Pitts s-1t maintenance manual

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Beech Queen Air 65 Flight Manual part Beech Queen Air 65 Owners Manual part It turned out to be an absurd waste of money, as those around me had predicted. Under threat of having the wings cut up for me while at school in order to vacate the garage in which they were stored , I chose to do it myself. While attending college my flight instructor at Frickleton Aviation in Madison happened to be one Jeff Skiles, who went on to bigger and better things in later years.

The aircraft was forced to ditch in the Hudson river. There was no loss of life. Although I came from an environment where attending college was not in the plan, a turn of events allowed me to escape and for the next few years pursue an electrical engineering degree at UW-Madison.

During my junior and senior years I started to work through a flight training program at the Dane county airport located at the opposite end of Madison from the campus. Lessons would be scheduled as funds permitted and eventually I received a private pilot certificate. After graduation I went to work in the aerospace industry or MIC as we know it now , and as fate would have it I came into contact with two fellow employees that were either building or had built their own airplanes, both of which happened to be Pitts biplanes.

Bill was a senior engineer in my department who quickly became both an engineering and aviation mentor, and would remain so for the years that I was there. He was a cool and accomplished pilot, mechanic, and builder, and on a part-time basis performed at airshows and in competition.

He provided guidance to get me started building an airplane and advised me at every step along the way. He also rode front seat and taught me how to fly and land a Pitts S-2E, and when the time came he was there to test fly my newly-built airplane on its maiden voyage.

The second influential co-worker was Jim, a supervisor in another department that was building a Pitts S-2E from a kit. He invited me into his shop and his life, becoming a great friend to both my wife and me and trusting us to help with his project. He allowed me the use of his shop and welding equipment before I could afford to have my own space, and he helped us all along the way.

To this day I will still remember him as the most fun, selfless, and generous person I have ever encountered throughout life. I have lost touch with many over the years but I will never forget the encouragement and friendship of all of these people, including my flight instructor, and I fear that I never was able to return what they gave to me. By the time I began in engineering, most of my co-workers were building families and buying their first houses.

Once I got on my feet, actually within the first year, I started ordering aircraft materials with whatever funds remained after paying the rent and school loans. Since I was helping Jim with some of the simpler tasks involved with building his Pitts S2E, and all of his components were right at hand and readily available to look at, it seemed logical to start building a similar but slightly customized design.

The S-2E E for experimental was a two-seat redesign of the original single-seat airplane designed by and named after Curtis Pitts. It had a symmetric wing airfoil and was designed to use a hp Lycoming engine and a fixed pitch prop. Although it had a full canopy option available, Jim was building his as an open cockpit model with dual windshields. I planned to build a similar fuselage that would accept a full canopy design similar to that used on the Christen Eagle.

It took more than a year to build a complete welded fuselage and tail feathers, and more time yet to build the engine mount and control system. During breaks in working on the fuselage I began building a set of wings in my apartment. The apartment had one long wall that ran from the dining area into the living area, with a straight shot out the patio door fortunately it was a ground level apartment. Along that wall two table saws, a drill press, and sawhorses were set up. A new air compressor adorned the dining area, but it was only being stored on its way to someplace else thankfully there was no v outlet in the dining room.

Any measly furniture that had been inherited from home or college was relegated to a corner, with chairs upended like tavern stools at closing time. I essentially lived in the bedroom, which was really not much different from the living conditions I had just left behind while attending college. Upper Wing Spar in Apartment. The upper wing spars were well under way when it looked like it might be a good idea to put some carpet protection down, and everything was moved out to put some protective pads in place.

After seeing the carpet again in these photos, this step could have been skipped. Building wing ribs was highly repetitive work but it also was a great way to spend Christmas vacation in the apartment.

And there were something like 44 ribs just for the wings on the S-2, not counting the small ribs needed for the four ailerons. The wings were also an ideal apartment project. Even assembling the twenty-foot upper wing was not a major problem, although the occasional end flipping had to be accomplished by scooting out the patio door, rotating, and slipping back in, usually in the dark of night.

The two lower wings were no hassle at all. It was getting to be time for things to start to come together, and I needed space. Everything moved to a hangar at an airport that was very close to our apartments. At one point earlier when I was in the midst of wing building I learned that one of the building caretakers had been inside my apartment and had seen my project.

They were not generally supposed to enter without notification, but they did anyway. The caretaker was more curious about the project than anything. There were no hazardous materials, any noise was limited to very short table saw runs, and any other machinery was no louder than a vacuum cleaner.

Messes were confined to dust and chips on carpet pads, and I kept that pretty clean. One time this same caretaker came to my door and was fairly agitated. The apartment complex was being sold and the prospective buyers had toured some sample apartments, and apparently my unit was on the tour. The buyers had apparently freaked out a bit when they first saw the nearly-finished upper wing and the machinery, but in the end they laughed it off and decided there was no harm being done. Another time in passing he was excited to tell me of another resident of the same apartment complex that also appeared to be building an airplane he had obviously been in that apartment too.

Later when I was working on a different set of wings I bought an ultrasonic motion detector alarm and placed it under my couch in silent mode so that any trips would be visible only to me. The first time it indicated a breach I called the office and asked who had been in apartment, and for what reason. It did put an end to the unauthorized visits.

Somewhere around this time Jim finished his kit-built S-2, and a whole new world opened up to us. Now we could do whatever we wanted whenever we wanted. Jim loved to give rides, and he seemed to have no shortage of passengers willing to go. Even the occasional vomit-covered windshield was no deterrent to him — it was all good fun and all part of the show. My custom S-2E project now had been completed to the point that it was due for a pre-cover inspection. After some mental anguish and the thought of having lost a couple of years of labor it looked like perhaps the best strategy at this point would be to sell the inspected two-seat airframe.

I would use the proceeds to buy a factory fuselage and other major weldments for what would now be the current single-seat model Pitts S-1T. I did sell my project after placing an ad in Trade-a-Plane. I always wondered whether he finished it. The S-1T model was the latest high-performance single-seat design from the factory. It had fully symmetrical wing and aileron airfoils. But instead of using a hp carbureted engine with a fixed pitch prop as did some of the earlier S-1 models, the T model called for a hard-to-find version IOA1E of a hp Lycoming fuel-injected engine coupled with a variable-pitch prop.

The fuselage had been redesigned primarily in the firewall area, with a different cabane structure as well, and I was really intrigued with the idea of having that constant-speed prop on a Pitts. Although the complete build plans were not yet available for the S-1T model, they were at the printers according to the manager of Pitts Aerobatics.

The T model was to be offered as a kit, or as an alternative full fabrication plans would be available for the scratch-builder. I was planning to buy some factory parts, but I was approaching the project as a scratch-built custom model and I would need that complete set of plans. I had already received enough preliminary information to proceed with wing-building, and with the understanding that full plans were forthcoming I chose to purchase only those assemblies that were most economical to buy rather than build.

The Pitts factory was located in Afton, Wyoming not far from the Tetons. We were given a nice tour of the Pitts factory by Herb Andersen himself — to an amateur builder the tour alone was worth the trip. Another nice gentleman in the shipping area spent a couple hours helping me load boxes and mount the fuselage to my pre-made roof mount. As you might expect in a location like this the work environment looked informal and relaxed, but the factory had all the characteristics of a tightly-run production facility.

Lighting was excellent, the floors were spotless, and everywhere you looked there were long aisles of shelves or racks loaded with stacks of everything from small steel brackets to finished wings. And they had a few freshly built planes all lined up ready to go. The trip back would have to be a straight shot. Factory Wings Ready for Cover. I Built My Own. Once we made it back home, everything was once again hauled into the apartment.

Since a new set of wings needed to be built, having the fuselage right there to confirm clearances and alignments would be useful. The S-1 Pitts has slightly shorter wings than the S-2, and the total rib count this time was less. Otherwise the build procedure was the same, and Christmas vacation was again dedicated to rib-building, this time a year later. Now when the wings needed to be checked against the fuselage fittings, there was no need to haul anything — the fuselage was set up, ready and waiting.

There was enough room in the apartment to have the fuselage up on the landing gear, with both wings attached, and with the engine cowling in place. It spanned two rooms and a hall to do it, but it fit. When the S-1T wing set was finished and all that could be accomplished at home was done, everything was moved to the hangar now a heated one so that the structures could be covered, sealed, and painted.

With the change the S-1T would now be offered only as a kit or a fully factory-built aircraft; a full plan set for scratch-building would no longer be offered.

This would have left me in a bind, but eventually I received assurances from Frank Christensen himself that the information would be made available as needed, and in most cases it was. The Aeronca Chief restoration was on track to be completed well before the Pitts, and there were times when I came in to assist Becky with her project. I in turn received help from her on my Pitts, particularly the covering, when the time came. At one point all effort went into finishing the Aeronca, and in it was completed and flown for the first time since it was purchased and torn down.

We had absolutely no idea that this happened while we were at the show or afterward; a couple of weeks later a box containing a Lindbergh trophy just showed up on the doorstep. The engine for the S-1T presented a unique challenge from the beginning. The IA1E engine specified for this model had a front-mounted propeller governor and was very difficult to find.

The more common rear-mount governor on the A1D version of the engine would not work with the sloped firewall of the S-1T fuselage. Purchasing a new -A1E engine was out of the question. The governor is actually an oil pump that provides variable oil pressure to the prop depending on the engine rpm and the setting of a cockpit control.

This oil pressure operates a piston in the variable-pitch propeller hub which in turn varies the blade pitch. This forms a feedback loop where any potential increase in engine rpm is met with increased blade pitch, loading the engine to maintain a constant rotational speed. The governor was calibrated to operate with the different gear ratio, and all was well. When the time came, the governor worked flawlessly. This solution enabled the use of a more widely available A1D engine, and a first-time runout engine was purchased from a local engine shop.

A factory-new solid-flange crankshaft was also purchased from Lycoming to replace the original crank. Standard crankshafts have holes bored between the threaded holes to remove a little weight.

Unfortunately a few aerobatic aircraft had been losing propellers in flight due the standard prop flange cracking around these lightening holes. Even if a prop departed the aircraft cleanly, the pilot would still have to contend with a rearward CG shift and an immediate forced landing. As recently as a couple years ago I saw a Pitts engine that had lost the flange and prop.

It was impressive, and the damage was not limited to the crankshaft. Over the period of several months I overhauled the runout engine to new specifications, which was a very immersive experience in itself. The concept of rebuilding an aircraft engine does seem terrifying to some including myself initially , but I later found this fear to be unwarranted in the context of the overall project. Anywhere that you turn in the an airplane-building or restoration project you can find a potentially life-critical element, whether it is a single critical bolt controlling the elevator linkage or a connecting rod stretch-bolt inside the engine.

Rebuilding an engine is really no different from building an airframe. Experience is certainly helpful but not required. Without experience to draw upon, you read, research, or stop and ask. Nothing is taken for granted, there is no guessing, and nothing is left unchecked. Engine manuals give specific requirements for the particular make and model, and general powerplant training manuals provide more generic overhaul procedures to fill in the gaps.

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