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The histrorical relationship between Murcia and Philadelphia born in 1876, well before Murcian engineer Juan de la Cierva flied over this American city of Pennsylvania State on the twentieth century.
You're wrong, @VmR ^^
La primera capital de EEUU conoció a un murciano citado páginas atrás :Originally Posted by Dr.T
http://www.centennialofflight.gov/es...togiro/HE3.htm
The Contributions of the Autogyro
Spanish engineer Juan de la Cierva's development of rotor blade design and articulated (hinged) rotor blades in 1923 was the technical breakthrough that led to the first successful helicopterin 1936. Cierva developed the autogyro, which resembled the helicopter, but used an unpowered rotor. This rotor autorotated as the autogyro was pulled through the air by a separate powered propeller. The craft required only a short takeoff run to build up sufficient speed to lift off the ground.
In January 1923, Cierva successfully flew his C.4 autogyro, which incorporated hinged, or articulated, rotor blades. The blades were attached to the shaft by a flexible hinge for cyclic pitchcontrol to balance the amount of lift and torque caused by the rotating blades and produce a stable ride. The articulated rotor blade is used today on all helicopters.
By 1925, his development aircraft had become reliable, and he began to demonstrate it in France, England, and the United States. On October 20, 1925, his pilot Frank T. Courtney flew the autogyro at Britain's Royal Aircraft Establishment near Farnborough during tests for the British Air Ministry.
Later that year, Cierva formed the Cierva Autogiro Company, Ltd., in Great Britain. Courtney toured Europe, and early in 1926, he demonstrated the gyro for the French at Villacoublay Airdrome with at least one crash. In September 1926, he flew at Tempelhof near Berlin. On September 18, 1928, Cierva flew an improved autogyro 25 miles (40 kilometers) across the English Channel from Croydon to Le Bourget Airfield near Paris in 18 minutes at 4,000 feet (1,219 meters). He then took a leisurely trip 3,000 miles (4,828 kilometers) across Europe that drew crowds everywhere.
A crash in February 1927, led to an improvement in rotor hub design. A "drag hinge" was incorporated at the hub to allow each blade to drag back a little or pivot forward slightly as it rotated. This relieved the stresses and was another step in developing the fully articulated hub used on many modern helicopters. Another innovation was the development of a mechanical starter to bring the rotor up to the necessary speed for takeoff.
During the next decade, some 500 gyros were built around the world. In Britain, the A.V. Roe, de Havilland, Weir, and Westland companies produced them. In Germany, Focke-Wulf built the crafts; in France, it was the Loire Company, and in Russia, The Central Aerohydrodynamic Institute (TsAGI). In 1928, Harold Pitcairn, who had been involved with aviation in the United States since 1914, negotiated successfully with Cierva, purchased a Cierva model C-8 autogyro, and brought it to the United States for test and evaluation. It flew at Bryn Athyn (Pitcairn Field), Willow Grove, Pennsylvania, on December 19, 1928.
In February 1929, Pitcairn purchased the U.S. rights to Cierva's inventions and the autogyro patents then existing and established the Pitcairn-Cierva Autogiro Company for licensing its manufacture in the United States. Kellett, another U.S. aviation company, also manufactured gyros in the United States.
Pitcairn-Cierva built three prototypes in the fall of 1929. These were the first autogyros manufactured in the United States. Two of the prototypes had all-steel, fabric-covered fuselages and one had an aluminum structure. One prototype crashed during takeoff on October 10, 1929, with Cierva piloting. The crash badly damaged the aircraft, but Cierva was unhurt.
In August 1929, the first public demonstration of a Cierva machine took place in the United States at the Cleveland Air Races. The two-person open cockpit aircraft cruised at 75 miles per hour (120 kilometers per hour) and had a top speed of 90 miles per hour (145 kilometers per hour). In 1930, an autogyro led an "air parade" during an airshow at Newark Airport in New Jersey. Later, a special demonstration was given for Thomas Alva Edison, who was enthusiastic about the device.
The autogyro had a few years of popularity in the United States. On February 12, 1931, the Detroit News placed the first order for a commercial autogyro in the United States, the Pitcairn PC A-2. On April 8, 1931, Amelia Earhart set a world's altitude record for autogyros, climbing to 18,415 feet (5,615 meters). And on April 22, the autogyro received more publicity when veteran Pitcairn pilot Jim Ray landed on the White House lawn and took off again for the ceremony at which President Herbert Hoover presented the Collier Trophy to manufacturer Harold Pitcairn "for the greatest achievement in aviation, the value of which has been demonstrated by actual use in the preceding year." Pitcairn built 51 autogyros in 1931 and developed a number of models for the U.S. Navy as well as some models intended for private owners.
The development of the "direct control" rotor on a modified Cierva C-19 in 1932 led to the elimination of ailerons and stub wings. With this system, the rotor was mounted so that it could be tilted, resulting in a force that would pull the gyro in that direction. This was a great advance over the existing airplane-type control surfaces.
The next major improvement occurred in 1934. A Cierva autogyro was developed with a device to produce a vertical "jump" takeoff. This brought the gyro's design much closer to the design of the true helicopter. The new device was successful, and for the first time, a rotating-wing flying machine existed that could actually lift itself vertically into the air.
In 1935, Austrian experimenter Raoul Hafner created the AR III Hafner Gyroplane, first flown in Britain. This vehicle had hinged rotors and featured both cyclic control and collective control, in which the pitch of all rotors was changed simultaneously to increase or decrease lift. The Hafner gyro could rise and continue to climb at a fairly steep angle.
The development of cyclic pitch control was a major improvement. Instead of "rocking" the rotor head, this approach called for feathering—increasing or decreasing the pitch of the blades in cycles as they turned. Each blade would assume a high pitch position on the advancing side of the rotor's circle and a low pitch on the retreating side. This meant an increase in lift on one side and a decrease in lift on the other side. Feathering eliminated the need for hinges so that the blades could move up and down and allowed for a rigid rotor.
Cierva and Pitcairn licensed the Kellett Autogyro Corporation of Philadelphia to build autogyros for the U.S. Army. Kellett developed the YG-1 in 1935, which became the Army's first rotary-winged aircraft. Although autogyros saw little service with the U.S. military. Cierva autogyros did see some limited service in the armed forces of France, the Soviet Union, and Japan for forward observation and artillery spotting during World War II. They also played a small but important role in Britain where they were useful in calibrating the vital air-defense radar network.
The autogyro saw some use for airmail. On July 6, 1939, Eastern Air Lines began the world's first scheduled air mail service by a rotary winged aircraft, using a Kellet gyro to fly from the roof of the Philadelphia Post Office to the airport at Camden, New Jersey. This experimental service lasted about one year.
While still used to some extent, autogyros have been plagued by one major problem that contributed to their limited acceptance. The phenomenon called ground resonance develops when the rotor blades move out of phase with each other and cause the rotor disc to become unbalanced. If not corrected, serious damage can take place in only a few seconds. Ground resonance can occur only when the gyro is on the ground and happens when a shock, such as from a hard landing, is transmitted to the rotor system. If the center of gravity moves from the center of rotation, the entire vehicle can become unbalanced.
The various improvements to the gyro had allowed the development of the true helicopter. By the mid-1930s, the helicopter had incorporated the rotors and other components that had first appeared in the gyro. The gyro eventually faded away—replaced by true helicopters. But perhaps the true end to the gyro ended on December 9, 1936, when Cierva, who himself might have one day perfected the helicopter, died in an airplane crash.
Sources and Further References:
Brooks, Peter W. Cierva Autogyros: the Development of Rotary-Wing Flight. Washington, D.C.: Smithsonian Institution Press, 1988.
Gablehouse, Charles. Helicopters and Autogiros; A History of Rotating-wing and V/STOL Aviation. Philadelphia: J.B. Lippincott Company, 1969.
Lightbody, Andy and Poyer, Joe. The Illustrated History of Helicopters. Lincolnwood, Ill.: Publications International, 1990.
Rotorcraft Flying Handbook. U.S. Department of Transportation. Federal Aviation Administration. Washington, D.C.: Government Printing Office, 2000.
On-Line References:
Leishman, J. Gordon. "Evolution of Helicopter Flight." http://www.flight100.org/history/helicopter.html.
"Pitcairn PCA-1A." National Air and Space Museum. http://www.nasm.si.edu/collections/a...d=A19580041000.
The histrorical relationship between Murcia and Philadelphia born in 1876, well before Murcian engineer Juan de la Cierva flied over this American city of Pennsylvania State on the twentieth century.
You're wrong, @VmR ^^
What happened at Philadelphia in 1876 ?
The Centennial International Exhibition of 1876, the first official World's Fair in the United States, was held in Philadelphia, Pennsylvania, from May 10 to November 10, 1876, to celebrate the 100th anniversary of the signing of the Declaration of Independence in Philadelphia. It was officially the International Exhibition of Arts, Manufactures and Products of the Soil and Mine. It was held in Fairmount Park, along the Schuylkill River. The fairgrounds were designed by Herman J. Schwarzmann. About 10 million visitors attended, equivalent to about 20% of the population of the United States at the time.
I do not get it !!! What's the historical relationship between the Centennial International Exhibition held at Philadelphia in 1876 and Murcia ? Must be an explanation on the topic... please !
The Murcian architect José Marín Baldo was awarded with the Gold Medal distinction on the Centennial Exhibition of Philadelphia 1876 for his proposed Christopher Columbus Memorial. The proposed monument was never built, but raised the admiration of all those attending the Centennial International Exhibition held in Philadelphia. Initially the memorial was intended to be built in Madrid at Plaza de Colón, but its high cost and large size made it impossible at that location.
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José Marín Baldo era el arquitecto murciano más renombrado de la época y había tenido acceso a murchas sociedades de distingo profesional, como fue el caso de la de Bellas Artes de San Fernando o el Ateneo de Madrid. Profesionalmente estaba adscrito como arquitecto municipal de Almería, pero pasaba gran parte de su tiempo en Murcia y Madrid. Hay que recordar que era hijo de don Salvador Marín Baldo, alcalde de Murcia. Tras trabajar y formarse en París, con arquitectos del renombre de Nicolle, ganó pronto el afecto de la Corte en la capital. Buena prueba de ello es que la reina Isabel II pagó de su bolsillo la maqueta del monumento a Colón (a escala 1/30 realizado por el reconocido escultor José Bellver) que luego se perdió desgraciadamente tras la Exposición Nacional de Bellas Artes de 1866, donde obtuvo el máximo galardón . Ello fue el motivo de que al arquitecto murciano (que era también un cualificado pintor y escultor) realizara 5 acuarelas, en sustitución de la maqueta, que se exhibieron en Filiadelfia con ocasión de la Exposición Internacional de 1876. En aquellos años, el arquitecto Marín Baldo recibió también notables encargos, como el de colaborar en la reforma interior del Teatro Real de Madrid en 1879 (junto a los artistas Sanz y Vals, que harían los techos y el gran telón), asumiendo la dirección de obra y donde dejó su traza de la gran sala que hoy sigue vigente.
Es preciso recordar que, pese a su enorme prestigio profesional, fue rechazado en Cartegena en 1887 como arquitecto municipal, tras la salida del cargo de Carlos Mancha. Tomás Rico Valarino fue el arquitecto elegido para cubrir el puesto. La razón de la sorprendente elección fue quizás sólo una, porque desde el punto de vista profesional no había discusión posible si se comparaba la talla de ambos candidatos: José Marín Baldo era hijo de un alcalde de Murcia y formaba parte de una de las mejores familias de la capital y Tomás Rico Valarino era nieto de Tomás Valarino (ascendido a Conde de Santa Lucía por Alfonso XII por su labor en la creación de la Fábrica de Cristal y Vidrios de Santa Lucía)...
Posiblemente el arquitecto Marín Baldo, famoso en toda España por su éxito en Philadelphia, albergara al solicitar la plaza de arquitecto municipal en Cartagena el sueño irrealizado de construir su memorial colombino en la ciudad departamental aprovechando la bonanza de la industria minera de La Unión en aquellos años. Nos quedaremos con la duda de qué hubiera pasado en ese hipotético supuesto...
Last edited by Dr.T; July 17th, 2012 at 08:08 PM.
Quite surprising story...
You're truly a wise man who knows amazing things !
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Changing the subjet, what do you know about the new Planning Department HQ in Abenarabi Street ?
Thanks...
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Do not worry, the same building has been inaugurated in Chile two years ago and was equipped with artificial lake... hehe
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Are you there ?
Sorry, had a working meeting in the early hours...
I'm ready again !
Can i ask about the municipal architect Cesar Cort ?
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D quien es ese edificio en Chile ? Lo busque y no lo encuentro...
The architect César Cort arrived to Murcia City on the 1920s. The most important works built by him were the interior reform of Murcia City Hall ( designed in Eclectic style) in 1927 and the Emergency Hospital (known as Casa de Socorro) at Malecon pedestrian promenade.
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Indudablemente es más conocida su faceta como urbanista que como arquitecto. No estuvo muchos años en Murcia, fue "ave de paso" que ansiaba otras metas profesionales más altas. De hecho, fue años más tarde el primer Catedrático de Urbanismo de la Escuela de Arquitectura de Madrid (ETSAM). Respecto al PGOU que redactó, ya hemos comentado anteriormente muchas cosas. Era un arquitecto muy influido por la obra de otros arquitectos anteriores, tales como Ildefonso Cerdá en Barcelona. En su plan urbano para Murcia se aprecia ya la idea del funcionalismo, al separar y clasificar los suelos de la ciudad, pero todavía arrastra la pesada losa del "modernismo" heredado de las viejas ideas de Haussmann en París. No pretende la destrucción integral del centro urbano de la antigua ciudad, pero sí planteaba abrir hasta cinco grandes calles dentro del casco que suponían una mayor cantidad de derribos que los luego practicados con el Plan Blein, arquitecto que le sucedió en el puesto a su marcha.
Partamos de que con el Plan Cort se pretendía abrir hasta 3 ejes desde el antiguo Arenal: uno paralelo a las calles Sociedad-Jabonerías-A.Guirao; otro siguiendo la traza de Jara Carrillo-San Pedro-Pilar; y el último que se abría paso desde Frenería hasta Santa Eulalia. Este plan hubiera destruido completamente la traza árabe de la ciudad de Murcia, algo que se preservó con el Plan Blein y la Gran Vía actual. Es cierto que hemos perdido muchas de las edificaciones históricas y monumentales que tuvimos en el pasado, pero a cambio hemos salvado el trazado medieval de Murcia casi intacto y tenemos una caso antiguo lleno de vida comercial. Mi juicio crítico sobre el Plan Blein y la Gran Vía actual siempre será positivo desde el enfoque urbanístico. Cosa distinta es el juicio que me merecen otras cosas, tales como: que se derribaran innecesariamente edificios dignos de conservación entre los años 50-90 y las arquitecturas desarrolladas en algunos puntos de los nuevos ensanches y del propio casco antiguo.
Las labores técnicas de arquitecto municipal durante el periodo de Cort en Murcia fueron desempeñadas por Joaquín Dicenta, con lo que su obra construida en la ciudad se reduce apenas a su trabajo en el interior de la Casa Consistorial, formalmente correcto y en un marcado estilo ecléctico. De César Cort es, por tanto, toda la zona noble del Ayuntamiento de Murcia, que supuso una clara mutación del inmueble... pues pasó de ser un claro ejemplo de arquitectura neoclásica (diseñado por el arquitecto municipal Juan José Belmonte en 1848) para convertirse en un inmueble híbrido, con piel neoclásica y alma "modernista"... De su obra urbanística creo que lo más valioso fue su reivindicación de mejora de los márgenes del Segura y la necesidad de embellecimiento de las mismas, cosa que realmente no se llevó a efecto hasta años más tarde y no exento de polémica (recordemos el caso del Hospital de San Juan de Dios), aunque realmente ya era una idea latente en Murcia desde el pasado y que venía de los tiempos de las reformas desarrolladas por Toribio Martínez de la Vega y Jaime Bort en torno al Puente de los Peligros o las impulsadas por el mismo Conde de Floridablanca durante el periodo de la Ilustración en la zona para mejorar la imagen de la ciudad en su zona noble.
Last edited by Dr.T; July 18th, 2012 at 02:57 PM.
You say that architect Cesar Cort was heavily influenced by urban design work of other earlier architects as Ildefonso Cerda at Barcelona in the late nineteenth century. Could you post pictures about how it was Barcelona in the mid-nineteenth century before the urban transformation developed by architect Ildefonso Cerda ?
All urban designs were influenced in Spain by the works of Ildefonso Cerdá in Barcelona. It was the model to be copied for all architects in the early twentieth century. The picture was taken in the second half of the nineteenth century in Barcelona (1850-1867) and show as it was the city of Barcelona before the radical urban change suffered after the new urban designs created by Ildefonso Cerdá.
By the way, Ildefonso Cerdá, besides being an urban designer, was also an engineer. His first job as engineer was performed in Murcia (1841), where he oversaw the construction work developed to improve the roads connecting Murcia with Albacete and Cartagena.
Last edited by Dr.T; July 18th, 2012 at 06:10 PM.
I did not know he had worked as a youth in Murcia...
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