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

༻༺༻༺༻༺༻༺༻༺༻༺༻༺༻༺༻༺

🅰 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

English Channel Islands under the Swastika, 1940–1945

International Relations, Military history, Regional History

In the wake of the catastrophic Allied defeat in the Battle of France in 1940, Britain made the decision not to defend the strategically-unadvantageous but sovereign Channel Islands lying just eight miles from the French coastline, giving up the oldest possession of the Crown “without firing a single shot” (Hazel R. Knowles Smith, The changing face of the Channel Islands Occupation, 2007)⚀. The islands were demilitarised, giving the German Wehrmacht a saloon passage into them in June 1940. There was no resistance to the German invasion…in addition to the British government withdrawing all troops, the locals were instructed not to resist the German invaders. Unfortunately no one told Berlin about the demilitarisation and German bombers raided Guernsey and Jersey, resulting in the death of 44 civilians✦.

Resistance by the islanders was pretty much out of the question due to geography as well as the numerical strength of the German military commitment (some 21,000 troops and a ratio of two Germans to one civilian in some areas). The islands’ terrain, being very small, flat and easy to search, made it “very difficult for a potential resistance to hide and organise” [‘Life under Nazi rule: the occupation of the Channel Islands’, (Rachel Dinning), History Extra, 25-Nov-2020, www.historyextra.com].

🔺 (Photo: World Travel Guide)

A so-called “Model occupation?”
Compared to the harshness of the Nazis’ subjection of Eastern European peoples, the occupying German military exerted a softer, lighter touch in its handling of the residents of the Channel Islands. The occupation has been described as “a gentler and kinder one with a correspondingly civil ladies and gentlemen’s resistance” MCGETCHIN, D. (2017). Journal of World History, 28(1), 154-161. Retrieved July 3, 2021, from http://www.jstor.org/stable/44631517]. Even the attorney general of Guernsey depicted it as a “model occupation”. Hitler clearly saw an opportunity for an exercise in public relations (Dinning). The greater lenience given to the islands’ Britons also can probably be attributed to the Nazis’ perception of the occupied people as “racially elevated”, similar to how the Germans treated the Danes and Dutch, in contrast to the much harsher treatment meted out during the war to Russians and Poles for example (McGetchin).

While relations for the most part were cordial with the majority of islanders accordingly willing to peacefully co-exist with the German presence, the “softer approach” of the Germans shouldn’t be overstated—islanders were not free to speak their minds, they were subjected to curfews, 2% of the population were convicted and some imprisoned, two persons were executed, over 2,000 were deported including some Jews—certainly not a Sunday school picnic and things got tougher over time as the inhabitants faced critical food shortages which progressed into the very real reality of starvation.

🔺 Seigneur of Sark (Dame Sibyl Hathaway) visited by Wehrmacht officers at her fiefdom (Source: Twitter)

Pockets of non-militarised resistance
A lack of overt resistance didn’t mean there was no resistance at all. Among the islanders there was episodes of defiance of a non-violent kind – Britain’s BBC encouraged people to chalk the ‘V’ (for Victory) sign on buildings, ‘V’ jewellery was made, some civilians and local policemen as well raided German stores and supplies, others engaged in intelligence gathering, arson and graffiti-writing (Dinning). Act of sabotage on a small scale occurred and many islanders fed and even hid especially Russian POWs in their properties. On the other side of the coin there were varying forms of collaboration with the invaders, including paid informants who turned in their own people to the Nazis. The most vilified collaborators were women—derisively labelled ‘Jerrybags’ by townsfolk—who had sexual liaisons with the soldiers stationed on the islands (‘Defending Jerrybags’, (Colin Smith), Prospect, 20-Apr-1997, www.prospectmagazine.co.uk).

🔺 ‘V’ sign on Robin Hood pub, St Helier  (www.jerseyeveningpost.com)

A Nazi island fortress
With the British civilian inhabitants largely under wraps, the Nazi Führer embarked on his plans to “battle-proof” the Channel Islands. The Nazis transported massive amounts of steel and concrete for the grandiose-scale building scheme, tower forts, 45m-high gun stations, casements, anti-tank walls, air-raid shelters, bunkers and tunnels§. Beaches were mined and barbed wire laid around the coastlines. Hitler has plans for the heavily fortified islands in the post-war Third Reich as well, to serve as a haven for Axis soldiers [‘Did you know about Hitler’s insane “war-proof” islands?’, (Jeremy Caspar), SBS, 17-Mar-2017, www.sbs.com.au]. The value of the Channels’ coastal defence network to Hitler as propaganda against enemy Britain accounts for Berlin’s out of proportion material commitment to the Channels, constituting 10% of the Nazis’ Atlantic Wall resources (‘Occupation of the Channel Islands by Nazi Germany’, New World Encyclopedia).

Forced labourers building island fortifications 🔻

(Photo: Priaulx Library & Occupation Archives)

The fortresses were built by Organisation Todt (OT – the Nazi civil and military engineering group) employing forced labour mainly from Eastern Europe (French and Spanish prisoners were also forced into service on the mega-building project). The effectively enslaved workers (Ostarbeiter) were treated appallingly badly (with a resulting large loss of life) by the Wehrmacht soldiers who looked on them as Untermenschen (“sub-human”) (Dinning)✪. The Nazis built four labour camps on Alderney Island, two for ‘volunteer’ labourers (Hilfswillige) and the other two were concentration camps.

(Source: tvtime.com)

Hitler’s fortresses, or the remnants of them, remain highly visible to this day – especially on Alderney the most northern of the Channel Islands. Alderney was the most heavily fortified of the islands (nicknamed “Adolf Island”), after virtually all of its inhabitants were evacuated [‘The Nazi Occupation of the Islands of Guernsey‘, (Stephanie Gordon), Historic UK (nd), www.historic-uk.com].

Footnote: How did the Channel Islands first become English?
Traditionally belonging to the Duchy of Normandy, the collection of small islands became English when Norman noble William the Conqueror was victorious at Hastings and succeeded to the English throne in 1066.

Postscript: the return of evacuees to the Channel Islands from mainland Britain after liberation in 1945 led to a difficult period of reintegration for all. A schism within the communities developed and sustained for a long time, some of those who stayed thought the evacuees cowardly for leaving, whereas the latter retorted that it was they who had gone through the real war facing the Blitz while the “safe-at-home” ‘stayers’ cosied up to the Germans (Barrett).

❖~¤~❖~¤~❖~¤~❖~¤~❖❖~¤~❖~¤~❖~¤~❖~¤~❖

⚀ Britain prime minister, Churchill, in his ‘bulldogged’ forthright fashion still wanted to defend the Channel Islands on a matter of principle, however the stark realities disclosed by the naval high command—the islands were situated too far from mainland Britain, too close to enemy bases in France, the martial materials required to do so would have left Britain vulnerable to defending itself—made the decision a “no-brainer” [Duncan Barrett, Hitler’s British Isles, 2018]

✦ there was token resistance to the raids from a solitary ground gun on the Isle of Sark

§ in both Guernsey and Jersey 200-250 strongpoints were constructed by OT

the Atlantikwall was an extensive Nazi coastal defence system built along western continental Europe and Scandinavia

✪ around 16,000 forced/slave workers were sent to Jersey alone [‘World War Two: Forced labourer who made Jersey his home, BBC, 10-May-2020, www.bbc.com]

A Shipwreck Graveyard at the Top of the Harbour

Coastal geology & environment, Local history, Military history, Natural Environment

Rusting and decaying dinosaurs of the sea moored permanently off Sydney Olympic Park

ҩԅԅҩ ҩԅԅҩ

Walkers and cyclists doing the path section of Sydney Olympic Park that stretches from Bennelong Speedway (oops! I mean Parkway) to the Badu Mangroves that guard the northern edge of Bicentennial Park would be familiar with the sight of half-a-dozen or so shipwrecks sitting calmly in the waters of Homebush Bay.

🔺 HMAS Karangi: once an important contributor in the defence of Darwin against the Japanese attack, now decomposing incrementally in the bay

🔺 the “interpretative and scenic lookout”

ჱჲს A metal plaque on the ground alongside the trail directs the curious passerby to an old wooden viewing platform where you can observe these maritime relics redolent of rotting timber and rusting metal. This spot contains the ship-breaking ramp (or what remains of it) that was used to dismember these ex-naval vessels. Missing is the wooden crane (presumably submerged) and the telescope.

🔺 The ship-breaking dock

ჱჲს The story of how these ships ended up here begins in 1966 when the Maritime Services Board approved the use of land here as a ship-breaking yard for the Port of Sydney. From 1970 till to the early Nineties private companies leased the yard to demolish hulks which had surpassed their use-by-date.

ჱჲს With the passage of time, left to nature and the elements, a number of these ex-ships have experienced an almost complete organic makeover. The dense mangroves of the bay have invaded the vessels, turning them into what one observer described as “a floating mangrove forest” (May Ly) and another, “a floating rusty relic forest” (Ruth Spitzer). The stricken and abandoned vessels are now a haven for local coastal birdlife (at dusk the hovering and nesting white gulls are easy to spot aboard the arboreal hulls).

ჱჲს The most striking example of this process of afforestation of wrecks is the SS Ayrfield. The UK-built steam collier, which ended up in Homebush Bay in 1972 after World War 2 service, is spectacularly overgrown with mangroves, a dense armada of trees literally bursting out of the ship’s disappearing hull and threatening to swallow it whole! High-rise residents in the Wentworth Point estate and people  strolling along the waterfront of the Point are afforded the best views of the organically-refashioned Ayrfield.

ჱჲს Also warranting special mention for a similar makeover courtesy of its biotic vibrancy–albeit much more obscurely located around the bend close to the Waterbird Sanctuary–is the 1924-built SS Heroic. The Heroic, a steam tug boat, saw service in both world wars before being consigned to the Homebush Bay cast-iron graveyard. Hidden behind a cloak of thick mangroves, you need to position yourself right on the muddy edge of the water and crane your neck to get a decent sighter of the nature-engulfed old tug boat. Its predicament, mirrors the Ayrfield’s but in a less advanced stage of arboreal encroachment.

ነሃጣፈነ A curious footnote to the 50 year-presence of the scuttled and abandoned ships in Homebush Bay is that the vessels, despite the egregiously bad state they are in, are ‘protected’ by legislation (under the Commonwealth Historic Shipwrecks Act 1976).

     

Materials referenced:

‘Shipwrecks of Homebush Bay’, (May Ly), 30-Jul-2013, www.weekendnotes.com

‘Graveyards of a different kind at Homebush Bay’, (Ruth Spitzer), 2015, www.ruthspitzer.com

Fort Scratchley, Guarding the Hunter River Estuary

Local history, Military history

Situated on a bluff high above the coastline, Fort Scratchley, a leisurely walk from Newcastle’s city centre, boasts position A views of the popular Nobbys Beach and Head and the mouth of the Hunter River. The site has a long history – European land use of the headland began about 1804 with mining of the coal seams at its base¹. Indigenous use predates this with local aboriginal clans thought to have utilised the coal as well as taken advantage of the site’s desirability as a prominent lookout.

The military installation didn’t emerge until 1882² (constructed by colonial architect James Barnet), prompted by British concerns about Russian intrusions in the western Pacific. The fort was named after one of the officers who conducted a reconnaissance of the area in the 1870s, Lt-Col Peter Scratchley.

Fort Stratchley and other east coast fortifications, like Middle Head and Bare Island in Sydney, never sighted the Tsarist Russians but it did briefly see action during World War 2. On the night of 7–8 June 1942 it’s 6-inch guns fired two salvos at Japanese submarine l–21 bombarding the city’s shoreline, the only occurrence of a coastal fort firing on an enemy naval vessel in Australia.

(A model of the Japanese submarine, source: www.battleforaustralia.asn.au)

The fort’s guns were decommissioned in 1962 and the fort itself closed in 1972. Vacant for several years followed closure, it has since been occupied by the Newcastle Regional Maritime Museum and the local historical society. Today, open to the public and with some of its guns repositioned, guided tours of the fort and it’s tunnels are a principal feature of the site’s activities.

—————————————————

¹ before acquiring the name Ft Scratchley the site had a sequence of different English names, “Beacon Hill”, “Fortification Hill”, “Signal Hill”

² although the first (seven-gun) earthen battery was installed there in 1828

Referenced websites and sources:

‘Tunnel into 200 years of history’, Fort Scratchley Historical Site, www.fortscratchley.com.au

‘The Newcastle Fortifications – SMH 24 May 1881’, https://trove.nla.gov.au/newspaper/article/13484259

‘Fort Scratchley’, Wikipedia, http://en.m.wikipedia.org