Canadian Historical Aircraft Association

Stearman Group Activities

The CH2A's Stearman has proven to be our most popular aircraft with the public.The romance and excitement of flying in an open-cockpit,fabric-covered biplane is irresistible.The views of Windsor and Essex County are spectacular, providing lots of photo opportunities to our passengers.The Stearman has represented the CH2A at several air shows, including Windsor Ontario, CFB Borden Ontario and Willow Run Michigan.With the lowest flying speed in our fleet, the Stearman is also our lead Yellowbird Formation aircraft with our Chipmunks in the number two and three positions.We have approximately a half dozen qualified Stearman pilots in the CH2A. These flying activities would not happen without the steady support of the Stearman ground crew.In 1998, the aircraft underwent a major restoration of approximately 2,500 man hours through the efforts of this crew.The fabric was stripped from the airframe, the fuselage and wings closely examined, worn parts replaced, new fabric installed and fresh coats of dope and paint applied, all completed under the watchful eye of our local certified Aircraft Maintenance Engineer. Today, the ground crew assists with annual inspections and any repairs that are required due to normal use.The Stearman could not fly without the support of these dedicated people.

Of course, money is necessary to purchase the parts and materials required to maintain the aircraft, so the Stearman Group also participates in many fund-raising activities through the course of each year, including bingos, special events,air show souvenir sales and passenger rides. The Stearman Group offers a wide variety of activities for our members to enjoy.As always, the best part of the CH2A is the camaraderie among people who have a common interest in historic aviation.Join us and participate!

Vital Statistics C-FAPG

Model	B-75 or N2S-2
Year	1941
Wing Span	32'2"
Length	25'
Height	10'3 3/8"
Engine	Lycoming R680 B4E radial
Cylinders	9
Horsepower	225
Construction	Wooden spar and rib,aluminum alloy drag struts,molybdenum steel tubing,aluminum alloy stringers, arches bolted to fuselage,aluminum alloy cowling,fabric skin (original-linen,restored-Dacron)
Fuel Capacity	46 U.S.gallons
Oil Capacity	4.76 U.S.gallons,mineral
Fuel Consumption	Full throttle–23 gal/hour Normal cruise (70% power,1800 RPM)-12 gal/hour
Maximum Range (Normal Cruise)	385 statute miles
Stall Speed	55 mph
Cruise Speed	82 knots
Never Exceed Speed	186 mph
Best Rate of Climb Speed	65 knots
Best Glide Speed	65 knots
Takeoff Distance (Calm Wind)	600 feet
Maximum Gross Weight	2950 lbs
Empty Weight (Including Battery)	2058 lbs

History of the Stearman

• The Stearman Aircraft Company of Wichita, Kansas introduces a new two-seat, biplane trainer prototype called the Model 70 in 1933 at the height of the Depression, precursor to the production Model 73
• TheU.S. Navy orders 61 Model 73 Stearmans in 1934 after approval of the prototype
• Various versions of the Model 73 follow, with Lycoming R-680C-1 or Wright R-760-ET (J-6-7) engines instead of the original 220 hp Wright J-5 Whirlwind engine, as well as other minor improvements to the original design
• The familiar Model 75 Kaydet Trainer Series is produced during WWII, after Stearman becomes a division of Boeing, delivered mostly to the U.S. Navy and Army Air Corps
• The Stearman name continues to be affectionately used by both service and civil pilots anyway
• Various versions of the Model 75 follow, with a variety of engines, markings and design details, although very little change is made to the original design aft of the firewall
• Delivery of 300 Model D-75N1 (PT-27, RCAF Kaydet) to the RCAF with winterization features for Canada occurs between February-October 1942 (one is tested with an enclosed canopy over both cockpits, but this does not become a widely used feature)
• The Model 76 is developed as an export version that included armament and engines in the 320-400 hp range
• The equivalent of 10,346 Stearmans, Models 70-76, are built in total, consisting of 8,584 complete aircraft with the remainder as spare parts
• Post-war, Stearmans are sought after for conversion to crop dusters and sprayers, but are generally replaced by the late 1950's with purpose-designed aircraft
• Today Stearmans are a popular choice for aircraft restorers and air show pilots
• Model identification requires examination of the aircraft's paperwork and cockpit nameplate, as a myriad of modifications have been made to most Stearmans in the field

With grateful acknowledgement to Mr. Peter M. Bowers, author of Boeing Aircraft Since 1916, published in 1989 by the Naval Institute Press, Annapolis, Maryland 21402.For more detail, please see pp 251-269 of this definitive Boeing history.

Flying Characteristics "A Pilot's View"

Our beloved Stearman.That's how most pilots who master this aircraft think of her.She was a good trainer in her day, and remains a popular choice for pilots considering advancement to the Harvard, or, if lucky enough, the P-51 Mustang.

The Stearman is a challenging aircraft to fly, despite being classified as a "primary trainer".She's heavy, underpowered with the original engine' and the field of vision is almost negligible both on the ground and in the air.But her airframe was very much over-engineered, which accounts for how many are still being flown after 70 years.Pilots who succeeded at primary training in a Stearman during WWII were well-qualified to continue on to more advanced machines.Some might even say that we washed out potentially good pilots with the Stearman, but that will have to remain as speculation.

Starting the Stearman is the first challenge.Today C-FAPG has an electric starter, but originally one had to hand crank the starter from a position to the side of the nose behind the propeller, and from hearing the experiences of those who were delegated the job, the need for an electric starter is immediately apparent.She's a taildragger, which means that, for safety, the stick must be kept aft while the aircraft is on the ground at all times that the engine is running.When starting the Stearman, this is accomplished by holding the stick between the pilot's knees, as both hands are occupied with turning the key and twisting the magneto switch to Both after two prop turns.At the same time, the pilot must keep the toe brakes depressed with his feet.This sometimes feels like a Rube Goldberg exercise, but it can be done.

As it is difficult to see over the nose of the Stearman from the back seat where the pilot sits, S-taxiing is required to ensure that she doesn't hit anything on the way to the runway.This means that the aircraft is slightly turned first one way and then the other and back again, while the pilot looks over the side of the aircraft for any obstacles.S-taxiing means that it takes a little longer to get from the hangar out to the threshold, but one never hurries when flying a Stearman anyway, so it is best to enjoy the view along the way.Turns are surprisingly easy to do using the rudder and toe brakes in a very similar fashion to modern aircraft.In a strong wind, however, the weathercocking challenges of taxiing a taildragger are multiplied with the Stearman’s large rudder and wing area.

Run up is short and simple, checking basic engine operation, mixture, mags, etc.Of course, the pilot should not forget to check that all seat belts are properly fastened.After all, this is an OPEN cockpit airplane.

Lining up on the runway requires good peripheral vision, as it is impossible to see the centre line over the nose.The pilot checks that there is an equal amount of runway to either side of the wings to know that the aircraft is in the middle.The same rule applies to grass airstrips, the favourite haunt of Stearmans, although judging the middle can be a little more complicated in that environment.Opening the throttle gives you the first real feeling of just how heavy the Stearman is, as getting started takes a moment.The sound of that radial is absolutely unforgettable, even through a headset.Soon the tail comes up, and she lifts off. It is vital to keep an eye on the airspeed indicator, as the difference between the best rate of climb and stall is only 17 knots.Hence, one of the reasons why the Stearman was a good trainer.

It seems to take forever to get to cruising altitude in the Stearman, but the view is so fabulous, who cares!Once there, trim is reasonably effective, but pilot attention to airspeed and engine RPM continues to be vital, as even slight attitude changes greatly affect both.At 1800 RPM, the pilot can push her to 85 knots, but 80 is more comfortable. Stick and rudder movements for turns are not excessive, but she's so heavy that it takes time to get a response, so it is best to be always thinking ahead of her, another good attribute of a trainer.The Stearman is fully aerobatic but is a bit underpowered with the 220 hp. Lycoming engine, so we'll save the aerobatics for the Association's DeHavilland Chipmunks today, and simply enjoy watching the scenery without the impediment of a canopy and feel the fresh breeze in our faces.

Approach for landing is at 65 knots.Assuming this attitude causes the runway to disappear under the nose again, so steep approaches usually work best.Once the throttle is off, she sinks like a stone with all the drag of two wings and struts and flying wires, etc., but she slips very nicely when needed.As with any taildragger, keeping the wing down on the windward side is necessary.On three-point touchdown, peripheral vision is again engaged to find the centre of the runway, and the stick must be kept fully aft.Attention to rudders is absolutely critical.The Stearman's landing gear are set very close together for such a tall airplane, so that the pilot must apply appropriate control inputs immediately if not sooner to prevent embarrassing and costly ground loops.Did we mention that the Stearman was a good trainer?

Taxiing back to the hangar requires those S-turns again, stick back, looking over the sides for obstacles, checking the fuel gauge to see if a stop at the pumps is necessary.It always seems a shame to have to wipe her down and put her away, she's such fun to fly.Those who have successfully been checked out on a Stearman should be proud of their accomplishment, as they are a rare breed.