1 engine

TsAGI 11-EA / Bratukhin 11-EA PV

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Experiments with 5-EA rotor allowed I.P.Bratukhin to build substantially bigger and heavier aircraft. Designed 1934, this used Bratukhin’s rotor with alternate large articulated blades and small rigid blades but sealed up to absorb power of large US water-cooled V-12 engine. Latter mounted in nose of steel-tube fuselage covered in fabric for streamlining, with tandem cockpits at rear behind main rotor pylons. Main rotor was same as on the 5-EA. Engine arranged facing to rear with reduction gear driving second reduction gearbox at foot of rotor shaft. Auxiliary drive from rear wheelcase to three-blade cooling fan drawing air through main radiator on nose. Rotor torque reacted by two 2250mm three-blade propellers near tips of small fixed wing. Complete aeroplane flght controls – ailerons, elevators, rudder – in addition to improved cyclic/collective controls on main rotor. Intention was to test as helicopter and later arrange for drive to main rotor to be disconnected and aircraft flown as autogyro, with all power used for forward populsion via propellers, with aeroplane flight control.

11-EA was completed summer 1936 and completed tethered testing on a platform, using front cockpit as observer and rear as pilot, though dual controls provided. Considerable difficulties with distribution of power, main blade construction and maintenance of steady height whilst varying pull power of propellers. Late 1937 wave of arrests removed Chyeremukhin, Izakson and many other helicopter engineers and virtually halted further work through fear of accusation of sabotage.

Bratukhin began alterations and in spring 1938 the aircraft emerged as 11-EA PV (Propulsivnyi Variant). The main rotor hub fitted with improved blades entirely dural with better profile. Auxiliary propellers replaced by pairs of anti-torque rotors from 5-EA mounted at tips of outriggers of welded steel tube, borrowed temporarily from older models 1-EA and 3-EA, increasing distance between there axes from 8.0 to 11.0m. Removal of wing improved vertical performance, and smaller screws at greater distance from fuselage reduced power loss in countering torque. Idea of making convertible helicopter autogyro abandoned. The main rotor blades were of all metal construction.

The PV was ready late 1939 and in Chyeremukhin’s absence, D.I.Savelyev took over flight test, making tethered flights early 1940 and free flights from October. Under test director V.P.Lapisov reconstructed machine demonstrated excellent lifting power and good control, but ancient engine no longer ran well (no spares for many years) and the programme halted early 1941 due to worn engine. It never flew again.

Only the one was built.

11-EA
Engine: 1 x Curtiss Conqueror, 630hp
Rotor diameter: 15.4m and 9.2m
Length: 8.5m
Height: 3.5m
Wingspan: 10.6m
Wing area: 11.3sq.m
Max take-off weight: 2600kg
Ceiling: 40m
Crew: 2

11EA
11EA-PV

TsAGI 2-EA

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An experimental winged autogiro, and the first Soviet autogiro testbed used for systematic study of all construction elements on the design stage, as well as flight performance. It was built in the beginning of 1931. Designed by V. A. Kuznetsov, heading a group of engineers. It had a four-bladed rotor and the engine drove a two-bladed airscrew.
Chrome-molibdenium steel tubes were used for the kingpost and rotor blades spars. Fuselage frame and engine cradle – steel tube frame, wing – wooden. Cover of EA-2 was all-over fabric.

2-EA was a successful aircraft, and after fulfilling the trial program it was transferred to special propaganda aviagroup named after writer Maxim Gorkij.

True Sport

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The 1953 Sport N7M, built by Roy True, was conceived as a racer ‘Slow Poke’, but was used only for sport flying. It was a mid-wing monoplane.

Engine: Continental C-85, 85hp
Wingspan: 15’6″
Length: 17’6″
Useful load: 180 lb
Max speed: 210 mph
Cruise speed: 165 mph
Stall: 65 mph
Range: 450 mi
Seats: 1

Troyer Sportplane VX

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Originally built by Kermit R Troyer in 1940, the Troyer Sportplane N18471 has a welded steel tube fuselage and tail assembly. Its wings use spruce spars and ribs built from ¼-inch square spruce, ply gusseted. Steel tubing also forms the flying struts for the wing, but here a little balsa wood does creep in. It is used for fairing.

Originally power was a Heath B-4 engine but plans provided for a converted VW engine.

Gross Wt. 456 lb
Empty Wt. 306 lb
Fuel capacity 5 USG
Wingspan 23’9”
Length 15’9”
Top speed 95 mph
Cruise 85 mph
Stall 34 mph
Climb rate 600 fpm
Takeoff run 195 ft
Landing roll 150 ft
Range 200 miles

Troyer PR Mid-wing

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The Troyer “PR’ Mid-Wing was designed in 1931. It has a welded steel tube fuselage and tail assembly. Wing spruce spars and ribs are built from ¼ inch square spruce. A VW engine can be used instead of the 4-cylinder Henderson.

Gross Wt. 450 lb
Empty Wt. 290 lb
Fuel capaci¬ty 5 USG
Wingspan 23’9”
Length 15’6”
Engine 4 cyl. Inline Henderson
Cruise 80 mph
Climb rate 500 fpm

Troy Air Service A / Cape NMJ-1A Trainer

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The Troy Air Service A was a 1938 two place open cockpit biplane, designed by Nelson M Jones. A dual control trainer registered NX/NC2619 c/n 102, power was from a LeBlond, then 125hp Warner Scarab on 1 March 1939, then a Menasco C-4 on15 August 1939. The registration was cancelled in 1948.

Other references to is is as the Cape NMJ-1A Trainer appearing on 1940 records included a 130hp Aeromarine 2-A, span: 28’5″, length: 22’8″, max speed of 130 mph, cruise of 118 mph, and a stall of 45 mph. The final modification had canopied cockpits.

The design, with 130hp Franklin, was advanced by Cluett Co, but not completed because of outbreak of WW2.

Trotter WSA-1

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In 1987 Larry G. Trotter built the WSA-1, claimed of being the “World’s Smallest Airplane”.

With FAA registration N3417 c/n 001, on the first flight attempt, at about rotation speed the propeller threw a blade, which resulted in some extremely violent vibration that did some damage to the front cowling and motor mount and was bad enough to shake the hands off the altimeter.

After repair and the metal prop replaced with a wooden one, Trotter never got around to trying again.

It was later donated to the Pearson Air Museum (WA, USA).

Engine: 16hp one-cyl 2-cycle shipboard utility engine
Seats: 1