Education Through Error etting facts and accurate details of any mishap has and will always be a problem. It is also true with EAA. Getting facts and as accurate a description of mishaps as

G

possible can serve as very useful educational material. Here we have gathered information on both fixed and rotary wing mishaps and though lacking in detail the material presented is of some educational value. Our first mishap involved a modified Heath Baby Bullet, a mid-wing design of the early 30's. The aircraft had a span of 27 ft. 6 in., and was wire braced using standard aircraft control cable

to carry both the flying and landing loads.

(Fig. 1) The local FAA agent

who certificated the aircraft was not satisfied with the flying wire arrangement and required a change which was accomplished. (Fig. 2)

This aircraft had been flying since early 1955 and had been flown by many pilots with no apparent difficulty until the fatal flight during

December of 1958. Witnesses statements prior to the crash indicated that the aircraft was put into a steep

bank as if it was to be slow rolled. The nose dropped, the aircraft apparently stalled and was seen to enter a steep dive. Full throttle appeared to be used and a very abrupt recovery was made. As the

aircraft was nosing up

through level flight attitude the left

be heavy, mostly because I used materials much stronger than called for, and tail heavy because of the

engine aft without the battery forward to balance it.

Because of the short time left, we decided to try towing to determine

blade acceleration times and control response, without flying. We planned to pick up a battery for installation that night, then start flying

the next day. The tow site was a 5,000 ft. drag strip, formerly a practice field. Weather was clear, wind almost calm.

We found that the

wing failed and left the airplane taking the landing gear with it. The aircraft then went into a spin

crashing and fatally injuring the pilot. The pilot (not an EAA member) was on his first check-out flight in the aircraft and was checked out by another pilot with a warning "that it was sensitive". The aircraft was not owned by the original builder

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at the time of this mishap. Our next mishap involves a B7M Gyrocopter and is reported by the pilot, Lt. Jim Jenista, Jr., USN, who was to report to the navy test pilot school at Patuxent River, Md.

Fig. 1 "Millercraft" (original rigging)

We

quote, "The whole reason for my not becoming a test pilot is a B7M Gyrocopter!

I decided to try build-

ing one last January, and started the next month. The materials are easy to find in this part of the coun-

try, and with the help of a partner whose father is a retired machinist,

progress was good. I obtained a lightweight seat in a surplus store, and a good drone engine for freeflight power. In May, just a few

days from completion, I had to leave aboard the USS Bennington for a while. When I got home in Septem-

ber, I just had a couple of weeks to do my flying before I left for Maryland. At this point, we had a complete machine except for the engine installation - it needed a battery, and all

the operating lines and connections. We planned to learn to fly in towed flight first, so we didn't worry. We just wanted the engine to give us the proper gross weight for handling characteristics right from the start.

Using a conventional aircraft for wind, we determined that the rotor blades tracked beautifully, but a little fast. We checked the weight and balance, and found the machine to

Drawing by S. J. Dzik, EAA Tech. Advisor

Fig. 2 "Millercraft" (revised rigging)

copter operates very well, and completely in accordance with the statements in the operating instructions! After close to an hour of towing, we had found that we needed close to 25 mph to get full blade speed, and that control response is quite positive. I was looking forward to the flights the next day!

On the last run, I tried accelerating the blades by hand a bit before we turned into the wind. Witnesses say the blades accelerated very rapidly when we turned into the wind (at 20 mph), and that I took off almost immediately. Even with full nose down control, I went up to the maximum length of the tow line (50 ft.)

I can recall finding myself all the way up, looking down at the roof of my car and realizing I had full down APRIL 1959

HOMEBUILDER . . . from page 2 my knowledge can in any way be of value to the members of this organization then I have contributed in some small way to the advancement of the light plane". I know many others have the same

feeling and in looking back through the pages of SPORT AVIATION one

can see the material of those who have already contributed.

To say the least the future looks very bright, and contributions of educational material will be forthcoming in ever-increasing quantities. Patience is the password of those who feel that this goal should have long been met.

control and no result. I decided to try slipping to the left, flaring out just before touchdown. The car driver saw the take-off after I was well up, and planned to slow down until I started to descend, then hold steady until I landed. However, the tow line released somehow, and I came down vertically with the tail low.

Just before impact I had a little bank to the left, so that the main axle broke as I hit. The blades then started to disintegrate, while I hit the asphalt with my head and left arm. The shock of the blade impact broke the rotor mast, and the remains of the blades finished their rotation against my head and arm. I was pretty well beat up, and was irrational for over a week afterward. Now I'm living at home, with a broken bunch of bones in the arm and a weak eye to worry about. I'll probably finish up with about four to five months of hospitalization. The copter itself fared very well, considering the hard impact and the tipping. Except for the blades, the repair will be fairly easy. I can't say enough for the excellence of the design, and the operating instructions included in the plans. Bensen knows what he is talking about all the way down the line! One of the reasons for my writing this is to let you - and the rest of EAA - know that I feel the gyrocopter is a good idea, is inexpensive and can be easily flown if the learning instructions are carefully followed to the letter. Even though I'd had little practice with the control system, I made the correct movements - considering my nearly 5000 hours of flight time in the past 15 years. This is assurance that conventional aircraft pilots can learn to fly it. A SPORT AVIATION

It must be remembered that it is only through contributions of material from persons such as yourselves that your association's publications will become more valuable. Also in looking to the future the officers as well as other interested parties here at Headquarters are doing considerable research into future plans for the organization, and determining what future course of action should be followed. I believe our current basement office facilities located in Nolinske's and my home should provide adequate space for at least the next two years. This is based upon present and projected rates of expansion and will also allow us time for the planning of new facilities and the raising of funds for that purpose if it is found that such a move is necessary. The present office arrangement,

which has been in effect since EAA's founding in 1953, has proven very

satisfactory and has allowed Bob Nolinske, EAA secretary-treasurer, our wives, and myself to provide some sort of home life for our families while actively participating in this movement. It also makes available to us a great many hours that would normally be difficult to come by. In the January, 1959 issue of SPORT AVIATION we mentioned in this column the possibility at some future date of the founding of a permanent EAA Headquarters building and Air

Museum. Much thought has since gone into this, and a number of meetings of locally interested persons have been held to thoroughly review all aspects of this sort of venture. At this time we are hesitant to release any information as we have not yet been able to assemble into one package a complete resume of the situation. We have been promised, and have already been given, a number of items that are centered around the development of the light plane for museum and educational display purposes. The possibilities of an EAA library look very promising and many other areas of interest to the light plane builder or engineer certainly can be centered around such a venture. It could be that we have the makings of a light plane aeronautical science center. We would certainly appreciate any and all comments from you readers either pro or con.

Well, fellows, I guess this is enough

talk for now and I had better get

busy in some other departments. See

you all next month.

WOULD YOU LIKE

I

AN EAA LAPEL PIN

M any inquiries

have come into

EAA Headquarters asking about a pin which could be proudly displayed on the lapel of a suit or sport coat. Apparently many of you feel most large organizations have attractive means to indicate a member's

affiliation, and would like to see a lapel pin for the EAA. These letters prompted us to take action. The O. C. Tanner Co., manufacturing jewelers, were asked to design a lapel pin for us following the design of the EAA insignia. The O. C. Tanner Co. was selected because they manufacture lapel pins for the major aircraft companies and AOPA. We want a top notch job done for our members. The design we received was very pleasing. It closely resembles the EAA insignia. The overall dimensions, including the airplane, would fit in a half-inch diameter circle, or could be compared in size with a dime. Tentative prices are $1.50 for one of sterling silver or $2.00 for one of 1/10 10K gold filled. These prices are slightly above our cost to cover the tax, handling and postage. Before we order the pins, we would appreciate hearing from everyone interested in them, and the type desired, ie., sterling silver or the 1/10 10K gold filled. We will have to purchase them in lots of 1000, and before doing so we want to be reasonably sure there is a demand for them. Please let us hear from you. Drop a postcard or letter to EAA Headquarters, 9711 W. Forest Park Dr., Hales Corners, Wis., Attention: Lapel Pins. You will in no way obligate yourself to buy a pin by writing to us about it. Write today. If enough interest is shown, we will have barely enough time to receive our order for the '59 Fly-In. Suggestions will be welcomed as to other companies which may be able to design a lapel pin for you, the members of EAA.

•

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33