| T-6 Texan/SNJ/Harvard | |
|---|---|
 USAAF AT-6Cs nearLuke Field, 1943 | |
| General information | |
| Type | Trainer aircraft |
| National origin | United States |
| Manufacturer | North American Aviation |
| Primary users | United States Army Air Forces |
| Number built | 15,495 |
| History | |
| First flight | 1 April 1935 |
| Retired | 1995 (South African Air Force) |
| Developed from | North American NA-16 |
| Variants | North American A-27 Bacon Super T-6 |
TheNorth American Aviation T-6 Texan is an American single-engined advancedtrainer aircraft, which was used to train pilots of theUnited States Army Air Forces (USAAF),United States Air Force (USAF),United States Navy,Royal Air Force,Royal Canadian Air Force and otherair forces of theBritish Commonwealth duringWorld War II and into the 1970s.
Designed byNorth American Aviation, the T-6 is known by a variety of designations depending on the model and operating air force. TheUnited States Army Air Corps (USAAC) and USAAF designated it as theAT-6, theUnited States Navy theSNJ, andBritish Commonwealth air forces theHarvard, the name by which it is best known outside the US. Starting in 1948, the newUnited States Air Force (USAF) designated it theT-6, with the USN following in 1962.
The T-6 Texan remains a popularwarbird used forairshow demonstrations and static displays. It has also been used many times to simulate various historical aircraft, including the JapaneseMitsubishi A6M Zero. A total of 15,495 T-6s of all variants have been built.
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The Texan's ancestry goes back to theNorth American NA-16 prototype which was first flown on 1 April 1935. In 1935, NAA submitted this design for theU.S. Army Air Corps Basic Trainer Competition. NAA also targeted the export market.[1]
Modified as the NA-26, it was submitted as an entry for a USAAC "Basic Combat Trainer" aircraft competition in March 1937. Based on the NA-18, but with a foot longer wingspan, it was the first of the NA-16 series with retractable gear. It was similar to theBT-9, but with a larger engine, the 550 hp (410 kW)Pratt & Whitney R-1340 Wasp, and could accommodate two .30 in (7.62 mm) guns.
With minor alterations, 177 unarmed NA-36s would enter service as the BC-1 with a R-1340-47 engine from 9 June 1937. Roughly 30 were modified as BC-1-I instrument trainers. The BC-1A (NA-55-1) followed as an armed version, primarily for Air Corps Reserve and National Guard units, and the 83 built could be equipped with a .30 in (7.62 mm) machine gun on the nose, and a flexible gun in the rear cockpit.
The US Navy received 40 NA-28 aircraft based on the BT-9, which it designated the NJ-1, as well as 16 NA-52s, designated the SNJ-1, 36 NA-65 as SNJ-2s, and 25 NA-79 also as SNJ-2s.[2]
In March 1937, theCommonwealth Aircraft Corporation of Australia purchased an NA-32 (NA-16-1A, with fixed undercarriage) and an NA-33 (NA-16-2K with retractible undercarriage) along with a manufacturing license. The firstCAC Wirraway, based on the NA-33, flew on 27 March 1939, of which 755 were built.[3]
In August 1937,Mitsubishi Jukogyo K.K. purchased a singleNA-16, NA-16-4R (NA-37), powered by the 450 hp (340 kW) Pratt & Whitney R-985-9CG, including manufacturing rights. A second N-16, NA-16-4RW (NA-47), powered by a smaller Wright engine, was ordered in December 1937. After being evaluated by theImperial Japanese Navy,Kyusu and K.K. Watanabe Tekkosho chose to ignore the NAA design almost entirely, and built 176 of the somewhat similarK10W1 from 1941 to 1942 which the Allies gave the code nameOak.[4] AfterWWII, theJapanese Air Self Defense Force operated 195 Texans (9 T-6Ds, 11 T-6Fs, and 175 T-6Gs) and theJapanese Maritime Self Defence Force operated 62 (10 SNJ-4s, 41 SNJ-5s, and 11 SNJ-6s)[5]
According to Dan Hagedorn, "the BC-1A series may be regarded as the true beginning of the modern AT-6 series". In December 1938, the British Commonwealth started receiving the first of 400 Harvard Mark Is (NA-49), for use in theCentral Flying School. They were powered by the 600 hp (450 kW) Pratt & Whitney R-1340-S3H1 Wasp. In May 1939, theRoyal Canadian Air Force (RCAF) ordered 30 Harvard Mark Is (NA-61). Then in November 1939, theBritish Purchasing Commission ordered the first of eventually 1275 Harvard Mark IIs (NA-66, NA-75, NA-76, and NA-81) for theRoyal Air Force and RCAF.[6]
On 23 April 1939, NAA received a contract for 251 BT-14s and 94 AT-6s. The BT-14 (NA-58) was a fixed gear aircraft with a metal skinned fuselage 14 inches longer than the BT-9. In 1941, 27 BT-14s were refitted with the 400 hp (300 kW) R-985-11, and designated as BT-14A-NAs. In June 1939, NAA received an order for 94 AT-6-NAs (NA-59), powered by the wright R-1340-47 and able to mount two .30 in (7.62 mm) machines guns.[7]
The USAAC AT-6A, and the U.S. Navy SNJ-3, were based on the NA-77 and NA-78 designs.Pratt & Whitney R-1340-49 Wasp radial engine powered the USAAC aircraft, while R-1340-38s powered the Navy aircraft. The USAAC received 1847 AT-6As, and the Navy received 270 SNJ-3s.[8]
The AT-6B (NA-84) was built for armament training, and could mount a .30 in (7.62 mm)machine gun on the right nose cowl, right wing, and in the rear cockpit, and could carry a light bomb rack. The aircraft was powered by the 600 hp (450 kW) R-1340-AN-1 engine. The USAAC received 400.[9]
The NA-88 design was used to build 2970 AT-6Cs (747 of which went to the British Commonwealth as Harvard IIas), 2401 SNJ-4s, 2604 AT-6Ds (537 of which went to the British Commonwealth as Harvard IIIs), and 1357 SNJ-5s. The first AT-6C aircraft was delivered on 12 February 1942. The 12-volt electrical system was changed to a 24-volt system in the AT-6D, for standardization amongst the service. The AT-6D, which was also armament capable, and early versions included a wing gun camera, and a high-pressureoxygen system. The AT-6D used two toggle starter switches, rather than the foot pedal starter, and the first AT-6D was delivered on 22 July 1943. The Navy received an additional 630 AT-6Ds direct from the USAAF, redesignating them SNJ-5s, for a total of 1987. Similarly, the NA-121 design was used to build the final wartime Texans, and included 800 AT-6Ds (of which 211 went to the Navy as SNJ-5s), and 956 AT-6Fs (of which 411 went to the Navy as SNJ-6s). They were capable of carrying a 20 US gal (76 L; 17 imp gal) centerlinedrop tank.[10]
From 1942, Canada'sNoorduyn built 2557 R-1340-AN-1-powered Harvard IIs under license, paid for by USAAFLend-Lease funds as the AT-16, but designated as the Harvard II.B. After WWII, many remained in service with the RCAF.[11]
The NA-168 series consisted of remanufactured AT-6s and SNJs for theUSAF, starting in 1949. TheAir Training Command received 641 aircraft, designated T-6G-NT, of which 416 eventually were sent to U.S.Military Assistance Program countries.U.S. National Guard units received an additional 50 aircraft, of which 28 eventually were sent to France. An additional 59 aircraft were Liaison/Trainer aircraft, designated LT-6G-NA, for theKorean War. These aircraft could be deployed with 2 detachable .30 in (7.62 mm) machine gun pods, and 4HVARs, or 4 100 lb (45 kg) bombs, plus a 55 US gal (210 L; 46 imp gal) auxiliary drop tank. Alternatively, they could carry the gun pods and 12 2.25 in (57 mm) SCA markings rockets, or 6 100 lb (45 kg) bombs. The T-6G-NAs had a 140 US gal (530 L; 120 imp gal) fuel capacity, while previous models had a 110 US gal (420 L; 92 imp gal) capacity. The rear cockpit also had the same instruments as the front cockpit. Then, in 1951, the USAF placed an order for 824 T-6Gs, designated T-6G-1-NH, for the Air Training Command.[12]
TheCanada Car and Foundry built 285 Harvard 4s, designated NA-186 under theMutual Defense Assistance Program (MDAP) and an additional 270 directly for the RCAF.[13]
In April 1951, the USAF ordered an additional 107 T-6Gs for the MDAP, designated NA-188. They placed an order for 11 training aircraft in March 1952, designated NA-195, and then a final batch of 110 aircraft in June for MDAP, designated NA-197.[14]
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The aircraft was mainly used for training, but in many cases it was also repurposed into combat roles. The aircraft served in a great many air forces around the world in the mid to late 20th century. After serving in air forces, it also went on to be displayed at air shows and museums as awarbird.
The British used Harvards during World War II in North Africa, but not in a combat role. They were used extensively for preparing pilots in theatre for flying US aircraft types, whose handling and controls differed from British aircraft.
No. 74 Operational Training Unit (OTU) was formed atRAF Aqir in Palestine from 'C' Flight of 71 OTU who made various moves to Rayak in July 1942, Muqeibila in November 1942, and back to Aqir in February 1943. The RAF later handed over control toNo. 203 Group RAF in May 1943. The unit disbanded in July 1945. Harvard AJ841 "Wacky Wabbit" saw service withNo. 154 Squadron RAF. Originally 154 Squadron were based just atRAF Fowlmere before they were deployed to the Middle East in 1942. Record cards for 154 Squadron show the squadron Harvard being flown by Flying Officer DC Dunn from Minnigh (Syria) to Ramat David (Palestine) on 12 February 1944.
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Peru used its seven T-6 fighter bombers in theEcuadorian-Peruvian War equipped with two 7.65 mm (0.30 in) guns, while carrying up to four 116 lb (53 kg) bombs.[15] Twenty AT-6s were employed by the 1st and 2nd fighter squadrons of theSyrian Air Force in the1948 Arab-Israeli War, providing ground support for Syrian troops, and launching airstrikes against Israeli airfields, ships, and columns, losing one aircraft to antiaircraft fire. They also engaged in air-to-air combat on a number of occasions, with a rear gunner shooting down an IsraeliAvia S-199 fighter.[16]
TheIsraeli Air Force (IAF) bought 17 Harvards, and operated nine of them in the final stages of the 1948 Arab-Israeli War, against the Egyptian ground forces, with no losses. In theSinai Campaign, IAF Harvards attacked Egyptian ground forces inSinai Peninsula with two losses.
TheRoyal Hellenic Air Force employed three squadrons of British- and American-supplied T-6D and G Texans for close air support, observation, and artillery spotting duties during theGreek Civil War, providing extensive support to the Greek army during the Battle of Gramos. Communist guerillas called these aircraftΟ Γαλατάς,O Galatas, 'The Milkman', because they saw them flying very early in the morning. After the "Milkmen", the guerillas waited for the armedSpitfires andHelldivers.
During theKorean War and, to a lesser extent, theVietnam War, T-6s were pressed into service asforward air control aircraft. These aircraft were designated T-6"Mosquitos".[17][18][19]
No. 1340 Flight RAF used the Harvard in Kenya against theMau Mau in the 1950s, where they operated with 20 lb (9.1 kg) bombs and machine guns against the rebels. Some operations took place at altitudes around 20,000 ft (6,100 m)above mean sea level. A Harvard was the longest-serving RAF aircraft, with an example, taken on strength in 1945, still serving in the 1990s (as a chase plane for helicopter test flights—a role for which theShorts Tucano's higher stall speed was ill-suited).
The T-6G was also used in a light attack orcounterinsurgency role by France during theAlgerian War in specialEscadrilles d'Aviation Légère d'Appui (EALA), armed with machine guns, bombs and rockets. At its peak, 38 EALAs were active. The largest unit was theGroupe d'Aviation Légère d'Appui 72, which consisted of up to 21 EALAs.
From 1961 to 1975,Portugal used more than a hundred T-6Gs, also in the counterinsurgency role, during thePortuguese Colonial War. During this war, almost all thePortuguese Air Force bases and air fields inAngola,Mozambique, andPortuguese Guinea had a detachment of T-6Gs.
On 16 June 1955, rebel Argentine Navy SNJ-4sbombed Plaza de Mayo in Buenos Aires, Argentina; one was shot down by a loyalistGloster Meteor. Navy SNJ-4s were later used by thecolorado rebels in the1963 Argentine Navy Revolt, launching attacks on the 8th Tank Regiment columns on 2 and 3 April, knocking out severalM4 Sherman tanks, and losing one SNJ to anti-aircraft fire.[20]
In 1957–58, theSpanish Air Force used T-6s ascounterinsurgency aircraft in theIfni War, armed with machine guns, iron bombs, and rockets, achieving an excellent reputation due to its reliability, safety record, and resistance to damage.
ThePakistan Air Force used T-6Gs in theIndo-Pakistani War of 1971 as a night ground-support aircraft, hitting soft transport vehicles of the Indian army. In the early hours of 5 December, during a convoy interdiction mission in the same area, Squadron Leader Israr Quresh's T-6G Harvard was hit by Indian antiaircraft ground fire and a shell fractured the pilot's right arm. Profusely bleeding, the pilot flew the aircraft back with his left hand and landed safely. The World War II-vintage propellered trainers were pressed into service and performed satisfactorily in the assigned role of convoy escorts at night.
TheSouth African Air Force received their first T-6s in October 1942 to be used by the Joint Air Training Scheme. By July 1944, 633 Harvard Mk IIA T-6s and IIIs had been shipped toSouth Africa with another 555 (379 MkIIAs and 176 Mk IIIs) to arrive by October 1945. Another 65 (AT-6Ds and 30 T-6Gs) were ordered between 1952 and 1956.[21] The aircraft also saw some action during the South African Border war. The T-6 remained in service until 1995 as a basic trainer, mainly as a result of theUnited Nations arms embargo againstSouth Africa'sapartheid policies. They were replaced byPilatus PC-7 MkII turboprop trainers.[22]
The Harvard 4 has been used in Canada as a testbed aircraft for evaluatingcockpit attitude displays. Its aerobatic capability permits the instructor pilot to maneuver the aircraft into unusual attitudes, then turn the craft over to an evaluator pilot in the "blind" rear cockpit to recover, based on one of several digitally generated attitude displays.[23]
Data fromJane's Fighting Aircraft of World War II.[34]
General characteristics
Performance
Armament
In the September 1944 issue ofThe Sportsman Pilot,USAAF Capt. Paul K. Jones' article stated, "TheSix is a plane that can do anything a fighter can do—and even more. Naturally not as fast, she makes up for speed in her ease of handling and her maneuverability. She's a war machine, yes, but more than that she's a flyer's airplane.Rolls,Immelmans,loops,spins,snaps, vertical rolls—she can do anything—and do it beautifully. For actual combat, more guns, more speed and more power is needed. But for the sheer joy of flying—give me an AT-6."[35]
After World War II, theNational Air Races established a unique racing class for the AT-6/Texan/Harvard aircraft; this class continues today at the Reno National Air Races each year.
Since the Second World War, the T-6 has been a regular participant atair shows, and was used in manymovies and television programs. For example, converted single-seat T-6s painted inJapanese markings to representMitsubishi Zeros made appearances inA Yank in the R.A.F. (1941),Tora! Tora! Tora! (1970),Baa Baa Black Sheep (1976-1978), andThe Final Countdown (1980). InA Bridge too Far (1977) it represented the razorbackRepublic P-47 Thunderbolt. Some were modified for the Dutch filmSoldaat van Oranje (1977) to represent the Dutch pre–World War II fighterFokker D.XXI.
TheNew Zealand Warbirds "Roaring 40s" aerobatic team use ex–Royal New Zealand Air Force Harvards. TheFlying Lions Aerobatic Team uses Harvards acquired from theSouth African Air Force.[36]
Related development
Aircraft of comparable role, configuration, and era
Related lists
| International | |
|---|---|
| National | |
| Other | |
