A Female Helicopter Trailblazer, the “Whirly Girls” and the Struggle for a Place in the Cockpit: Women in the ‘Contrails’ of Modern Aviation

Aviation history, Gender wars, Society & Culture, Travel

When the first men managed through repeated trial-and-error to get manned “flying machines” off the ground, the first women pioneers weren’t that far behind them in getting into the skies. The first woman got her flying licence (Elise Deroche in France) less than nine years after the Wright brothers made their epic 59-second ‘hop’ – see the 2017 brace of articles elsewhere on this blogsite, Equality at 10,000 Feet: The Pioneer Aviatrix in the Golden Age of Aviation – Part I (May 27, 2017) and Part II (May 31, 2017).

Baroness Derouche (Source: This Day in Aviation)
🔺Reitsch testing the FW-61 (Photo: ullstein bild via Getty Images)

While many women overcame obstacles on the way to a career as an aviatrix, those of their sex wanting to become helicopter pilots have found it even more difficult and onerous. The prospects around 1940 when the world’s first modern rotary-wing copter became fully functional looked bright enough for women. Nazi Germany’s pioneering aviatrix Hanna Reitsch was leading the way. In 1938 Reitsch☸ became the first woman to test fly a helicopter, Focke’s FW-61 helicopter, even going on to set a distance record for helicopter flight of 109km. She followed that up with the record (shared  with another pilot) for being the first in the world to fly a copter in an enclosed space❇ (Sophie Jackson, Hitler’s Heroine, Hanna Reitsch (2014)).

🔺 Reitsch’s 1955 autobiography

Unfortunately, as the industry has grown since those formative days, female helicopter pilots trying to follow the trajectory of Reitsch’s stellar achievements in the air have found it much harder to penetrate the masculine preserve of the helicopter world. Today women still lag far behind in the gender stakes, in 2019 according to the Civil Aviation Authority women made up only 4.5% of the helicopter pilots in the UK, with just the single female instructor-examiner for the whole country (“International Women’s Day: ‘I’m teaching other women to fly helicopters’”, BBC, 08-Mar-2019, www.bbc.com).

(Photo: Stephanie Wallace/IMdiversity)

The statistics are hardly more encouraging in the US. The Helicopter Association International puts the number of female pilots at around 5%, the FAA (Federal Aviation Administration) which pointedly has no specific data on women helicopter pilots estimates the figure at a perhaps generous 7.9%. (‘How These 2 Women Became The Helicopter Pilot and Reporter Inside Skyeye’, ABC13, 11-Mar-2021, www.abc13.com). Even more concerning, the percentage of women behind the controls has been stagnant over recent decades✴.

But it’s not from the lack of trying to effect change on the part of women aviators! The barriers to female entry into both the commercial and military fields of helicopters led pilot Jean Ross Howard Phelan (above), the 8th US woman to gain her helicopter accreditation, to form Whirly Girls International in 1955—an association dedicated to the advancement of women in helicopter aviation—with just 12 other charter members🈂. Today the group has 72,000 members from 44 countries.

The minuscule inroads made by women inside the sanctum of the “male cockpit” isn’t confined to rotary-wing aircraft. Women pilots have barely had more success in cracking the fixed-wing aircraft industry, their share of the jobs in the US has hovered somewhere between five and six-and-a-half percent. Despite all the efforts of women’s aviation bodies including the Ninety-Nines (the Whirly Girls’ “older sister” organisation) to make headway in rectifying the imbalance, women today constitute just 7% of the world’s certified pilots for all types of aircraft (‘Female Helicopter Pilots on The Rise’, Claire McCann, Prestige Helicopters, Inc., Upd.11-Nov-2020, www.prestigehelicopters.com).

Women in Aviation International: best strategy, targeting girls at a young age to foster the ‘bug’ for a flying career

The reasons flying has continued to be a male stronghold are many and varied. With so few women pilots—only 13 credentialed to fly helicopters by 1955—young women and girls have been bereft of visible role models and mentors to show the way. At school-level not enough effort have been made to make teenage girls aware of the opportunities there are in a flying career. The preponderance of male pilots perpetuates the “highly masculine image of aviation“, reinforcing the stereotype that the profession is “not a woman’s job” (Why There Aren’t More Female Pilots’, Katherine LaGrave, IMdiversity 08-Mar-2018, www.imdiversity.com). This in part comes back to a prevailing mentality of “Top Gun” chauvinism. Female pilots have commented on aviation still being an “old boys’ club” and the lack of support, bias and intimidation they experienced from men in the industry during their training (‘Chances Are Your Pilot Isn’t a Woman. Here’s Why’, Kimberly Perkins, Seattle Business, (nd), www.seattlebusinessmag.com). The issue of unhelpful male pilots for some women has led to another road block, the paucity of female instructors in the industry. 

🔺 Ret.Col. Sally D Murphy, 1st female copter pilot in US Army

Once in the industry some women pilots have found themselves facing static career paths, the sheer lack of opportunities to attain seniority has eventually led a number of women in military and commercial aviation to prematurely leave the profession. Another criticism of the aviation industry is that it hasn’t embraced the change in work rules and conditions that other industries have…getting the work/life balance right is an issue of more importance to women who usually have to bear the brunt of child-rearing activities (‘Why are there so few women in aviation?’, Kathryn Creedy, CNN, 20-Nov-2019, www.cnn.com).

🔺 Cessna 172

Research suggests the prohibitive costs involved can be a barrier for women. Aircraft training in the US can cost up to US$150,000, add to this the soaring price of purchasing an entry-level commercial plane today…the (adjusted) price of buying a new Cessna 172 is four times greater than it was in 1960 (‘Why Are There So Few Female Pilots?, Rebecca Maksel, Air and Space, 06-Feb-2015, www.airspacemag.com). 

🔺 Malaysia’s 1st female copter pilot (Photo: The Star (Mal.)

What makes the persistence of multiple barriers and obstacles blocking women from realising their professional pilot dreams maddeningly vexatious is the dilemma now facing the industry as a whole, a looming worldwide shortage of qualified pilots to take the reins of the big airliners. Some airlines like United in the US recently have flagged the introduction of quotas to increase pilot numbers for women and for minorities, but much more fundamental structural change is required before we see real progress in tackling the gender imbalance. 

(Photo: PPRuNe Forums)

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☸ having already been appointed a flugkapitän (flight captain), a position till then exclusively reserved for male German pilots 

❇ later Reitsch was also the first woman to fly a rocket plane

✴ numbers in the US did initially rise from the 1960s to the 1980s but have plateaued since that point (Maksel)

🈂 member #1 was appropriately enough Hanna Reitsch

Theatre of the Absurd: Anti-Realism, Anti-Language, Anti-Play?

Creative Writing, Literary & Linguistics, Performing arts

A term you don’t hear much these days, even among the literati, is the Theatre of the Absurd. I first heard about this theatre genre in the Seventies, when I was introduced to the plays of Beckett and Pinter, and saw the film version of Ionesco’s play The Rhinceros. Even then the Theatre of the Absurd had a kind of Fifties/Sixties feel to it. So where did it come from? Well, we have drama critic and scholar Martin Esslin to thank for the expression. In the late Fifties Esslin drew the dots between the work of various, otherwise disparate and unconnected contemporary playwrights who shared a particular world view and a number of traits and preoccupations. Esslin circa 1960 wrote that these ‘Absurdist’ playwrights were attacking the “comfortable certainties of religious and political orthodoxy, shocking audiences out of their complacency, bringing them face to face with the harsh facts of the human situation”, ie, that it is essentially absurd.

The philosophical framework for Absurdism and the Theatre of the Absurd was laid by French Existentialist philosopher Albert Camus. In his 1942 essay ‘The Myth of Sisyphus’ Camus defines the human condition as basically meaningless and therefore absurd, arguing that “humanity had to resign itself to recognizing that a fully satisfying rational explanation of the universe (in Camus-speak = “formless chaos) was beyond its reach; in that sense, the world must ultimately be seen as absurd” (Crabb). Once we accept this inevitability we can get on with life.

(Source: alchetron.com)

The emergence of a new theatre in the Fifties which staunchly rejected realism and whose calling card was the statement life is meaningless was a reaction to the atrocities and unimaginable inhumanity of the Second World War. Interestingly, Esslin, following Camus, did not feel that the message of the Absurdists—the profound state of despair of humankind—was reason to be pessimistic about the world. Accepting the “mysteries of existence”—that we live in an irrational and “hostile universe” (Camus’ term), for which there are “no easy solutions” leaves (you) with “a sense of freedom and relief” and “the laughter of liberation” (Esslin).

(Image: redbubble.com)

Theatre of the Absurd precursors
Alfred Jarry’s 1896 play Ubu Roi is often thought of as “proto-Theatre of the Absurd”…bizarre, controversial, revolutionary, paper-thin plot, scatological scatterings, the characters speak in staccato sentences, Ubu Roi also highly influenced the Dadaist art and literary movement which along with Surrealism took its turn in passing the anti-realism torch on to the Theatre of the Absurd. Dadaism like the Absurdist plays was a reaction in part to war (WWI in this case)…as one of its main exponents Tristan Tzara explained: ”if human logic can lead the world to global war then art should abandon all logic and sense“. Likewise, Surrealism’s desire to shock audiences and its descent into the world of human dreams also anticipates some of the preoccupations of the Theatre of the Absurd.

Ionesco (Image: David Levine/NY Review)

A theatre movement disassociated from its creators
Unlike Surrealism and other arts genres, the Theatre of the Absurd was not a conscious movement. Despite Esslin identifying the Parisian avant-garde as its centre and Beckett, Ionesco, Genet and Adamov the leading figures of the Absurdist movement, there was no organised school of playwrights who identified themselves as its practitioners. Some like Ionesco in fact strongly objected to the label, preferring in his case the term “Theatre of Derision” to delineate his work. The exponents of this form of theatre were loosely associated, each of the playwrights arrived independently at a similar style and a vision of the futility of human existence.

Beckett (Source: samuel beckettsociety.org)

A Revolutionary and subversive Theatre of the Absurd
Playwrights like Beckett and Ionesco were committed to exploring absurdism in all its manifestations – philosophical, dramaturgical, existential, emotional, a radical form of drama that pushed the boundaries of theatre to the extremes (Dickson)…it’s distinctive features and innovations subverting the established theatre of the day. The Theatre of the Absurd radically departs from traditional theatrical conventions…dispensing with the conventional narrative of the “well-made play” with a beginning, a middle and an end, plots are typically disorganised, often with a non-linear or cyclical approach (“ever diminishing concentric circles”), nothing happens or if it does, it’s in a unmotivated way. Mysteries go unresolved and order is not restored at the end. Characters have no clear identities and have a homogeneity to them (eg, The Rhinoceros), they are not consistent even interchangeable (eg, Genet’s The Maids), characters don’t develop and are devoid of motivation or purpose.

(Source/ Exeunt NYC)

Estragon: “Nothing happens, nobody comes, nobody goes, it’s awful”.

Externally waiting for Godot
Beckett’s Waiting for Godot was one of the earliest and best known plays to be so designated, becoming an exemplar of Adsurdist theatre. It was controversially received when it premiered in 1953, later famously described by critic Vivian Mercer as “a play in which nothing happens, twice”. ‘Godot’ is a bleak tragi-comedy soaked in “existential despair”. The bleakness of the play is reinforced by the setting: no recognisable time or place, sparse set, minimally furnished. Stylistically the play is repetitive, open-ended almost empty of action but with snatches of vaudeville and philosophy. Characters utter illogical and circular dialogue while they wait…and wait for the title character (who never appears). Beckett’s later plays became more and more reductionist, language pared back towards “Endgame” silence.

Beckett’s ‘Endgame’ (Photo: New York Times)

The war on language
The breakdown of language is a preoccupation in Absurdist Theatre. In Ionesco’s The Bald Soprano language disintegrates rapidly, demonstrating it’s failure as a tool of communication. Nonsense dialogue, characters speaking in gibberish, absurdist dramas often abound in cliches, slogans and non-sequiturs. The plays of Ionesco and NF Simpson also specialise in satirising “the modern prostitution of language corrupted by salesmen and politicians”. Ionesco distinguished between the way he and Beckett assailed language: “Beckett destroys language with silence. I do it with too much language, with characters talking at random, and by inventing words“ (Interview, Paris Review, 1984).

Rosencrantz and Guildenstern (Source: LA Times)

Representing British colours in the Club de l’Absurde were Harold Pinter (The Dumb Waiter) and Tom Stoppard…the latter’s Rosencrantz and Guildenstern are Dead involves a “Godot-esque” waiting game with a similar sense of anticlimax. ‘Ros’ and ‘Guil’, relocated from Hamlet, are interchangeable characters who pass the time engaging in philosophical musings and mind-numbing circular discourses with each other.

Camus, ‘godfather’ of Absurdist Theatre (Photo: The Telegraph, UK)

Footnote: Trans-Atlantic Absurdist
Although essentially a European movement, Esslin (less convincingly) includes American Edward Albee into the collection of Absurdist dramatists on the basis that his plays (eg, The Zoo Story) attack “America’s foundation of optimism”.

‘Zoo Story’ (Photo: Front Row Center)

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a feature of Theatre of the Absurd plays is a sense of timelessness

💢💢💢

Bibliography:

Martin Esslin, Theatre of the Absurd (1961)

Jerome P. Crabb, ‘The Theatre of the Absurd’, Theatre Database, 2006, www.theatredatabase.com

‘Nonsense talk: Theatre of the Absurd’, Andrew Dickson, Discovering Literature: 20th century, 07-Sep-2017, www.bl.uk

‘Absurdity in Theater: Ubu Roi’, Nermin Büsra Kirisik, Artil, www.artilmagazine.com

‘Beckett, Ionesco and the Theater if the Absurd: Crash Course Theater #45′ (Video, 2018)

In Pursuit of Vertical Take-off and Autorotation Landing: From Rotorcraft to Autogyro to Practical Helicopter

Aviation history, Military history, New Technology,

🚁 Helicopter, from the Greek: helix (‘spiral’ or ‘whirl’ or ’convolution’) + pteron (‘wing’); into French: hélicoptère.

(Photo: Paul Popper/Popperfoto via Getty Images)

We know that manned, powered, heavier-than-air flight in an aircraft began with the Wright brothers in 1903 at Kitty Hawk, North Carolina—unless that is you accept the audacious alternate candidate, Gustave Whitehead’s flight in Connecticut made two years earlier🅰—but when did the first helicopter get off the ground? The primitive archetype seems to be the brainchild of Frenchman Paul Cornu. Cornu, like the brothers Wright, started off as a bicycle maker before veering off into the nascent field of aerodynamic engineering.

M. Cornu (Photo: FAI)

Getting the concept off the ground
Near Lisieux in northern France in 1907, Monsieur Cornu became the first person to (ever so briefly) pilot an airborne rotary-wing, vertical-lift aircraft. The rotorcraft (using an unpowered rotor in free autorotation to develop lift) from Cornu’s own design was a twin-rotor job, the blades rotating in opposite directions which neutralised the torque. M. Cornu’s craft levitated about 1.5 metres off the ground, hovering for some 20 seconds. The Cornu ”Ur-copter” wasn’t manoeuvrable at all (requiring manpower to hold it in position from the ground) and therefore wasn’t practical, but it is considered to be a forerunner of the modern helicopter.

Juan De la Cierva (Photo: Crouch/Topical Press Agency/Getty Images)

De la Cierva and the autogyro
From 1912 on, numerous inventors and engineers were turning their hands to building prototypes of the rotorcraft, but with limited or ephemeral success. Compared to fixed-wing aircrafts, progress with rotorcrafts evolved very slowly, due to intrinsic problems with torque, dissymmetry of lift and control. Sikorsky (below) spent 30 years working on developing helicopters before his breakthrough. Etienne Oehmichen, whose early prototypes included vertically-mounted rotors and a tail rotor, allowing it to fly a distance of one kilometre in 1924! Oehmichen was also the first to carry passengers in his Oehmichen No. 2 helicopter. By the early 1920s Spanish aviator and engineer Juan De la Cierva built the autogyro (sometimes called a “windmill plane” or ‘gyroplane’)… his success advanced the understanding of rotor dynamics. Cierva’s autogiro had air safety in mind, proposing a solution to the craft losing its lift or stalling even at very low speeds. The Spaniard worked out that the autogyro’s rotor function is driven by the speed of the air, cf. the helicopter’s which depends on a motor…in the descent of the autogyro the rotor functioned as a kind of parachute according to Cierva. Ultimately, the helicopter’s superior velocity made it the preferable mode of aerocraft, however Cierva’s principle of the self-turning rotor remained a vital contribution to the later development of functional helicopters. Cierva’s flapping rotor blades has been described as “the single most important discovery in helicopter development” (CV Glines). A countryman of Cornu’s, Louis Bréguet, also experimented with the autogyro in the Thirties, his Bréguet-Dorand “Gyroplane Laboratoire” improving both the craft’s speed to 120km/h and its control capacity.
Another step forward in the evolution of helicopters came from Nazi Germany. Professor Heinrich Focke applied Cierva’s pioneering work on aerodynamics to the task of transitioning from the limitations of the autogyro to the creation of a “pure helicopter”. In 1936 Focke and Gerd Achgelis‘ Focke-Wulf Fw-61 smashed existing helicopter records for range and altitude and demonstrated autorotation descent to landing. This plus a control system much more reliable and robust than earlier rotorcrafts leads many aviation geeks to consider the Fw-61 to be “the world’s first truly functional helicopter”.

Image: http://primeindustriesusa.com/wp-content/uploads/2015/08/prime-industries-history-of-the-first-helicopter-infographic.jpg. ’History of the First Helicopter’.

Sikorsky’s practical copter
What Cornu started, Russian-born American designer Igor Sikorsky brought to commercial fruition. Sikorsky invented the first mass-produced, and in the opinion of many, the first practical helicopter, the VS-300, in Stratford, Connecticut in 1939🅱. In commercial production called the R–4, it would go on to play a significant role in the Second World War. By the war’s end Sikorsky had added the R–5 and the R–6 models, specifically designed for the military and specialising in search-and-rescue missions. Although he didn’t invent the first prototype of the helicopter, Sikorsky is commonly thought of as “the father of helicopters” because “he invented the first successful helicopter upon which further designs were based”. The VS-300 became the model for all modern single-rotor helicopters.

Igor Sikorsky, 1939 test flight

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🅰 see the November 2014 blog on this site, ‘Wright or Not Right?: The Controversy over who really was “First in Flight”’

🅱 Sikorsky’s 1939 flight was actually tethered, so the first ‘free’ copter flight (also by Sikorsky) didn’t take place until the following year, 1940

☬ ☬ ☬ ☬ ☬

Sites and articles consulted:

‘History of Flight: Breakthroughs, Disasters and More’, Aaron Randle, Inside History, 09-Jul-2021, www.insidehistory.com

’Focke-Wulf Fw-61’, Modelling Madness, Brian R Baker,  www.modellingmadness.com

‘World’s First Helicopter — Today in History: September 14’, September 14, 2018, Connecticut History.org, www.connecticuthistory.org

‘History of the Helicopter’, Mary Bellis, ThoughtCo, Upd. 04-Oct-2019, www.thoughtco.com

‘Who Invented the Helicopter? (and When?)’, Aerocorner, www.aerocorner.com

‘Juan de la Cierva: Autogiro Genius’, C.V. Glines, Aviation History, Sept 2012,  www.au.readly.com

‘History of the Helicopter from Concept to Modern Day’, Prime Industries Inc, 31-Aug-2015,  www.primeinustriesusa.com

’Juan de la Cierva and the Autogyro’s Invention’, Javier Yanes, Ventana al Conocimiento, 21-Sep-2015,  www.bbvaopenmind.com

Fortress Moskva for Bibliophiles: The State Library, Depository for Everything Published in Russia

Heritage & Conservation, Leisure activities, Literary & Linguistics, Old technology

A quieter side of Moscow to visit—a diversion away from the tourist central of St Basil’s, GUM and the Kremlin¹—can be found at the Russian State Library (RSL) in Vozdvizhenka Street in the Arbat neighbourhood. Moskva’s huge public library (founded 1862) back in the USSR days was called with Soviet originality the VI Lenin Library (with the nickname the ‘Leninka’ or the ‘Leninski’). The library’s facade has the standard CCCP look, monolithic and imposing.

(Photo: rsl.ru)

Modern security, antiquated catalogue
Once inside the entrance we are faced with a surprising level of security…a security cordon more in keeping with Fort Knox or at the very least a central bank, rather than a library – electronic gates and guards in police-type flak jackets. The way the culturally-proud Moscovites look at, it is a house of treasures that can’t be valued in roubles! The Guinness Book of Records ranks RSL as the largest in Europe and the second-largest library in the world behind the Library of Congress, Washington DC². RSL holds upward of 30 million book items (books, magazines, periodicals and other publications (a smaller but very significant number are in other than the Russian language)³.

(Photo: Pinterest)

But everything is big in RSL, collections of rare, historic maps, musical scores, art folios, etc, 36 separate reading rooms, the card catalogue system. Card catalogues? Yes RSL is holding 21st century technology at bay by clinging to row upon row of wooden card catalogue cabinets (Gen Ys and Millennials must puzzle over this furniture from Mars?)…some may scoff at the retention of the “old school” system but I found it quaint, a nostalgic throwback to less sophisticated methodology (although it should be added that the library maintains a digital catalogue system as well).

RSL is part library, part book and document museum. The 160 thousand item-strong maps collection is a cartographer’s “wet dream”, rare historic maps dating back to the 16th century. Rare books, early printed editions, are RSL’s forte, including manuscripts of ancient Slavonic codices.

RSL’s Ottoman collection (Photo: TRT World)

As Russia’s national library–a status comparable to the Library of Congress–RSL has a special role as the nation’s book depository (the recipient of legal deposit copies of all publications in Russia). No cost to enter RSL but tourists have to get a visitor’s badge at the entry gate, cameras and photography inside the library are “no-nos”.

‘Russian State Library’ publication

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¹ actually not far at all from the Kremlin walls, but out of sight and earshot of the throng of tourist queues

² measured by catalogue size (number of items)

³ all holdings and collections in the library amount to over 47 million items