Reginald Brie - Pioneer of Autogyros and Helicopters

Home , Avro, Cierva Autogiro Company, Ground resonance, Juan de la Cierva, Somme (department), Westland Helicopters

Journal of Aeronautical History Paper 2020/01

Text by R. A. C. Brie, compiled by: David Gibbings MBE, FRAeS

Wg Cdr Reginald Alfred Charles Brie MBE, FRAeS, RAF Rtd

1895 – 1989

INTRODUCTION

As the title states, ‘Reggie Brie’- as he was generally known - could clearly be described as a pioneer of rotorcraft, but it must be made clear that he was not a designer or a ‘hands on’ constructor. He was in fact a test pilot with sound engineering judgement and management capability.

Reggie’s daughter Elisabeth moved to Yeovil and was an enthusiastic advocate for his work. In 2003 she was responsible for creating the Reggie Brie Memorial Trophy, the annual lecture competition held at the Yeovil Branch of the Royal Aeronautical Society. The Competition is open to graduate and student members of the Society, to prepare and present a technical paper. Papers arising from this event have proved to be of a very high quality and many have been accepted as winners of the main society’s N E Roe Lecture Competition.

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Elisabeth has ensured that the trophy has the necessary financial backing for the foreseeable future, and the trophy represents a fitting memorial, in an area that Reggie would have approved. The passing of his daughter Elisabeth Brie in 2019 marked the end of a period of involvement and interest.

Editorial comment

In 1966 the Royal Aeronautical Society celebrated its centenary. As part of this process a special edition of the Society Journal was produced covering most aspects of aeronautics. Raoul Hafner, who by that time was Research Director at Westland, was given the task of producing the section concerning rotorcraft. It was duly published and Raoul decided to produce an in-house volume entitled ‘A History of British Rotorcraft’. The volume that came from this was offered by Westland as a limited edition and has been very eagerly sought after since it first appeared. Part of its attraction was that the book contained many statements by the people involved, in their own words. The task of producing the book fell to Reggie and included an account of his own activity; this has been used as the basis for this paper.

The sections of this paper written by the man himself are all annotated ‘(by R Brie)’

REGGIE BRIE’S STORY:

Born in Egham on 27th November 1895, he was one of the unfortunate generation swept along by the terrors of World War I. He joined the Army in 1914 when the war began and by 1915 was a gunner on the Somme with the Royal Field Artillery. He transferred to the RFC in late 1917 and was commissioned as an Observer with 104 Squadron flying DH 9s, some of which were built in the works at Yeovil by Westland (Figures 1 and 2). His aircraft was shot down during a raid on Mannheim in 1918 and he became a prisoner of war, not being repatriated until Christmas of that year.

Figure 2 de Havilland 9 Figure 1 Reggie Brie in the Royal Flying Corps

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He continued in the RAF with a short service commission until 1922 when he left to work for Shell Petroleum but remained on the RAF Reserve list. He gained his Commercial Pilots Licence in 1929 and later that year joined the Cierva Autogiro Company. Thus began his career in rotorcraft, involved in the pioneering work carried out by Cierva that resulted in an understanding of rotor technology, which was to lead to the helicopter.

Reggie Brie was employed as general manager of the Hanworth facility, where he quickly converted to Autogiros* and assisted with test flying, although most of the flight test work was led by Cierva himself. The main emphasis of the work was concerned with rotor-starting techniques, direct drive and take-offs, with the C.19 models (see technical annex).

To continue in Reggie’s own words:

THE CIERVA AUTOGIRO COMPANY 1930 - 1940 (by R Brie)

In November 1930 when I accepted an offer from Mr J. G. Weir to join the Cierva Autogiro Company, the flying staff consisted of Juan de la Cierva with Arthur Rawson as his assistant. The latter had become incapacitated with a broken ankle, and it was understood that the employment offered me was of a purely temporary nature and unlikely to exceed three months. In actual fact it developed into a continuous period of a little less than ten years.

In those days the autogyro was apt to be treated rather contemptuously by the fixed-wing fraternity of which I was a professional member, but a near fatal crash whilst making an emergency landing with a de Havilland 9J earlier that year had caused me to reconsider my personal attitude. Having arranged to see a C.19 Autogiro being flown by V. H. Baker, Chief Instructor of the Airwork Flying Club at Heston, I was much impressed by its ability to land with little or no run, and a formal approach to the Cierva Company resulted in a passenger flight. This led to a short period of dual familiarisation and a solo flight. My rotary-wing pilotage experience on joining Cierva amounted to thirty minutes.

Following the formation of the Cierva Autogiro Company in 1926, the Avro factory and airfield at Hamble, Hants, had provided an engineering and maintenance facility for Juan de la Cierva’s experimental and development activities. The London headquarters at Bush House was supervised by Col J. Joscelyn with R. Blake as Secretary, assisted by Miss L. M. Crowhurst, and in 1930 Heston provided a convenient temporary base for demonstration and passenger flights.

Hitherto, the assembly of the many Autogiros which appeared from time to time had been of a somewhat hybrid nature. The concentration of effort was on perfecting the rotor system, and for any two consecutive models to have the same design of fuselage, powerplant or rotor system was exceptional. But the C.19 model represented a significant departure in that it was completely designed from scratch. Also it was the first of a series to incorporate the deflector tail method of starting the rotor system (see technical annex). This feature suppressed the need for prolonged taxying to accelerate the rotor prior to take-off, and thus appreciably reduced both time and

* The generic term for a rotorcraft with an unpowered rotor is ‘autogyro’; ‘Autogiro’ is the proprietary name for a Cierva rotorcraft.

Journal of Aeronautical History Paper 2020/01 distance to become airborne. An initial batch of six was built by Avro, and by the end of 1930, refinements in detail design had led to distinctive Mk l, Mk II and Mk III model nomenclatures. Powered by a 105 hp. Armstrong Siddeley Genet air-cooled engine with a Fairey-Reed metal propeller, and seating pilot and passenger in tandem, the C.19 Mk III, of which upwards of twenty were built, was the last of the series to have a four-bladed rotor with flexible stranded steel cables for individual blade suspension when static, and inter-blade spacing in flight (Figure 3).

Figure 3. Cierva C.19 Mk III Figure 4. Cierva C.19 Mk IV

The next evolutionary stage was reached towards the end of 1931 with a C.19 Mk IV. Making use of the Mk III fuselage, undercarriage, stub wings with ailerons and powerplant, this model incorporated a three bladed cantilever rotor system, a mechanical starter and a conventional tail fin and rudder (Figure 4).

Progress in the design and development of various types of autogyro is described in an article which I contributed to ‘Flight’ on 23rd of January 1953, entitled ‘The Rise of the Autogiro’, but for the purpose of this narrative it is necessary to refer to two specific developments, the C.30 ‘direct control’ and the C.40 ‘direct take-off’, respectively (see technical annex).

A flight limitation of the C.19 series was a lack of adequate aileron control at slow translational speed. This was particularly noticeable on the final stages of approach to land when, unless the pilot was alert, a displacement in roll immediately prior to touchdown could result in a landing on one wheel and a wing, the consequential damage to rotor blade tips. This problem was resolved by Cierva’s conception of the tilting hub and rotor disc method of direct control embodied in the C.30 type. Providing positive and adequate response to pilot input throughout the speed range enabled the fixed wings and all conventional control surfaces to be suppressed. The C.30 two seater with a 140 hp Genet Major engine made its appearance in 1933. A licence to construct these was acquired by A. V. Roe and over one hundred were produced (Figure 5).

Concurrently, research and experimental activity was being concentrated on the total elimination of the take-off run. Experimentally this had been achieved by 1935, but at the time of Cierva’s death in 1936 a major technical problem associated with ground resonance phenomena seriously curtailed progress (see technical annex). This was resolved by Dr J. A. J. Bennett and the

Journal of Aeronautical History Paper 2020/01 inherent potential of ‘direct take-off’ was achieved in 1938 with the C.40. By September 1939, five of these side-by-side two seaters with the 180 hp Salmson engine had been constructed by the British Aircraft Company at Hanworth. Two of these had been accepted by the Royal Navy (Figure 6). [The Editor has been unable to find a record of the C.40 in Royal Navy service, though seven entered RAF service.]

Figure 5. Cierva C.30 Figure 6. Cierva C.40

THE CIERVA FLYING SCHOOL (by R Brie)

By 1932 the progress in autogyro development at Hamble had stimulated worldwide interest, and a few of the C.19 series had been purchased. A growing need for a permanent demonstration and operational base nearer London resulted in the transfer of the Cierva Engineering and Flying Staff to the National Flying Services Aerodrome at Hanworth. Demonstration and passenger flights in the United Kingdom and Europe had already provided a valuable shop window, but the precise and unconventional piloting technique applicable to ultra- slow speed flight had indicated the need to provide adequate tuition facilities for would-be purchasers. Hanworth provided an ideal environment for the Cierva Flying School and Service Department which formally came into being in April 1932, with myself as Chief Pilot and Flying Manager and H.A. Marsh as Chief Instructor. The C.19 Mk IV had just been certificated for commercial use, and initially the Schools complement of two aircraft were serviced and maintained by C. H. Ashton and A. T. Stone.

The facilities provided and the tuition charges of £3 per flying hour were almost comparable to those at the flying clubs of the period. An autogyro pilot ‘A’ licence by the Royal Aero Club was available for those pupils who qualified from the ab initio stage of training. The first male soloist was J. A. McMullen, aged 68, who later became the private owner of a C.19 Mk IV. Of female pilots, Mrs J. G. Weir was the first aeroplane pilot to obtain the autogyro endorsement on her current ‘A’ licence and Mrs A. Jenkinson the first to qualify ab initio. By the end of 1932 five women and six male pilots had become qualified soloists, the youngest being F. J. Cable aged 17. A few ab initio trained pilots completed an extended course of instruction for the commercial ‘B’ licence, the first being J. W. Richardson. Over the years a considerable number

Journal of Aeronautical History Paper 2020/01 of qualified professional and Service pilots of many nationalities attended the Cierva School for dual and solo familiarisation (Figure 7).

In June 1934 the C.30 ‘Direct Control’ Autogiro became the school’s standard equipment. The demand for tuition had intensified concurrent with worldwide sales from the Avro production line, and the Cierva instructional and maintenance staff had expanded numerically. In 1938 the school became a nationally recognized autogyro training centre under the Civil Air Guard Scheme but all activities Figure 7. With Amy Johnson ceased at the outbreak of war in September 1939.

During the seven-year period of the school’s activities, and out of a total of 368 qualified autogiro soloists, there were approximately 90 who had not flown hitherto. Including experimental, test, demonstration and customer delivery flights, the total flying amounted to 9,330 hours.

DEMONSTRATION FLIGHTS (by R Brie)

The volume of Autogiro sales increased appreciably with the introduction of the direct-control C.30 and its production by Avro at Manchester (see technical annex). A small number were exported to Australia, India, South Africa and the Far East, but the biggest demand originated in Europe. Practically every country recognised its military potential and in general these aircraft were flown to their destination by Cierva pilots, or alternatively by professional pilots who had attended the Cierva school for conversion training. Lioré-et-Olivier in France and Focke-Wulf in Germany also produced the C.30 under licence.

Demonstration flying created a valuable source of sales publicity, and more requests than expected were received for participation at the various flying club meetings of that era. For six months in 1931 I participated with a C.19 Mk III in the Daily Mail Air Tour of Great Britain. This was the first large-scale flying circus to be organised in this country, and during that period I visited 150 different cities and towns and accumulated 400 hours.

Continental requests for a demonstration visit were by no means infrequent, but necessitated more selective consideration, and agreement occasionally involved a substantial fee for the appearance. The exception was when a sale was a virtual certainty, such as my demonstration to the Belgian Army and the Italian Navy in 1935, the latter involving several landings and take-offs on the Cruiser ‘Fiume’ at La Spezia; this was the first time such a feat had been accomplished (Figure 8).

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Cierva himself was a capable pilot, and his occasional visits to Spain, France and Germany appreciably stimulated serious interest and orders. On one occasion three C.30s were flown in formation by Cierva pilots to Madrid for acceptance by the military authorities.

Figure 8. Landing on ‘Fiume’ in La Spezia Harbour, 1935

EXPERIMENTAL & TEST FLYING (by R Brie)

Although Cierva undertook the initial flight tests for each experimental prototype, Alan Marsh showed a flair for this exacting work, and became particularly adept as a check test pilot. He participated in the complex tests associated with the ‘autodynamic rotor’ system and ‘direct take-off’ and was entirely responsible for the C.40 flight development (see technical annex). My own test piloting abilities were primarily concerned with the more commercial aspects of the development, such as obtaining civil Certificate of Airworthiness clearance for the C.19 and C.30 prototypes. This involved particularly close liaison with the Airborne Forces Experimental Establishment (AFEE) at Martlesham Heath, where having personally completed specific flight test performance schedules, I then supervised the conversion to solo of the Establishment pilots to facilitate their obtaining confirmatory flight data.

Editorial comment. As the warm summer of 1939 progressed, so did an awareness that Europe would soon be at war, and the implications of this were foremost in the minds of the aviation fraternity. British industry was rapidly adapting to meet wartime production demands and the Luftwaffe was well prepared and fully up to strength. There was however an awareness that effective fighter control was a force multiplier and planning was well under way to build a system for advanced-warning and fighter control. The network of ground observers and the radical decision to install a radar chain linked to control centres proved to be a vital factor during the Battle of Britain. Calibration of the radar facilities was a key factor and it was here that autogyros were able to play an important part.

THE CIERVA AUTOGIRO AT WAR 1939 – 1945 (by R Brie)

On 4th September 1939 I received instructions from the Air Ministry to report forthwith with a C.40 ‘direct take-off ‘Autogiro to No 1 Army Communication Squadron, Andover. This unit was about to proceed to France, and the intention was that upon arrival in the country I should be attached to the Headquarters staff of Lord Gort, the Commander-In-Chief, British Expeditionary Force, [The Editor can find no record of No 1 Army Communication Squadron;

Journal of Aeronautical History Paper 2020/01 this may mean No 1 School of Army Co-operation. However, No 1 SAC was at Old Sarum, while No 2 SAC was at Andover.] A week later these plans were cancelled, and in due course two regular RAF pilots reported to the Cierva School at Hanworth for a conversion course on the C.40. The tuition was undertaken by H. A. Marsh and myself, and upon completion these pilots flew two C.40s to France, with a satisfactory function on army communication duty.

During November I attended an Air Ministry conference in London, as a result of which a six- month contractual agreement was reached with the Cierva Autogiro Company for me to initiate and supervise in a civilian capacity an operational activity associated with radar calibration. Three C.30s were ferried to Hendon and on 1st December I became attached to No 24 (Communications) Squadron. Functionally I was directly responsible to Fighter Command, and following a conference at the Stanmore HQ it became apparent that one of the current methods using balloons to calibrate radar stations to provide warning of the approach of enemy aircraft was not only slow and cumbersome, but it was also proving to be seriously inaccurate. Under the supervision of a Cambridge scientist, Dr B. B. Kinsey, a special aerial was fitted to the tail of each C.30 and a special calibrating radio transmitter installed. Two of my civilian engineers from Hanworth, A. T. Stone and Taylor were also located at Hendon for maintenance duties.

My first assignment was to calibrate a main high-level radar station in the Dover area, which involved making use of refuelling and other facilities at the RAF stations at Hawkinge and Manston. Initially much experimentation with the C.30’s special radio installation and associated flight procedures was necessary, but by the end of December the techniques established had proven the unique value of the autogyro for this purpose. During the next two months I personally calibrated the seven main coastal radar stations from Ventnor, Isle of Wight, to Hatston in the Orkneys.

To provide the necessary continuing periodic calibration checks required an increasing number of pilots and aircraft. By the end of April I was being assisted by Gilbert Elliott and G. C. Turner, both of whom pre-war had qualified as amateur pilots at the Cierva school; and five C.30s were at our disposal.

On 1st May 1940 this specialised unit lost its civil status and under my command became No 1448 (Rota Calibration) Flight based on the RAF station Duxford [also known as No 1448 (Radar Calibration) Flight]. Operational requirements and technical liaison with the radar stations were the responsibility of No 60 Group, Fighter Command. As the nucleus of an expanding activity my small commissioned pilot staff now wore uniform and, concurrent with the creation of maintenance engineering facilities under the supervision of Flight Sgt Loder, the pilot strength was systematically increased by the addition of F. J. Cable, T. V. Walsh, M. S. P. Houdret and R. A. Pullin, all of whom had considerable autogyro experience.

In the meantime I had been assisting the Air Registration Board in locating the whereabouts of all the business and privately owned C.30s, as well as engine and aircraft component spares. These were impressed on behalf of the Air Ministry and found their way to the autogyro unit at Duxford.

By January 1941 my pilot strength had increased to eight, and Loder’s staff of fitters and riggers to twenty. With a total available strength of nine C.30s which were either serviceable, on

Journal of Aeronautical History Paper 2020/01 routine inspection or repair, four pilots and maintenance crews were on regular detachment engaged on calibration duties.

Until that time the Rota Calibration Flight had been administratively attached to No 19 (Fighter) Squadron at Duxford, but in March 1941, the Air Ministry decided that it should have more autonomy, and an appropriate staff establishment. Having been earmarked for other duty, I was successful in getting Alan Marsh from the RAE Farnborough as my successor with promotion from Flight Lieutenant to Squadron Leader.

My own promotion to Wing Commander then led me to the Central Landing Establishment at RAF Ringway and in September to the United States, where I was engaged on pioneering anti- submarine experimental activities from merchant vessels on behalf of the Royal Navy, with rotary-wing aircraft of American design and construction.

Whilst I was not thus intimately associated thereafter with The Rota Calibration Flight’s history, I know that No 1448 Flight was transferred to Halton in June 1943, where it became designated No 529 Squadron. During 1944 it was moved to Henley-on-Thames. From the time of its formation to disbandment in October 1945, the C.30s accumulated a total of 9,141 flying hours.

Historically, this was the first and only squadron ever to be created in the Royal Air Force that never had any new aircraft, for all its C.30s had had previous owners and were least second- hand acquisitions. More extraordinary still, it started with eight aircraft and by building from spare components finished with fifteen.

Editorial comment

The Chain Home, Radar network (Figure 9) was a key part of the fighter-control system consisting of plotting rooms, radar and observer sites throughout the UK. Accurate calibration

Figure 9 A Chain Home radar station

Journal of Aeronautical History Paper 2020/01 was vital. Reggie Brie was charged with the task using autogyros. There can be no doubt that fighter-control was one of the main items that helped to win the ‘Battle of Britain’.

With the war over, Reggie Brie was deeply involved in the transition process from military to civil organisation. The rotary-wing aircraft scene was now dominated by the arrival of the helicopters which were appearing in the USA in production by several companies. Reggie had played a prominent part in the assessment of these machines and was quick to appreciate the advantages they could claim over the autogyro.

BEA HELICOPTER EXPERIMENTAL UNIT 1947 – 1954 (by R Brie)

In September 1941, while serving as a Wing Commander in the Royal Air Force, I was seconded to the Royal Navy for special flying duties in the United States. At this time the German submarine was becoming an increasingly serious threat to Allied shipping, and the autogyro was considered to have an operational potential for protection of merchant ships operating in convoy. In May 1942 I made the world’s first successful series of landings and take-offs from a small stern platform on the British merchant vessel ‘Empire Mersey’ in Chesapeake Bay with a Pitcairn PA-39 direct-takeoff autogyro, but the lack of the ability to hover necessitated a high level of piloting skill and positional accuracy during the final stages of the approach to land. I had already met Igor Sikorsky, and having witnessed a demonstration of the VS-300 I became convinced that the helicopter’s ability to hover in still air could appreciably facilitate operation from ships. During the next three years I was intimately associated with all phases of American helicopter research and development, and initially was personally responsible for stimulating the interest of the Royal Navy and the U.S. Navy in the operational potential of helicopters for anti-submarine duty.

At the beginning of 1945 I returned to the UK for duty with the Ministry of Aircraft Production. The war was nearing its end, and I produced a formal proposal that the UK Government and the Post Office should sponsor an experimental mail service in the London area, with three Sikorsky YR- 4 helicopters. In 1946 I endeavoured to arouse the interest of BOAC and BEA in the helicopter’s potential for civil use. But ultimate success only came about through a chance conversation I had with Mr Garro-Jones MP, and his influence with Lord Listowel, the Postmaster General. This resulted in the Post Office expressing a willingness to financially sponsor a series of mail-carrying experiments. The Ministry of Aircraft Production arranged with BEA to accept operational responsibility, and three Sikorsky S-51s and two Bell 47 helicopters, both of which types had recently been certified for civil use, were ordered from the USA early in 1947. I was invited by Mr N. E. Rowe, who at that time was Controller of Research and Long-Term Development with BEA, to take charge of its proposed helicopter operational activities.

On 1st July 1947 the BEA Helicopter Experimental Unit came into being. As Westland Aircraft Ltd had become a licensee of Sikorsky Aircraft, Yeovil became a convenient base to receive the unit’s helicopters and to assemble the hand-picked staff of four pilots and ten maintenance engineers. Following a successful experimental dummy mail activity to a strict schedule in the West Country during the first two months of 1948, the Post Office entered into a contract with BEA for the carriage of live mail during daylight for a six-month period in East Anglia. The

Journal of Aeronautical History Paper 2020/01 unit moved to Peterborough in April and the scheduled mail service commenced on 1st June between Peterborough and Great Yarmouth with nine intermediate stops.

Editorial comment.

WESTLAND AIRCRAFT LIMITED (WESTLAND HELICOPTERS) 1958 – 1968

Reggie joined Westland by invitation in 1958 as Assistant to the Chief Engineer. The company had embarked upon a major policy change to specialize in rotorcraft and were keen to ensure that there was strong expertise within the management to bring this about. The intention was to enter the market with the Sikorsky S-51 built under license. Brie was respected in the USA and was in fact one of the few non-Americans to have flown the Sikorsky aircraft. The rotorcraft element was led by O. L. L. Fitzwilliams and the first major task was to ensure that the drawings were acceptable to the Americans and complied with British standards.

One of the most significant tasks he was asked to undertake whilst working for Westland was to oversee the establishment of a heliport in central London. Westland was keen to emphasize the importance of the helicopter, which was still in its infancy in the 1950s. His task was to assist and advise upon the selection of a site, the design of the facility including safety and operation and to negotiate with the integration of helicopters into the Air Traffic Control System. The heliport opened 23rd April 1959 and has remained in continuous operation (Figure 10).

Reggie Brie retired in 1968, but was constantly consulted to advise on helicopter issues; he died at his home in Yeovil February 1989.

In addition to holding UK Helicopter licence No1, Reggie Brie was a Fellow of the Royal Aeronautical Society and a Founder Member American Helicopter Society. He was awarded the Royal Aeronautical Society Silver Medal for Aeronautics in 1954 and was appointed Member of The Order of the British Empire (MBE).

Figure 10 Battersea Heliport, London

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TECHNICAL ANNEX

DIRECT CONTROL

Juan 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. In response, Cierva developed a direct control rotor hub, which could be tilted in any direction by the pilot. Cierva's direct control was first developed on the Cierva C.19 Mk V and saw production on the Cierva C.30 series of 1934.

DIRECT TAKEOFF / AUTODYNAMIC ROTOR

During his third presentation to the Royal Aeronautical Society in December 1935, Cierva announced the successful development of an experimental jump-takeoff mechanism for the tilting hub-controlled Autogiro, although he did not disclose any details other than mentioning tilt of the drag hinge to achieve the functionality. The jump-takeoff capability was part of what he termed “Autodynamic rotor”, this system providing various functionalities by means of torque, inertial, and aerodynamic forces acting on tailored rotor blades rotating about inclined flap, drag, and feather hinges.

The fundamental steps required for jump-takeoff in an Autogiro included: 1. Position aircraft upwind. 2. Lock wheel brakes. 3. Decrease rotor collective pitch. 4. Engage rotor drive. 5. Apply full engine throttle to drive rotor to rpm necessary for takeoff. 6. Disengage rotor drive. 7. Increase rotor collective pitch to angle to produce rotor thrust in excess of aircraft weight. 8. Set aircraft pitch attitude for shallow climb to transition rotor airflow from propeller state to autorotative state. 9. Depending on rotor design, decrease collective pitch to autorotative setting via pitch- cone coupling during jump takeoff.

The Autodynamic system automatically combined items 3 and 4, and items 6 and 7 above.

ROTOR SPIN-UP

Development of the autogyro continued in the search for a means of spinning the rotor on the ground. Rotor drives to accelerate the rotor prior to takeoff initially took the form of a rope

Journal of Aeronautical History Paper 2020/01 wrapped around the rotor axle, 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.

GROUND RESONANCE

Ground resonance is an imbalance in the rotation of a helicopter rotor when the blades become bunched up on one side of their rotational plane and cause an oscillation in phase with the frequency of the rocking of the helicopter on its landing gear. The effect is similar to the behaviour of a washing machine when the clothes are concentrated in one place during the spin cycle. It occurs when the landing gear is prevented from freely moving about on the horizontal plane, typically when the aircraft is on the ground.

ADDENDA ALAN MARSH DFC

No document concerning Reggie Brie could be considered complete without including some reference to Alan Marsh, who joined the Royal Air Force in 1918 as an Aircraft Mechanic but quickly volunteered for pilot training. He graduated as a Sergeant Pilot in November 1923 with special distinction. he served with Nos 1, 41 and 111 Squadrons and subsequently qualified as a flying instructor, ultimately flying with the Central Flying School (CFS), before leaving the RAF in 1930.

He continued flying as an instructor, during which time he experienced flying the C.19 Autogiro. In 1932 he was invited by Reggie Brie to join the Cierva Autogiro Company as an instructor and demonstration pilot, progressing to become Chief Instructor, and he was accepted by Cierva to test fly the C.19 and C.30. When Cierva died in an airliner accident at Croydon, Reggie Brie managed Flight Operations and Sales at Hanworth with Marsh as Chief Test Pilot. The two men proved to be an effective combination and much of the success achieved in pre- war years was due to their joint efforts.

Being an RAF Reservist he was called up in 1939, initially as an instructor and subsequently as a test pilot at RAE Farnborough. In 1941 he was placed in command of No 1448 Autogiro Flight at Halton and in 1943 was in command of No 529 Squadron, with the rank of Squadron Leader.

The war over, he joined the re-formed Cierva Company as Chief Test Pilot. Alan Marsh died when the Cierva (Saunders-Roe) Air Horse crashed in 1950.

The Alan Marsh Medal is recognised as the Flagship award for rotorcraft Flight Test and The Alan Marsh Memorial award was founded for student achievement. Both awards continued when the Helicopter Association of Great Britain joined with the RAeS.

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THE AMERICAN HELICOPTER SOCIETY

In the spring of 1941, with radar calibration work completed, Reggie was promoted to the rank of Wing Commander and posted to the USA, where an important part of his duties included an oversight assessment of the helicopter work which was becoming very active in the USA, and also to investigate the usefulness of rotorcraft operating from ships for anti-submarine work. In doing so he established a very good relationship with Pitcairn for the autogyro work, and also with helicopter experimenters; Sikorsky, Hiller, Piasecki and Young (Bell). His work with the Pitcairn autogyro and his general understanding of rotorcraft aspects that were to lead to the helicopter was well respected. Thus it was that when the American Helicopter Society was formed in 1947, he joined as a founder member.

THE HELICOPTER ASSOCIATION of GREAT BRITAIN (HAGB)

In 1946 The Helicopter Association of Great Britain (HAGB) was formed: Reggie Brie, Alan Marsh, ‘Jeep’ Cable and Basil Arkell were amongst the group of RAF officers at the meeting. The objectives of the Society were: ‘To bring together all those interested in the art (Rotorcraft) by the holding of Meetings, Lectures and other events and to exchange information on all subjects, so as to foster the development of the helicopter in this country’

The first meeting was held on 21st March 1946 and the first Executive Council was led by Brie, Marsh and Hafner. The HAGB remained an independent body until 1959, when it was agreed to integrate its activities with the Royal Aeronautical Society.

David Gibbings MBE, C Eng, FRAeS.

David Gibbings started his career as a Halton apprentice and is a retired RAF Engineer/ Navigator who joined industry as a Flight Test Engineer for helicopters and aircraft. He worked on the Rotodyne with Fairey, and subsequently Westland, and was involved in the entire range of Westland products, retiring in 1993 as Chief Flight Test Engineer.

He was awarded the 'Kelly Johnson' Award for outstanding achievement in his field by the Society of Flight Test Engineers, the first recipient to receive the award outside the US and has since been awarded Fellowship of the SFTE.

David presented the 43rd 'Cierva' Lecture to the Royal Aeronautical Society in 2003. He was awarded The John J Schnieder Trophy for Historical activity by The American Helicopter Society, and awarded MBE in 2014.

He has been a member of the RAeS since 1950; ‘A Biblical lifetime!’

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In 2001 David was confirmed as having Parkinson's Disease, a fact that he likes to make known, and despite his affliction he continues to lead a full and active life as an Artist, Author and Flight Historian.