light source on the aircraft. It is employed as a crosscheck of visual searches, as for the Police etc.
“Steady Scope” Visual Aid
British Aerospace “Steady Scope” binoculars can be used, the natural hands-off stability of the aircraft allowing efficient use of the equipment.
Infra-Red Linescan
First flown, by day and night, in 1970, on military trials, the various developments of IRLS have been carried out very successfully.
Following trials at R.A.E Farnborough, in 1987, Miniature Infra Red Line-Scan with real-time transmission of imagery to a ground station has been employed on post-strike airfield damage reconnaissance, under M.o.D, Contract. (This is the same system used by the Tornado GR1 and the Euro Fighter)
Other uses are:-
Detection of Leaks, in water pipelines 8 feet below the surface.
Detection of animals and vehicles, heat losses in buildings, hot water “plumes” from industrial discharges, etc.
Crop-Spraying
Using ultra-low volume spray gear, which can be lowered beneath the aircraft in flight, Electro-statically charged droplets have been successfully discharged, in experiments for the Rotherhamstead Experimental Station, Ministry of Agriculture.
Other work has been undertaken for I.C.I, using their “Electrodyn” system and carrying a trailing conducting lead to measure the potential difference between the earth’s surface and the discharge nozzles.
Stereo Radar
Trials have been undertaken, employing a stereo radar system, capable of deep penetration of land or water, as for the detection of land mines or other objects.
Military and Naval Trials and Exercises
The type WA-116 aircraft, built under licence by Beagle Aircraft ltd, under Operational Requirement No 353, were on trial by the Army Air Corps in 1962-64. The requirement was hardly realistic, calling, among other things, for the installation of a very old technology A-41 radio, normally used in a tank. Coupled with the noise of the then very unreliable converted McCulloch target-plane engine, the weight of the radio and the discomfort of the open-frame aircraft in the very cold 1962-3 Winter, it is not surprising that the trials next involved a two-seater cabin helicopter. The A.A.C, finally settled for the 3-seater Augusta-Bell 47, the “Sioux”.
The military XR-942 was flown by its designer in the 1962 SBAC Show at Farnborough and is still in operation. XR-943, fitted with a cockpit nacelle,(as are XR-942 and 944), is well known as “James Bonds”, “Little Nellie”, from the film, “You Only Live Twice”, shot in Japan and Spain in 1966. She has now undertaken over 700 major air displays.
Exercise “Green Lanyard”
In 1981 Wallis was asked to provide an autogyro for the February 1982 Aerial Quick Deployment Exercise, “Green Lanyard”, to be transported with 42 armed troops and two road vehicles in a C-130 “Hercules” aircraft.
The 1962 ex-military trials aircraft XR-944 was up-dated by exchange of the McCulloch engine by a Certified Franklin aero-engine, return to military camouflage and in later form, by fitment of two Oerlikon 81mm “Sura D”, anti-tank rockets.(Fully successful anti-tank)
Flown into the Battle Training Area in the “Hercules”, as soon as the autogyro was run down the ramp, together with “Jerricans” of fuel, it was ready for flight.
Various reconnaissance flights were undertaken, operating from unprepared sites. The aircraft had the ability to taxy up to various “Critical Points”, which would have been inaccessible.
Army Air Trials of Microlights, Netheravon May 1983
Three Wallis aircraft, including the Rolls-Royce engined WA-122, were demonstrated. Many officers, including General Sir Richard Vickers, were given flight experience on the W-122. A Franklin-engined WA-116 gave solo experience to A.A.C instructors.
Exercise “Gryphons Gold”
“Gryphons Gold” was a behind-the-lines exercise conducted in the STANTA training area in November, 1983.
The Type Wa-122 and the single-seat WA-116, XR-944 and a Vinten built 116 were employed. Again the WA-122 was used to provide transport to senior officers and to provide specialists with an aerial view of progress, such as bridge building. The ground- capability of the WA-122 was appreciated by the Brigadier passenger. After landing in unprepared sites, it was possible to traverse very rough paths, under trees, to the various “KPs”.
Hand –held video-recording was undertaken with XR-944.
Demonstration and Trials at Altenstadt, Air and Land (BWB) Transport School Bavaria December 1983
Two Wallis WA-116 aircraft, Franklin –powered and the two-seater WA-122, took part in demonstrations and provided autogyro air experience for German Military personnel, operating from the snow-covered grass airfield.
Several officers later had solo experience, flying a WA-116 from the airfield perimeter, cleared of snow, at Kaufbeuren.
T.L.R.R.P.S, Symposium, 14 NATO Nations, Konstanz Training Area West Germany June 1984
Again, two Wallis WA-116 and the WA-122 two-seater were demonstrated, taking off and landing in unprepared sites.
This, previous demonstrations at Altenstadt, Kaufbeuren and other sites including the Wallis airfield, resulted in a military order being placed with Wallis licensees, W,Vinten ltd.
A German helicopter instructor was converted to PPL (G) Standards, on the WA-116, in the UK, with a view to instructing on the “V-122”.
(Roles undertaken in Germany and in the Middle East remain secret)
Exercise “Keswick”
Following “Paper Study” by Wallis autogyros and MoD, R and D Contracts, Wallis was contracted to prepare aircraft to take part in the Post-Strike Airfield Damage Reconnaissance Exercise, “Keswick”, at R.A.F North Luffenham, in April 1987.
The WA-117, was fitted with Miniature Infra-Red Linescan and real-time imagery transmission, together with an F-95 camera and controls, 720-channel radio and equipped for night flying. This aircraft was tested at R.A.E Farnborough prior to the exercise.
Also prepared were a Limbach-powered WA-116, equipped for video recording and another WA-116 which had served as a flying test-bed for several engines, including the Norton “Wankel” type, with a Rotax 532.
Operations were conducted under all weather conditions, by day and night. Take-offs and landings, at night were from a short piece of perimeter track marked by four small battery –powered lanterns.
The autogyros performed exactly to the trials schedule, under realistic conditions.
Naval Trials: Operation from Small, Fast Patrol Craft
Vosper-Thornycroft (UK) ltd, had expressed an interest in the possibility of the Wallis autogyro being operated from their small, fast patrol vessels, which were far to small to carry a helicopter.
Take-off and landing would necessitate the vessel proceeding fast enough to provide airspeed for VTOL performance from a very small platform.
Roles envisaged were over-ships-horizon surveillance, target identification and guidance of ships weapons to the target and in the cost effective roll of defending civilian shipping from pirates.
Trials started with the autogyro keeping station with a fast patrol craft on trials in the Channel. This was followed, on the 9th of March 1982, by some 25 take-offs and landings on the rear half deck of a flatbed lorry, at 30 and 35 mph, on the runway at R.A.F Watton.
On the 9th of June 1982, the two-seater WA-116-T was landed, solo, on the cabin roof of a small pleasure vessel adapted for the trial, moving into the wind at 8 knots.
On the 10th of November 1982, the WA-116-T was out of sight of land, over a heavy North Sea swell, before finding and landing on HMS Dumbarton Castle, a fishery protection frigate having unserviceable stabilisers. The very high superstructure immediately forward of the helicopter platform caused airflow reversal, but the autogyro was flown off for its return to Lowestoft.
Final tests, a year later, were conducted with a Franklin-powered WA-116, from a Vosper-Thorneycroft vessel, the clear airflow and airspeed that the vessel could provide making VTOL operation easy.
SPECIAL PHOTOGRAPHY, SAUDI PORTS AUTHORITY
In October 1983 the WA-117, equipped with the Vinten Type 751 Panoramic camera and hand-held aerial cameras, was transported to Saudi Arabia by an Air Saudi transport plane.
Special photography of the ports at Jeddah and Damman was undertaken, the aircraft operating from the port area, in temperatures up to 40dg Centigrade.
Very many thousands of good photographs were obtained, the aircraft often operating very close to harbour crane jibs etc, to obtain special views, in addition to conventional medium altitude photography.
SPEED, ALTITUDE, RANGE AND DURATION PERFORMANCE
Performance capability is illustrated effectively by the official World Records for autogyros, of any size (Class E-3), and those under 500 KGs all-up weight (Class E-3A), all of which are held by Wallis aircraft.
All the records for speed and range are held by the thoroughly practical Type WA-116, powered by a Certified Franklin engine of only 60hp.
WORLD RECORD HOLDERS, at A and A.E.E, BOSCOMBE DOWN, 12th of MAY 1969
AUTOGYRO WORLD RECORDS, CLASS E-3 (any autogyro) AND CLASS E-3A (autogyros under 500kgs)
Date Record Performance Aircraft Previous Record
Sept 28 Non-stop Distance 874.3kms Wallis WA-116/F 133.3kms Igor Bensen
1975 in a strait line LOST (543 miles) G-ATHM USA Bensen B-8 90hp
Ditto Duration 6hrs 25mins ditto No previous record
July 20 5644metres Wallis WA-121/Mc 4639metres K Wallis
1982 Altitude LOST (18,517feet) G-BAHH 90hp WA-116/Mc G-ARRT 90hp
Oct 14 Speed over 15kms 189.6km/hr Wallis WA-116/F/S 174.9km/hr D Farrington
1984 (9.3miles) (117.7mph) G-BLIK 60hp Air & Space 18A 180hp
April 17 Speed over 100kms 190.4km/hr Wallis WA-116/F/S 164.4km/hr D Farrington
1985 Closed Circuit (118mph) G-BLIK 60hp Air & Space 18A 180hp
DATE RECORD PERFORMANCE AIRCRAFT PREVIOUS RECORD
Sept 18 Speed over 3kms 193.6km/hr Wallis WA-116/F/S 179km/hr K Wallis
1986 (1.9miles) (120mph) G-BLIK 60hp WA-116Mc G-ARRT 90hp
Aug 5 Non-Stop Distance 1002.8kms Wallis WA-116/F/S 670.3km K Wallis
1988 in a Closed Circuit (623miles) G-BLIK 60 hp WA-116/F G-ATHM 90hp
Ditto Speed over 1000km 130.8km/hr Ditto No previous record
Closed Circuit (81mph)
Ditto Speed over 500km 134.8km/hr Ditto 126km/hr K Wallis
Closed Circuit (83mph) WA-116/F G-ATHM 60hp
Mar 19 Time to climb to 7mins 20sec Wallis WA-121/Mc 8mins 8sec K Wallis
1998 3,000metres G-BAHH 90hp WA-121/Mc G-BAHH 90hp
N.B On the 19th of March 1998 the aim was to improve on Altitude rather than time to climb to 3,ooo metres. The climb was abandoned at 5788metres (18,976ft) due to cloud obscuring all sight of the ground, That height was not the required 3% increase on the previouse Record to count. Then in April 1998 the Altitude Records were lost to the USA, using a turbo-charged engine. The WA-121/Mc is naturally aspirated. However, the flight of 19th March had improved the Time to Climb to 3000metres.
Wallis Autogyros Pilot Conversion Training
Overview
Provisional Draft:
Wing Commander Ken Wallis MBE was the first Instructor on this type of aircraft in the UK post-war. He taught others to fly the Wallis WA-116 autogyros at the request of the then Ministry of Aviation.
He became the first Examiner, being required to observe a demonstration of competence before recommending the issue of a Private Pilot’s Gyroplane Licence. He devised a set of ‘Gyroplane Pilots Flight Tests’, a copy of which pilots would be required to learn and carry with them, when demonstrating their competence (or otherwise).
The requirement for three landings with increasing difficulty, with the engine actually switched off, rather than idling, was harder than required by the Ministry of Aviation but was felt appropriate. More than one pilot has said how pleased he was that he knew how to cope when the engine went silent at some later stage.
In the last checks undertaken, such as when converting Vinten pilots, the third switched-off engine landing had to be made just after take-off. This brought home the possible hazard of climbing out at too low a speed, rather than having some speed in hand for a satisfactory approach and flare.
Although not up to date with the latest thinking of the C.A.A. on pilot training for Gyroplanes, we believe the tendency is now towards the use of dual control two-seaters. They would probably accept ‘ab initio’ training on the gyroplane. In which case a dual control two-seater is a necessity.
A version of the 130 hp Wallis WA-122 could be provided with full dual controls if required.
To date, Wing Commander Wallis in his role as Instructor/Examiner has converted many fixed wing pilots with widely varied experience. We are certain that this approach can be extended to cover the current three-axis controlled microlight aeroplanes.
Experience gained; such as the conversion of pilots employed by a company in connection with their Licence to build the Wallis designs for working roles quickly illustrated the need to take a pilot way beyond the stage of qualifying for a PPL on Gyroplanes.
After gaining a PPL under instruction from Wing Commander Wallis, the pilot would then be kept busy on other matters. This gave little chance to increase his experience on type. The company would suddenly ask these pilots to take part in an Exercise in the Battle Training Area, or undertake some other difficult task at a moments notice.
This can be compared to a man who has just passed his driving test, discarded his L plates and had little driving experience for several months, being asked to compete in a GP.
The Wallis Autogyro is comparable in its control ‘feel’ to a motorcycle. Some people will take naturally to the machine and increase their skills without particular outside instruction.
Others will never have quite ‘the feel’ for it and this should be apparent in the early stages of training.
The Wallis Autogyro is unique in its low speed, low altitude performance and manoeuvrability and is probably safer to operate than any other aircraft type as long as the pilot has the relevant skills and experience. Ken Wallis has safely trained hundreds of Gyroplane pilots. It is essential that his training experience be used as a basis for a Gyroplane Training Syllabus.
Technical Notes, Pilots Notes etc have all been done formally. They date back to the original military trials of 1962/3 and would obviously need up dating. However they do form the basis for such documentation.
The pilots training syllabus must include.
‘ Initial Conversion from fixed-wing flying’
Followed by the necessary
‘Advanced and Operational Training’
We have compiled an initial draft based on extensive experience over many Years. However the detailed professional work needed to formalise the syllabus will only be completed when commercial intent is established.
DRAFT
Pilot Conversion Training to the Wallis Autogyro
Plus Advanced and Operational Training
Note: Pilots should have reached good standards in Flying, Navigation, Meteorology, Air Law etc., on light aeroplanes or three-axis controlled microlights prior to conversion.
Facilities Required
A suitably licensed airfield, preferably grass, with at least 500metres for take-off and with clear approaches.
Since the Autogyro is suited to flying on very small circuits of the airfield, this can be very annoying to persons living nearby. This should be borne in mind in selection of an airfield, or the nature of the training will need to be adjusted.
Additionally a small lecture room will be required, equipped with:-
a. A blackboard and chalk.
b. Some sycamore seeds and model autogyro rotor blades.
c. Technical parts of the Wallis autogyro, such as the rotor head.
d. A complete airframe, possibly with shortened rotor blades.
e. Video playback facility and camcorder.
f. 35mm slide projector.
g. 16mm cine-projector.
h. Screen for ‘f’ and ‘g’. A full computer based digital system could also be integrated and may include flight simulation.
i. Pilots Notes for Wallis Type WA-116 autogyro, ‘et sequa’.
j. Maintenance Notes for Wallis Type WA-116 autogyro.
k. An open-framed two-seater on the lines of the WA-116-T/Mc and or the
WA-122/RR, of similar handling characteristics to the single-seaters.
To include (at least) an extension to the control column to allow flight
experience for the person under conversion.
Ideally, full dual control could be provided but the aircraft must be kept to
little more than the scale of the working single-seater.
l. Single-seat trainers, essentially WA-116 configuration, with nacelle and developed windscreen, powered by a suitably reliable and quiet engine.
For the Advanced Flying Training Course
a. A selection of small airfields and possible operating sites.
(some unsuitable for use), for pilot assessment as take-off and landing sites.
b. A well-surfaced and checked low flying area.
c. A video-recording facility, ground to air and on the aircraft. To include the latest lightweight digital equipment.
Initial Pilot Conversion Training
Introduction
Prior to the course, the student should have attained a normal standard of competence as a pilot of light aeroplanes or very light aeroplanes (microlights) equipped with three axis controls.
A pure helicopter pilot will need some experience on light aeroplanes prior to solo autogyro flight, since the autogyro makes running take-offs and landings and behaves more like an aeroplane. Although it will not stall, if a helicopter pilot reverts to helicopter handling and attempts to ‘hover’, a very high rate of descent will occur with the autogyro.
This requirement for an autogyro conversion student to have first trained on light aeroplanes, is regarded as virtually essential. He will have mastered the elements of the Principles of Flight, Map Reading, Navigation, Meteorology, Airmanship and Airfield Discipline.
Ideally, the aeroplane training should be on aircraft having some S.T.O.L., characteristics, leading naturally to the even more S.T.O.L., behaviour of the autogyro.
While ab-initio training on a dual-control autogyro is possible, it is felt that the route via fixed-wing training is best. Even before a basic two-seater was available, some 150-aeroplane pilots made their first rotary-wing flight solo and after only a verbal briefing. The introduction of the minimal WA-116 two-seater in 1969 was useful in providing a first ‘autogyro experience’ flight before that first solo. It did much to show that the tiny autogyro was naturally stable and to quell understandable fears before a first solo.
The Conversion Course
1. A lecture on the history of the autogyro. To cover the sycamore and other auto-rotating seeds, the Cievr series and derivatives through to the current generation of ultra-light working autogyros. Illustrated by slides and film or video.
2. The principles of flight and the mechanics of the two-bladed teetering rotor. The hazards of negative or zero ‘g’.
3. Achievements of control by ‘aerodynamic servo system’, hence rotor blades must be approaching flight R.P.M, to be controllable and centrifugally stiffened. The need for a good mechanical spin-up, combined with centrifugal teeter stops, as on the practical Wallis autogyro.
4. Explanation of the Wallis offset gymball rotor head, spin-up system, free-wheel and auto-disengage. Introduction to the complete single-seat aircraft.
5. Demonstration of auto-rotation and teetering of model rotors (if sufficient wind).
6. Demonstration by Instructor of full-scale aerodynamic rotor spin-up and flight. If necessary by prolonged taxiing to gain aerodynamic spin-up (if sufficient wind).
7. Demonstration using mechanical spin-up.
8. Demonstration of safety features, such as the ‘Dead Man’s Switch’ for engine starting, action of the three-wheeled braking system, etc.
9. Advice on manual disconnection of spin-up drive immediately prior to ‘Brakes Off’ on first solos.
10. When using the auto-disengage of the rotor spin-up after ‘Brakes Off’, advice on the need to counter the tendency to turn to starboard due to the torque reaction by some prior application of port rudder.
11. Advice to be given on the torque reaction in the rolling plane as the rotors are tilted fully aft while in late stages of rotor spin-up. In a wind this may result in the nose wheel lifting, followed by the port wheel. The natural reaction to counter the roll to starboard, is to move the control column to the left but with the starboard wheel still on the ground this is likely only to increase the roll to starboard. Hence, it is advisable in the late stages of spin-up to hold the stick slightly to port.
12. Further flight demonstrations, following full pre-flight inspection. To include slow and fast flight and ending with an ‘engine-off’ landing. A post-flight check with a manual ‘feel’ of the main bearing housing temperatures, etc.
First Autogyro Experience Flights
13. Over 150 aeroplane pilots have achieved their first rotorcraft flight solo on a Wallis WA-116 after only a verbal briefing. The pilots had a very mixed background of previous flying experience.
14. Understandably, some were somewhat apprehensive before a first solo in such an unusual little aircraft. So, in 1969 the first absolutely minimal version of a two-seater WA-116 was flown. It was not provided with dual controls or even an intercom system. It was intended purely as a first autogyro flight experience for an aeroplane pilot prior to solo flight.
15. Having served very usefully in the above role, the aircraft was then fitted with a detachable extension to the control column. The student on the rear seat is now able to, get a ‘feel’ of the controls in flight. This is undertaken after the Instructor has demonstrated the complete ‘hands and feet off’ stability of the aircraft and its ability to perform ‘figure of eights’, by use of the control column or rudder pedals alone.
16. A first autogyro experience flight will thus follow a pre-flight briefing, followed by a pre-flight inspection, start-up with the student already seated, taxiing and a rotor spin-up. Once airborne the Instructor can check by sign language, whether the student feels secure and happy. They normally do!
17. Trimmed at cruise speed the Instructor will then indicate to the student the ‘finger-tip’ control of the aircraft by the control column and its ability to turn steeply and correctly without any foot contact with the rudder pedals. The ability to make gentle correctly banked turns
‘hands off’, by using only the rudder pedals can then be demonstrated.
18. After a few circuits, ‘touch and go’ landings and level flight at low altitude to give the student an impression of the pitch angle and a ‘feel’ of the control movements by use of the extended control column, the first flight should be terminated.
19. After shut-down, post-flight inspection and a discussion of the experience, it can be decided whether or not there is need for a further two-seater flight, before the student makes his first autogyro solo.
20. The first ‘Autogyro Experience’ flight is likely to last only about 20 minutes. Ideally, it will be video recorded from the ground, so that the performance can later be watched by the student and any particular aspects discussed.
21. A second flight on the two-seater may then be advisable, with more emphasis on taxiing, use of wheel brakes, control movements and the rotor R.P.M achieved prior to ‘brakes off’ and during take-off and flight. Low-speed level flight should be demonstrated, with emphasis on the possible increase in engine temperature and consequent loss of height. At a safe height, very low airspeed and high rate of sink, a vertical wool-tuft will show the stall-free nature of the aircraft, with no loss of control.
22. Handling up to the clearly indicated Vne should be demonstrated, with the student feeling the controls. More ‘touch and go’ landings should be undertaken, with the aircraft brought to a brief stop before take-off again without resort to the mechanical rotor spin-up.
23. Avoidance of sudden forward control movement at speed, such as might seriously reduce positive ‘g’, or even induce negative ‘g’ to be emphasised, although with sensitive handling within the green zone of the speed range this is unlikely.
24. The loss of airspeed and possible serious loss of altitude during a sudden downwind turn can be demonstrated at a safe height, from low speed flight into wind.
25. De-briefing and discussion, plus viewing of any T.V coverage of the flight.
First Solo
(If good radio communication between the ground instructor and the student can be provided it will assist).
1. Prior to first solo, on an opportunity basis and with a dead engine, students to practise spinning up rotors in a wind. Aircraft should have a short nose rope attached if attempted in a strong wind, to allow tethered flight as a kite but only at low altitude to prevent risk to aircraft. Instructor can give verbal instructions from a safe distance. This training exercise to be carried out on the airfield on an opportunity basis subject to available wind speed.
2. Students to familiarise themselves with all controls and to be able to reach, wheel brake lever, spin-up lever, trim levers etc, without the need to look. Checks on this ability to be undertaken in the classroom and on the airfield.
3. Short briefing before first solo. Depending on solo aircraft type, students should be warned of increased performance compared with dual-seat version. Student should also be advised to manually disengage the rotor drive immediately prior to ‘brakes off’ to reduce the tendency to swing to starboard resulting from rotor spin-up torque reaction. Pre-flight inspection, followed by ‘engine start’ with student already seated and aircraft lined-up for take off. Instructor to stand to port of aircraft and to give radio or visual signals on spin-up, stick position, spin-up disengage, brakes off etc. After take-off student to make a series off low passes along landing strip, to familiarise himself with the aircrafts attitude, power settings etc. After landing, student to apply stick lock and rotor brake. Engine can then be switched off. After first solo, de-briefing in classroom to include analysis of video recording. Full video recording of first solo to be made.
Solo ‘Touch and Goes’
Since more ‘feel’ of the aircraft will be gained from, take-offs, acceleration, climb-outs, circuits and landings. After the first solo, students should practise ‘touch and go’ landings.
Initially the ‘touch and go’ should be literally that but at later stages of instruction, the aircraft should be momentarily stopped before commencing the take-off run.
It must be emphasised that the initial loss of rotor RPM is very high, hence the aircraft must be quickly stopped and immediate take-off initiated to avoid the need for mechanical spin-up and the extra wear on the system. At this stage there should be no need for mechanical spin-up but the student should be advised, that if rotor RPM reads less than, say, 275 RPM prior to ‘brakes off’, then rotor RPM should be restored.
Video analysis.
Aerodynamic ‘Spin-up’ of Rotors
Pilots Notes for a given Wallis Autogyro Variant, should reflect the appropriate IAS and rotor RPM, together with the techniques relative to take-off without the aid of the mechanical ‘spin-up’ system.
While this should not normally be necessary, there may be an occasion when the lightweight mechanical system is unserviceable.
The practise of aerodynamic ‘spin-up’ gives more ‘feel’ for the auto rotational principle than a thousand words.
Aerodynamic spin-up for students should be exercised only when wind and airfield conditions provide a safe margin.
From the outset, students should be advised to select the ‘Abort take-off’ position and be made to adhere strictly to it.
Reduction of Airspeed to Onset of Sink.
With power and to approach of zero I.A.S.
At the stage at which the student shows appropriate confidence and skill in circuits, landings and general handling and at a suitably safe height, the student should practise reduction of airspeed, at various power settings.
This should be continued until the aircraft starts to sink.
The student must then practise recovery of normal flight, by ‘giving the aircraft its head’ and allowing it to regain appropriate forward flight speed.
After video analysis of the initial practise, in which special note should be made of any tendency to use rapid forward stick movement for recovery, the student should proceed with further practise, to an I.A.S approaching zero.
The student should note the marked aft stick pull required, the buffeting, the great reduction of directional stability and rudder control, the very high rate of descent, even at full power, the position of the wool tuft and the considerable height needed for recovery.
Video Analysis.
Effects of Upwind and Downwind Turns and Climbs
At Low Level
On a windy day, the student should practise flight at cruising and lower airspeeds, including upwind and downwind turns using the ground as a reference.
Special note should be made of the loss of airspeed following a sudden turn downwind coupled with the apparent effect relative to the ground, of adequate flight airspeed.
The risk of dangerous loss of height following a quick turn downwind, from an adequate airspeed but low ground speed must be particularly noted.
The student must be warned not to ‘trust his senses’ and assume that, for a given high ground speed, the aircraft can be climbed by application of ‘back stick’.
Video Analysis.
The student to note, the effect on I.A.S while climbing and descending, up and downwind and close to the ground consequent upon wind shear.
The benefits of an earlier climb making use of the effective airspeed increase and the hazards of wind shear in descent to be noted in practise.
The Effect of ‘g’ on rotor RPM
The transfer of airspeed to the rotors
The temporary storage of energy in the rotor system
The student is to note the increase of rotor RPM in turns and in pullouts, following the application of increased ‘g’, coupled with the reduction of forward airspeed.
The student should note that, while the increased rotor RPM remains, the aircraft will maintain height at a slower airspeed than would be possible after sustained ‘g’ flight.
The difference between typical ‘stored rotor energy’ during level flight airspeed and the energy available during continued ‘g’ to be noted.
The student to be warned of the ‘fools paradise’ resulting immediately following an increase of ‘g’ and the price to be paid as the rotor RPM rapidly decays, if the airspeed pertaining before the manoeuvre is not restored.
The student should also be advised of the benefits that can be obtained from stored rotor energy, during short landings and momentarily near hover flight etc. This to be practised at a more advanced stage.
Engine Off Landing Practise
Engine off landings should be demonstrated by Instructors and simulated by students, at all but the initial solo flight stage.
As confidence and competence in the circuit is built up, the student should practise increasingly steep approaches, commensurate with engine type, idling speed etc, for landings without further application of power.
The student must be constantly alert to arrest any serious loss of speed and high rate of sink, following a too high or too sudden flare-out, by rapid application of power.
Video Analysis.
Crosswind Techniques
(To be undertaken when conditions allow).
In practise, the only suitable take-off and landing site may well be a narrow strip of path or road, with hazards on either side and subject to a strong crosswind. Attempting a take-off and landing into the wind would be out of the question. The available length, even crosswind must be used.
The student must learn to take-off and land along a precise line, in a strong crosswind (say 20 knots).
Wallis Autogyros are fitted with a strongly centralising and separate steering nose wheel. This design allows safe operation in conditions too severe for aircraft fitted with interconnected to rudder nose wheels.
Video Analysis.
EXAMINERS LISCENCE NO: 12094/G
GYROPLANE PILOTS FLIGHT TESTS
EXAMINEE IS TO UNDERTAKE NO TEST FOR WHICH HE DOES NOT
FEEL COMPETENT OR FOR WHICH HE FEELS HIS AIRCRAFT IS NOT
FITTED.
TEST IS TO BE IMMEDIATELY CONCLUDED IF THE EXAMINER
SIGNALS BY ARMS OUTSTRETCHED.
1. Pre-flight inspection, start, Run-up, Taxying.
2. T.O & Land into wind.
3. T.O & in climb, at 50’ snap throttle back and land.
7. 3 “figures of eight”, height less than 10’, around
markers, turns as tight as possible.
8. Recovery at safe altitude, from zero airspeed;-
With Power,
Without Power.
9. Landing & Takeoff from restricted area.
10. From level flight, a Switched-off engine Landing as
near as possible to the Examiner from:-
250’ 150’ 100’
The General Flying Test
Upon satisfactory completion of the GFT, the student will have qualified for an Autogyro Licence, Private Pilots Licence (Gyroplane).
The student may then be regarded a ‘having disposed of his or her ‘L’ plates’ and is ready to start learning to fly, via the Advanced Training Course!
Wallis Autogyro Variants
Advanced Flying Training
Course: Estimated Minimum of 75 hours.
Lecture
1. The Autogyro as a working vehicle.
2. The need to assess the suitability of sites and roles.
3. Methods of obtaining best performance, by knowledge of characteristics.
4. Because of the STOL capability of the aircraft, it will often be called upon to operate from marginal sites, where the difference between successful operation and an accident will be dependent upon a combination of factors.
Factors:
(a) Length of take-off run relative to wind.
(b) Nature of surface.
(c) Slope.
(d) Upwind obstructions.
(e) Pressure altitude.
(f) Temperature.
(g) Aircraft Type, A.U.W.
(h) Wind strength.
(i) Wind stability.
(j) Position of take-off run with terrain, likely to effect local air velocities.
(k) Availability of suitably placed, small depressions in the ground, to provide more effective braking during spin-up.
Wallis Autogyro Variants
Advanced Flying Training
Practical
Students to practise short take-offs and landings at safe sites.
Position of ‘Abort take-off’, to be decided by student relative to a given task and to be adhered to.
Video Analysis. With emphasis on ‘unstick’ position and simulated obstacle clearance.
Students to be taken by road to known and varied sites.
Students to discuss suitability of sites and solutions for the difficulties foreseen.
Students to state whether or not they would attempt to operate from the site.
Where appropriate, Instructor to demonstrate the correct solution.
Students also to practise flying from suitable but more ‘marginal’ sites.
Video Analysis.
Operation in High Winds
Lecture
The aircraft has a unique capability for operation in high winds and turbulent conditions and can operate in conditions unsuitable for any other aircraft type.
High wind can sometimes be turned to benefit, as for short field operation and for maintaining a fixed position above the ground, in an apparent ‘hover’.
Practical
Students to practise take-offs, landings, ‘hovering’ and general flying, when high wind conditions prevail, using appropriate ‘rough air airspeeds’.
Special emphasis will be placed on airmanship and the need to always mentally assess the effects of upwind and downwind obstructions, hills trees etc.
Students to practise flying in hilly country, upwind and downwind of trees etc.
N.B: Although the maximum surface wind quoted in ‘Pilots Notes’ is the original 43 knots, operation in much higher winds is possible.
Students should gradually extend their flying practise to include flights in such high winds.
In high winds, students should be made aware of the backward ‘roll-over’ hazards during rotor ‘spin-up’ and after landing until rotor is levelled.
Optimum airspeed for riding out extreme gusts should be noted.
Video Analysis.
Operation at High All-up Weight
Lecture
The different techniques to be used when operating at high all-up weights, during long range flying and the carriage of special equipment etc.
Practical
Students to practise on suitable sites, ballasted take-offs, acceleration, climb out, circuits and landings. Noting the effects on, trim, minimum flight speeds, maximum power speed etc.
Video Analysis.
Further flights at increasing weight up to limits.
Advanced Navigational Training
Lecture
Students to be instructed on the best methods to adopt for long cross-country flights.
Advice to be given on suitable heights, speeds, overload tanks, dead reckoning, practical dead reckoning, map reading etc.
Practical
Students to undertake suitable cross-country flights.
Operational Low Flying Practise
The aircraft is particularly suited to very low flying, being capable of taking full advantage of ground cover for surprise reconnaissance or attack.
Low flying must first be practised over an area known to be free from telephone or electricity cables, narrow radio masts etc, however, the chosen area should still be checked by the student before flight.
Video recording from aircraft and ground.
Video Analysis.
Low Level Navigation
Lecture
Map reading at low level.
Practical
Students to develop the ability to visually navigate at low level using 6 figure map references
During training flights the students must learn to recognise landmarks and obstructions.
On completion of flights, the students will describe the objects and features seen at the flight reference points.
Cloud Flying Training
Although it is hardly suitable for long-range navigation in cloud, the exceptional stability of the aircraft renders it suitable for climbs and descents through cloud.
Students should practise precise trimmed flight at about the minimum power speed.
Students should practise keeping the wool tuft along the aircrafts azimuth datum by use of the rudder. The course to be flown achieved by use of roll control alone, ideally using the trimmers.
Aircraft should then be made to climb and descend ‘hands-off’, apart from torque correcting pressure on the stick, such as to maintain the given compass course.
If the position of the wool tuft is in doubt, student is to let go of stick and allow aircraft to stabilise.
When sufficient practise and confidence has been acquired, student is to make short climbs and descents through cloud, in suitable airspace.
A particularly important feature to practise is a 180-degree turn, without loss of height and back into the ‘clear’, after entering cloud. This can be vital at low altitude during operations in bad weather.
Night Flying Training
The student’s experience of limited cloud flying will have prepared the way for night flying.
The student should be aware that the aircraft is essentially stable. Night and cloud flight is possible with little more than an illuminated compass and wool-tuft.
Night flying may be started at dusk, on a suitably large airstrip and extended until darkness prevails.
The normal facility of airfield lighting would not normally be provided, although this may be an advantage if normal airfield night operations are to be undertaken.
Training should lead to take-offs towards and over ‘cars’ taillights, along headlight beams etc. This may be extended to include the use of a landing light on the aircraft.
The use of a simple, low power beacon for landing strip location and an approach and angle of descent indicator, should suffice for operations, without the need for image intensifying night goggles.
Operational Training
Operational training will be concerned with the practical use of the aircraft in the roles to which it is particularly suited.
Since transportation of the aircraft, together with role equipment and fuel is usually by road trailer, in a ready to use condition. Students will be taken to a range of potential operating sites.
Students will be asked to assess the sites and suggest directions for take-off and landing etc. Where suitable they will undertake some flights.
Some of the sites will be chosen as unsuitable for any use by the autogyro. Those pilots who consider otherwise will lose marks!
The operational training will include carriage of various remote sensing and other working role equipment, video recording, infrared, low-light etc. This equipment will be used, together with conventional hand-held and vertical line overlap photography.
Training for possible military roles will include detailed reconnaissance operations, possibly using ‘steady scope’ binoculars and other equipment.
Very low level flying will need to be practised with caution, being aware at all times of potential hazards such as, telephone lines and cables.
Students will develop the use of ground cover, for the attack role, together with simulated weapons firing, using a video camera. This would precede any actual weapons firing.
Wallis aircraft have completed operational weapons firing and are more manoeuvrable than current attack helicopters; they also have a very low heat signature.
Night and cloud flying will need to be practised, together with operations from minimal areas, largely using little more than the landing light on the autogyro.
If ship-born operations are to be undertaken, then a number of take-offs and landings can be made from a flatbed lorry, moving at different speeds, prior to the first flights from small ships. This practise gives airflow over the deck and allows for VTOL operation.
The Wallis aircraft have some three times the operational range of a helicopter and are ideally suited to naval use.
Last edited by autogyro on 09 Jun 2010, 20:32, edited 1 time in total.
Sorry about the length of posts.
We do not usualy post technical detail on the web at all.
There is much more and most is confidential.
Thought it would be of interest to the doubters.
