Okay guys and gals, I crashed my sukhoi (came out of a tumble deadstick with insufficient altitude to recover[&o]) and my wife wants me to get a biplane. I didn't argue! I've decided on the Cermark Pitts ARF and was wondering if anyone knows who has the best deal? Chief has it for $350. Can anyone beat that? I'm going to the AMA show in Ontario this weekend...should I wait and try to buy it there? Can I buy it there?

Also, someone here on RCU (can't remember who) runs a G-26 on ignition on their Pitts. I was hoping to get a flight report with that setup. I'd like to do the same but am a little concerned about the weight.

Thanks for the help guys. Later!

I bought mine right from Cermark. Still putting it together. I am going to run G26. Leave it as magneto because electronic conversion only adds about 200 rpm with a lot of cost. Invest in good servos and use 2 for elevator and rudder in tail.

John

Thanks for the advice John. The main reason I am considering the electronic ignition is to save weight. Any gains in performance will be a bonus! Do you happen to know how much weight the electronic ignition conversion saves over the magneto? I really like the idea of a gas engine but do not want to turn this beautiful flying plane into a flying pig.

How's the plane coming together? Have you run into any snags? Please keep us updated with your progress. Thanks and take care.

ptgarcia,

The price at Chief includes shipping. That should save you some money compared to other suppliers. By the way, it is a fairly big box. I'm going with a Moki 1.35 on mine.

TX

I'm going with a YS 140 DZ on mine. This will be my 2nd Cermark Pitts. I had one of the original ones with a YS 140L on it. They are great flying planes! Another good engine for it would be the O.S. 160. I'd stay away from the extra weight of a gas engine on a plane this size. Just my humble opinion. They always fly better light.

Jim

After doing a little research the MVVS 26cc gasser may be a better option. Considerably lighter than the G-26 at 37oz. less muffler and ignition battery. The O.S. 1.60 FX comes in at 32.6oz. and the YS 140s weigh 33 oz. It looks like a gasser will add roughly 1-lb. over glow. I'll have to think about that.

I was looking hard at the MVVS 26 myself for the Pitts. Got the 35 cc in an H9 T-Craft and it performs very well. My alternative is Saito 150 but fuel cost and slime not very appealing. Anyone know what max prop dia. for ground clearance on the Cermark Pitts?
Pete

I've got the plane finished but am having a problem figuring out how to balance it. Any suggestions or tricks?

John

Mine measures 13.0" crank to ground with the fuselage horizontal. Mine balances on the rear screw that holds the cabane struts to the upper wing; it's a little behind the stock cg, but it suits my flying style without acting tail heavy. Both my old and new Cermarks are powered by YS 1.20 and fly extremely well....Good luck...JIM

I just purchased a Cermark Pitts at the AMA convention in Ontario. I will install a Thunder Tiger 1.2 (2 stroke) in it. This is a strong reliable engine that weighs about 32 oz with a Bisson Pitts muffler. I expect sparkling performance with this combo. I plan on using 4 futaba standard ball bearing servos on the ailerons. One pull-pull coreless on the rudder and 2 coreless servos on the elevator halves. I am going to replace the CA hinges on the rudder and elevator with Dubro 1/4 scale pin hinges. I have already beefed up the firewall with Triangle stock and pinning.

The RCU article on the offset hinge of the ailerons has been very helpful with installation.

If you fellow S2B enthusiasts have any further suggestions on configuring this beauty, please respond.

I was given one of the originals after the top wing blew off and its first owner made a rough landing save in the weeds. Given its flimsy construction and cheesy plywood I can't imagine it holding together with a gasser. Made the repairs and installed a Surpass 1.20 but haven't been eager to fly the thing.

New Cermark Pitts is done very well this time around. Laser cut aircraft ply and well thought out construction. Just opened the box this weekend.
They even install an antenna tube for you. It's true there's not much holding the firewall in place. Wing square to the fuse with pre-installed
mounts, and bottom wing fits nicely in the saddle. That was a pleasant surprise. Thanks to michpittsman for the hinge tip.
The hidden hinge is quite a nice touch on an ARF. Gonna mount an MVVS 1.6 gas from PRME.
Pete

O.K. Where is this hinging info you guys are refering to?

Thanks, Jim

Here's a couple pics from TCBLightning:
http://www.rcuniverse.com/forum/fb.a...ermark%2Cpitts

i am looking for the manual of Cermark Pitts-s2b(old version).
if you got that(.pdf), please send it to me !
thanks a lot!

my e-mail:
[email protected]

Ok, lets hear it... How does the plane fly with the MVVS 1.6 ?
What prop and what RPM's PLEASE :-)

I installed a G26 converted to electronic ignition (Ralph Cunningham) in mine and it flys fantastic. It flew its 10th flight today. The engine performs flawlessly and is more than enough power for this plane. I would imagine the MVVS would do well also and am very interested in hearing from someone who runs one.

I have been flying my Pitts for about a year not - super fun!!!! Keep on it with the rubber on takeoff - unless you like
lifting off 90 degress to the initial heading!

I have powered mine with an OS FX 91. Yes, it has plenty of power. The secret to all Dave Patrick designs is to keep them
light. Keeping to this concept, I also used the pull-pull on all of the tail surfaces. Works fine.

The Bisson 70 degree pitts style muffler works great on this side mounted engine. All the pipes, cylinder head and muffler are
completely contained inside the cowl. Looks great without all that hardware growing out of the cowl. I used silicone extensionn
on the exhaust - they exit out the built-in air exit already existing in the cowl (no cutting required).

First thing I did was to dump the wheel pants. I know they are esthetic - but they have always been more trouble than they are
worth on a model. Catching grass, snagging wheels, breaking loose and twisting out of alignment are all a mess to keep up with.
On a tail dragger with a tendency to nose over - you need all the breaks that you can get. Get rid of the pants and oversize the
wheels. I upsize with Sullivan low bounce (light) wheels. To dress them up I use the old hub caps that they used to make. I looks
fine and most importantly, they keep the plane off it's back.

I did add some cross strut support for the main gear. Also added some plywood to the gear mount. This supports the
gear better and keeps the frame from bending when the gear is stressed. If you check out the real Pitts, it also had extra
support struts for the main gear.

One other alteration - I used two servos to power all four ailerons. This saves weight > and the real plane uses this method also.
One problem with the hardware provided with theisplane - there is a little slack in each connection - from the servo - to the
lower ailerons, to the upper ailerons. By the time you get to the upper ailerons, there is considerable slop in the control surface. Not good!! Control surface "flutter" is a real possibility. So - I replaced the alieron connecting arms with carbon fiber rods and capped them off with "ball" attachments. Took the flutter right out!!!

Please keep in mind that > with GP Christen Eagles and Pitts > the lighter you keep the airframe - the less problems you will have
with "bounce" on landings. These outstanding planes can be made less challenging to fly > by keeping the weight and power down!!!

How can you tell the old (problamatic) ones from the new and improved ones??? You'ld think the ones Chief is selling are the newer mones right???

Second question is how would you compare this plane to the DP Ultimate?

The model Chief sells is the new one. These have metal cabanes and the new interplane wing struts and then there is the new color scheme as well.

im puting a stock g26 with a B&B muffler in mine, i live at a very high altittude and im afraid i will not have enough power.
also does any one know what this plane will weigh with a stock g26, i have a feeling im going to have to add alot of wieght to the tail
thanks
A.D.

I think you might be able to make it work out if you open some kind of access hatch in the rear and place your battery there. I have my RX battery to the far rear of the cockpit area and it balances correctly. I'm using a lightened G26 with EI but I think placing the battery in the very rear as well as the servo would do the trick for you.

ya i im also runnign two 600mA batterys so it might just balance it out
by the way how much lighter is the converted g26
A.D.

It comes out 40 oz (as opposed to 53 stock) without battery and muffler. Ralph does an excellent job with all his engines but the G26 is a pleasant surprise power wise. Hauls the Cermark Pitts around with authority!