As I idly browse through the "airplane for sale" ads, I'm getting (more) confused about the differences among the different single-hole Pitts types. Based on what I read on the ACRO Web site, I thought the big difference between the S-1S and S-1T was that the S has a fixed-pitch prop, while the T had a constant-speed prop. But as I look around, I see lots of S's with constant-speed props. So, what's the difference really?

Also, feel free to register any opinions you may have about which S-1 type a person should (hypothetically) buy, including pluses and minuses of factory vs. experimental. Assume that the hypothetical person was not a mechanic- just a pilot looking to get into aerobatic competition.

Tom P.

• RE: Pitts Types,djpacro, 21:55z, 06-21-02
  • RE: Pitts Types,TomParsons, 11:43z, 06-23-02
• RE: Pitts Types,Patty_Wagstaff, 23:29z, 06-23-02
  • RE: Pitts Types,TomParsons, 15:50z, 07-11-02
    • RE: Pitts Types,Patty_Wagstaff, 20:03z, 07-31-02
      • RE: Pitts Types,TomParsons, 20:24z, 07-31-02
      • RE: Pitts Types,TomParsons, 15:11z, 08-06-02
      • RE: Pitts Types,TomParsons, 19:54z, 08-14-02
        • RE: Pitts Types,Al_Coutts, 09:47z, 09-04-02
          • RE: Pitts Types,TomParsons, 14:30z, 09-04-02
            • RE: Pitts Types,Ben_Chiu, 18:29z, 09-04-02

You've always gotta go the master for the answer to this question. Bud Davisson explains the ins and outs of the S-1's on his website link:www.airbum.com/Pitts/ThePittsSpecial.html]

I like the S-1S as value for money. I'd have the spring gear (with suitable mods to the fuselage to take the attachment loads properly) and a Haigh lockable tailwheel. I'm 6 2 and its a bit of a squeeze which is why I moved to the Laser many years ago.

Regards,
Dave Pilkington

Dave-
Thanks for the reply, and the recommendations. I have read the article you mentioned (and pretty much everything else on Budd's Web site!), but it doesn't say much about the S-1T. I think I agree with you about the S-1S, though.

Tom P.

Hi Tom

I agree with Dave in that I prefer the S-1S to the S-1T as well, but if you want to fly unlimited within a short time you probably should consider the T. As far as experimental vs. certified, I much prefer an experimental certified airplane. For a single holer, there aren't any negatives and it gives you a bit more freedom. You have to look closely at the maintenance history of any airplane you buy, and of course if you're buying an experimental airplane do some research on the builder. An experimental built airplane can be better than a factory built airplane if built right.

Patty

Patty-
Thanks for the advice. Things are getting serious now. I'm presently arranging for a prepurchase on an airplane that hits a sweet spot in among everybody's recommendations. It's an experimental S-1S, with a souped-up HIO-360 (230HP) and constant-speed prop installed. It has the longer fuselage and big rudder. Sounds to me like a T, but for a price between an S and a T!

The airplane was built in 1972, and restored in 1992. I can't find the original builder, but I have contacted the current owner (duh!) and the person who did the restoration in '92. I have asked the usual battery of questions about damage history (one nose-over in 1986, BTW), ADs, avionics, airframe/engine times, compression, etc. But if anybody knows of any secret, obscure, telling questions I should be asking, feel free to spill!

Tom P.

Hi Tom

How did the pre-purchase inspection go on that great little Pitts you found?

Patty

Hi, Patty-

Hope your OSH was good!

The inspection was put off for a while (grrr). The mechanic who is lined up to do it was away fixing warbirds at Oshkosh! But he's back now, and hopefully there will be something new to report in the next few days.

Who knew that getting into flying "hurry-up" machines would be such a great lesson in "wait"-ing?! At least the delay gave me time to get hangar arrangements made.

Tom P.

OK, I've (finally) heard back from the mechanic on the prepurchase inspection. Overall, the airplane is in very good shape. Mechanically, it looks to be in good order- compressions good, nothing about to fall off, etc. There were a couple of minor squawks, but overall no problems. And the mechanic's scorecard has the airplane rated a 9-9.5 outside, and slightly less inside (mainly because it's a little dirty in there). The mechanic would not hesitate to sign the airplane off as good-to-go for a condition inspection.

The airplane was also test-flown. The pilot liked what he saw there, too. It flew hands-off-straight. He also wrung it out through a sequence, and found no bad habits. His only complaint was that the ailerons felt a little heavy, but probably no more so that any other S-1S (he is used to an S-1T, with its symmetrical ailerons).

So, I am going out to have a look for myself on Friday. I will go over the logbooks, get an educated walk-and-talk around the airplane with the mechanic, and taxi it around for a while.

I am pretty much all set to go ahead and buy the airplane, assuming nothing turns me off when I see it. I have sought advice from many corners, including certain Jedi-Master-types, to see if I've missed anything important. The aforementioned master had a concern that I should be getting into a more "normal" S, rather than this hot-rodded airplane. Any opinions in this regard would be very gratefully appreciated!

Tom P.

Update: Well, I went out to Indiana last Friday. I talked with the mechanic, sat in and taxied around in the airplane (I imagine it must have been pretty funny to watch me zig-zagging all over the taxiway, trying to go straight with the Haigh unlocked!), went over over the logbooks, and most importantly, weighed the airplane. Turns out the airplane is VERY heavy for an S-1S (~1050lb!), and the loaded CG is pretty far aft. So, beautiful as it was, I've decided to pass on this airplane. Expensive lesson in airplane buying, but I feel wiser for the experience. Now it's back to Trade-A-Plane...

Here's a question first, though. What should I expect to see, weight and CG-wise for an S-1S? Let's compare apples to apples, and talk about weight and balance with no useable fuel and no pilot.

Tom P.

Tom - I built a stock S1S (with spring gear, l/w alt, l/w starter) and it weighs in at 845, with oil and a gallon of fuel.

Most S1Ss I know are between the 835-860lb mark.

Cheers

Al

England

Al-
Thanks for the feedback. It's good to know that there's somebody still awake on this board!

I am looking at a nice S right now. It's a factory kit, and weighs a little under 820 pounds! I'm asking more questions this time, but so far I've not heard anything especially troubling. Plans for a prepurchase inspection are in the works.

Tom P.

Greetings Tom:

> Thanks for the feedback. It's good to know that there's somebody still
> awake on this board!

Oh, we're still here. I guess just recovering from summer still.

Ben

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