Thorp Air Command - T18.net

Correction: Tail wheel a foot below the mains.

_________________
Bob Highley
N711SH
SN 835
KLAL

Landing tailwheel first is usually NOT the approved solution..
Tailwheel touching down WILL unload the wing which can produce a crow hop. Hence the term, Three point.
Cubes

Get a ride and just buy one.

You'll probably end up with the project you always wanted anyway.

D

I've only flown one tailwheel airplane, a Stinson 108, in which I got my tailwheel endorsement. There was no hopping in that one, and unloading the wing was an advantage. Perhaps I simply didn't have the mains high enough to induce the hop. Also, the mains on the Stinson are very soft, unlike that of the T-18. That Stinson sure put a smile on my face.

Regarding weights, Google brought me to the 12/64 issue of Popular Mechanics today, and it gives a clue as to the design weight of the T-18 over time. They reported the basic design still had exposed cylinders, no canopy, and no flaps. Blind rivets are touted. Oddly, the trim system was still under design. The empty weight is listed as 694 lb, so it was already well beyond the 600 lb first mentioned in the EAA magazine, when Thorp was beginning the lay out. Warwick's plane, the first to fly, had a big engine, CS prop, and full electrical system and was over 900 lb--just like most T-18s today.

It seems Thorp and I are on the same wavelength. I glanced at his first article in Sport Aviation today, when the design still had no flaps, and I see he was calling for 11 deg in the 3 point, up from the 9.5 deg now in the plans, and about what you'd get adding 4" to the mains. It's not clear to me where the extra 1.5 deg went. That early drawing had a tailwheel more like the Trusty, rather low, but that wouldn't get you 1.5 deg. The 3-view in the plans indicates the view over the cowl (10.5 deg down) is more than the 3 point attitude, so perhaps once he had flaps he jacked up the tail to give a better view down the runway. The available 2" longer mains plus the Trusty should get you close to the original specs for the 3 point.

Karl

edit: trig. error!

KWK,

I also transitioned from a Stinson to the Thorp. The Thorp made me realize how sloppy I could be with the Stinson 108-3 and look good when landing. The speeds were about the same on final approach.( 80 mph)

Jim

I've had others tell me the Stinson is one of the easiest tailwheel aircraft to land. On my T-18 demo ride, I noticed the owner was very focused on the landing, but he made it look as easy as on the Stinson.