A second helicopter built in 1933 for training pilots. Similar to the 1-EA, it was never flown except on tethers. Instead of having tricycle landing gear, the rear wheel was replaced by a strut.
The 3-EA successfully performed a number of flights, each lasting some ten minutes.
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.
Ivan P. Bratukhin, one of the pioneer figures in Soviet rotorcraft development, was a senior member of the division formed under Boris N. Yuriev at the TsAGI (Central Aero and Hydrodynamic Institute) to carry out research into problems associated with rotary-winged flight. In 1925 Boris Nikolayevich Yur’yev organised a vertolyet (helicopter) group and in 1927 tested a 6m two-blade rotor driven by 120hp M-2. In 1928, from at least four project studies, design picked for 1-EA (Eksperimentalnii Apparat) and machine built at ZOK under G.Kh.Sabinin. Chief designer Aleksei Mikhailovich Cheryemukhin and Aleksandr Mikhailovich Izakson. The TsAGI’s first helicopter, begun in 1928, was the 1-EA, which made its first tethered flights in August 1930.
An open framework machine, the 1-EA was powered by two 120hp M-2 rotary engines, driving a single 4-blade lifting rotor and small 2-blade (with variable pitch) steering rotors at the nose and tail. The anti-torque rotors turned in the opposite direction from the other.
Fuselage welded from M1 mild-steel tube forming spaceframe resting on tailwheel landing gear with rubber springing. Twin engines at centre with reduction and bevel gears to vertical shaft to main rotor and side-by-side pairs of 1.8m anti-torque rotors at nose and tail. Chief development task was finding best structure for main rotor blades, an all-metal blade being rejected in favour of one with dural spar, wood ribs and stringers and ply/fabric skin. Four-blade main rotor with 5 degree coning angle driven at 153 rpm.
The single-seater helicopter had a four-bladed rotor with cyclic and collective pitch control operated by means of a hanging stick directly connected with the swash-plate, and pedal control of nose/tail rotors from pilot seat just ahead of engines. Flight testes began on June 26, 1932. In July-August 1-EA was demonstrated to M.N.Tukhachevskij and Ya.I.Alksnis.
M.N.Tukhachevskij suggested small series production, but A.M.Izakson (one of designers) insisted that more development is needed and resources should not be dispersed on production of ‘raw’ machine.
Fuselage was simple frame made of steel tubes, its construction was optimized during tests. Original rectangular structure with tension wires was replaced by more solid triangular without wires.
M-2 engines were selected because they did not require any special cooling in hovering regime. Because main rotor had solid blades, no special clutch was required and rotor started to spin once engines started (with compressed air).
Cheryemukhin elected to fly 1-EA himself, making first tethered run Aug 1930. No disasters and by 1932 reliable flights of up to 12 min. 1 Aug 1932 Cheremukhin reached 160m, 3 Aug 230m, 5 Aug 285m and on 1932 14 Aug 605m. The USSR at the time was not a member of an International Aviation Federation (plus secrecy), and this record could not be formally registered, the world record remaining 18m (d’Ascanio).
The 1-EA story was flown safely mostly due to well designed control system and pilot’s skills of A.M.Cheremukhin. Simple straight link of main rotor to the power plant does not provide enough stability. Smallest variations in engine regime caused aircraft to move up or down, and required full attention of a pilot.
One built, and the 1-EA continued to fly until at least 1934.
TsAGI 1-EA
Engine: 2 x M-2 rotary, 120hp
Main rotor diameter: 11.0m
Max take-off weight: 1145kg
Max speed: 20-30km/h
Hovering ceiling: 605m
The Trump Model 1 of 1927 appears to be a Lincoln Sport kitplane renamed by its builder, Frederick L Trump, an engineering student at Univ of Minnesota. Ewgistered N6635, test flying was reportedly by Charles “Speed” Holman.
Engine: 28hp Lawrance (later with Salmson)
Wingspan: 19’0″
Gross wt: 300 lb
Seats: 1
Newcastle DE.
USA
Airplane builder in 1923.
In 1932 John R Truman built the Truman model 44 single place open monoplane registered N12730. Power was from a 35hp Cleone engine and the registration was canceled by the CAA on 15 May 1936 on lapse of the license.
Bandon OR.
USA
John R Truman built the model 33 in 1932.
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
Comstock MI.
USA
Sportplane builder circa 1931-41.
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.
All Aero 