in a snowdrift higher than its wheels. The autogiro jumped straight up without any forward motion.
At the end of its tests, it was sold surplus to Westinghouse who had an aerodynamic research center in Schenectady, New York.
After the YO-61, all autogiro building ceased. There was some activity in Canada where a light auLogiro called an "Avion" was built. It never went to production. A United States fertilizer producer backed a two-place tandem-seat pusher. It was certificated and a few aircraft were produced. A company called Skyways Engineering in Indiana became an autogiro licensee in the fifties. They planned to produce the old Pitcairn AC-35 design. They could no longer get the Popjoy engine used in the AC-35, so the autogiro did not fly as well. They abandoned the project.
In 1959, Kellett Aircraft Corporation demonstrated a KD-1A which they had assembled from the remains of their XR-3, the KD-1B and some new parts. There was talk of firm orders and plans for production, but it all was dropped in 1960. McCulloch Motors of Los Angeles, the chain saw people, certified a two-place pusher using the front rotor from their MC-4 helicopter. About 100 were sold from their Havasu City plant before they dropped it. Since 1974 or so, there has been no serious activity. Igor Benson has continued to market the most successful autogiro type under the name, Gyrocopter.
The author (standing) congratulating Roland Blackie Maier after checking him out in the "Reborn" Kellett KD-1 A in 1960. Maier was Kellett's Chief test pilot. (Howard Levy Photo)
TABLE OF AUTOGIRO MODELS & SPECIFICATIONS
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