EAAers in action
what our members are building & restoring
Piecing Together a Pitts
A 14-year journey
TOM YOUNG, EAA 370169; NEW WINDSOR, MARYLAND
After spending 4,800 hours and 14 years’ construction time, I received the airworthiness certificate for my plans-built Pitts S- 1 in September 2005. I call it an
S- 1 because it is a cross between an S-1S and S-1T. Firewall
aft is from the plans, with fully symmetrical wings and four
ailerons. The panel is equipped for basic visual flight rules—
just an “eyeballs outside” flying machine. I did spend time
on the ergonomics and placed the push-pull throttle so my
left arm rests on my left leg. Changing power only requires
pivoting my left hand from the wrist using only thumb and
two fingers.
I wanted to put in the most horsepower I could with the
least weight. I converted a 200-hp Lycoming IO-360 out of
a Mooney to a fixed-pitch propeller engine to do away with
the constant-speed prop and governor. I also installed a B&C
Lycoming myself, balanced all
the reciprocating components,
converted it to roller cam and
rocker arms using the then-experimental Ken Hatfield components, and welded up a tuned
crossover exhaust system. A few
concessions were made to the
weight-reduction process. I used
nut plates wherever the plans called for PK screws because
over time the holes in the structure wear out. Flying out
of Frederick Municipal Airport (FDK) in Maryland near the
Washington, D.C., area prompted me to install a transponder
and encoder. Position, strobe, and panel lights were on my
list of things as well. I also used the Ceconite 101 fabric and
process to finish it, as I wanted the strength of the heavy
fabric.
I figured the engine might put out 250 hp with the modifications, and the empty weight came out to 845 pounds with
no gas and 8 quarts of oil. Subsequent flights and climb rates
led me to believe this was a pretty good estimate.
First flight was on the day I received my airworthiness
certificate, which just happened to be my birthday. What a
nice toy! I had flown both an S-1C and S-1S in the past so
I knew what to expect in terms of handling, both on the
ground and in the air, but the takeoff and climb performance
were breathtaking, to say the least. The controls are all well-balanced and light, with only light pressures on the stick and
rudder to start the airplane moving from straight ahead. The
thing I like most about the Pitts is its immediate response to
the controls. Just look where you want to go, point the stick
in that direction, and you’re there with no hesitation. I did
some turns, climbs, dives, a few stalls, and on the way back
to the airport, about 30 seconds of inverted to get oil into the
inverted system. After an uneventful landing I taxied back to
the hangar laughing all the way. What a hoot!
After an uneventful landing I taxied
back to the hangar laughing all the way.
What a hoot!
The airplane takes off at 60 mph, and the takeoff roll is
exactly five seconds long using about 250 feet of runway.
Best rate of climb is 90 mph, and after accelerating to that
speed, I’m seeing 3,000 feet per minute on the vertical speed
indicator. Hot summer days are substantially cooler after
climbing to 8,000 feet in less than three minutes! I haven’t
done all the maneuvers in the Aresti book, but Cuban-eights,
reverse-Cuban-eights, vertical-eights, inside and outside loops,
upright and inverted spins, hammerhead turns, and tail slides
are all done with ease. Stalls are very straightforward, with a
crisp break, and easily controllable with rudder in the stall.
I still find it hard to believe I actually built an airplane.
