Pitts Special: The Little Biplane That Refuses to Behave

By Garth Calitz

Small, noisy, brutally manoeuvrable and about as subtle as a chainsaw in a library, the Pitts Special has spent more than eight decades reminding the aviation world that you don't need a computer, a jet engine or a billion-dollar development programme to put on one hell of an aerial display.

There are aircraft that are designed to transport people, aircraft designed to carry cargo, and aircraft designed to defend national airspace. Then there is the Pitts Special – an aeroplane seemingly conceived by someone who looked at the laws of aerodynamics and decided they were more of a suggestion than a requirement.

For more than 80 years, this diminutive aerobatic biplane has been thrilling airshow audiences, humiliating larger and considerably more expensive aircraft in the aerobatic arena, and occasionally making its pilots question their life choices. It is one of aviation's great survivors, and in an industry increasingly obsessed with fly-by-wire systems, digital cockpits and electronic flight envelopes, the Pitts remains gloriously, unapologetically mechanical.

The Pitts Special is not particularly comfortable, it isn't especially practical, and nobody in their right mind would choose one for a long cross-country journey. But then, nobody buys a Ferrari expecting it to be a sensible family estate car.

The story begins with American aircraft designer Curtis Pitts, who set out to build a purpose-designed aerobatic aircraft rather than adapt an existing machine to perform manoeuvres for which it was never intended. The first Pitts Special, designated the S-1, made its maiden flight in 1944. It was a compact, lightweight, single-seat biplane with a short fuselage, relatively small wings and a powerful engine for its size.

The design philosophy was straightforward: keep the aircraft light, strong and responsive, and give it enough power to get out of trouble – preferably before the pilot has time to create more of it. It worked.

The Pitts quickly established a reputation in competitive aerobatics, where its combination of power, low weight and exceptional control authority made it a formidable competitor. Its small dimensions and relatively high power-to-weight ratio gave it the ability to accelerate rapidly, climb almost vertically and change direction with an enthusiasm that larger aircraft could only admire from a distance.

Curtis Pitts continued refining the design, producing a family of aircraft that would become synonymous with unlimited aerobatics. And unlike many aviation designs that disappear into the history books after their initial moment of glory, the Pitts simply refused to go away.

The Pitts' secret lies in its relatively simple construction and carefully developed aerodynamics. The aircraft uses a welded steel-tube fuselage covered in fabric, with wooden or metal wing structures depending on the model. It is a construction philosophy that seems almost quaint when compared with modern composite aerobatic aircraft, but it has proved remarkably effective.

The biplane configuration provides substantial wing area within a very compact wingspan. This gives the aircraft the lift and control authority required for demanding aerobatic manoeuvres without the need for an enormous wing.

Many of the competition-oriented versions feature four ailerons, allowing exceptionally rapid roll rates. The symmetrical wing profiles used on later variants also allow the aircraft to perform effectively while inverted. In other words, the Pitts is equally comfortable flying upside down – something that cannot be said for most of its passengers, assuming anyone has been foolish enough to take one along.

Powerplants vary considerably between models and individual aircraft. Early examples used relatively modest Continental engines, while later versions commonly employed Lycoming engines producing between approximately 180 and 260 horsepower, with some specialised developments going considerably further. Considering that the aircraft is exceptionally light, this provides a power-to-weight ratio that explains much of its remarkable performance.

A typical S-1 measures approximately 4.7 metres in length, with a wingspan of just 5.3 metres. Depending on the variant, its empty weight is around 326 kg, with maximum take-off weights varying between models. For perspective, that is a remarkably small aeroplane carrying a remarkably large amount of aerodynamic ambition.

One of the most important figures in establishing the Pitts Special's reputation was American aerobatic pilot Betty Skelton. She purchased the second Pitts built by Curtis Pitts, an S-1C that she named Little Stinker. With this aircraft, Skelton won the International Women's Aerobatic Championships in 1949 and 1950, helping introduce the little biplane to a much wider audience.

The aircraft became increasingly popular among competitive aerobatic pilots, and by the 1960s it was establishing itself as a serious international competition machine.

The Pitts reached perhaps its greatest competitive prominence during the late 1960s and early 1970s. American pilots flying Pitts Specials dominated national and international aerobatic competitions, and the United States team relied heavily on the type when it secured the World Aerobatic Team Championships in 1970 and 1972. Individual world champions also flew the aircraft, cementing its reputation as one of the most successful aerobatic designs of its era.

The two-seat S-2 followed, with its first flight in 1967 and certification in 1971. Affectionately known as the Big Stinker, it gave instructors and experienced pilots the opportunity to introduce others to the rather unusual experience of deliberate, controlled flight in directions that conventional aviation training generally discourages. The S-2 also became an important platform for aerobatic instruction and airshow performance.

The variants: choosing your particular flavour of madness. Although the Pitts family shares a recognisable appearance, there are several significant differences between the variants.

• S-1C: One of the original single-seat configurations, available in plans-built form and with a range of engine installations.

• S-1S: A more competition-oriented single-seater featuring symmetrical wings and four ailerons.

• S-1T: A factory-developed single-seat version with a more powerful engine installation.

• S-2A: The original production two-seat aerobatic trainer.

• S-2B: A more powerful two-seat development with improved performance.

• S-2C: A later development of the two-seat Pitts, representing the modern production lineage.

  
  

There are also specialist developments, including the S-1-11B Super Stinker, which takes the original concept considerably further with a much more powerful engine.

The distinction between the models matters because not every Pitts has the same performance envelope, structural limitations or operating characteristics. The aircraft's aerobatic capabilities must always be considered against the approved limitations of the particular airframe. The modern Pitts is still closely related to Curtis Pitts' original concept. That is perhaps the greatest compliment to the designer: more than eight decades later, the basic formula remains relevant.

The Pitts Special is something of a guaranteed crowd-pleaser at any airshow. Its compact dimensions make it appear almost toy-like when compared with larger aerobatic aircraft, but that impression disappears the moment the engine is opened up.

The Pitts can perform tight loops, rapid aileron rolls, snap rolls, hammerheads, inverted flight and a host of other manoeuvres that demonstrate just how much performance can be extracted from a relatively small airframe. Its short wings and powerful control surfaces make it exceptionally responsive. The aircraft can change attitude rapidly, while its relatively low weight allows it to accelerate and climb with impressive enthusiasm.

One of its most recognisable characteristics is its ability to perform sustained inverted manoeuvres. The aircraft's symmetrical wing section and aerobatic design make this possible, although sustained inverted flight requires an appropriate fuel and oil system.

It is also an aircraft that demands respect. The Pitts is not particularly forgiving of poor energy management, inappropriate control inputs or careless handling. Its small size, high performance and relatively demanding landing characteristics mean that it is best approached with proper aerobatic training and experience.

The landing can be particularly entertaining for spectators. With its short nose, biplane configuration and limited forward visibility, the pilot's approach is not quite the same as looking over the nose of a Cessna 172. The aircraft's landing attitude and handling require familiarity, precision and a healthy appreciation for runway alignment. In short, the Pitts is not an aeroplane in which to discover that you have forgotten how to land.

South African aviation audiences are certainly no strangers to the Pitts Special. The aircraft has long been part of the international aerobatic tradition, and its unmistakable silhouette is familiar to enthusiasts who regularly attend airshows and fly-ins. South Africa has a particularly enthusiastic general aviation and aerobatic community, with a strong tradition of privately owned aircraft, competitive aerobatics and display flying. The Pitts fits comfortably into that environment.

There is also the practical consideration of parts and maintenance support. While the Pitts is mechanically relatively straightforward, it is a specialised aircraft, and keeping one airworthy requires people who understand its construction and operating characteristics. Nevertheless, for someone interested in serious aerobatics, few aircraft offer the same combination of heritage, performance and character.

And unlike some modern aircraft that seem to require an engineering degree just to understand the cockpit, the Pitts offers a rather refreshing proposition: a stick, a throttle, an engine and a pilot who knows exactly what he is doing.

Modern aerobatic aircraft have moved on considerably. Carbon-fibre winged monoplanes such as the Extra 330SC and other purpose-built competition machines offer extraordinary performance, improved structural efficiency and capabilities that would have been difficult to imagine when Curtis Pitts first took his little biplane airborne. The Pitts is no longer the undisputed king of unlimited aerobatics. That particular crown has moved to Extra, but that by no means makes it irrelevant. The aircraft remains popular for sport aerobatics, advanced training and airshow performances. Its relatively simple construction, established design heritage and distinctive flying characteristics continue to attract pilots who appreciate an aeroplane that demands genuine flying skill.

There is also something rather appealing about the fact that the Pitts has survived generations of aviation technological advancement without needing to reinvent itself completely. It does not need a glass cockpit, an electronic flight control system or a computer to tell it which way is up. In fact, it spends a considerable amount of its working life demonstrating that the question is largely academic.

Curtis Pitts created something rather special when he designed his little biplane in the 1940s. He was not attempting to revolutionise commercial aviation, create a new military platform or secure a lucrative government contract. He simply wanted an aircraft that could perform aerobatics exceptionally well. He succeeded rather spectacularly.

In an aviation industry increasingly dominated by technology, certification complexity and ever-growing development costs, the Pitts Special is a reminder that good aircraft design does not necessarily require complicated solutions. Sometimes, all you need is two wings, a powerful engine, a lightweight airframe and a pilot with considerably more confidence than common sense. And if the resulting aeroplane happens to spend half its display flying upside down, so much the better.

The Pitts Special is not merely an aeroplane. It is a flying demonstration that aviation was never supposed to be boring.