Iliti što bi se reklo pretpotopni helikopter:

The Focke-Wulf Fw 61 was the first fully controllable helicopter. It first flew in 1936. It is more popularly known as the Fa 61 as it was a research aircraft of the Focke Achgelis company.



Through his work on the C.19 and C.30 autogyros built by Focke-Wulf under license from Cierva Autogiro, as well as the experience gained through development of the Fw 186, Prof. Heinrich Focke had come to the conclusion that the inadequacies and limited serviceability of autogyros could only be eliminated by a real helicopter. He and engineer Gerd Achgelis started the design for this helicopter in 1932. A free-flying model, built in 1934, propelled by a small two-stroke engine brought the promise of success. Today, the model can be seen in the German Museum in Munich.
On 9 February 1935, Focke received an order for the building of a prototype, which was designated the FW 61, however Focke referred to it as the F 61. Roluf Lucht of the technical office of the RLM extended the order for a second aircraft on 19 December 1935. The airframe was based on that of a well-tried training aircraft, the Focke-Wulf Fw 44 Stieglitz. A single, radial engine drove twin rotors, set on outriggers to the left and right of the fuselage - the counter-rotation of the two rotors solved the problem of torque-reaction as also shown by Louis Bréguet.
Only two aircraft were produced. The first prototype, the V 1 D-EBVU, had its first free flight on 26 June 1936 with Ewald Rohlfs at the controls. By spring 1937, the second prototype, V 2 D-EKRA, was completed and flown for its first flight. 10 May 1937 it accomplished its first autorotation landing with the engine turned off.

In February 1938 it was demonstrated by Hanna Reitsch indoors at the Deutschlandhalle sports stadium in Berlin, Germany. It subsequently set several records for altitude, speed and flight duration culminating, in June 1938, with an altitude record of 3,427 m and a straight line flight record of 230 km.

Specifications:

General characteristics
Crew: 1
Length: 7.290 m (23.92 ft)
Rotor diameter: 7.01 m (2x 23 ft)
Height: 2.64 m (8.66 ft)
Empty weight: 818.0 kg (1,803.7 lb)
Max takeoff weight: 950 kg (2,095 lb)
Powerplant: 1× BMW Bramo 314 E 7-cylinder radial, 160 hp (120 kW)
Performance
Maximum speed: 122 km/h, 76 mph (66 kn)
Cruise speed: 90 km/h, 56 mph (49 kn)
Range: 230 km (124 NM)
Service ceiling 3,427 m (11,243 ft)
Rate of climb: 3.50 m/s (11.5 ft/s)

Super
No, pitam se da li ovo spada u helikoptere ili u zirokoptere iliti autoziro-e, jer ova letilica izgleda ima klasicni propeler, kao kod aviona, za kretanje napred, dog ga horizontalne elise drze u vazduhu umesto krila. No, bilo kako, ovo je odlicna tema 

sl.1 i 2 Fw 61 V1, D-EKRA (na drugoj slici verovatno pilotira Hanna Reitsch)
sl.3: Hanna Reitsch za komandama Fw 61 V1, D-EKRA
sl.4: Fw 61 V1, Deutschland, pripreme za poletanje u hali u Berlinu 1928
sl.5-7 Fw 61 V1,Deutschland, kojeg pilotira Hanna Reitsch u hali u Berlinu 1928.
Na ovom sajtu:
http://www.scientistsandfriends.com/helicopters.html
ima i kratak snimak leta takodje Hanna-e Reitsch, ali napolju.

I jos Fw-61 D-EBVU:
sl.8: Fw 61 V1, D-EBVU, pred poletanje
sl.9: Fw 61 V1, D-EBVU, u letu

izvor:
http://www.luftarchiv.de/hubschrauber/fw61.htm
 

Izasla je pre neku godinu knjiga o nemackim helikopterima u drugom svetskom ratu. Meni ta tema bas i nije bliska ali imam po nesto, kao recimo ova slika. Lepa tema- hvala 

Prelepe slike
Nemci su sto se tehnike tice bili bar tridest godina ispred svog vremena.

Ne preteruj- nisu bili trideset godina ispred nego 29 godina i jedanaest meseci...  Salim se malo, cinjenica jeste da su po pitanju tehnike bili veoma domisljati.

Занимљива справа.   

Ma bolje je kad se zaokruzi cifra,lepse zvuci.

Nem pojma, mene isto mnogo podseća na autožiro, ali ovde pišu da je helikopter...  Pilot, pomagaj, verovatno znaš više... 

Nacelnapodela letelica tezih od vazduha su Rotodini i Pterodini. Rotodini su Autoziri, ziroplani i helikopteri. Autozir i ziroplan su prethodnici helikoptera. Kod autozira elisa je slobodna i letelica se zaleti, stvori se potisak na elisu koji onda poigne letelicu. Kod airoplana se deo snage motora prenese na elisu. Kod helikoptera je elisa osnovna pogonska povrsina.

Rotodin je zato jer se uzgonska povrsina okrece po krugu. Kod pterodina to nije slucaj, znaci avionska klila stoje tu gde su.