Yup...it's hanging on the wall, by the Loving's Love.T-18 N455DT set FAI/NAA first-records in class C1b [up-to 1000-KG MGTOW], around-the-world [OSH-OSH], to-Australia-and-back [USA-Australia-USA] and over-the North Pole. His first long distance record was from Hemet-Ryan CA-to-OSH ~1974.
I watched 'them' taxi for take-off 'waddling'... tires bulged, wings visibly bowed-down heavy' [with fuel]. Takeoffs at MGTOW were really scary. I think he donated DT to the EAA museum in OSH ~1984, just short of 1000-hrs total flight-time... after North-Pole flight. Mom was relieved.
I knew Don pretty well and he was a fun guy to listen too when he was talking about his adventures. (He was also a very nice guy.)18 (heavily modified) N455DT => Plans serial number 455 Don Taylor
Don Taylor [1918-to-2015] was a WWII FIGHTER PILOT, flying 75 combat missions in the CBI [25th and 80th FS].
Thanks. I have done some high risk things but I'll take a pass on that.Since we have talked about these guys in other threads, how about this one.
I've owned a flying T-18, a M-II project for a time, & flown several different M-IIs. (Have flown RV4s & -6 since around 1994.) They're obviously a bit different, but not as much difference as the variation than between two M-IIs, if at least one of them is scratch-built. Built correctly, neither is particularly difficult to fly, assuming you have decent prerequisite time in taildraggers. I had about 60 hrs in the Luscombe8A that taught me to fly when I bought the Thorp, and I thought it was a piece-a-cake to fly. (Of course, the Luscombe had bent gear that I didn't know about while training in it...) Neither is much more challenging than an RV; they just land a bit faster and the Thorp can sneak up on you in sink rate if you aren't paying attention. Not that different from an RV, just more of the same characteristics.Which has better manners, a Thorp or a Mustang II?