Design work began in January 1972 with construction, said to have involved 7,000 hours, commencing in March 1973.[1][5]
The aircraft was a mid-wing monoplane, with a pod and boom configuration. The fuselage's primary structure was made from light alloy tubing, whereas the wing's had a box-spar made from wood and plywood. The secondary structure was made using aluminum, wood, ply, foam and plastics. The entire aircraft was covered in a transparent plastic film.[1] The wing had a complex planform, consisting of four separate sections, of varying tapers and chords.[5] A high camber Wortmann airfoil, the FX72-150, was used inboard near the wing-root while, further outboard, the more efficient Wortmann FX63-137 section was selected. Zinno stated this was "to compensate for the hellatious diving moment".[4]
The pilot sat in a recumbent position, and operated a reciprocating pedal drive system, to power a two bladed variable-pitch pusher propeller, located at the rear of the streamlined nacelle.[1] A boom at the base of the nacelle extended to the empennage at the rear. Directional control was by a fin-mounted counter-balanced rudder. Pitch control was by an all-flying tail-plane fitted to the trailing edge of the tailfin. Lateral control was attained by wingtip ailerons.[1] The undercarriage consisted of two bicycle wheels arranged in tandem, while two small wheels, on outriggers, were positioned underneath the wing.[1]
Flight tests
Last flight of the Zinno Olympian ZB-1
On January 16, 1976, the FAA gave the aircraft an Airworthiness Certificate with the registration NIZB.[5] Flight tests were conducted at the Quonset Point Air National Guard Station in Rhode Island, with Zinno acting as pilot. A series of taxiing trials began on April 15.[2] On the morning of April 21, during its fourth run of the day, the Olympian flew for 5 seconds.[4] The distance covered was variously reported to have been between 33 and 100 feet (10 and 30 meters).[5] During landing, the aircraft suffered a ground loop, which damaged the undercarriage and other components.[2]
Further tests were conducted in September 1976, with the aircraft making towed flights. On its final flight, the right wing suffered a structural failure of the wing-spar, at its root, damaging the aircraft beyond repair.[6]
Specifications
Data fromJane's all the world's aircraft 1976–77[1]
1 2 3 Gustafson, David (1977). "Joe Zinno's Man Powered Aircraft Flies". In Miller, Ed Mack (ed.). Aviation yearbook 1977. Denver, CO: Jepperson Sanderson, Inc. pp.416–419. ISBN0884870197. Retrieved April 7, 2023.
1 2 anon (May 10, 1976). "Zinno's Flight". The New Yorker. Vol.LII, no.12. New York, NY: The New Yorker Magazine, Inc. pp.29–31. ISSN0028-792X. Retrieved April 7, 2023.
1 2 3 4 Reay, D.A. (1977). The history of man-powered flight. Oxford, England: Pergamon Press Ltd. pp.296–298. ISBN0080217389.
↑ Moulton, Ron (February 1977). "Progress with Man Power". AeroModeller. Hemel Hempstead, Herts, UK: Model & Allied Publications Ltd. pp.102–104.
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