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Boeing-Stearman Model 75
Boeing-Stearman Model 75
Boeing-Stearman Model 75
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The Stearman (Boeing) Model 75 is an American biplane formerly used as a military trainer aircraft, of which at least 10,626 were built in the United States during the 1930s and 1940s.[2] Stearman Aircraft became a subsidiary of Boeing in 1934. Widely known as the Stearman, Boeing Stearman, or Kaydet, it served as a primary trainer for the United States Army Air Forces, the United States Navy (as the NS and N2S), and with the Royal Canadian Air Force as the Kaydet throughout World War II. After the conflict was over, thousands of surplus aircraft were sold on the civilian market. In the immediate postwar years, they became popular as crop dusters and sports planes, and for aerobatic and wing walking use in air shows.

Key Information

Design and development

[edit]
A WAVE in a Boeing Stearman N2S United States Navy training aircraft
United States Navy N2S-2 at NAS Corpus Christi, 1943
United States Navy NS-1s of the NAS Pensacola Flight School, 1936
Boeing Stearman E75 (PT-13D) of 1944
Vintage Boeing-Stearman Model 75, Breitling SA
Boeing Stearman (PT-13D) of the TALOA in Dirgantara Mandala Museum, Indonesia
Boeing Stearman (PT-13) of the Israeli Air Force
United States Navy N2S ambulance at NAS Corpus Christi, 1942
Boeing Stearman PT-17, Museum of Historical Studies Institute of Aerospace in Perú – Lima
PT-17 "Kaydet" on display at the Museum of Aviation, Robins AFB
Boeing Stearman PT-17 Kaydet – Aeronautics Museum of Maracay

In late 1933, Stearman engineers Mac Short, Harold W. Zipp, and J. Jack Clark took a 1931 Lloyd Stearman design, and added cantilever landing gear and adjustable elevator trim tabs, to produce the Model 70. Able to withstand +12g and -9g, the aircraft was powered by a 210-hp Lycoming R-680, first flew on 1 January 1934, before flight tests were conducted at Wright Field, Naval Air Station Anacostia, and Pensacola. The Navy then requested a similar model built to Navy specifications, including a 200-hp Wright J-5 engine. The resultant Model 73, was designated NS-1 by the Navy, of which 41 were ordered, including enough spares to build another 20 aircraft.[3]

In the summer of 1934, Stearman engineers refined the Model 73 into the Model X75. The Army Air Corps evaluated the plane that autumn, powered by a 225-hp Wright R-760 or a 225-hp Lycoming R-680. In July 1935, the Army Air Corps ordered 26 with the Lycoming engine, designated the PT-13A, while the navy ordered an additional 20. In August 1936, the Army ordered an additional 50 PT-13As, followed by another 30 in October, and another 28 in December. Simultaneously, the company received orders for its primary trainer from the Argentinian navy, the Philippine Army Air Corps, and the Brazilian Air Force. In January 1937, the army ordered another 26 PT-13As.[3]

On 6 June 1941, the U.S. government issued Approved Type Certificate No. 743 for the civilian version of the Model 75. Designated the Model A75L3 (PT-13) and Model A75N1 (PT-17), about 60 were sold to civilian flights schools such as Parks College of Engineering, Aviation and Technology, and for export.[3]: 148 

On 15 March 1941, the company delivered the 1000th trainer to the Army, and the 1001st trainer to the Navy. Then on 27 August 1941, the company delivered the 2000th trainer to the Army. On 27 July 1944, the company delivered its 10,000th primary trainer.[3]: 145–148, 168 

The Kaydet was a conventional biplane of rugged construction, with a large, fixed tailwheel undercarriage, and accommodation for the student and instructor in open cockpits in tandem. The radial engine was usually not cowled, although some Stearman operators choose to cowl the engine, most notably the Red Baron Stearman Squadron.

Operational history

[edit]

Post-war usage

[edit]

After World War II, thousands of surplus PT-17s were auctioned off to civilians and former military pilots. Many were modified for crop-dusting use, with a hopper for pesticide or fertilizer fitted in place of the front cockpit. Additional equipment included pumps, spray bars, and nozzles mounted below the lower wings. A popular approved modification to increase the maximum takeoff weight and climb performance involved fitting a larger Pratt & Whitney R-985 Wasp Junior engine and a constant-speed propeller.

Variants

[edit]

Data from: United States Navy aircraft since 1911,[4] Boeing aircraft since 1916[5] 8,584 Model 70s, 75s and 76s were built, with additional "spares" bringing the number up to the sometimes quoted 10,346.[1]

USAAC/USAAF designations

[edit]

The U.S. Army Air Forces Model 75 Kaydet had three different designations, PT-13, PT-17 and PT-18, depending on which type of radial engine was installed.

PT-13
Initial production version with Lycoming R-680-B4B engine, 26 built in 1936
PT-13A Model A75 with R-680-7 engine, 92 delivered from 1937 to 1938.
PT-13B R-680-11 engine, 255 delivered from 1939 to 1941.
PT-13C Six PT-13Bs modified for instrument flying.
PT-13D Model E75 with R-680-17 engine, 793 delivered
PT-17
Version with Continental R-670-5 engine, 2,942 delivered.
PT-17A 136 PT-17s modified with blind-flying instrumentation.
PT-17B Three PT-17s modified with agricultural spraying equipment for pest control near army bases.
PT-17C Single PT-17 conversion with standardized Army-Navy equipment.
PT-18
Version with Jacobs R-755-7 engine, 150 built. Further production was cancelled as the engines were needed for other types of trainers.
PT-18A Six PT-18s modified with blind-flying instrumentation.
PT-27
USAAF paperwork designation given to 300 D75N1/PT-17 aircraft supplied under Lend-Lease to the Royal Canadian Air Force. The last example built, FK108, had a canopy installed.[a][6]

US Navy designations

[edit]
NS
Up to 61 Model 73B1 delivered, powered by 220 hp (160 kW) Wright J-5/R-790 Whirlwind radials[7]
N2S
Known colloquially as the "Yellow Peril" from its overall yellow paint scheme.
N2S-1 Model A75N1 with Continental R-670-14 engine, 250 delivered.
N2S-2 Model B75 with Lycoming R-680-8 engine, 125 delivered in 1941.
N2S-3 Model B75N1 with Continental R-670-4 engine, 1,875 delivered.
N2S-4 Model A75N1 with Continental R-670-4 and -5 engines, 457 delivered of 579 ordered, including 99 PT-17s diverted from U.S. Army orders.
N2S-5 Model E75 with Lycoming R-680-17 engine, 1,450 delivered.

Company designations

[edit]
Stearman 70
Company designation for prototype, powered by 215 hp (160 kW) Lycoming radial engine, designated XPT-943 for evaluation[8]
Model 73
Initial production version, 61 built for U.S. Navy as NS plus export variants[7]
Model 73L3
Version for the Philippines, powered by 200 hp (150 kW) R-680-4 or R-680C1 engines, seven built[9]
Model A73B1
Seven aircraft for Cuban Air Force powered by 235 hp (175 kW) Wright R-790 Whirlwind, delivered 1939–1940[9]
Model A73L3
Improved version for the Philippines, three built[10]
Stearman 75
(or X75) Evaluated by the U.S. Army as a primary trainer, the X75L3 became the PT-13 prototype. Variants of the 75 formed the PT-17 family.
Stearman 76
Export trainer and armed version of the 75 with a gun ring and one or two fixed forward firing machine guns.
A76B4
5 built for Venezuela.
A76C3
15 built for Brazil.
B76C3
15 built with cameras for Brazil.
76D1
16 built for Argentina and three for Philippines as BT-1.
S76D1
seaplane version of 76D1 for Argentina
76D3
24 built for Philippine Constabulary as BT-1 armed advanced trainer, and 24 built for Cuba.

Other designations

[edit]
Stearman XPT-943
Designation assigned to the X70 evaluated at Wright Field
Stearman Kaydet
Name used for aircraft in Royal Canadian Air Force service
American Airmotive NA-75
Single-seat agricultural conversion of Model 75, fitted with new, high-lift wings[11]

Operators

[edit]
 Argentina
 Bolivia
 Brazil
Brazilian Air Force Model A75L3 and 76.[15]
Canada
Royal Canadian Air Force received 301 PT-27s under Lend Lease.[16]
 Republic of China
Republic of China Air Force received 150 PT-17s under Lend-Lease,[17] and 104 refurbished aircraft post war in Taiwan. The ROCAF used them until 1958.[18]
 Colombia
Colombian Air Force[14]
 Cuba
 Dominican Republic
 Greece
 Guatemala
 Honduras
 Iran
Imperial Iranian Air Force
 Israel
Israeli Air Force purchased 20 PT-17s.[19]
 Mexico
Mexican Air Force
 Nicaragua
Nicaraguan Air Force[citation needed]
Paraguay
Paraguayan Air Force[14]
 Peru
Peruvian Air Force[citation needed]
Philippines
Philippine Constabulary Air Corps
Philippine Army Air Corps[15]
Philippine Air Force
 United States
United States Army Air Corps/United States Army Air Forces[15]
United States Marine Corps[citation needed]
United States Navy[15]
 Venezuela
Venezuelan Air Force[15]
 Yugoslavia
Yugoslav Air Force

Surviving aircraft

[edit]

A considerable number of Stearmans remain in flying condition throughout the world, as the type remains a popular sport plane and warbird.

Argentina

[edit]
Argentine Naval Aviation N2S-5 preserved in flight condititon

Australia

[edit]
  • 75-6488 – B75N1 registered as VH-EYC, airworthy, owned by Steven Bradley, South Australia 5134[20]
  • 75-7462 - B75N1 - registered as VH-PWS, airworthy, owned by Michael Murphy, Royal Aero Club of Victoria.
  • 75-8314 – E75 Registered as VH-USE, airworthy, owned by Raalin, Western Australia 6208[21]

Austria

[edit]
  • 75-2606 – Registered as OE-CBM, airworthy
  • 75-5032 – PT-17 Registered as OE-AMM, airworthy at Hangar-7, Salzburg[22]

Brazil

[edit]

Canada

[edit]

Colombia

[edit]

Iceland

[edit]

Indonesia

[edit]

Israel

[edit]

Mexico

[edit]

Netherlands

[edit]

New Zealand

[edit]
  • 75-647 – PT-17 airworthy with R. J. S. Jenkins in Ardmore, Auckland.[49]
  • 75-2055 – PT-17 airworthy with R. B. Mackley in Milford.[50]
  • 75-2100 – PT-17 airworthy with Classic Aircraft Sales Limited in Blenheim.[51]
  • 75-2724 – PT-17 airworthy with B. L. Govenlock in Hastings.[52]
  • 75-3132 – PT-17 airworthy with the Antonievich Family Trust in Pukekohe.[53]
  • 75-3655 – PT-17 airworthy with M. P. Cantlon in Mount Maunganui.[54]
  • 75-4245 – PT-17 airworthy with the Strome Farm Trust in Drury.[55]
  • 75-5064 – PT-13D airworthy with the Stearman Syndicate in Drury.[56]
  • 75-5907 – PT-13D airworthy with Stearman 03 Limited in Mount Maunganui.[57]
  • 75-8025A – N2S-3 airworthy with M. J. Dean in Mount Maunganui.[58]

Peru

[edit]

Spain

[edit]

Switzerland

[edit]
  • 75-5436 – PT-13D is airworthy, registered as HB-RBG, and based at the Fliegermuseum Altenrhein.[61] Built in 1943 and restored to airworthiness in 1989 after sustaining considerable damage during an emergency landing in the grounds of the Stadler Rail factory in Altenrhein due to engine failure.[62]

Taiwan

[edit]

United States

[edit]
Boeing-Stearman NS2-S at the Arkansas Air & Military Museum in Fayetteville, Arkansas
Boeing-Stearman Kaydet at the Air Zoo
Boeing Stearman at the Cavanaugh Flight Museum
Boeing Stearman at the College Park Aviation Museum

Specifications (PT-17)

[edit]
3-view line drawing of the Boeing N2S-3
3-view line drawing of the Boeing N2S-3

Data from United States Military Aircraft since 1909[115]

General characteristics

  • Crew: 2
  • Length: 24 ft 9 in (7.54 m)
  • Wingspan: 32 ft 2 in (9.80 m)
  • Height: 9 ft 8 in (2.95 m)
  • Wing area: 298 sq ft (27.7 m2)
  • Empty weight: 1,931 lb (876 kg)
  • Max takeoff weight: 2,635 lb (1,195 kg)
  • Fuel capacity: 46 US gal (38 imp gal; 170 L)
  • Powerplant: 1 × Continental R-670-5 7-cylinder air-cooled radial piston engine, 220 hp (160 kW)
  • Propellers: 2-bladed fixed-pitch propeller

Performance

  • Maximum speed: 124 mph (200 km/h, 108 kn)
  • Cruise speed: 96 mph (154 km/h, 83 kn)
  • Service ceiling: 13,200 ft (4,000 m)
  • Time to altitude: 10,000 ft (3,000 m) in 17 minutes 18 seconds
  • Wing loading: 9.9 lb/sq ft (48 kg/m2)
[edit]
Main article: Aircraft in fiction § Boeing-Stearman Model 75

See also

[edit]

Aircraft of comparable role, configuration, and era

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Boeing-Stearman Model 75

View on Grokipedia
from Grokipedia
The Boeing-Stearman Model 75, commonly known as the Kaydet, is a two-seat, open-cockpit designed as a primary trainer, featuring fabric-covered wooden wings, a steel-tube , and single-leg , with over 10,000 units produced from to 1945, including variants and equivalent aircraft from spare parts. Developed by the Company in , as a private venture in 1933, the Model 75 evolved from earlier designs like the Model 73, incorporating a lengthened , larger surfaces, and NACA 2213 airfoils for improved stability and handling suitable for novice pilots. Following Boeing's acquisition of Stearman in , the aircraft entered production and first flew in October , quickly gaining adoption by the U.S. . During , the Model 75 served extensively as the U.S. Army Air Forces' primary trainer under designations PT-13 (powered by a 220-horsepower engine) and PT-17 (using a 220-horsepower engine), while the U.S. Navy operated it as the N2S Kaydet with similar engine variants; additional models included the PT-18 with a 300-horsepower Jacobs R-755. Approximately 8,584 units were fully assembled, including exports like 300 PT-27s to , training thousands of pilots through its rugged, forgiving flight characteristics. Key specifications for the standard PT-17 variant include a of 32 feet 2 inches, a maximum speed of 124 , a cruise speed of 95 , a range of 505 miles, a service ceiling of 13,300 feet, and a of 2,635 pounds. After the war, surplus Model 75s were demilitarized and repurposed under FAA A-743 for civilian roles, including crop dusting (often upgraded with a 450-horsepower R-985 engine), , wing-walking, and recreational flying, with about 1,500 examples remaining airworthy as of 2020 among enthusiast communities.

Development

Origins and early designs

Lloyd Stearman, an aviation pioneer and aircraft designer, played a pivotal role in establishing the Stearman Aircraft Company in 1926 alongside partners Fred Day Hoyt and George Lyle in . Initially focused on producing rugged, reliable biplanes for civilian applications such as transport and sport flying, the company relocated to , to capitalize on the region's growing aviation industry. Stearman's early designs, including the C-1 and C-2 series introduced in 1927, emphasized durability and simplicity, setting the stage for future amid the economic challenges of the late . The evolution toward the Model 75 began with the Model 6 Cloudboy, designed in 1930 as an affordable entry-level for primary . Intended for both commercial flight schools and potential evaluation, the Cloudboy featured a fabric-covered steel-tube , wooden wings with spars, and a ranging from 165 to 300 horsepower, making it suitable for low-speed handling and stall recovery. This design progressed through prototypes like the Model 70, developed hastily by late 1933 under chief engineer Mac Short, and its refinement into the Model 73 (designated NS-1 for the U.S. Navy), which marked Stearman's first sale and validated the configuration for training roles. Key design decisions for the emerging Model 75 prioritized a single-bay biplane layout with unequal wing spans—typically a longer upper wing for enhanced lift distribution—and backward stagger to improve pilot visibility and stability at low speeds. Open tandem cockpits accommodated instructor and student, while fixed landing gear with a tailskid ensured ruggedness on unprepared fields, all tailored for primary training without advanced instrumentation. These choices reflected Stearman's emphasis on forgiving flight characteristics, such as the N-22 airfoil for gentle stalls, drawing from lessons in the Cloudboy series. During the , Stearman targeted initial sales to civilian operators, including crop dusters and private pilots seeking cost-effective aircraft, while courting military interest to offset declining commercial demand after the 1929 . Conceptual sketches for the Model 75, building on the Model 70's framework, incorporated these elements to appeal to budget-conscious markets, with the company's acquisition by in 1934 providing resources for further refinement under corporate oversight.

Prototypes and testing

The Stearman Model 70 was constructed in , during late 1933, taking approximately 60 days from initial design to completion as a private venture to meet emerging trainer requirements. Featuring a welded steel-tube stressed to +12G and -9G limits, it incorporated a main , lower-wing ailerons, and a new with adjustable for enhanced stability. The sole , bearing constructor number 701 and experimental registration X571Y, represented a blend of prior Stearman designs, including the Model 6 Cloudboy, optimized for primary . The Model 70 achieved its on January 1, 1934, piloted by company David "Deed" Levy over Wichita, where initial handling qualities were reported as favorable. Powered initially by a 210-horsepower nine-cylinder radial engine, the demonstrated robust structural integrity during early ground and flight checks. Subsequent evaluations also incorporated a 200-horsepower J-5 radial for naval variants, allowing comparative assessments of powerplant performance in the configuration. Flight testing progressed through phases focused on stability, characteristics, and spin recovery, with the prototype undergoing rigorous evaluations by the Air Corps at Wright Field and the U.S. at Naval Air Stations and Pensacola in early 1934. While longitudinal and lateral stability proved adequate for training purposes, the aircraft's behavior was critiqued as overly benign, with the noting insufficient authority for one-turn spin recovery following a 10-turn descent, prompting concerns over its suitability for developing pilot airmanship skills. In response to test data, modifications were implemented iteratively, including the addition of and spin strips along the wing leading edges to sharpen break characteristics without compromising overall . Further refinements for production models involved fuselage lengthening by about 10 inches for improved clearance and , enlargement of the surfaces to enhance directional control, and adoption of the NACA 2213 airfoil section on the wings to optimize lift distribution and reduce drag. These evaluations culminated in the Model 70's approval for military adaptation, with the U.S. Navy issuing an initial contract in May 1934 for 41 examples as the NS-1 (a Model 73 derivative with J-5 engines), marking the first orders derived from the prototype's . The Army Air Corps followed with evaluations leading to a 1936 contract for 26 PT-13 trainers (Model 75 configuration), validating the design's potential as a standardized primary trainer.

Production history

In 1934, the Boeing Aircraft Company acquired the Stearman Aircraft Company, integrating it as a and consolidating production at the existing facilities in , where Stearman had relocated from in the early . Pre-war production from 1934 to 1941 emphasized the civilian Model 75 for and sport flying, alongside initial orders for the PT-13 and PT-17 variants as primary trainers for the U.S. Army Air Corps. Early output was modest, with 26 PT-13 aircraft delivered in 1936, and production began to ramp up significantly in 1940 with orders for hundreds of units that year, reflecting growing demand for affordable trainers amid rising needs. The onset of triggered a massive production surge at the Wichita plant from 1941 to 1945, where the Stearman division manufactured the Model 75 in large volumes for both and use, including 2,942 PT-17s and 1,875 N2S-3s as representative examples of the wartime variants. Overall, output exceeded 10,600 units when accounting for 8,585 fully assembled airframes plus components equivalent to approximately 2,000 additional aircraft, establishing the Model 75 as the most produced U.S. military . This scale was achieved through expanded factory capacity at Wichita, which employed thousands and prioritized standardized assembly lines for rapid fulfillment of contracts. Production wound down in early 1945 as wartime demands eased, with the final units completing orders before surplus were disposed of through sales to civilians, marking the end of Model 75 manufacturing that year.

Design

Airframe and aerodynamics

The Boeing-Stearman Model 75 employs a classic configuration optimized for primary , featuring upper and lower wings each with a span of 32 ft 2 in (9.81 ), connected by N-type streamline steel-tube interplane struts for structural integrity and minimal drag. The wings utilize equal chord dimensions of 5 ft (1.52 ) for both upper and lower wings, with the upper wing having a slightly greater span of 32 ft 2 in (9.81 ) compared to the lower wing's 31 ft 2 in, to enhance stability and lift distribution at low speeds, while both incorporate the to promote gentle characteristics and forgiving handling for novice pilots. The airframe's fuselage consists of a welded steel-tube framework covered in fabric, forming a lightweight yet robust enclosure for tandem open cockpits that prioritizes visibility and ease of instruction. The wings feature wooden spars with aluminum compression struts and bracing wires, also fabric-covered to balance strength and weight, while the follows a similar fabric-over-steel-tube design for consistent aerodynamic response. This mixed-material construction contributes to the aircraft's suitability for rough-field landings and basic without compromising trainer safety. Supporting the biplane's operational versatility, the fixed includes cantilever main legs with oleo-pneumatic shock struts, enabling absorption of impacts on unprepared surfaces typical of training environments, paired with a steerable tailwheel for ground handling. Aerodynamic refinements such as on the elevators and allow instructors and students to adjust for trim without excessive control inputs, aiding in . The overall empty weight of approximately 1,931 lb (876 kg) ensures favorable center-of-gravity positioning for two occupants in unarmed configuration, emphasizing balance for instructional stability.

Powerplant and propulsion

The Boeing-Stearman Model 75 trainer was equipped with seven-cylinder air-cooled s, mounted in the forward to provide reliable power for primary flight instruction. These engines varied by designation to accommodate production demands and supplier availability. The most common PT-17 variant used the Continental R-670-5 , rated at 220 horsepower at 2,100 RPM, which offered a balance of power and durability suitable for the 's role. The PT-13 version incorporated the series engine, typically the R-680-5 or R-680-8 model, also producing 220 horsepower, enabling similar performance characteristics while addressing initial supply constraints from the Lycoming manufacturer. In contrast, the less-produced PT-18 featured the Jacobs R-755-9 , delivering 225 horsepower for marginally improved climb and speed in advanced training scenarios. The engine installation included NACA-style cowling options on some to minimize aerodynamic drag, though many examples operated uncowled for easier access in field conditions. Propulsion was provided by a two-blade fixed-pitch , either wooden types like the Sensenich 82EM8-0-54 for optimal low-speed climb during training maneuvers or metal ground-adjustable variants such as the McCauley 1A170/DM for versatility in post-war use. These propellers were designed to achieve efficient at the engine's rated power, contributing to the Model 75's respectable initial climb rate of around 800 feet per minute. The fuel system consisted of a single 50-gallon main tank located in the upper center section, with feed directly to the for simplicity and reliability in basic training operations; approximately 46 gallons were usable, accounting for unportable reserves. This setup supported a practical range of about 505 miles at cruise speeds, emphasizing for instructional flights without complex pumping mechanisms.

Cockpit and flight controls

The Boeing-Stearman Model 75 is equipped with tandem open cockpits, positioning the student in the front and the instructor in the rear to optimize visibility and instructional oversight during flight training. These cockpits provide spacious accommodation for two occupants and feature dual controls, enabling the instructor to take over if necessary. Communication between the cockpits is achieved via an interphone system or traditional Gosport tube, essential for real-time guidance in a noisy open environment. Flight controls follow a conventional layout with a control stick for pitch and roll and rudder pedals for yaw, promoting straightforward handling for novice pilots. Ailerons and elevators are actuated by steel cables routed through pulleys and fairleads along the fuselage and wings, ensuring responsive yet forgiving inputs. The design omits flaps, emphasizing simplicity and reliance on power and airspeed management for approach and landing configurations. Adjustable seats and rudder pedals in both cockpits accommodate varying pilot sizes. Instrumentation is minimal and focused on core flight parameters, reflecting the aircraft's role as a primary trainer. The instrument panel, typically in the front with a duplicate or simplified version in the rear, includes an , , turn-and-bank indicator for coordinated turns, and engine gauges monitoring , oil pressure, fuel pressure, and temperature. This setup avoids complexity, prioritizing visual references and basic attitude awareness over advanced . The Model 75's handling traits are engineered for safety and predictability, making it suitable for instruction. It demonstrates benign characteristics at around 51 mph with power applied, where the nose pitches down gently without abrupt wing drop, allowing students ample opportunity to apply corrective inputs. For intentional , recovery follows standard procedures: full opposite to halt rotation, followed by forward pressure on the stick to reduce and restore airflow over the wings. Contributing to its trainer suitability, the aircraft incorporates safety features such as a rugged steel-tube fuselage for crash resistance and a fixed tailwheel landing gear with a wide track that enhances ground stability during takeoff and landing, though the elevated center of gravity demands precise directional control to mitigate ground loop risks.

Operational history

World War II military training

During , the Boeing-Stearman Model 75 served as the primary trainer for the (USAAF), designated as the PT-13, PT-17, and PT-18 variants depending on engine type, with training conducted through civilian contract flying schools under the Army Air Force Flying Training Command. These open-cockpit biplanes provided novice cadets with their initial exposure to flight, enabling the USAAF to rapidly expand its pilot cadre amid wartime demands; approximately half of all U.S. military pilots received their primary training in the Stearman. The United States Navy adopted the Model 75 as the N2S series, affectionately known as the "Yellow Peril" due to its bright yellow paint scheme and the challenges it posed to trainees, with operations centered at naval air stations for in-house primary instruction. This role emphasized foundational skills preparatory to carrier qualification, including solo flights, stall recoveries, unpowered landings, and mild aerobatics, helping to build the Navy's aviator pipeline for fleet operations. By 1944, the Stearman variants constituted the majority of U.S. primary trainers in service, with over 8,400 units produced across Army and Navy designations, underscoring their dominance in Allied flight instruction programs. Allied forces also utilized the Model 75, particularly the Royal Canadian Air Force (RCAF) under the (BCATP), where 300 PT-27 variants—equipped with enclosed canopies for cold-weather operations—were delivered in 1942 for use at elementary flying schools in . Although initially intended to support the of RAF and Commonwealth pilots, the PT-27's open-cockpit design proved inadequate for harsh Canadian winters, leading to their swift return to the and replacement with more suitable aircraft. The standard primary syllabus in the Stearman across U.S. and Allied programs spanned approximately 60 flight hours, focusing on essential maneuvers such as takeoffs, landings, straight-and-level flight, turns, and basic instrument familiarization to prepare cadets for advanced stages.

Post-war military applications

Following the extensive use of the Boeing-Stearman Model 75 as a primary trainer during World War II, the U.S. military began demobilizing its fleet in the immediate postwar years. Between 1945 and 1947, the War Assets Administration oversaw the disposal of surplus aircraft, including thousands of PT-17 and N2S variants, which were auctioned off at low prices—often as little as a few hundred dollars—to civilians and foreign buyers. While most were demilitarized by removing military markings, instrumentation, and armaments before transfer to civilian registries, a small number were retained by the U.S. military for utility and liaison roles into the late 1940s. Export orders provided additional postwar military applications for the Model 75. The U.S. sold examples to the Republic of China, including two modified A75L5 variants delivered in 1947 along with a manufacturing license; and to the for continued pilot instruction in their nascent . These exports, totaling several dozen aircraft, extended the biplane's service as a basic trainer in allied nations rebuilding their capabilities after the war. Although the (1950–1953) prompted a brief recall of older aircraft for refresher training in U.S. reserves, the Stearman saw only minor utilization due to its obsolescence compared to newer monoplanes. By 1948, the U.S. Army Air Forces had largely retired the type, with the U.S. Navy following suit shortly thereafter, transferring most remaining airframes to civilian markets. This marked the end of significant military applications for the Model 75, as demilitarization efforts accelerated the shift to non-military roles.

Civilian roles and conversions

Following , surplus Boeing-Stearman Model 75 aircraft entered the civilian market at low prices, often around $250 each, enabling widespread adaptations for use beginning in 1946. These conversions replaced the front with a metal hopper for pesticides or fertilizers, typically offering a capacity of up to 300 gallons based on 41 cubic feet of volume, while spraying booms were mounted beneath the wings to distribute chemicals efficiently. Thousands of these biplanes were modified for crop dusting roles, leveraging their rugged airframe and low-level flight capabilities to become a dominant force in aerial through the late . Regulatory approvals supported these adaptations, with the issuing certifications in the 1950s for agricultural operations, including supplemental type certificates that validated hopper installations and related structural reinforcements under the existing A-743. Many aircraft received further enhancements, such as corrosion-resistant coatings to withstand chemical exposure and engine swaps to higher-powered radials for improved payload handling. Beyond agriculture, the Model 75 gained prominence in and aerobatic flying from the onward, where its stable design excelled in maneuvers like loops, rolls, and during airshows. Owners frequently upgraded the powerplant to 300-horsepower engines for greater responsiveness, enabling competitive participation in events such as the in the Biplane class. In modern civilian ownership, the FAA's A-743 continues to authorize restorations, fostering a vibrant community of enthusiasts who maintain the for recreational and display flying. These efforts, combined with relatively low operating costs, have preserved over 500 airworthy examples as of the 2020s, ensuring the Model 75's enduring legacy in non-military .

Variants

United States Army Air Forces designations

The United States Army Air Forces (USAAF) designated variants of the Boeing-Stearman Model 75 primarily as primary trainers, differentiated mainly by their radial engines and minor airframe modifications while sharing a common biplane structure with fabric-covered wings and a welded steel-tube fuselage. The PT-13 was the initial USAAF production version, powered by a 220 hp Lycoming R-680 radial engine; 26 were built in 1936, followed by 92 additional units as the PT-13A and 255 as the PT-13B models with refined R-680 variants (R-680-7 and R-680-17, respectively) for improved reliability and instrumentation. The PT-13D subvariant, also with a 220 hp Lycoming R-680-17, saw approximately 1,000 built from 1943 to 1945. These aircraft served as basic flight trainers, emphasizing aerobatics and spin recovery. The PT-17 Kaydet, equipped with a 220 hp Continental R-670-5 , became the most numerous USAAF variant, with 2,942 produced from 1940 to 1943, including the PT-17B subvariant featuring added radios for communication . This model was optimized for primary pilot instruction, with open cockpits arranged in tandem for instructor and student. The PT-18 variant utilized a 300 hp Jacobs R-755 and incorporated advanced instrument panels for blind-flying ; a total of 150 were built between 1940 and 1941. The PT-27 was a specialized version for the Royal Canadian under , featuring the Continental R-670 engine along with winterization kits such as enclosed canopies, wheel skis, and cockpit heaters; 300 units were produced in 1941–1942 for cold-weather operations in . All USAAF Model 75 variants were manufactured between and at the Division in , totaling approximately 4,500 units across these designations.

United States Navy designations

The United States Navy procured the Stearman Model 75 as its primary flight trainer, initially under the NS-1 designation and subsequently as the N2S Kaydet series, adapting the biplane for instruction with emphasis on basic , takeoffs, and landings suited to carrier-capable pilots. These variants featured open cockpits for instructor-student and were painted in a distinctive dope finish—earning the nickname ""—to enhance ground spotting during training flights. Unlike the Army Air Forces' PT-13 and PT-17 designations, which focused on land-based operations with varying engines, the Navy's versions prioritized durability for coastal training environments. The earliest Navy variant, the NS-1, comprised 61 aircraft delivered between late 1934 and 1936, powered by a 220-horsepower Wright J-5 Whirlwind radial engine. These initial trainers introduced naval cadets to biplane handling at bases like Naval Air Station Pensacola, Florida, serving as the Navy's first significant Stearman acquisition before the design evolved into the more standardized Model 75 airframe. The N2S Kaydet became the Navy's principal production series, with a total of approximately 3,600 units built from 1940 to 1944 for widespread primary training. The N2S-1 subvariant, numbering 250 examples, used a Continental R-670-14 engine and omitted radios to simplify early cadet instruction, focusing on fundamental stick-and-rudder skills. The N2S-2 featured a 220-hp Lycoming R-680-8 engine, with 125 built in 1941. The N2S-3, the most numerous at 1,875 aircraft, incorporated the 220-horsepower Continental R-670 radial engine and the signature yellow dope covering for high visibility, enabling mass training programs at Pensacola and other naval air stations such as Corpus Christi, Texas, and Jacksonville, Florida. The N2S-4 used a 300-hp Jacobs R-755 engine, with 577 built from 1942-1943, while the N2S-5 had a 220-hp Lycoming R-680-17, with 750 built in 1943. Naval adaptations included reinforced undercarriages for rough-field operations and corrosion-resistant treatments on metal components to withstand humid, salt-laden air near coastal bases. By 1945, as concluded, the N2S fleet was progressively replaced by the more advanced North American SNJ Texan for basic and intermediate training, with surviving Kaydets transitioning to utility roles or surplus sales. This shift reflected the Navy's evolving needs for faster, enclosed- aircraft to prepare pilots for jet-era transitions.

Export and civilian designations

The Model 76 represented an armed variant of the Stearman , powered by a 300 hp Jacobs R-755 and equipped with wing-mounted .30 caliber s, a rear , and a bomb rack for light attack or reconnaissance missions. Approximately 3-10 units (primarily Models 73L3/76L3) were built and delivered to the in the late . Similar Model 76 configurations, designated A76C3, were ed to with 15 examples produced for military training and observation roles. International military designations for the Model 75 included adaptations for foreign operators, such as Brazil's F-75L for land-based trainer variants with Lycoming engines. A proposed Swedish designation of K 5 for an export model was evaluated but never entered production due to lack of orders. Civilian designations under the Model 75 series emphasized versatility for non-military applications, with sub-models like the 75L3 powered by a 225 hp Lycoming R-680-E3B radial engine for primary flight training. Pre-war civilian production totaled around 500 units, primarily sold to private flight schools and operators for sport flying and instruction. Post-war, thousands of surplus military airframes were converted for agricultural duties, including the A75L3 adapted as a single-seat crop duster with a forward hopper replacing the instructor's cockpit and upgraded high-lift wings for low-altitude operations. Notable conversions included the "Big Duster" configuration, featuring enlarged chemical hoppers and more powerful 450 hp Pratt & Whitney R-985 engines to enhance payload capacity for spraying.

Operators

Primary military operators

The United States Army Air Forces (USAAF) was the largest operator of the Boeing-Stearman Model 75 during World War II, utilizing variants such as the PT-13 and PT-17 as primary trainers for aspiring pilots. Over 2,100 PT-13 aircraft were delivered specifically to the USAAF, contributing to a broader fleet that formed the backbone of initial flight instruction across the service's expansive training network. By 1943, the USAAF had contracted with 63 civilian-operated primary flying schools, many equipped with Stearman biplanes to provide the foundational 60 hours of flight training required for cadets before advancing to more complex aircraft. The aircraft's rugged design and forgiving handling characteristics made it ideal for teaching basic maneuvers, takeoffs, and landings to thousands of trainees, with the USAAF's inventory peaking at 8,584 Stearmans by 1944 amid the war's peak production efforts. The also relied heavily on the Stearman, designating it the N2S Kaydet and procuring 4,318 examples starting in the late 1930s for its aviation cadet program. These served as the standard primary trainer at , where they introduced recruits to and instrument basics, enabling a smooth transition to advanced roles. Notable among trainees was future President , who logged hours in an N2S-3 during his 1943 instruction at . The Navy's fleet supported rigorous pre-solo and cross-country regimens, ensuring the production of skilled pilots for carrier-based operations. The Royal Canadian Air Force (RCAF) operated 300 PT-27 variants under the program, integrating them into the (BCATP) as essential elementary trainers at 10 flying schools across . Delivered in 1942 with serials FJ741 to FJ999 and others, these Stearmans were primarily stationed at sites like No. 31 Elementary Flying Training School in De Winton, , and No. 36 EFTS in Pearce, , where they provided initial dual-instruction flights to RCAF and Allied cadets. By emphasizing stable and short-field operations, the PT-27 helped fulfill the BCATP's mandate to train over 130,000 aircrew, with all aircraft returned to the USAAF in 1943 in exchange for Fairchild PT-26 Cornells.

Secondary and civilian operators

Beyond the primary Allied powers during , the Boeing-Stearman Model 75 was exported to several secondary military operators in and for training purposes. Brazil received 25 aircraft, consisting of 15 pre-war Model 76 variants and 10 PT-17 under , which served in the Brazilian Air Force for pilot instruction through the post-war era. Similarly, pre-war exports to exceeded 200 units, including licensed production under the CJ-1 designation for the , supporting basic flight training amid regional conflicts. The acquired the armed Model 76 variant, with 18 units contracted in the late 1930s for the , featuring wing-mounted machine guns and enhanced powerplants for light attack and roles. Other nations included , which operated around 10 Model 76 aircraft in naval service starting in 1936; with 12 units for air force training; and , which utilized surplus models post-1948 for initial pilot training in the nascent . In civilian hands, the Model 75 found widespread post-war applications, particularly as agricultural sprayers after surplus military aircraft were demilitarized and modified with reinforced structures, hopper tanks, and higher-horsepower engines. Hundreds were converted for crop-dusting operations by companies like Delta Air Lines, which adapted them for pest control and seeding in the American South during the 1940s and 1950s. The Stearman Restorers Association, founded in 1966 as a nonprofit organization, has played a key role in preserving these aircraft, promoting restoration techniques, safety standards, and educational events for over 1,000 members worldwide. As of 2025, approximately 1,000 Model 75s remain airworthy worldwide, with the majority in civilian operation in the United States for aerobatics, airshows, and recreational flying.

Preservation

Airworthy survivors

As of 2025, more than 1,000 Boeing-Stearman Model 75 aircraft remain airworthy worldwide, with the vast majority registered and actively flown by civilian operators. These numbers reflect the model's enduring popularity among warbird enthusiasts and its relative abundance compared to other vintage trainers, sustained through ongoing maintenance and restoration efforts. Restoring a Stearman to airworthy condition typically involves extensive work, including stripping the for bare metal inspection, replacing deteriorated fabric coverings with modern materials like Poly-Fiber, and overhauling the such as the Continental W-670. These projects often rely on original blueprints for authenticity, with total costs frequently exceeding $100,000 due to labor-intensive processes like repairs, rigging adjustments, and engine rebuilds that can add $20,000 to $30,000 alone. Challenges include sourcing rare parts and ensuring compliance with FAA standards, but dedicated shops like Big Sky Stearman specialize in these comprehensive rebuilds. Notable airworthy examples include the N2S-3 "" Stearman, a vividly painted U.S. trainer that debuted at in 2024 after a multi-year restoration, highlighting the aircraft's in wartime signaling. Additionally, PT-17 variants continue to serve in agricultural roles, with modified examples used for crop dusting in low-level operations across various regions, leveraging the biplane's stable handling and robust design. Many airworthy Stearmans operate under FAA Experimental category certifications, particularly those modified for enhanced with upgraded engines or structural reinforcements to handle inverted flight and high-G maneuvers beyond the original trainer limits. This category allows flexibility for performance upgrades while maintaining safety, appealing to pilots seeking sport flying experiences. Recent trends show a surge in restorations driven by the robust warbird market, with at least a dozen documented projects completed or advanced between 2023 and 2025, including high-profile returns to flight at events like the National Stearman Fly-In. In 2025, restorations continued with awards for newest projects at the September fly-in. This revival underscores growing civilian interest in preserving these biplanes for airshows, training, and recreational use.

Museum and static displays

Numerous Boeing-Stearman Model 75 variants are preserved as static displays in museums across the United States and internationally, showcasing their role as primary trainers during World War II. In the United States, a PT-13D Kaydet is on static display at the National Museum of the U.S. Air Force in Dayton, Ohio, restored to represent its factory-fresh condition from 1944 and positioned in the museum's World War II Gallery as part of the Tuskegee Airmen exhibit. This example, powered by a 220 hp Lycoming R-680 engine, highlights the aircraft's use in training over 500,000 pilots for the U.S. military. Similarly, an N2S-3 Kaydet, acquired by the National Naval Aviation Museum in Pensacola, Florida, in 1992, is preserved in wartime U.S. Navy markings after logging 2,860 flight hours during and post-World War II. This aircraft, notable for brief flights by future President George H.W. Bush in 1943, serves as a key exhibit illustrating naval primary flight training. Internationally, the Museu Aeroespacial in Rio de Janeiro, —the largest aviation museum in —houses a Boeing-Stearman Model 75, designated as a PT-A75/TP-2 in Brazilian service, on static display to represent foreign military aid during . This example underscores the aircraft's export variants used by allied forces for pilot training. Additional static displays exist in other nations, including recovered wrecks restored for exhibition, contributing to a global preservation effort estimated at over 1,500 surviving airframes in various conditions worldwide. Preservation of these static Model 75s focuses on mitigating deterioration of their fabric-covered structures, with techniques such as indoor storage in climate-controlled environments to prevent decay from humidity and UV exposure, alongside periodic inspections for corrosion on the steel-tube fuselage and wooden wings. These methods ensure long-term structural integrity without compromising historical authenticity, often involving minimal intervention like dust removal and non-invasive supports.

Specifications

General characteristics

The Boeing-Stearman PT-17, the primary U.S. Army Air Forces variant of the Model 75 biplane trainer, accommodated a crew of two consisting of a student pilot in the forward cockpit and an instructor in the rear cockpit. The aircraft's dimensions comprised a length of 24 ft 9 in, a wingspan of 32 ft 2 in, a height of 9 ft 8 in, and a wing area of 298 sq ft. It possessed an empty weight of 1,936 lb and a gross weight of 2,717 lb. The standard powerplant was a Continental R-670-5 seven-cylinder air-cooled delivering 220 hp. Configured strictly as a trainer, the PT-17 carried no armament.

Performance data

The Boeing-Stearman PT-17 demonstrated robust flight characteristics in military evaluations, optimized for primary pilot training with a balance of speed, endurance, and low-speed handling. Key performance metrics from U.S. Air Forces tests highlight its capabilities under standard conditions, including a Continental R-670-5 radial engine producing 220 horsepower.
ParameterValueNotes/Source
Maximum speed124 mph at Achieved in level flight during Army tests.
Cruise speed106 mphNormal economic cruise at 75% power.
Range505 miles with 50 gal fuelFull fuel load enabling extended training flights; standard capacity approximately 46-50 US gallons.
Service ceiling13,200 ftMaximum altitude in standard configuration.
Rate of climb1,240 ft/minInitial rate at ; variants reached up to 1,250 ft/min.
Stall speed50 mphWithout flaps, providing forgiving low-speed handling for trainees. (approximate from field evaluations)
Takeoff/landing roll500 ftGround roll over 50 ft obstacle; takeoff approximately 400 ft, landing 468 ft in tests.
These figures underscore the PT-17's reliability for aerobatic and cross-country instruction, with actual performance varying slightly by engine variant and loading.

Cultural impact

Representations in media

The Boeing-Stearman Model 75 has appeared in several films depicting aviation history and , often as a representative of early pilot instruction. Similarly, the 1944 U.S. reel Attitudes of Flight prominently featured the Stearman Model 75 (designated N2S Kaydet for naval use) to demonstrate basic flight maneuvers and recovery from unusual attitudes, serving as an instructional tool for primary pilot cadets during . Documentaries have frequently showcased the Model 75's role in aviation heritage, particularly through restoration projects and its wartime contributions. The (EAA) has produced multiple videos documenting Stearman restorations, such as a 2015 Aero-TV segment on Mike Porter's multi-year rebuild of a PT-17, emphasizing the aircraft's structural integrity and historical authenticity using original blueprints and wartime parts. History Channel programs on aviation, including episodes of from season 6 (2000), incorporated footage of Stearman trainers to illustrate the rapid expansion of U.S. air training programs, with over 10,000 units produced to prepare pilots for combat roles. In literature, the Stearman appears in pilot memoirs recounting early flight training. Chuck Yeager's 1985 autobiography Yeager: An Autobiography, co-authored with Leo Janos, describes his initial solo flights and aerobatic practice in a Stearman during U.S. Army Air Forces primary training in 1942, crediting the aircraft's forgiving handling for building foundational skills that propelled his later career. Airshow footage from the 2020s has captured the Model 75's enduring appeal in aerobatic displays, especially at major events like . Performers such as Susan Dacy have featured modified "Super Stearman" variants, powered by 450-horsepower engines, in high-energy routines including loops, rolls, and , drawing crowds with the biplane's classic lines and open-cockpit visibility during the 2024 and 2025 Oshkosh airshows.

Aviation legacy and modern significance

The Boeing-Stearman Model 75 established a foundational legacy in aviation training as the primary used by the U.S. Army Air Forces and during , where its robust construction and straightforward controls enabled over 10,000 pilots to master essential flight maneuvers before advancing to more advanced aircraft like the T-6 Texan. This emphasis on basic , stall recovery, and open-cockpit familiarity influenced subsequent biplane training protocols, which continue to inform civilian syllabi for introductory aerobatic and tailwheel endorsements. Central to the aircraft's preservation is a vibrant restoration community, anchored by the Stearman Restorers Association, a with over 1,500 members worldwide that promotes hands-on education in traditional techniques such as fabric doping, overhauls, and wooden spar repairs. The association supports the annual National Stearman Fly-In, inaugurated in 1972 in , where enthusiasts gather for technical seminars, parts swaps, and flying demonstrations that sustain these craftsmanship skills across generations. Today, the Model 75 retains modern significance through its role in experiential , including introductory flights for new pilots and public rides at events like the 2025 Aviation Discovery Fest, where it evokes the tactile essence of early military training while symbolizing World War II-era resilience. In aviation lore, it endures as a under nicknames like "Kaydet," bestowed by the for its role in cadet instruction, and "Yellow Peril," a nod to its bright training paint scheme and occasionally unforgiving ground handling traits. Looking ahead, airworthy Model 75s have seen appreciating values, with well-maintained examples routinely listed above $150,000, driven by surging demand from collectors and a broader resurgence in heritage aviation that underscores the 's timeless appeal.

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