The Lucus Oil Pitts was originally built by the Aviat Aircraft Factory in Afton Wyoming and finished in January of 1998. There were two other factory built Super Stinkers (Pitts S-1-11B's) built prior to this plane. Serial Number 4003 (The Lucus Oil Pitts) was the third and last factory built S-1-11B, and to this date the most modified, highest performance plane to fly out of the factory.

At the end of 1999 competition aerobatic season, I had just finished my second year of Sportsman Category and one regional contest in the Intermediate Category flying a 150 HP. S-1C Pitts. Just two ailerons, limited power, this Pitts lovingly referred to as "Little Orange" was a fantastic airplane that taught me the basics but was limited. I began looking for a plane that could eventually help me get through the Intermediate and Advanced and hopefully someday, on the U.S. Aerobatic Team.

I have always been flipped out over the S-2S and the S-1-11B design, so when Tom Kerns called to tell me he found a wrecked S-1-11B on Ebay, I knew that this plane was one that just might fit the bill. Tom wanted the wreck for the engine and a few parts and said that, "if I wanted", I could buy the airframe. The rest is history, Tom won the bid, we hooked up the four-place snowmobile trailer to the back of my Ford Explorer and drove to Texas to load up the wounded bird we dubbed "Princess".

The wings were removed and sent to Aviat Aircraft for a complete rebuild. I was originally going to tackle the wing rebuild myself, but I soon found that these wings were completely different then the original factory plans. Aviat had made too many changes to make way for four full span ailerons. This required some internal changes and strengthening which fortunately boosted the g-limitations to plus and minus 10.

As Tom and I disassembled the airframe, we took pictures of everything. Hoses, brackets, wiring, over 300 shots to help us remember how to put humpty back together again. Tom removed the 380 HP Lycon Engine, the damaged Hartzell Claw propeller, all the radios, CD player, several flight instruments and brake components for his own monster project. I was blessed with the airframe, and that's all I needed.

Some interesting points to mention regarding this plane and the some of the changes made by the factory and a few made during the rebuild that are different than the earlier versions of the factory S-1-11B's. The Telex Pitts has four full span ailerons, approximately three bays wider on each wing. The rudder and elevator had been increased considerably in size, about 1/4 larger and squared off. I added an aluminum belly to help with inspections and quick maintenance. The 500-5 tires were replaced with 400-4's, and the same wheel fairings that were fitted for the Panzel Staudacher now dressed the Pitts. This reduced the drag area of the main tire area by at least 25 percent. A Garmin 250XL and matching transponder were installed along with the JPI instruments EDM 700 engine monitoring system, Unison's Slick Start, a complete B & C electrical system, starter, battery, a solenoid manual shut off switch and a digital fuel flow system for accurate fuel management.

The flying characteristics are wonderful. The wings were rigged with zero dihedral. That's great for aerobatics but makes for long cross countries. I have found no surprises with upright or inverted spins. Snap rolls are a twitch of the wrist and lots of rudder, timing is everything. Also, the stick pressure is fingertip, no more two-handed rolls or teeth gritting elevator pressure. I have found that this machine loves to torque roll and tumble all day long.

Telex Pitts S-1-11b Specifications