108 Sentences With "autogiro" | Random Sentence Generator

A Bulgarian invented the aerial bomb; a Spaniard, the autogiro; the Chinese, both gunpowder and toilet paper.

The groom is a great-grandson of Harold F. Pitcairn, who developed and manufactured the autogiro, the precursor to the modern helicopter.

David Kay had first flown an autogiro (the Type 32/1) in 1932 but it was damaged in early 1933 and not repaired. Kay then designed a larger single-seat autogiro, the Type 33/1 and contracted Oddie, Bradbury and Cull Limited of Southampton to build two fuselages. The first autogiro, registered G-ACVA, first flew on 18 February 1935 from Eastleigh Airport. The second autogiro was not completed.

"The Buhl A-1 Autogiro" Only one of these was built.

In Britain, Dr. James Allan Jamieson Bennett, Chief Engineer of the Cierva Autogiro Company, conceived an intermediate type of rotorcraft in 1936, which he named "gyrodyne" and which was tendered to the British Government in response to an Air Ministry specification. In 1939, Bennett was issued a patent from the UK Patent Office, assigned to the Cierva Autogiro Company. On 23 August 1940 the Autogiro Company of America, licensees of the Cierva Autogiro Company, Ltd., filed a corresponding patent application in the United States.

In 1930, he was employed as an instructor at the Hampshire Aero Club, and then briefly as instructor at the Scarborough Aero Club. He had flown a Cierva C.19 autogiro, and in 1932 Reggie Brie invited him to join the Cierva Autogiro Company as an instructor and demonstration pilot. He became Chief Instructor at the Cierva Autogiro Flying School at London Air Park (Hanworth Aerodrome), and instructed over 80 trainee autogiro pilots in Cierva C.19 and Cierva C.30 types. He took part in the development of direct control autogiros, and later, autogiros with "jump start" features.

On 25 November 1934, Bruce took off from Lympne Airport in a Cierva C.30A autogiro (G-ACVX), headed for Cape Town, in an attempt on the record for the longest autogiro flight, but the aircraft was damaged at Nîmes in France after .

On his desk at the time of his death was a prototype of an autogiro.

AFEE also conducted testing of captured rotary wing aircraft, such as examples of the Focke-Achgelis Fa 330 'kite' autogiro.

Kellett XR-10 The Kellett Autogiro Corporation was an American aircraft manufacturer from 1929 based in Philadelphia, named after founder W. Wallace Kellett.

A low disk loading improves autorotation performance in rotorcraft.Leishman, J. Gordon. "Development of the Autogiro : A Technical Perspective " page 5. Hofstra University, New York, 2003.

The Cierva Autogiro Company, Ltd's, C.41 gyrodyne pre-WW2 design study was updated and built by Fairey Aviation as the FB-1 Gyrodyne commencing in 1945. Fairey's development efforts were initially led by Bennett, followed by his successor Dr. George S. Hislop. George B.L. Ellis and Frederick L. Hodgess, engineers from the pre-WW2 Cierva Autogiro Company, Ltd., joined Bennett at Fairey Aviation.

He dredged and enlarged the mill pond, and upgraded the dam and causeway with the goal of generating hydroelectric power. After the mill burned down in 1929, he built a brick and steel power house on the old mill foundation for the turbine and generator. Eckel was also interested in aviation, in particular the autogiro by Harold Pitcairn. In 1931, he purchased one and built a runway and hangar for it, probably the first exclusive autogiro airport in America.

Late-model autogyros patterned after Etienne Dormoy's Buhl A-1 Autogyro and Igor Bensen's designs feature a rear-mounted engine and propeller in a pusher configuration. The term Autogiro was a trademark of the Cierva Autogiro Company, and the term Gyrocopter was used by E. Burke Wilford who developed the Reiseler Kreiser feathering rotor equipped gyroplane in the first half of the twentieth century. The latter term was later adopted as a trademark by Bensen Aircraft.

Air Commodore James George Weir, (23 May 1887 – 7 November 1973) was an early Scottish aviator and airman. He was a successful industrialist who financed Juan de la Cierva's development of the autogiro.

It did not reach production and most of Pitcairn's later aircraft had wings, though the PA-36 was an exception. Kellett Autogiro Company's slightly later wingless Kellett KD-1 autogyro had more commercial success.

Subsequently, production of autogyros was licensed to a number of manufacturers, including the Pitcairn Autogiro Company in the U.S. and Focke- Wulf of Germany. Avro-built Cierva C.19 Mk.IV Autogiro In 1927, German engineer Engelbert Zaschka invented a combined helicopter and autogyro. The principal advantage of the Zaschka machine is in its ability to remain motionless in the air for any length of time and to descend in a vertical line, so that a landing may be accomplished on the flat roof of a large house.

In April 1946, Fairey announced a private-venture project for a rotary-wing aircraft, to be built to a design developed by Dr. J.A.J. Bennett while he was chief technical officer at the Cierva Autogiro Company in 1936-1939, realizing the concept by his late colleague Juan de la Cierva. The Gyrodyne, constituting a third distinct type of rotorcraft and designated C.41 by the Cierva Autogiro Company, was in 1938 successfully tendered to the Royal Navy in response to Specification S.22/38 for a naval helicopter. Though preliminary work started on the project, it was abandoned with the outbreak of the Second World War, and G & J Weir, Ltd., the financiers of the Cierva Autogiro Company, declined to undertake further development in addition to their successful experiments with the W.5 and W.6 lateral twin-rotor helicopters.

In November 1930, he was employed by Cierva Autogiro Company as a test pilot to temporarily replace Arthur Rawson, who had been injured in a forced landing. In summer 1931, to promote sales and publicity for Cierva autogiros, he flew a Cierva C.19 Mark III with the flying circus led by C. D. Barnard, and gathered an additional 400 flying hours. In late 1931, he became Chief Pilot and Flying Manager of the Cierva company. In 1932, he helped establish the sales department and the Cierva Autogiro Flying School at London Air Park, Hanworth.

The first autogyro to fly successfully in 1923 Pitcairn autogyro NC-12681 at St. Hubert, Quebec. 19 Aug. 1932 Juan de la Cierva invented the modern autogyro (autogiro in Spanish) in the early 1920s. His first three designs (C.

"Pitcairn PA 18 Autogiro" Most other PA-18s were purchased by the United States government in 1940 and sold on to the United Kingdom. They never arrived, however, since the ship carrying them was sunk by a German submarine.

The sole C.25, based on the airframe of the Comper Swift with modified tailfins and short low-mounted wings, received the civil registration G-ABTO. It was the first autogiro to use the Pobjoy Cataract 7-cylinder geared radial engine.

The US Navy evaluated a PCA-2 in 1931, designated as Pitcairn OP on the aircraft carrier , to become the first rotary-wing craft to land on a ship at sea."Autogiro Lands On Big Ships Deck", December 1931, Popular Science Piloted by then Lieutenant Melville Pride, the autogiro landed four times and taxied about the deck without the aid of a landing crew. On one of these take off and landings, Captain Kenneth Whiting was a passenger. In 1940, six Pitcairn PA-18 autogyros were converted to Pitcairn PA-39 models for convoy escorts for the Fleet Air Arm.

The C.40 was the last autogyro produced by the Cierva Autogiro Company, Ltd. Design commenced in July 1936 and continued after Cierva's death in an airliner crash in December of that year. Based on the C.30A Autogiro the C.40 was originally intended to use a higher power version of the Armstrong Siddeley Genet Major engine. Utilizing the lessons of autodynamic rotor development underway since 1933, the C.40 rotor included three flexible blades to suppress vibration and were attached to the rotor hub through inclined flap and drag hinges to give jump- takeoff capability.

In 1946, he joined the Cierva Autogiro Company as General Manager and Chief Test Pilot. He carried out first flights and initial development of various autogiros and helicopter types including Weir WE.3, Westland CL.20, Cierva C.40, Cierva W.9, Cierva W.11 Air Horse, Cierva W.14 Skeeter, Bristol 171 Sycamore.Jackson 1973 Vol 2, pp. 23, 290Jackson 1973 Vol 1, p. 260 By June 1950, he had logged 6,500 flying hours, of which 3,000 were on 70 types of fixed-wing aircraft, and 3,500 on rotorcraft that included 22 types of autogiro and five helicopters.

The "Four Cylinder" was adapted to power the twin-rotor W5 Helicopter. After the war development at the Cierva Autogiro Company of the W.9 "Drainpipe" and the 24-passenger-carrying W.11 Air Horse helicopters continued under the direction of Cyril Pullin. A fatal crash of the W11 Air Horse, due to a small component fatigue failure, put an end to this very promising heavy-lift helicopter project. The remnants of the Cierva Autogiro Company were taken over by Saunders Roe, who continued the development of the small Skeeter helicopter and put it into production.

Aerial view of Greenville Downtown Airport in 2005. GMU opened in 1928 as Greenville Municipal Airport. In 1930 it received its first airmail flight. Amelia Earhart flew demonstration flights at GMU in an Autogiro for the Beech-Nut Company in November 1931.

He later, in 1935, became a Director of the Bank of England. He was also deputy director of the engineering company G & J Weir Limited. Weir commuted to work daily in an autogiro, and Alfred Hitchcock worked the aircraft into the film The 39 Steps.

The Pitcairn Aircraft Company built and developed auto-gyros under licence from the Cierva Autogiro Company, trading as the Pitcairn-Cierva Autogiro Company from the late 1920s. Interest in the auto-gyro by the USN resulted in the purchase of two Pitcairn PCA-2 autogyros, modified as two-seat observation platforms, designated XOP-1. Trials with the XOP-1s from 1931 had limited success, but included an operational deployment in Nicaragua from June 1932, with the United States Marine Corps (USMC). Following the development of much-improved rotor and control systems, further interest by US armed forces resulted in the Pitcairn PA-33 (YG-2) and Pitcairn PA-34 (XOP-2).

At takeoff the pilot angles the top rotor flat (zero angle of attack) and spins it to very high speed (between 365 and 425 rpm).Charnov, Bruce H. From Autogiro to Gyroplane: The Amazing Survival of an Aviation Technology page 329. From 2003. Retrieved August 2011.

The Cierva Autogiro Company was a British firm established in 1926 to develop the autogyro. The company was set up to further the designs of Juan de la Cierva, a Spanish engineer and pilot, with the financial backing of James George Weir, a Scottish industrialist and aviator.

The result was the first successful rotorcraft, which he named Autogiro in 1923. De la Cierva's autogyro used an airplane fuselage with a forward-mounted propeller and engine, an un-powered rotor mounted on a mast, and a horizontal and vertical stabilizer. His aircraft became the predecessor of the modern helicopter.

In 1938 the British Aircraft Manufacturing Company assembled nine C.40s at London Air Park, Hanworth, and seven were delivered to the Royal Air Force. The remaining two were registered to the Cierva Autogiro Company, one was lost in France in June 1940, and the other was impressed into RAF service.

National Archives, London. Document HS 9/171/1 – SOE file Nicholas Redner Bodington At the start of 1942 Bodington participated in the landing by boat in Brittany which picked up Pierre de Vomécourt, codename Lucas, head of the AUTOGIRO network, and Mathilde Carré, codename Victoire, the famous spy nicknamed La Chatte.

W. Wallace Kellett in 1941 William Wallace Kellett (also W. Wallace Kellett) (December 20, 1891 – July 22, 1951) was an American aircraft executive and manufacturer, especially associated with rotary-wing aircraft. He was president of Kellett Autogiro Corporation and Republic Aviation Corporation. His company constructed the first successful wingless aircraft in the United States.

De la Cierva's motivation was to produce an aircraft that would not stall but near the end of his life he accepted the advantages offered by the helicopter and began the initial work towards that end. In 1936, the Cierva Autogiro Company, Ltd., responded to a British Air Ministry specification for a Royal Navy helicopter with the gyrodyne.

He was born on April 3, 1897. In 1916 Harold Pitcairn attended an apprenticeship at Curtiss Aeroplane and Motor Company, becoming friends with Larsen. In 1925 Larsen and Pitcairn approached Cierva about licensing autogiro technology. In 1927, longtime friend, Pitcairn approached Larsen to leave the Thomas-Morse Aircraft company, to join Pitcairn Aircraft Company as chief engineer.

Larson developed the Pitcairn PA-1 Fleetwing, the first of a long series of biplanes for Pitcairn. In 1930 Larsen won the Collier Trophy along with Pitcairn for the work on autogiro technology. 1947 Larsen merges his company rotawings with the Glenn L. Martin Company. Larsen died from cancer in August 17, 1969, in Jenkintown, Pennsylvania.

The Pitcairn-Cierva Autogiro Company, established by Harold Frederick Pitcairn, designed the PCA-2 based on the autogiros of Juan de la Cierva. The resulting design had a standard aircraft fuselage and powerplant, with a standard tail. However, it sported short, stubby wings, angled up at the wingtips. Above the cockpit was the rotor, consisting of three blades.

With no wings, hangar space was minimized. 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.

A Pitcairn Mailwing displayed at the Air and Space Museum in Washington DC. Harold Frederick Pitcairn (June 20, 1897 – April 24, 1960) was an American aviation inventor and pioneer. He played a key role in the development of the autogyro and founded the Autogiro Company of America. He patented a number of innovations relating to rotary wing aircraft.

Subsequently, he obtained 30 minutes dual instruction with Arthur 'Dizzy' Rawson in a Cierva C.19, and then went solo in it. He then gained his Commercial pilot's licence. As a result of his achievements, Air Commodore J.G. Weir offered him a short term contract as an autogiro pilot, and he resigned from his job at Shell.

The successful demonstration of the Sikorsky VS-300 had the USAAF favoring the helicopter over the autogiro as an approach to rotary-winged flight. Realizing this, the Kellett Autogiro Corporation made a proposal to the USAAF on 11 November 1942 for the development of a twin-rotor helicopter that would eliminate the need for a tail rotor and its attendant loss of power. Initially discounted on theoretical grounds, the proposal was re-examined in the light of tests done with models by the Army's Experimental Engineering Section, and was accepted on 7 January the following year. This was followed on 11 September with a contract for nearly $1,000,000 to build two prototypes with the three-bladed rotors contained in Kellett's proposal, along with an alternative two-bladed system.

The design saved the brothers' lives more than once.Designing the 1900 Wright Glider The aircraft engineer Juan de la Cierva worked on his "Autogiro" project to develop a rotary wing aircraft which, he hoped, would be unable to stall and which therefore would be safer than aeroplanes. In developing the resulting "autogyro" aircraft, he solved many engineering problems which made the helicopter possible.

Weir was awarded the 24th Royal Aero Club aviators certificate after flying a Bleriot Monoplane at Hendon on 8 November 1910. In 1914 he was transferred to the Royal Flying Corps. He retired from the Royal Air Force on transfer to the Territorial Force. In 1926 he helped form and became Chairman and Managing Director of the Cierva Autogiro Company.

He returned to the Department of Agriculture until his retirement in 1956. Miller flew the Wright DH-4; the Curtis Seagull for The Chicago Tribune; Pitcairn PA-3 Orowing; his Miller Corporation MCA-1 Amphibian Biplane; and the autogiro Pitcairn PCA-2. Documents of Miller's life from the 1914 to 1939 reside in the National Air and Space Museum Archives.

His AUTOGIRO network operated in and around Paris from May 1941 to April 1942. He was captured by the Germans in April 1942. After nearly a year of mostly solitary confinement in Fresnes Prison near Paris, he spent the rest of the war imprisoned in Nazi Germany in Colditz Castle, a POW camp for military officers. He was freed by the allied armies in April 1945.

The Hughes Model 269 was known to the U.S. Army as the TH-55 Osage. In 1947, Howard Hughes redirected the Hughes Aircraft Company's efforts from airplanes to helicopters. The effort began in earnest in 1948, when helicopter manufacturer Kellett Autogiro Corporation sold their latest design to Hughes for production. The XH-17 "Sky Crane" first flew in October 1952, but was commercially unsuccessful.

Through his company Kellett constructed the first successful wingless aircraft in the United States. He also built the first fleet of rotary-wing military aircraft for the United States Army Air Corps. Kellett was the president of the Aero Club of Pennsylvania 1923–25. In 1929 he founded the Kellett Autogiro Corporation with his brother Rodney and Charles Townsend Ludington and his brother Nicholas.

As well as shells, they manufactured aircraft including the Royal Aircraft Factory F.E.2 fighter and bomber. James George Weir (aviator, son of James Galloway Weir) a director of the company formed the Cierva Autogiro Company. G & J Weir would be a financial supporter of the company during its existence. In 1943, they provided the finances for the construction of the W.9, an experimental helicopter, to Air Ministry requirements.

Buhl Aircraft Company site=www.rcgroups.com Buhl A-1 autogyro – 1931 and The Buhl A-1 Autogiro Buhl A-1 Autogyro with rear push propeller (1931) De la Cierva's early autogyros were fitted with fixed rotor hubs, small fixed wings, and control surfaces like those of a fixed-wing aircraft. At low airspeeds, the control surfaces became ineffective and could readily lead to loss of control, particularly during landing.

Noorduyn moved at the beginning of 1929 to Bellanca in Wilmington, Delaware, where he designed the Bellanca Skyrocket. He was also heavily involved in the design of an improved version of the Bellanca Pacemaker, another favourite of bush flyers in Canada. In 1932, while at the Pitcairn-Cierva Autogyro Company of America, Noorduyn was responsible for the design of the first enclosed, four-seater autogiro, the Pitcairn PA-19.

John Matthew Miller III (1896 –circa 1980's) was an American naval aviator, air mail pilot, transport pilot, autogiro pilot, flight instructor, aircraft manufacturer, airport operator, agricultural pilot, and helicopter test pilot. He worked for the United States Navy, the US Aerial Mail Service, Pitcairn Aircraft Company, and the U.S. Department of Agriculture. In 1927 Miller founded the Miller Aviation Corporation of New Brunswick, New Jersey which operated until 1929.

"ARMY AUTOGIRO" Popular Science, June 1944, photo of YO-60 One YG-1B was modified with a constant-speed rotor and was re- designated the YG-1C, it was later re-engined with the more powerful R-915 and re-designated again as the XR-2. The XR-2 was destroyed by rotor ground resonance problems and the evaluation was continued with another modified YG-1B designated the XR-3.

In 1931, he formed C.D. Barnard Air Tours Ltd. On 1 April 1931, he started an extensive tour of England with displays and joy-riding flights for the paying public. Aircraft used were the Fokker F.VIIa (G-EBTS), Spartan Three Seater Mk 1 (G-ABJS), an Avro Avian Sports, a Desoutter II, Potez 36 (F-ALJC 'Ladybird'), and a Cierva C.19 autogiro (G-AALA). Pilots included Ayre, Barnard, Crossley and Reginald Brie.

In 1943 the Aircraft Department of G & J Weir Ltd. was reconstituted as the Cierva Autogiro Company to develop helicopter designs for the Air Ministry. The post-war Cierva Air Horse was at the time (1948) the world's largest helicopter. The first prototype of the Air Horse crashed killing Alan Marsh, Cierva's manager and chief test pilotMarsh had been with Cierva since 1932 and had been its instructor at the autogyro flying school.

Prosper was based in Paris. Churchill and Sansom would both survive the war in concentration camps. :18 April ::With contacts from the ruins of the Interallié, Autogiro and Carte networks, Prosper had grown rapidly and its writ now extended "from the Ardennes to the Atlantic." However, in a first sign of worry, Prosper leader Francis Suttill sent a report to SOE saying that he distrusted former Carte official Henri Frager, now associated with Prosper.

1938 mail delivery demonstration by an autogyro at Washington D.C. capital lawn Kellett became an aviation enthusiast after his Army service and he entered into the aircraft manufacturing business in 1919. He established an autogyro company under a license from Autogiro Company of America. He made rotary-wing military aircraft for the United States Army Air Corps. Kellett was known internationally in the aviation field as a pioneer in the development of autogyros and helicopters.

He went on to study aeronautical engineering at the Massachusetts Institute of Technology (MIT). In 1931, he became the first person to land an Autogiro (precursor to the helicopter) on an aircraft carrier. From 1934–1936 he headed the Flight Test Section at Naval Air Station Anacostia, Washington, D.C., at that time the Navy's center for aircraft testing. During World War II, Pride served as first commanding officer of the carrier USS Belleau Wood (CVL-24).

The Kellett Autogiro Corporation was formed in 1929 after it acquired a licence from Pitcairn-Cierva to build autogiros. The first three designed were all typical Cierva designs and the more advanced KD-1 was similar to the contemporary Cierva C.30. The KD-1/G-1 was the first practical rotary-wing aircraft used by the United States Army. The company stopped building autogyros in the late 1940s and switched to the design of helicopters.

He had previously flown Curtiss P-40s with the Flying Tigers, and with American Export Airlines as a flying boat pilot. Frank T Cashman, an ex-United States Army Air Force chief instructor on helicopters, was appointed chief pilot. They also employed other ex-Air Force helicopter pilots including Lou Leavitt, who had been the test pilot for the Platt-LePage XR-1 and previously an autogyro test pilot for the Kellett Autogiro Corporation and the Pitcairn Aircraft Company.

Despite the war causing a massive expansion of the aviation industry, Williams - as an African-American - was not considered for many jobs. He found employment at the Pitcairn Autogiro Company in Willow Grove, Pennsylvania, where he worked on glider aircraft. At the end of 1942 he started work at Republic Aviation Group (he gained an interview by bluffing his way into a Republic facility), where he worked until 1947. He earned a master's degree in aeronautical engineering from NYU that same year.

The map below shows the major SOE F Section networks which existed in France in June 1943, based on the map published in Rita Kramer's book "Flames in the Field" (Michael Joseph Ltd, 1995). Image:SOE (F) Networks in France June 1943.jpg Note: The map does not show the correct location of the original Autogiro network, which operated in the Paris area and did not exist after the spring of 1942. However the network was later revived by Francis Suttill, organiser of Prosper.

The aircraft was operating a flight from London to Amsterdam. Juan de la Cierva, inventor of the autogiro, was among the dead. ;March 25, 1937: TWA Flight 15A, a DC-2-112 (NC13730), crashed into a small gully near Clifton, Pennsylvania due to icing, killing all 13 on board. ;July 28, 1937: A KLM DC-2-115L (PH-ALF, Flamingo) crashed into a field near Belligen, Belgium after takeoff due to an in-flight fire, killing all 15 on board.

Kellett autogyro 1941 Newsreel video Kellett also served as president of Republic Aviation Corporation from 1939 and chairman of the board from 1943. He resigned from Republic in 1945 and directed his attention to his Corporation. The Kellett Autogiro Corporation had changed its name in 1943 to Kellett Aircraft Corporation to reflect that they were also a manufacturer of helicopters. His company made several different prototype helicopters for the United States Army Air Corps, however never obtained permanent contracts from the government.

After the war they produced their first, and only, indigenous design, the Cunliffe-Owen Concordia, a 12-seat feederliner design. The Concordia project was abandoned in 1947 and the two prototypes were scrapped. Given the low use of the factory during this period, they sublet portions of the plant to the Cierva Autogiro Company starting in 1946 with Cunliffe-Owen undertaking production of Cierva's designs. When it first flew in 1948 the Cierva W.11 "Air Horse" was the largest helicopter in the world.

In 1947, the Cierva Autogiro Company commenced work on a new project, which was designated as the W.14 Skeeter. As designed, it was a relatively compact two-seat helicopter, intended to be suitable for use as both a civilian aircraft and for aerial observation duties with military customers. The original engine selected to power the Skeeter was a single 110 hp Jameson FF-1 air-cooled horizontally-opposed piston engine. On 10 October 1948, the first prototype Skeeter performed its maiden flight at Eastleigh airfield.

The Cierva W.5 was a helicopter developed by the Cierva Autogiro Company in the United Kingdom. It was a single seater twin rotor helicopter- the rotors were mounted side-by-side on outriggers- with a wooden frame. It was powered by a 50 hp 4-cylinder air-cooled Weir engine. Its first flight was at Dalrymple, Ayrshire, on 7 June 1938,Weir w5/Cierva w5 article on All-Aero Copters website and it is considered to have been the world's second fully practical helicopter.

When the Avro factory at Hamble was closed, the development activities of the company were also moved to Hanworth. He invited Alan Marsh to be the company Chief Flying Instructor. Throughout the 1930s, he flew Cierva autogiros in private and public demonstrations in UK and overseas, delivery flights, record attempts, informal competitions against fixed wing aircraft, and in pleasure flights with passengers. In 1933, he was convicted of "low and dangerous flying" in an autogiro over the Kingston Bypass road, adjacent to Hook Aerodrome, Surrey.

After several successful experiments with aviation as a boy, he eventually earned a civil engineering degree. He moved to the United Kingdom in 1925 where, with the support of Scottish industrialist James G. Weir, he established the Cierva Autogiro Company. At the outbreak of the Spanish Civil War, De la Cierva supported the National forces, helping the rebels to obtain the De Havilland DH-89 'Dragon Rapide' which flew General Franco from the Canary Islands to Spanish Morocco. His brother was killed by the Republican army in Paracuellos del Jarama.

Glenn Curtiss, the chief rival of the Wright brothers, was the first to design a roadable aircraft. His large, three-wing Curtiss Autoplane was able to hop, but not fly. In 1935, inventor Constantinos Vlachos built a prototype of a 'tri-phibian' vehicle that caught fire after the engine exploded, while Vlachos was demonstrating it in Washington, D.C. Vlachos' prototype is most notable for a newsreel that captured the incident, which left him in hospital for several months. The Autogiro Company of America AC-35 was an early attempt at a roadable aircraft.

85 With the arrest of Vomécourt and his associates the pioneering Autogiro network was destroyed. The men were initially held in Fresnes Prison in Paris. Put on trial near the end of 1942, Vomécourt persuaded the judges "by a final effort of personality" to give him and his associates the protection of the Geneva Convention as prisoners of war (POWs), thereby avoiding the fate of being sent to a Nazi concentration camp and executed. Vomécourt and his associates were transferred to the relative comfort of a POW camp for officers at Colditz Castle.

Amelia Earhart in a Stearman Hammond Y-1 with the US Department of Commerce's Bureau of Air Commerce mark In 1934 the Bureau of Air Commerce held a competition for a safe and practical $700 aircraft. In 1936 the winner of the competition was the Stearman-Hammond Y-1, incorporating many of the safety features of the Ercoupe W-1. Two other winners were the Waterman Aeroplane and a roadable autogyro from the Autogiro Company of America- the AC-35. 25 examples were ordered by the bureau at a price of $3190 each.

Bankgiro is a Norwegian giro system used by all banks in the country, managed by Bankenes Betalingssentral (BBS). The system allows arbitrary transactions between private accounts in all Norwegian accounts using Norwegian krone. It is optimised for online banking, though it is also available via the post (Brevgiro), using a telephone (Telegiro) or based on automation, including the services Avtalegiro, Autogiro and eFaktura. The system dates back to 1973 when the commercial banks and the saving banks created a common system that could compete with the Postgiro system used by the postal bank, Postbanken.

Additional directional stability was achieved in the Rotachute Mark IV, that introduced endplates onto the rigid tailplanes. Although the Rotachute concept had proved to be practical, the operational requirement for such a machine never materialised. About eight Rotachutes were constructed, most being progressively converted to Mark III and then to Mark IV specifications. They continued to be flown in ground-based and inflight trials until late 1943, to help research flight characteristics for a follow- on project, the Hafner Rotabuggy, an air-towed land vehicle with autogiro capabilities.

Using the experience gained in building Cierva autogyros under licence the Kellett Autogiro Company developed the KD-1 which was similar to the contemporary Cierva C.30. It had two open cockpits, a fixed tailwheel landing gear and was powered by a 225 hp (168 kW) Jacobs L-4 radial engine. The D in the KD-1 designation stood for Direct control, meaning that the rotor was responsible for all control of the machine, so ailerons, wings and elevators were not necessary. This caused distrust from Kellett's test pilots, who refused to fly it.

He advised on the development of the Pitcairn PA-39 autogiro, of which seven had been ordered for the Fleet Air Arm. In May 1942, flying a PA-39, he made the first landings on a British merchant ship. Via the British Air Commission in the US, he promoted the use of helicopters, and he was the only British pilot to fly the prototype of the Sikorsky R-4 helicopter. In 1943, he ran the first helicopter school in America, and in 1944 he conducted the first deck-landing trials with a Sikorsky R-4.

The club used the de Havilland DH.60 Moth. On 30 July 1927 they competed in the King's Cup Race which finished at Hucknall. Sixteen starters set out with the winner W.L. Hope (race number 5) flying DH.60 Moth G-EBME over the course of 540 miles at an average speed of 92.8 mph. Other competing aircraft that completed the race at Hucknall included a Cierva Autogiro Company C8L Mark 2 Autogyro G-EBYY and an Avro 566 Avenger II G-EBND, this was a prototype fighter aircraft which never enter production.

In 1932, the Cierva Autogiro Company moved most of its UK final assembly, testing and sales of its autogiros from the Avro facility at Hamble to Hanworth. It also operated the Cierva autogiro flying school, and it conducted flight testing of Weir W-2 and W-3 experimental autogiros on behalf of the Weir Group, who helped finance Cierva. Production and rebuilds included 66 Avro-built Cierva C.30s, until 1948. In 1933, the British Klemm Aeroplane Co Ltd was formed, and produced 28 BK Swallows and six BK.1 Eagles, in rented premises in the northeast section of the former Whitehead factory. In 1935, it was renamed British Aircraft Manufacturing Co Ltd, and went on to produce 107 Swallow 2s, plus 36 Eagle 2s, one British Aircraft Cupid, three British Aircraft Double Eagles, and two Cierva C.40s, until 1937. In 1934, the British Aircraft Company was taken over by Robert Kronfeld, and in 1935 he moved its operations from Maidstone to Hanworth. It was renamed British Aircraft Company (1935) Ltd, later Kronfeld Ltd, and it produced 33 B.A.C. Drones and one Kronfeld Monoplane before receivership in September 1937. In 1935, Light Aircraft Ltd assembled 16 American-built Aeronca C-3s at Hanworth.

Vickers Viscount with Rolls-Royce Tays in 1950 Avro Vulcans and Avro 707s formation in 1953 In 1952, the futuristic Avro Vulcan delta bomber was displayed a few days after its first flight, along with the giant Saunders-Roe Princess double-decker flying boat powered by ten Proteus turboprops, one month after its maiden flight, but a de Havilland 110 disintegrated and crashed into the spectator area, killing 29 and its two crew. In 1958, the Fairey Rotodyne was the star attraction, with its "tip-jet" powered rotors, transitioning from a helicopter vertical takeoff and hover to autogiro flight, exceeding helicopter speeds.

The Farnborough demonstration was a great success, and resulted in an invitation to continue the work in the UK. As a direct result, and with the assistance of the Scottish industrialist James George Weir, the Cierva Autogiro Company, Ltd., was formed the following year. From the outset De la Cierva concentrated upon the design and the manufacture of rotor systems, relying on other established aircraft manufacturers to produce the airframes, predominantly the A.V. Roe Company. The Avro built C.8 was a refinement of the C.6, with the more powerful 180hp Lynx radial engine, and several C.8s were built.

Later that year Robert W. Johnson of the Miller Aviation Corporation designed and constructed the Miller MCA-1 twin engine amphibian biplane. After successful water landings, the MCA-1 was damaged beyond repair, flipping over on its back, during the first ground landing, Miller was uninjured. Shortly after the accident his company dissolved and Miller returned to Pitcairn flying the PCA-2 autogiro. He was then hired to fly for the US Department of Agriculture until World War II. During the war, Miller joined the Navy as a Lieutenant Commander, flying as a helicopter test pilot at Naval Air Station Patuxent River, Maryland.

Raymond E. Umbaugh, a manufacturer of agricultural fertilizer, founded Umbaugh Aircraft Corporation in Ocala, Florida, in 1957 to develop a gyroplane based on experience he acquired while modifying single-seat Bensen Gyrocopters. Gilbert Devore commenced the design of Umbaugh's tandem two-seat jump-takeoff gyroplane in 1958, basing the rotor system on that of the Sznycer Omega BS-12 helicopter. The prototype Umbaugh U-17, built by Fairchild Engine and Airplane Corporation of Hagerstown, Maryland, flew in August 1959. Further test flights were conducted by chief pilot Ken Hayden and former Pitcairn Autogiro Company pilot Slim Soule.

The museum strives to restore and display historic aircraft and chronicle the origin and development of rotary wing aircraft. The museum's exhibits chronicle the efforts of pioneers like Harold Frederick Pitcairn, Mr. W. Wallace Kellett of Kellett Autogiro, Arthur M. Young and Frank Piasecki, and today it continues to record the new and ever expanding role of the U.S. helicopter industry. The exhibits span the history of rotary wing aircraft from the earliest rotorcraft to the latest developments in tiltrotors, and AHMEC is one of only two museums in the world currently displaying a V-22 Osprey.

A Pitcairn PCA-2, 'Miss Champion', NC11609, at the EAA Museum, Oshkosh, Wisconsin In 1923 Miller read about the progress that Juan de la Cierva was making with autogyros in Madrid. Miller wrote to him, and received two letters in return, explaining how autogyros work. In 1929 Cierva had visited the USA and sold the licence for his designs to Harold Pitcairn, forming the Pitcairn-Cierva Autogiro Company. Miller's correspondence had continued, and he visited Pitcairn, soon ordering a PCA-2, becoming the first private individual in the USA to purchase an autogyro, at a cost of $15,000.

Shortly after De la Cierva's success with the C.6, Cierva accepted an offer from Scottish industrialist James G. Weir to establish the Cierva Autogiro Company in England, following a demonstration of the C.6 before the British Air Ministry at RAE Farnborough, on 20 October 1925. Britain had become the world centre of autogyro development. A crash in February 1926, caused by blade root failure, led to an improvement in rotor hub design. A drag hinge was added in conjunction with the flapping hinge to allow each blade to move fore and aft and relieve in-plane stresses, generated as a byproduct of the flapping motion.

On the night of 10/11 May 1941 Vomécourt was parachuted into France near Chateauroux with Roger Cottin, the second and third SOE agents to enter France. He was met by his radio operator, Georges Bégué, who had parachuted into France a few days earlier. Pierre recruited his brothers to work in the Resistance and the three Vomécourt brothers met at Philippe's estate near Limoges and divided up resistance zones among themselves. Jean chose to work in eastern France, based in Pontarlier; Philippe chose Limoges as his base; and Pierre along with Cottin and Bégué would work in the north and set up a resistance network, called AUTOGIRO, based in Paris.

On 15 February 1942, the Airborne Forces Experimental Establishment was formed as a reorganisation of the Airborne Forces Establishment, that itself was a September 1941 renaming of the Central Landing Establishment. The AFEE was initially based at RAF Ringway as part of RAF No. 70 Group, with two flying units, A Flight and B Flight. At Ringway, one of the existing projects was the Hafner Rotachute, a rotor kite (unpowered autogiro) that was planned to deliver an armed soldier to a battlefield more accurately and reliably than conventional parachute methods. During 1941, unmanned models had already completed ground-based tests plus some releases from aircraft in flight.

Ground test of a Rotachute III at Ringway, 1942 Manned trials of the Rotachute began in early 1942, towed firstly behind ground vehicles, then behind aircraft. The original concept proved difficult to achieve with safety and stability, but flights continued to help research flight characteristics for a follow-on project, the Hafner Rotabuggy, an air-towed land vehicle with autogiro capabilities. On 1 July 1942, because of intensive activity at Ringway, AFEE moved to RAF Sherburn-in-Elmet, as part of RAF No. 21 Group. Development of the Rotabuggy took place mostly in 1943, but its planned role was taken over by the development of heavy gliders.

In October 1935, Clouston accepted the offered post of civilian test pilot at RAE Farnborough. Soon after he had started flying a Cierva C.30 autogiro at Farnborough, he was invited by Raoul Hafner to carry out test flying of the Hafner AR.III in his off-duty time, and Clouston later flew demonstrations of that gyroplane at many aviation events. He conducted official flight test aerodynamics work on aircraft including Parnall Parasol and Miles Falcon; ice formation research on Airspeed Courier, Handley Page Heyford and Northrop Gamma; and anti-intruder wire strike tests with Miles Hawk and Fairey P.4/34. In January 1938, he was awarded the Air Force Cross.

Juan de la Cierva y Codorníu, 1st Count of la Cierva (; 21 September 1895 in Murcia, Spain – 9 December 1936 in Croydon, United Kingdom) was a Spanish civil engineer, pilot and aeronautical engineer. His most famous accomplishment was the invention in 1920 of the first helicopter called Autogiro,Aero Digest, Feb 1939, page 27 a single-rotor type of aircraft that came to be called autogyro in the English language. In 1923, after four years of experimentation, De la Cierva developed the articulated rotor, which resulted in the world's first successful flight of a stable rotary-wing aircraft, with his C.4 prototype. De la Cierva was born to a wealthy family.

De la Cierva's work on rotor dynamics and control made possible the modern helicopter, whose development as a practical means of flight had been prevented by these problems. The understanding that he established is applicable to all rotor-winged aircraft. De La Cierva's death in an aeroplane crash prevented him from fulfilling his plans to build a useful and reliable aircraft capable of vertical flight, but it was his technology and the vision outlined in his writings and speeches that were used to achieve this goal shortly after his death. Technology developed for the autogyro was used by experimenters in the development of the Fw 61, which was flown in 1936 by Cierva Autogiro Company licensee Focke- Achgelis.

Royal Air Force Avro Rota Mk 1 Cierva Autogiro C30 A, at the Imperial War Museum Duxford, UK Kayaba Ka-1 The Avro Rota autogyro, a military version of the Cierva C.30, was used by the Royal Air Force to calibrate coastal radar stations during and after the Battle of Britain. In World War II, Germany pioneered a very small gyroglider rotor kite, the Focke-Achgelis Fa 330 "Bachstelze" (Water-wagtail), towed by U-boats to provide aerial surveillance. The Imperial Japanese Army developed the Kayaba Ka-1 autogyro for reconnaissance, artillery-spotting, and anti- submarine uses. The Ka-1 was based on the Kellett KD-1 first imported to Japan in 1938.

The race had been a particularly difficult one, as a competitor, Cecil Allen, died in a fiery takeoff mishap, and rival Jacqueline Cochran was forced to pull out due to mechanical problems. In addition, "blinding fog" and violent thunderstorms plagued the race. Between 1930 and 1935, Earhart had set seven women's speed and distance aviation records in a variety of aircraft, including the Kinner Airster, Lockheed Vega, and Pitcairn Autogiro. By 1935, recognizing the limitations of her "lovely red Vega" in long, transoceanic flights, Earhart contemplated, in her own words, a new "prize ... one flight which I most wanted to attempt – a circumnavigation of the globe as near its waistline as could be".

On 27 April 1943, US patent #2,317,340 was issued to the Autogiro Company of America. The patents describe a gyrodyne as: Bennett's concept described a shaft-driven rotor, with anti-torque and propulsion for translational flight provided by one or more propellers mounted on stub wings. With thrust being provided by the propellers at cruise speeds, power would be provided to the rotor only to overcome the profile drag of the rotor, operating in a more efficient manner than the freewheeling rotor of an autogyro in autorotation. Bennett described this flight regime of the gyrodyne as an "intermediate state", requiring power to be supplied to both the rotor and the propulsion system.

Ludington was a founder and first president of the Aircraft Owners and Pilots Association He was also founder and associate director of the aviation wing of the Franklin Institute in Philadelphia. He was a technical advisor from time to time for National Air Transport, Keystone Aircraft, Fairchild Aviation, North American Aviation, Jacobs Aviation Engine Company, Kellett Autogiro Corporation, and Curtiss Flying Service. He was also connected with lighting that helped bring about night flying capabilities for the regular carriage of air mail. Ludington was in charge of the Quartermaster School at the Naval Air Station in San Diego during World War I. He also had different capacities at the Packard Aviation Motor Plant in the early 1920s.

Helm, pp. 12, 28-29 Earlier SOE networks, Carte and Autogiro, led by Frenchmen André Girard and Pierre de Vomécourt respectively, had been destroyed by the Germans. Suttill's job was to build a network under British control on their remnants. With the allied invasion of North Africa approaching, and tentative (but unrealized) plans for an invasion of France in 1943, SOE Section F (France) leader Maurice Buckmaster in London envisioned a strong resistance network based in Paris to harass the German occupiers of France.Cookridge, E. H. (1967), Set Europe Ablaze, New York: Thomas H. Crowell, p. 127 On 24 September 1942, Suttill's courier, Andrée Borrel, code names Denise and Monique, was parachuted into France to prepare for his arrival.

Additional operators now included Eastern Air Transport, starting with a route between Washington and Miami; Kellett Autogiro Corporation; Camden Flying Service, a fixed-base operator also doing flight training, aerial advertising, air taxi work and sightseeing flights; and Transcontinental & Western Air (T&WA;) with a service to Chicago. Pittsburgh Airways operated a route between Pittsburgh and New York calling at Central Airport en route, using their two Travel Air 6000s. Altogether up to 150 services were being operated daily. RCA had many facilities in Camden, so it was natural for them to set up RCA Manufacturing Company Aviation Radio headquarters in its own hangar, recently vacated by Jacobs Engines at the north side of the airfield, including a demonstration centre for its latest aviation radio equipment.

Three days later, the engine failed shortly after takeoff and the aircraft descended slowly and steeply to a safe landing, validating De la Cierva's efforts to produce an aircraft that could be flown safely at low airspeeds. Cierva C.6 replica in Cuatro Vientos Air Museum, Madrid, Spain De la Cierva developed his C.6 model with the assistance of Spain's Military Aviation establishment, having expended all his funds on development and construction of the first five prototypes. The C.6 first flew in February 1925, piloted by Captain Joaquín Loriga,"EL PRIMER VIAJE DEL AUTOGIRO" MADRID CIENTIFICO, 1924. Nº 1128, página 9 including a flight of from Cuatro Vientos airfield to Getafe airfield in about 8 minutes, a significant accomplishment for any rotorcraft of the time.

An SA 342M Gazelle of the French Army's Light Aviation (ALAT), the first Fenestron-equipped helicopter to enter production Fenestron on a Kawasaki OH-1 reconnaissance helicopter Fenestron on a Kamov Ka-60 at the MAKS Air Show, 2009 The concept of the Fenestron was first patented in Great Britain by the Glaswegian engineering company G. & J. Weir Ltd. It was designed by British aeronautical engineer C. G. Pullin as an improvement to helicopters in British patent number 572417, and is registered as having been filed during May 1943. At that time, Weir had been participated in development work for the Cierva Autogiro Company, who was the holding company for the patent."Publication Number: 572417 - Improvements in helicopters." patentscope.wipo.int, 24 May 1943.

A Fairey FB-1 Gyrodyne A gyrodyne is a type of VTOL aircraft with a helicopter rotor-like system that is driven by its engine for takeoff and landing and also includes one or more conventional propellers to provide forward thrust during cruising flight. Lift during forward flight is provided by a combination of the rotor, like an autogyro, and conventional wings. The gyrodyne is one of a number of similar concepts which attempt to provide helicopter-like low-speed performance and conventional fixed-wing high-speeds, including tiltrotors and tiltwings. In response to a Royal Navy request for a helicopter, Dr. James Allan Jamieson Bennett designed the gyrodyne whilst serving as the chief engineer of the Cierva Autogiro Company.

Before the Westland C.29 had proven to be a failure, W.E.W. Petter["Teddy" Petter sought to design another cabin autogyro in collaboration with George Lepère, a French autogyro designer with the Lioré et Olivier aircraft company. The initial design was by Georges Lepère in association with the Cierva Autogiro Company and was based on the Cierva-Lepère C.L. 10B. Detailed design was by Westland's Arthur Davenport and Petter. Construction was completed in December 1934 and in January 1935 taxi-ing trials were carried out at Yeovil by Harald Penrose, after which it was transported to the Cierva flight test centre at Hanworth Aerodrome, where Juan de la Cierva flew the prototype on its first flight on 5 February 1935.

At the end of 1924, the Captain Loriga, after an eight months residence in the École nationale supérieure de l'aéronautique et de l'espace in Paris, decided to support the engineer Juan de la Cierva with the validation of his recent invention, the Autogyro "EL PRIMER VIAJE DEL AUTOGIRO" MADRID CIENTIFICO, 1924. Nº 1128, página 9 On the 9 of December 1924 the Captain performed his first practice in which flew up to a record of 200 meters. On the 11 of December he repeated the demonstration in front of the Commander Herrera and finally on the 12 of December flew for 12 km (7.4 mi) from Cuatro Vientos airfield to Getafe airfield in 8 minutes and 12 seconds, worldwide record for the Autogyro and remarkable in between any other previous test trip in a rotorcraft.

One of the few surviving parts of the dismantled prototype In 1959, the British government, seeking to cut costs, decreed that the number of aircraft firms should be lowered and set forth their expectations for mergers in airframe and aero-engine companies. By delaying or withholding access to defence contracts, the British firms could be forced into mergers; Duncan Sandys, Minister of Aviation, expressed this policy to Fairey and made it known that the price of continued government backing for the Rotodyne would be for Fairey to virtually withdraw from all other initiatives in the aviation field.Wood 1975, p. 122. Ultimately, Saunders-Roe and the helicopter division of Bristol were incorporated with Westland; in May 1960, Fairey Aviation was also taken over by Westland. By this time, the Rotodyne had flown almost 1,000 people for 120 hours in 350 flights and conducted a total of 230 transitions between helicopter and autogiro — with no accidents.

After the Second World War, the Cierva Autogiro Company was engaged with the development of the Cierva W.9 "Drainpipe" and the W.11 Air Horse helicopters under the direction of Cyril Pullin, and Bennett joined Fairey in late 1945 as head of the newly established rotary wing aircraft division. The Gyrodyne was a compact, streamlined rotorcraft weighing just over 4,410 lb (2,000 kg) and powered by a Alvis Leonides 522/2 radial engine, the power from which could be transmitted in variable ratios to the fixed-shaft/swashplate-actuated tilting hub- controlled rotor and the wing tip mounted propeller. The Gyrodyne possessed the hovering capability of a helicopter, while its propeller provided the necessary thrust for forward flight to enable its rotor, driven at low torque in cruise flight, to operate at low collective pitch with the tip-path plane parallel to the flight path to minimise vibration at high airspeed. Collective pitch was an automatic function of throttle setting and profile drag of the propeller, which to maintain rpm diverted torque away from the rotor as airspeed increased.

In appearance, the machine does not differ much from the ordinary monoplane, but the carrying wings revolve around the body. Development of the autogyro continued in the search for a means to accelerate the rotor prior to takeoff (called prerotating). Rotor drives initially took the form of a rope wrapped around the rotor axle and then pulled by a team of men to accelerate the rotor – this was followed by a long taxi to bring the rotor up to speed sufficient for takeoff. The next innovation was flaps on the tail to redirect the propeller slipstream into the rotor while on the ground. This design was first tested on a C.19 in 1929. Efforts in 1930 had shown that development of a light and efficient mechanical transmission was not a trivial undertaking. But, in 1932, the Pitcairn-Cierva Autogiro Company of Willow Grove, Pennsylvania, United States, finally solved the problem with a transmission driven by the engine. Buhl Aircraft Company produced its Buhl A-1, the first autogyro with propulsive rear motor, designed by Etienne Dormoy and meant for aerial observation (motor behind pilot and camera). It had its maiden flight on 15 December 1931.

He was sent back in the field to set up a safe escape route through France into Spain. Monument commemorating the landing of Capt. Peter Churchill from HMS Unbroken at Cap d'Antibes on 21 April 1942 In Operation DELAY II Peter Churchill’s mission was to land four SOE agents on the French Riviera by submarine. On 26 February 1942 Churchill flew from Bristol to Gibraltar with two radio operators, Isidore Newman «Julien» for the URCHIN network and Edward Zeff «Matthieu» for the SPRUCE network, where they were joined by Marcel Clech «Bastien», radio operator for the AUTOGIRO network, and Victor Gerson «René», an SOE agent on a special mission to organise the VIC Escape Line. Duel of Wits, Peter Churchill, Hodder and Stoughton, 1953Nigel Perrin They travelled in HM Submarine P 42 “Unbroken” to Antibes where on the night of 21 April 1942 Churchill took Newman and Zeff and their radios to the shore by canoe, and led them to their contact Dr Élie Lévy. Churchill then returned to the submarine and dropped off Clech and Gerson by canoe at Pointe d’Agay near Fréjus Gerson and Clech went to Lyon where they met Virginia Hall.

Monument commemorating the landing of Capt. Peter Churchill from HMS Unbroken at Cap d'Antibes on 21 April 1942 In Operation DELAY II Peter Churchill’s mission was to land four SOE agents on the French Riviera by submarine. On 26 February 1942 Churchill flew from Bristol to Gibraltar with two radio operators, Isidore Newman «Julien» for the URCHIN network and Edward Zeff «Matthieu» for the SPRUCE network, where they were joined by Marcel Clech «Bastien», radio operator for the AUTOGIRO network, and Victor Gerson «René», an SOE agent on a special mission to organise the VIC Escape Line.Nigel PerrinDuel of Wits, Peter Churchill, Hodder and Stoughton, 1953 They travelled in HM Submarine P 42 “Unbroken” to Antibes where on the night of 21 April 1942 Churchill took Newman and Zeff and their radios to the shore by canoe, and led them to their contact Dr Élie Lévy. Churchill then returned to the submarine and dropped off Clech and Gerson by canoe at Pointe d’Agay near Fréjus before returning to the UK. In May Newman joined the URCHIN network of Francis Basin "Olive" on the Côte d'Azur and established radio links with London, sending around 200 messages before Basin was arrested in Cannes on 18 August.