Phil High
“Some of the modifications that Jim Clement has
implemented and that I used include the aluminum flaps
and ailerons; a spring-loaded tail-wheel steering arm; the
rear spar carry-through, which provides more headroom
in the cabin; the larger door opening, which makes it
easier to get in and out of; and using the lightweight
fiberglass deck cloth with the West two-part epoxy system for covering the wood wings,” Mike explains.
Mike’s paint booth wasn’t very sophisticated, nor was
his painting equipment. Yet he turned out award-win-ning results. He used the Poly-Fiber coating system with
Aerothane as the finish coat.
“I’m happy with it, and I liked the fact you could use
the same paint on the aluminum fabric and fiberglass,
and it matches,” explains Mike, adding, “I bought an
HVLP (high-volume, low-pressure) painting system at
Harbor Freight, and I basically painted the airplane in
my barn, with plastic hanging down from the rafters,
with a $75 paint gun.”
PERFORMANCE NUMBERS
When it comes to specific Tailwind performance, the numbers do
vary, depending on which engine/propeller combination is used.
So we asked two more Tailwind owners to share their knowledge
about W- 10 performance. Builder-pilot Jim Clement of Baraboo,
Wisconsin, makes the following observations:
“The Continental O-300 (145-hp) Tailwinds are about 10 percent slower on speed and performance but use the same amount
of fuel at the same speed as the Lycoming 160-hp. The O-300 is
35 pounds heavier than the O-320. I am flying a Lycoming O-360
(180-hp) Tailwind at present, and the performance numbers are 10
Helping Hands
The W- 10 requires an estimated 2,500 to 3,500 hours
to build, and Mike worked as steadily as time and
money allowed.
“I was still trying to drum up resources financially, so
I would take time to build a deck for a friend, or do different projects,” says Mike, “and when I did work on the
airplane, I worked at least four to eight hours at a time, so
I was focused on it when I did work.”
Three and a half years later, on March 29, 2007,
N1066Y received its airworthiness certificate.
Throughout the project, Mike’s wife, Michelle, provided an extra set of hands when he needed assistance. She
helped cover the wing skins and some of the fuselage.
“She was really good,” Mike says, smiling. “She’s very
proud to say that she picked the color, which is a very
bright orange. She was very supportive as far as the whole
building thing, and she does fly with me. She likes getting
from point A to point B in a short amount of time.”
percent higher than the 160-hp Tailwinds. The 180-hp Tailwind is
slightly heavier than the O-320s—about 10 to 15 pounds—using a
wood prop on each. I don’t know much about the Continental O-200
type (100-hp), but the top speed is about 165 mph, and takeoff on
hot days isn’t too good compared to the Lycomings. The best all-around Tailwind setup is the Lycoming O-320 (160 hp) using a wood
prop—with the exception of the Whirlwind constant-speed, but it
costs more. I do like my present Tailwind with the 180-hp engine;
wouldn’t trade it for any other combination.”
(Note: For more detailed information on the Wittman Tailwind W- 10’s capabilities and performance, read the impressive CAFE Foundation aircraft performance report about Jim
