BEREAVEMENT AIRLINE TICKET

In the early 1950s, a Russian immigrant, Igor Bensen developed a novel and surprisingly successful means of introducing aviation to people safely and cheaply. His Gyroglider and subsequent Gyrocopter designs opened a new field in sport aviation.

Igor Bensen began his association with autogyros during World War Two, when he managed General Electric's rotary wing program, which developed plastic rotor blades for the Kellett XR-3 autogyro. After the end of the war, he tested one of the more unusual rotorcraft designs to originate during the conflict - the tip-jet powered Doblehoff WNF 342 helicopter, captured by American forces in Austria. While at General Electric in 1946, Bensen designed, built and flew the B-3 Gyroglider - an un-powered gyroplane that relied on a tow from a vehicle or aircraft as its means of propulsion. It was similar in design to the Rotochute, an ultimately unsuccessful British wartime project to enhance the precision of airborne landings. The B-3 was an exciting project for him, but General Electric did not see any practical reasons to produce it in the post-war environment. He also worked on the Rotachute bomb - an alternative to the small parachutes used on anti-personnel fragmentation bombs. Bensen joined Kaman Helicopters in 1951 to develop this idea further as a means to recover spacecraft and deliver atomic weapons. In 1953, he formed his own company to produce autogyros and towed rotary-wing gliders.

Bensen Aircraft Corporation's first project to take form was actually a helicopter that that relied on blade mounted propellers to turn the rotor, like the Nagler-Rolz NR 54 V2 (see NASM collection). The Navy eventually cancelled this research project, designated B-4. Meanwhile, Bensen began construction on a towed "Gyroglider" design, similar to the Focke-Achgelis FA 330 (see NASM collection) submarine-based observation kite, but much simpler in construction.

Like a standard autogyro or even a windmill, the rotor blades on the Gyroglider provides lift as the airflow in forward flight or in vertical descent results in a center-of-pressure that acts forward of their center-of-gravity. This causes the blades to autorotate with sufficient velocity to provide lift. As in a helicopter, the blade rotation allows the aircraft to take off and land at much lower speeds than an airplane. However, without an engine to power the main rotor, autogyros of any type cannot hover, unless there is a strong headwind. A conventional propeller would typically provide the forward motion necessary for sufficient airflow to turn the autogyro rotor. However, the Gyroglider, relied on a vehicle or boat with a towrope to provide adequate forward motion for the rotor blades to achieve autorotation. If the pilot released the towrope, or the towing vehicle stopped, the reduced airflow through the rotor disk caused the blades to slow and the Gyroglider to descend. As long as the aircraft remained pitched for an appropriate forward speed, the pressure of the onrushing air provided the rotor with enough momentum to flare out into a safe landing at the end of the descent. This is the same technique used by helicopters, though their variable pitch rotor blades add an additional complication during autorotation.

The Gyroglider prototype consisted of a two-bladed rotor and single fixed vertical stabilizer mounted on a welded steel tube structure with an old ski serving as a keel. The landing gear consisted of three small wheels, including a steerable nose wheel. The control column was an overhanging yoke fastened directly the rotor head, which the pilot tilted in the desired direction. The small blades of the Gyroglider did not have gyroscopic forces strong enough to warrant cyclic control of the rotor. The rotor blades bolted directly onto the rotor head without any hinges, though a simple teetering mechanism allowed them to flap to prevent asymmetric lift on the rotor disk in forward flight.

By April 1, 1954 Bensen had completed the B-5 Gyroglider prototype and began towed flights with it. The aircraft was stable in pitch, but occasionally oscillated wildly when the pilot made lateral control inputs. Bensen simplified the construction of the prototype to prepare it for production under the B-6 designation. The improved Gyroglider utilized inexpensive galvanized water pipe to create a simpler, but larger, frame with two wooden skids. Dual vertical stabilizers mounted on the aft ends of the skids alleviated the oscillation problem caused by the B-5's small single vertical stabilizer. The B-6 had a single overhead-mounted control stick instead of the prototype's yoke.

Bensen envisioned the Gyroglider as a means for high school-aged boys to experience the thrill of aviation without significant cost. He intended to market the Gyroglider as a kit, for as little as $100. The cost increased by more than $300 dollars if the buyer wished to purchase pre-fabricated versions of the rotor blades and hub to avoid t

Major Stephen W. Pless, Medal of Honor recipient who survived 780 combat helicopter missions in Vietnam, was killed, July 20, 1969, when his motorcycle plunged off an open drawbridge into Santa Rosa Sound which separates Pensacola from Pensacola Beach, Florida.
Major Pless was the 18th Marine to receive the Medal of Honor for heroism in Vietnam during August 1967. It was presented to him by President Lyndon B. Johnson in ceremonies held at the White House, January 16, 1969.

Stephen Wesley Pless was born September 6, 1939, in Newnan, Georgia. He attended Decatur High School at Decatur, Georgia, and graduated from Georgia Military Academy, College Park, Georgia, in 1957.

While at Georgia Military Academy, he enlisted in the U.S. Marine Corps Reserve, September 6, 1956, and served with the 1st Motor Transport Battalion, USMCR, Atlanta, Georgia. He received recruit training and advanced combat training at Parris Island, South Carolina, graduating in October 1957. He then served as an Artillery Surveyor, 10th Marine Regiment, 2d Marine Division, until September, 1958.

While attending flight training at Pensacola, Florida, he was commissioned a Marine Corps second lieutenant, September 16, 1959. He was promoted to first lieutenant, March 16, 1960, and designated a Naval aviator upon graduation from flight training April 20, 1960.

Lieutenant Pless next served successively as squadron pilot with HMR(L)-262, Marine Aircraft Group 26, at New River, North Carolina; with HMR(L)-264 aboard the USS Boxer; with HMR(L)-264 aboard the USS Wasp, again with HMR(L)-262, Marine Aircraft Group 26, at New River; as Assistant Administrative Officer of HMR(L)-262 aboard the USS Shadwell; and as Squadron Adjutant, HMM-162, Marine Aircraft Group 26, at New River.

Ordered to the Far East in June, 1962, he saw duty as Assistant Administrative Officer of HMM-162, MAG-16, in Thailand, and at Da Nang, in the Republic of Vietnam.

Upon his return to the United States in June 1963, he reported to the Naval Air Station, Pensacola, Florida, and served as basic flight instructor, VT-1, and later as Officer in Charge, Aviation Officer Candidate School. He was promoted to captain, July 1, 1964.

After his detachment in April, 1966, Captain Pless was assigned duty as Brigade Platoon Commander, 1st ANGLICO, Marine Corps Air Station, Kaneohe, Hawaii. In August, 1966, he became Officer in Charge, ROK Detachment, and later Brigade Air Officer, 1st Anglican, Sub-Unit 1, with the 2d Brigade Korean Marine Corps, at Chu Lai, in the Republic of Vietnam. For his service in this capacity, he was awarded a Bronze Star Medal and the Korean Order of Military Merit. He was awarded the Medal of Honor, the Silver Star Medal, the Distinguished Flying Cross, the Purple Heart for wounds received, and 32 Air Medals for his service as Assistant Operations Officer, VMO-6, Marine Aircraft Group 36, 1st Marine Aircraft Wing, in the Republic of Vietnam, from March 20, 1967 until September 22, 1967.

Upon his return to the United States, he assumed duties as Administrative Assistant, Officer Candidate School, Naval Air Station, Pensacola, Florida. While serving in that capacity, he was promoted to major, November 7, 1967. He was killed as a result of a motorcycle accident, July 20, 1969.

Major Pless was awarded the AVCO-Aviation/Space Writers Association Helicopter Heroism award for his heroic rescue of three wounded American soldiers in Vietnam on August 19, 1967, the action for which he received the Medal of Honor.

A complete list of his medals and decorations include: the Medal of Honor; the Silver Star Medal; the Distinguished Flying Cross; the Bronze Star Medal; the Air Medal with seven Silver Stars and two Gold Stars in lieu of second through 38 awards; the Navy Commendation Medal with Combat “V”; the Purple Heart; the Marine Corps Expeditionary Medal; the National Defense Service Medal; the Korean Order of Military Merit; the Armed Forces Expeditionary Medal; the Vietnam Service Medal; and the Republic of Vietnam Campaign Medal.

Major Pless was survived by his wife, the former Jo Ann Smith of Summerdale, Alabama and three children [a fourth child was born two months after Pless's demise], his father, Mr. Travis B. Pollard of Atlanta, Georgia; his mother, Mrs. Nancy Pless of Miami Beach, Florida; and one brother.

Major Stephen W. Pless, Medal of Honor recipient who survived 780 combat helicopter missions in Vietnam, was killed, July 20, 1969, when his motorcycle plunged off an open drawbridge into Santa Rosa Sound which separates Pensacola from Pensacola Beach, Florida.