Running costs for a Fairchild PT-19?

Rule of thumb for most old junk is 6 gal per hr per each 100 hp. Ranger is a great machine. Not a bunch of maint cost if properly sorted to begin with. Great acro machine and a wing built like a bridge. P-51 burns 1 gal per min.

 

I have a bit of time in the PT-19 and PT-26. Both are easier to fly than anything I can think of. They don't act too nice if you abuse the angle of attack at low speed or even at high speed but you have to be a clutz to get to that point. They are designed to fly like the fighters that the student would be transitioning to. But they are smooth and well balanced and a real delight to fly. The PT-26 with the 200 horse Continental is the better of the two. A bit quicker on the climb and maneuvering. If the wood is good in the center section and outer wing panels, you can't go wrong with a Fairchild PT-19 or 26.
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Some old photos, the latest with my son Kris.
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There is a nice book on the PT-19/23/26 called 'Cradle of Heroes' which completely covers the history, restoration and owning of one of these great planes. IIRC, it also has a pilot manual in the text. If you cannot find a copy, I happen to have one that I can bring on my next trip to Norwood's.

 

You know Tillman, if you could stretch a bit on the $, the BT-9 or BT-13 would give you an all metal plane with a bit more speed, and still be very easy to fly.

 

yes, they do well but do require good inspection. I think most would not even consider a wooden/fabric aircraft without a hangar (although I see a lot of Bellancas sit outside).

That is a fabulous BT-15 (although it is BT-13 engined).

 

if it were me and I were serious, you cannot have too much support and research material of any kind for a 60+ year old airplane. This stuff is not often available and is the cheapest stuff you will ever get.

 

The BT-15 you see is from 3 yrs ago? I purchased it 8/06 and have put 100 hrs or so on it. More recent pictures can be Googled N73402. It was my first tailwheel aircraft. That first take off and landing was pretty daunting! If anyone has questions on the BT, let me know as I became an expert from pre buy through unforseen maintenance.

 

Thanks for posting - what a great resource. That's just the sort of thing we need on this board. Lots of help for us po-folks. Keep us from making expensive mistakes!

 

One of the only concerns I have had about the BT is the wet wing and leakages. I would love to hear your experience and any recommendations you might have for folks consideing the BT.
Many thanks

 

Having spent at least 40 plus years messing around with wood and fabric airplanes, those that live inside a hangar with good ventilation can last a long long time. Protection from moisture and ultra violet rays will add decades to the life of an airplane that isn't constructed of metal. Wood doesn't fatigue but some adhesives will deteriorate if not cared for. Wood will deteriorate from the affects of moisture and rot/fungus but if it is aerated it will go for a very long time. Fabric will too if it is kept out of the sun and moisture and has the prescribed number of coats of aluminum dope applied and some seaplane drains on the trailing edge. I have seen twenty-five year old fabric that passed the test. But I would hate to see a Bellanca Cruisaire sitting outside. I love those airplanes.

 

Prior to buying the BT she was leaking about 1/2 gallon per day. Maybe a bit more with evaporation. The first time you walk into the closed hangar and the fuel smell you get about makes you pass out, it is time to do something.

I lived with the leak for 6 months.

At annual we, 90 hrs later now have it to ZERO leak. It has stayed that way for over 1 year.

The material the AZir Corps put in was like "tar". I don't think all that tar was ver taken out by the people who put the plane back together in the late 90's.

Any BT owner will say all BT's leak. True unless you want to put $5,000 in labor into it. Lord only knows how long it will last!

I forgot the material we used to seal it up. I will get its name and post later.

I understand from the old dogs that the stress from full flaps will cause the material to crack. As such I only put 20 degrees of flaps on as max.

 

I've heard this before and this makes sense to me. It is so docile already (at least the one I flew) your 'approach' is a good way to lengthen service life. To me, if the BT fuel problem could be fixed for $5K, it would be worth it and be a great cost effective warbird/fun flying airplane.

Tillman, you listening?

 

A few words of encouragement for the future.

Insurance (unless you are self insured!) will dictate all the good training requirements. Look into that early and prep yourself.

Having a Navion Rangemaster prior to the BT taught me the ugly on insurance. Must be Navion approved instructor. Thankfully one was 100 miles away. Not many to be had. 10 hrs of dual was more than enough to get me prepared for any emergency.

I had been looking for the preverbial lower cost warbird. The L-2 , 3 and 4's looked interesting but didn't carry much.

The BT-13 and 15 at a price of 70 to 100k seemed like a possibility. Not many available. Called on a few that came up in the last few years. None of them had flown much and needed some $$ in repairs. One I was close to buying was sold and about 6 months later I saw the BT at Oshkosh. 25k later it was flying. I thought well good deal I didn't take that one! AHUH it gets better.

One day I saw in Barnstormers the BT-15 and luck would have it, it was 100 miles away. Come to find out it was 250 miles. No problem the Rangemaster got me where I wanted to go.

With in 3 weeks I had the Rangemester sold and the BT purchased. Moons definately in alignment!

Here we go on the investigation / prep work.

Prior to signing on the dotted line I was able to find out this BT was re-done a couple of years prior close to where I live. The guys who did it were well known BT old guys. They had done 5 prior to this one and this one was the last they did and they wanted to do a top notch job. Niether one wanted to fly it and they sold it to a guy in FL who promtly lost his medical and it sat for 6 months or so.

It was sold to a guy in Indiana who then traded it to the guys I bought it from even trade for a gull wing Stinson.

Confused yet?

Education still is happening.

Pre buy showed about $10,000 worth of repairs needed. he was asking $100k, I purchased for $72k I thought that should give me some cushion. Silly me!

Dip sh*t me starts the insurance process at about the same time. 20 hrs dual with an approved instructor that has BT time. Go find that one in a hurry! Luck would have it I found a guy. 72 years old. Insurance company goes into cardiac arrest on the age thing. They approved him in the end. Please don't have a medical condition prior to finish!

The dual was a great shake down cruise for the mechanical issues. They were a plenty! Bald mains, wheels out of balance, carberator loose (that was a scarrrrrry one) and just a general list of misc small stuff. Did I mention my instructor, one hell of a nice guy, retired pissed off airline pilot, would not fly if there was 1 deficiency in the airplane.

Purchased 8/06. My first annual 4/07. Total in misc maint costs $25k. No divorce yet. Heated discussions.

Went to Oshkosh last year and was able to talk to many people. Amazing if you stand by your plane, people will come up and tell you stories about relatives in WWII that had BT time. Was able to find out the BT-13 with the P&W engine with +10HP from my Wright eats about 5 gallons more per hour. Believe me when I say the BT-15 eats 22 galls an hr, after my check out I was an expert. The BT-13 guy was stunned. He can play with his prop a bit more, mine is 2 position.

Was able to fly in the warbird review program, 1 day late. We were all starting up when the P-51 crash happened. Thought about bad charma on that one. I would describe it as controlled chaos. Excellent job by warbirds of america. I lost all battery charging while flying in a circle for 25 mins in 100 degree heat and therby no radio so I just followed the guy in front of me.

Sorry for the long story but start the education early. You can own a piece of history. Would I want to spend an additional 50-75k for a retractable version (T-6), hell no. When the BT flies over and I have the prop in climb, cover your ears. I have landed at airports and had WWII pilot vets come out and somewhat in disbelief, talk about the pilot time they had. On a local EAA B-17 stop we had litterally 10's of people take time to look at the BT. Talked with 10+ old B-17 pilots including 1 with alzhiemers. What a smile he had when we got him up on the wing. He told you the same stories multiple times, but the smile was worth every penny I have put in the BT.

The BT is one of the best "buys" as it speaks to the WWII era. It doesn't cost anything to get an education for future purchases.
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I know this is late as I just now registered, but, if it does make it through, I have the PT-19 featured in the book "Cradle of Heroes", the Author restored the Plane and many pictures of course are in the book. I will try attaching a picture of it flying over our Airstrip.
The Authors name is still on the front hole side panel, "Herb Pucket"
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That is one pretty plane!
I'd keep Mr. Pucket's name on it in tribute.

Tillman - if you're still there - the Fairchild is lovely way to really experience "flying". As much as I love the T-28, and I flew it today, the love of the purity of a simple open cockpit aircraft is one of the main reasons I am building the Sopwith.

 

As I mentioned in post no. 5, I had some wonderful times in the PT-19 as well as the PT-13, 17, 22, 23,and 26. The PT-13 is a bit challenging on the ground but pure joy in the air. The PT-19 is easier than all of them but you must respect its weight and clean design when the nose is down. And it can stall wickedly if you abuse your airspeed and AOA. Same for the BT-13, both fly very much alike. Beautiful BT-13 in your photos.