Return of the Autogiro

For many optimistic and thoroughly modern citizens, the American Dream of the 1930s included not only a chicken in every pot and a car in every garage, but also an Autogiro in every backyard. Chickens and cars have proliferated, but the Autogiro--a prop-driven aircraft with a freewheeling rotor in place of a wing--has virtually disappeared, a victim of its own inefficiencies and the remarkable success of the helicopter. The dream may yet come true. California's McCulloch Aircraft Corp. has successfully test-flown a contemporary Autogiro that is safer than a conventional plane, less expensive than a helicopter, and just about as easy to operate as an automobile.

McCulloch's twin-boom J-2 gyroplane can virtually duplicate the performance of a helicopter. It can make a jump takeoff, cruise at 120 m.p.h., maintain altitude at a forward speed of only 30 m.p.h. and settle gently to a spot landing. Should its engine fail in flight, the gyroplane can float safely to earth under its whirling rotor, much like a Cracker Jack toy. It cannot, however, match the helicopter's unique feat of hovering motionless in midair.

Green Light. Compared with flying a helicopter, which often requires four separate control functions, and according to helicopter pilots is "like rubbing your head, patting your stomach and tapping time to Dixie with both feet, all at once," operating the J-2 is a snap. After starting the engine and the J-2's conventional push prop, the pilot depresses a lever at the side of his seat, temporarily engaging the engine to the overhead rotor. When the overhead ro tor reaches 520 r.p.m., the pilot pushes a button to disengage the rotor and change its blade pitch from flat to 5DEG. While the kinetic energy in the whirling rotor blades provides lift, the engine delivers full power to the pusher prop. Between the lift and push, the gyroplane becomes airborne.

From the moment it is in the air, the J-2 can be flown like a fixed-wing craft with a joy stick that controls the tilt of the rotor blades and pedals that move the rudders mounted on the rear of its twin booms. Lift is provided by the freewheeling rotor, which also acts as a gyroscope, tending to keep the J-2 extremely stable in flight. Unlike the helicopter, which is subject to constant torque from its powered rotor, the gyroplane experiences no twisting effect and needs no counteracting rotor and extra controls to provide stability.

Two Ways. To avoid the difficulties that beset the first generation of Au-togiros, J-2's Designer Drago Jovanovich took advantage of modern helicopter technology, effecting many improvements in the control and design of the overhead rotor. The J-2's rotor is stronger but also lighter and smaller than previous rotors, enabling it to be run up to speed faster. When heavier rotors used in the 1930s were al lowed to slow down, their inertia prevented them from being revved up quickly, causing control problems.

McCulloch Aircraft is confident that the J-2's easy handling and low price ($15,000 v. more than $25,000 for the smallest helicopter) will find a ready market among amateur pilots in the U.S. "There are only two ways we can go in general aviation," says President Lawrence Mattera. "Either build lots more airports, or build a reasonably priced aircraft that doesn't need an airport. We think that the second way is the right direction."

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