AOPA Pilot Magazine - May 2013 - 78

knots with its landing gear and flaps extended. The Waco
and the Waco’s ability to more quickly catch up to the
easily closes the distance with the slow-moving Bonanza.
Bonanza on our initial climb has already illustrated the
In addition to higher horsepower than the Stearman, the
point. (Pairing the Stearman against a 220-horsepower
Waco is aerodynamically cleaner with a fully enclosed
UPF–7 would have been a fairer contest.)
engine cowling and wheel fairings—accessories the stock
We return to the airport and make a series of low
Stearman must do without.
passes, then land on Runway 23. The Waco
In truth, this 1942 Stearman Model 75
approaches at 80 mph compared to 75 for
(owned, maintained, and flown by Richard
the Stearman. With its higher weight and
WINNERS
Fox) and the gleaming, candy-apple-red
greater approach speed, the Waco has
Speed: Waco
Waco Classic YMF–5D (owned and flown
more energy to dissipate on rollout than
Range: Waco
Stall: Stearman
by Marc Rossi) are about as different as
the Stearman. But the Waco’s double-puck
Climb Rate: Waco
two radial-engine biplanes can be.
Cleveland hydraulic brakes provide plenty
Short Takeoff: Stearman
The Stearman is a Spartan throwback
of stopping power. Using normal techFuel Burn: Stearman
to a bygone era when military pilots had to
niques, the two airplanes need about the
quickly master this intimidating aircraft in
same runway distance for landing.
order to progress to more complex fighters,
Pilots seeking a tactile connection to
bombers, and transports. Later, Stearmans were pressed
the gritty roots of American military aviation and the allinto hard labor as crop dusters, civilian trainers, and airtoo-mortal youngsters who faced their fears, overcame
show performers. During the past 25 years, the lucky ones
their doubts, and sacrificed so much in pursuit of aerial
have been painstakingly restored as vintage show airplanes
accomplishment and national preservation, are naturally
that evoke their unique links to American history as the airdrawn to the Stearman. Those who appreciate superior
planes in which World War II pilots first tested themselves.
craftsmanship, attention to detail, comfort, style, and
Waco biplanes played a significant role in World War
state-of-the-art avionics gravitate to the Waco. And those
II pilot training as well. But the YMF–5D is as luxurious as
of us who admire both, admire both.
AOPA
the Stearman is bare. Ever since the design was put back
into limited production in Michigan in 1986, Wacos have
EMAIL dave.hirschman@aopa.org
become known for immaculate craftsmanship and overthe-top extras: perfect paint, leather interiors, glass-panel
IFR avionics, even autopilots. New Wacos are ergonomGet a Stearman
ically excellent with optional MT wood props that are
This is potentially a silly exercise. How could you possibly vote for one classic biplane design over another?
almost impossibly smooth, and its pushrod ball-bearing
When the choice is either the Waco—with its big ramp
controls are brilliantly harmonized.
presence, fancy avionics, and comfy seats—or the
The Stearman is a rowdy, two-seat, day/VFR anachroStearman—with its undeniable history, stout legs, and
nism. The Waco is a refined, three-seat, IFR tourer with
nostalgic feel—it seems impossible that one is better.
impeccable manners.
The difference is easy to spot once you take away
the love-at-first-sight “wow factor” that is inevitable
The outside air is smooth and still as the two
with both. The Waco is pretty, and therein lies its
biplanes—first individually, then together—move into
downfall.
position beside the Bonanza photo ship. I feel kind of
Biplanes fit one mission and one mission only—fun.
sorry for AOPA Editor in Chief Tom Haines as he ginI don’t want to go somewhere in a biplane. I want to
gerly maneuvers the Bonanza for an hour of what, for him,
sit down, strap in, and feel like the king of the sky for
an hour or two. Why do I need three radios and a glass
must be tortuous slow-flight practice. My sympathy isn’t
panel to do that?
great enough to make me want to trade places, however,
The radio in this particular Stearman is garbage,
as the rear cockpit of the Waco provides a sensory feast.
which is just as it should be. It doesn’t work because
Flying wing tip to wing tip, the Stearman opens the
the airplane is meant to be flown off grass strips far
throttle all the way. I do the same, and the Waco easily
from anything that even resembles air traffic control.
The Waco, on the other hand, is intended for guys who
pulls away. The new airplane is indicating 122 miles an
buy Range Rovers and $800 fly rods for once-a-year
hour at an altitude of 2,500 feet, and the Stearman tops
fishing trips.
out at about 100 miles an hour. Advantage Waco.
Do you want a pretty airplane? Of course not. You
We rejoin, and slow down all the way to the powerknow how to change the oil in your car without looking
off stall speed. That comes at about 60 miles an hour for
up directions to Jiffy Lube. Your favorite airport chair
is broken and battered because you spend so much
the Waco as a slight buffet precedes a shallow right-wing
time in it. You know the entire point of having an opendrop. The Stearman continues flying steadily. Advantage
cockpit biplane is to feel the wind in your abundant
Stearman (which stalls straight ahead at 55 mph).
hair. You have a moustache. You want a Stearman.
We forgo the rate of climb contest—which, because
—Ian J. Twombly
of the Waco’s more powerful engine, is no contest at all,
78 | AOPA PILOT May 2013

AOPA Pilot Magazine - May 2013

Table of Contents for the Digital Edition of AOPA Pilot Magazine - May 2013