Pt-22 Aircraft - Is the PT-22 a killer? It would be difficult to say no, since the statistics prove otherwise. It is quite obvious, after even the most cursory evaluation of the airplane, that characteristics which give the airplane its reputation are pronounced and well
known. It is a must that the pilot get to know these charac-teristics intimately so he can avoid the situations that bring them into play. This is more true of the Pt-22 than any other airplane in
Pt-22 Aircraft
its class. That doesn't make it a bad airplane. That makes it an airplane you treat with the respect it demands.
Will This Airplane Hold Its Resale Value?
wm_campaign_key = 'campaign_id'; wm_track_alt = ''; wiredminds.count (); // -> Fifteen YPT-16s were ordered in 1939 and another 30 in 1940, with the designation PT-20. Both were powered by the 125 hp Menasco engine, the PT-20
having wider cockpits and other changes to better suit military training needs. The Menasco engines did not provide as much power or reliability as the military desired, so some of the PT-20s were re-engine with five-cylinder Kinner R-440 radial engines,
rated at 132 hp. The Kinner engine was also fitted to the 100 PT-21s ordered by the Air Corps in 1941 and the 100 similar NR-1 trainers for the U.S. Navy. Once at altitude, the airplane would putt-putt
along with that peculiar Kinner rumba going on up front. In this case, it's an assymetric rhythm pattern. The cylinders on the left have short stacks while the ones on the right run into a heater muff and exit with only one stack, which makes different
Why Scale And Not Scale?
sounds in each air. On a clear blue spring day (which it was) the PT-22 dearly loves to wind its way across the landscape at 100 miles per hour, giving the pilot and passenger as comfortable
a ride as they'll ever find in an open cockpit airplane. The visibility is superb and the slip stream in the cockpit is almost non-existent, thanks to that oversized, faceted flat-panel windscreen. The military seats are adjustable for height and allow you to cruise in a low
position in total calm but to also hoist yourself up to a much better vantage point from which you conduct the landing. The MOA Foundation, Inc is a 501 (c) (3) nonprofit organization (EIN: 58-1451656) which serves to support the Museum of Aviation at Robins Air Force Base.
The Foundation is not part of the Department of Defense nor any of its components and has no government status. Any acknowledgment of Foundation supporters and donations represents a partnership with the Foundation and our efforts.
I Have Never Built An Airplane Is This Too Difficult For Me?
Nothing implied nor stated on this website represents a relationship between Foundation supporters and the Department of Defense, the United States Air Force, nor Robins Air Force Base. It is difficult to predict any market. As of writing this, it is our opinion that the airplane will have excellent resale value once completed.
After all, the only other option is to go purchase a real Ryan ST at a price of 150-500k. Climb out at 80 miles an hour is leisurely (that word again). Eric said that he has gotten as much as 1000 feet a minute, when the air is cold
and fat and when the airplane is light. However, all we got was maybe 500-600 feet a minute, which he says is typical. The PT-22 is one of those airplanes in which both weight and density altitude
can be critical factors. Reportedly, density altitude is one of the reasons the military moved the PT-22s out of the Tucson training base to locales with cooler air. The empty weight range of the ST-L is 800-830 lbs, depending on the build and pilot weight.
Can A Pt- Replica Be Made From This Ryan St Replica?
With 125 horsepower, we have a higher power-to-weight ratio and lower wing loading than the ST-A. Shoulder and leg room are increased, as well. Pilots of 6'5 "have tried on the ST replica and have confirmed the cockpit is roomier than the original.
Primary trainers represented the first of three stages of military flight training: primary, basic, and advanced. Prior to 1939, the Air Corps relied entirely on biplanes as primary trainers, but in 1940 it ordered a small number of Ryan low-wing civilian trainers and designated them at PT-16s.
They were so successful that the Air Corps then ordered large numbers of improved versions, among them the PT-22. By the time production was completed in 1942, 1,023 PT-22s had been delivered. Twenty-five additional trainers, ordered for the Netherlands, were taken over by the Air Corps in 1942 and designated as PT-22As.
What is the point in downsizing to 95% scale? The answer here is quite simple: cost and simplicity. After all, most people can’t drop 150k on a full size replica, much less 250-500k on the real deal.
Pt- Trainer - $$
Don’t ever tell yourself something is too difficult. The key to completing a project like this is to jump in and deal with problems as they arise… ONE AT A TIME. Yes, problems will arise. You are building an airplane, after all!
But when those problems creep up, treat them individually. When one task is conquered, you are ready for the next. The included instruction manual also helps to keep things going smoothly, outlining the order of operations and showing you how to deal with manufacturing methods.
This is an easy answer that becomes a complicated one. While the Ryan ST and PT-22 look similar, they were vastly different designs that had vastly different mannerisms. You can make a PT-22 “look-alike”, but not a replica.
One plane you CAN replicate was the predecessor to the PT-22, the PT-20A, another radial-powered design that had much more in common with the original ST. Chauncy had already designed the PT-22 which is a close cousin
How Accurate Is This Replica?
of the PT-22 and with not much trouble we were able to come up with this great little model .. Thanks Chauncy. I owe ya one! Even though the airplane is dirty and will come down fairly quickly when the power is reduced, it does have
some glide left, which I proved by making my approach high enough to require slipping. We were maintaining 80 miles per hour and it showed no ten-dency to fall off, as long as you kept the speed
up. If this last paragraph sounds familiar to many of you, it should. Where it says PT-22 it should be reading AT-6. There is absolutely nothing untoward about the airplane's unstable stall characteristics or tendency to spin out of a stall.
Given the altitude (since you do not have the power), these flight habits just add a little depth to the PT-22's character. It has been demonstrated many times that pilots often do not expect these characteristics
How Many Hours Will It Take And How Much Will It Cost To Build This Plane?
in such a supposedly docile trainer. If you fly it like a T-6, the airplane wouldn't bite you in a million years but try flying it like a J-3 Cub or a Stearman and you'll eventually find yourself
stalling and spinning at some very unexpected moments. You can even surprise yourself in a tight, high-bank turn as the G force burns off the speed and you suddenly find yourself tucking one direction or the other into a spin-just like a T-6 but without
the available power. When we saddled up with Friedrichsen, to poke around in the Ryan's aerial innards, we found that there were two sides to the story and both sides were correct! It does have some peculiar handling charac-teristics, but they are peculiar
only because you do not expect them in an airplane that's suppose to be a primary trainer. If it were called the BT or an AT-22 there would not be much controversy because you would expect the
I Am A Big Person Will I Fit The St Replica?
machine to be a little more demanding and a little less forgiving, which it is. Ryan also built versions of the S-T series for export to other countries including China and the Netherlands. Some of the Dutch STM's were fitted with floats and
saw service against the Japanese in Java and the Dutch East Indies in 1942. Chauncy Green designed this model along with the P-16 ST-A version with the enclosed engine..His attention to even the smallest detail sure makes for a neat little model..I think it's his best yet ... John
Trainers are on the Helicopter CDs. The Ryan PT-22 Recruit is a military trainer aircraft used by the United States Army Air Forces for primary pilot training. It was the first monoplane that the Army had used for primary pilot training, as all previous PT aircraft were biplanes.
The Rotax 912UL / ULS line of engines is the current front-runner for engine options. Because these options don’t offer the big power of a Menasco, Tigre, or LOM engine that a full size ST would require, a weight reduction was mandatory.
What Variants Can I Replicate From This Design?
Less weight means less power required which means we now have less expensive engine options. No need to plunk 30k on a Menasco and then worry about parts availability. Since we did not want to take the time to climb
up to altitude, we never did get enough space between us and the ground to do a real spin series. Eric says that it will spin with the slightest provocation but it will recover equally as
quickly. It's possible to spin in the other direction on recovery by holding the rudder a just a little too long. In coming out at the bottom of the spin it is necessary to allow sufficient
speed to build before applying G because of the possibility of inducing a secondary stall and an accompanying spin. Streamlined and dainty by comparison, the PT-22 could teach its students things the Stearman never heard of.
What Types Of Rivets Are Used On This Plane?
Supposedly Its four degree, 10 minute swept back wing was designed specifically to give unstable stall characteristics, such as those the students would encounter in the airplanes they would soon graduate to. This could be an old wives tale since it would seem more logical
that this sweepback was introduced to correct a center of gravity problem. It was also the most heavily wing loaded of the trainers, which meant ignoring the air speed on a botched approach could, and did, result in a disproportionate number of bent airplanes.
There are many who agree that the PT-22 bears much more relationship to the AT-6 Texan then its primary trainer brethren. At the same time, however, you'll run across guys like Bill Ahern and Eric Friedrichsen who have nearly a decade
of PT-22 flying behind them. Both of their Connecticut-based airplanes are products of John Gokchoff's PT-22 production company, Component Air Inc. at Santa Paula Airport in Southern California. Gokchoff builds up brand new PT-22s, including converting them to little
fighters with Ranger 200s in the nose. Both Ahern and Friedrichsen picked up their airplanes in Santa Paula and flew their 100 mile-an-hour way eastward with faith in God and Gokchoff's ability with Kinner engines. This replica is a fairly faithful representation of the Ryan ST, ST-A, ST-A Special, PT-16, PT-20, and ST-M.
It is all-metal with optional cowlings and fairings of fiberglass or aluminum, depending on the builder's tastes. Certain things had to change to bring the weight down and make manufacturing easier. For instance, the bulkheads were designed with a different flange style.
There are various other small differences, but we strived to keep the outward appearance as accurate as possible, along with the overall look and feel of the interior. So, it is a small difference in size with huge implications on weight, performance, cockpit size, and cost to build / operate / maintain.
Even parked next to a full size ST, most people will never notice the size difference. At 100% scale, there would be no possible way to meet our cost, engine, performance, and baggage goals. That 5% is the difference between a $ 75,000 replica that meets customer criteria and a $ 150,000 replica that under-performs.
Estimates indicate about 1500 hours for construction and averaging 75k to 90k US for a finished, flying airplane. The biggest cost factor will be the engine used and the ability of the builder to scrounge for inexpensive (but airworthy!) Parts.
Compare that price to a self-built hot rod, and the numbers are roughly the same, maybe a bit lower for the airplane (cars are expensive). When we first set out to design this plane, our end-goal was to afford people the opportunity to build a replica of one of the most desirable aircraft ever built, but at a reasonable price.
Designer Claude Ryan became famous following the success of Charles Lindbergh's Trans-Atlantic flight. Yet, despite the fame and attention that the "Spirit of St. Louis" brought to the Ryan Aeronautical Company, Ryan decided to concentrate more on building his flight training schools rather than additional
aircraft. By 1933 however, Ryan was once again designing aircraft and introduced a low-wing monoplane with fixed landing gear, the Sport-Trainer (more commonly referred to as the "Ryan ST"). The ST became a force in the home and export markets.
Setting up to do stalls, I found it odd that the carburetor heat should be on the right side of the cockpit as opposed to the left. This requires you to change hands on the stick and then reach over to hit the carb heat which is an absolute
necessity since the Kinner can be a real ice machine in the right conditions. Primary trainers represented the first of three stages of military flight training - primary, basic, and advanced. Prior to 1939, the Air Corps relied entirely on biplanes as primary trainers, but in 1940 it ordered a small number of Ryan low-wing civilian trainers and designated them as PT-16s.
Some notable changes are: modern airfoil, simplified elevator trim, hydraulic brakes, better tailwheel geometry, modernized landing gear that solves the "squirrely" nature often reported of the original ST, modern lightweight wheels, simplified shocks that are lighter and easier to maintain,
simplified wire attachments at the lower landing gear, simplified modernized control systems, and heavy duty aluminum I-beam wing spars. This replica retains the original-style wires with the one strut above the wing stub. All-in-all, it is a modern airplane that is very-well disguised as a classic.
The replica was designed to take a pilot as light as 150 lbs and as heavy as 220 lbs. We have confirmed the cockpit is actually roomier than an original and will fit somebody at least 6'5 "tall (and likely much taller). WATCH YOUR WEIGHT AND BALANCE !!! This airplane will not be forgiving of weight and balance negligence.
the pilot is so far aft of the CG, the less you weigh, the less your plane will weigh (less ballast required). The ideal pilot weight would be around 180 lbs, but again, up to 220 lbs.
If you flip back through the pages of America's memories, you'll run across at least one page in which the flat landscape stretches to the horizon and endless lines of khaki-clad Ray Milland look-alikes are trooping out to equally long lines
of colorfully costumed, radial engined trainers. The location was generally some geographical definition of the word "desolation" such as Hondo, Texas or Tucson, Arizona. The look of the young eagles in all of the old photographs are the same: this was a
very young nation and a very big war and the mission was to learn the art of the third-dimension warrior. With the rapid expansion of the U.S. air forces in 1941 came a similar increase in the need to train pilots and aircrews.
In that year, Ryan received orders for the PT-22, officially named Recruit, which was powered by the larger Kinner R-540 engine of 160 hp. This was to be the major production model of the Recruit, with 1,023 built.
On the PT-22, the landing gear fairing's, also called "spats" were removed from the design, as they had made it difficult to inspect and repair the landing gear. Since a military primary trainer spent at least half of its time
practicing landings and take offs with beginning pilots, care of the landing gear was more important that the slight gain in top speed that the spats provided. The controls, unfortunately, do not match the spunky appearance of the airplane.
While the military-installed ball bearings make the feel quite slick, the PT-22 is surprising in its ability to resist your efforts to move the plane. There are many airplanes of that era which are much slower to respond
but the PT-22 looks so "quick" you would assume the controls were the same way. The response could be another characteristic best listed in the "leisurely" column. The elevators, on the other hand, are quite responsive-indicating it has plenty
of tail volume. There were many variants of the Ryan ST that can be replicated using this 95% scale plane as a foundation. The variants are ST, ST-A, ST-A Special, STM, STM-2, PT-16, PT-20, and PT-20A (radial-powered).
In addition to those variants, other oddball things have shown up on the original STs, including bubble canopies and a sliding canopy that was supposedly developed for Canadian planes. During WWII, Robins AFB served as a repair and supply depot for all PT-22s serving in the Southeast.
The PT-22 on display was delivered to the AAF in July 1942 and delivered to the Tucson Army Air Field, Arizona and later served at Minter Army Air Field, California. It was declared surplus in September 1944. The Museum acquired this aircraft in 1986 through an exchange after an extensive restoration.
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