North American T-6 Texan

One of the most widespread and long-lived aircraft was certainly together with the Douglas DC 3, the North American T6. Its direct descendant dates back to 1935, when North American responded to a specific request from the US Army Air Force. In fact, at that time there was the need to equip flight schools with a machine with such characteristics as to train the new generation of pilots. The technical staff of the company conceived a project conceived with the most modern techniques of the time.

The innovations that characterized this aircraft included, among other things, the variable pitch propeller and the Naca-type cowling. The choice of the engine fell on the 400hp Wright R 976. The first prototype began its test flights in record time, in fact a few weeks had passed from design to construction. This aircraft impressed the Army circles favorably and won the competition announced by the US Army Air Corps. This victory led to a supply by North American of a contingent of 42 units. The production cars, however, had some differences compared to the prototype: the R 975/5 engine and the closed cockpit.

These aircraft thus modified adopted the initials ВТ 9. During operational activity, the aircraft underwent a whole series of substantial changes dictated by new needs. The latest development of this aircraft was presented in 1937 with a new abbreviation: T6 Texan. On this aircraft produced in over 16,500 units, hundreds of pilots were trained during the war events. However, given its qualities and formidable characteristics, production continued until 1954 by the Canadian Noorduyn. The first model arrived in Italy in 1948 on MDAP account and was taken over by the Flight School of Lecce.

North American T-6 Texan Plane Plans

In the following years, the Italian Air Force received another 230 specimens both as surplus and in MDAP account, but also after regular purchase. Naturally, the adoption of this trainer allowed a decisive turning point in the training process in Italy. Our aeronautics used various versions of the T6 (C; D; G; H) both in the 1st and 2nd period schools, moreover large quantities were used at the Central Flight Instructors School, Multimotor School, the Aeronautical Academy and the Guido-nia aerocooperation school. In addition, the T6 was also used at the various Aerobrigate for the training of the crew. In 1962, when the deliveries of the Macchi MB 326 began at the Lecce School, some T6s became available and were used at the various air traffic control regions, which used it until 1979. The last T6 to fly with the Air Force It was military on 303-50 at the Guidonia airport, headquarters of the 303rd Group on 18/2/80.

The T6 is a monoplane, single-engine, two-seater with retractable landing gear, entirely of metal construction. The wing consists of three main sections, made entirely of aluminum alloy and covered in Alclad sheet metal.

The fuselage is divided into three sections: the first includes the fireproof bulkhead up to the rear pilot station, and is built in steel tubes while the second section is made of aluminum alloy. The tail fins are cruciform and are constructed of Alclad except for the canvas-covered moving parts. The trolley is a rear tricycle with a steerable tail wheel and is equipped with hydraulic brakes. The engine is a Pratt & Whitney RI340 AN 1 capable of delivering 550hp. The propeller is a Hamilton Standard 6101AI2 with variable pitch in flight, without the possibility of flagging. The pilot seats are in tandem, and the roof is made up of three elements, of which the central one is fixed, and are equipped with side panels that can be opened in case of emergency. The instrumentation is very complete and includes: variometer, gyro-directional virosbandometer, remote compass, gyro-horiz-zonte, anemometer, altimeter, radio-compass, pressure gauge, external air thermometers, carburetor, oil. As for the radio equipment, the T6 is equipped with an AN / ARC-3 transceiver in VHF, a BC 453 receiver, AN / AIC-2 intercom, a radio-goniometer for navigation of the AN / ARN-7 type, and finally an RC-193 Marker Beacon.

North American AT-65 Texan

Under the names Texan, Harvard, Yale, J-Bird, Mosquito or simply T-6, one of the most widespread training aircraft of all time, built by North American Aviation, still flies in many places today.

Originally an elementary training aircraft, it was used for continuing training, but also as a reconnaissance aircraft, fighter, fighter-bomber, anti-guerrilla aircraft, for the transport of mail, as a sports or competition special in 55 countries around the world. He participated in the Second World War, the Korean War and the Vietnam War, and "proved himself" in regional conflicts in Algeria, the Congo, Chad, Biafra, the Middle East and Latin America.

The North American Aviation holding company was founded in 1928. During 1933, it underwent a reorganization and was headed by James "Dutch" Kindelberg, who, along with John Leiand "Lee" Atwood, helped establish the North American manufacturing division, known as General Aviation Corporation.

Encouraged by the success of the first joint design GA-15, adopted by the military as the 0-47, they submitted their next project in 1934 to the US Army Air Forces competition for a basic training aircraft. The NA-16 prototype, powered by a 298 kW Wright R-975-E7 engine, first flew on April 1, 1934, just six months after the requirements were submitted.
He succeeded in the competition, and so his series production began under the name BT-9 (Basic Trainer) not only for the domestic market, but also for export. The modified BT-9A had a 12 cm longer fuselage and was the only one equipped with slots. Further modifications resulted in the BT-14 version, distinguished by a straight-ended wing, an all-metal half-shell fuselage extended by 35 cm, and a P&W R-985-25 Wasp Junior engine.

The NA-36 aircraft was first equipped with retractable landing gear and a P&W R-1340-47 engine with an output of 441 kW, which in 1937 succeeded in the competition for a continuation training aircraft. It was then offered to customers as the BC-1 (Basic Combat). Although it still retained the canvas covering of the tubular structure, it had an extended centerplane of the all-metal wing, a modified cabin cover and was armed with a Colt-Browning 7.62 mm machine gun located in the fuselage; a movable machine gun of the same caliber was also in the rear cabin of aircraft used for gunner training. Part of the aircraft designated BC-2 with the R-1340-45 engine already had an all-metal fuselage and a three-bladed propeller.

The continuation of the development line became the BC-1 A with an all-metal fuselage and a triangular SOP. After the change in designation, the aircraft of other series were delivered as AT-6 (Advanced Trainer). The North American production plant in Inglewood ceased to have enough capacity to meet demand, so more than 1,000 more aircraft were also built at the new plant in Dallas, Texas. It was distinguished by P&W R-1340-49 engines and removable metal fuel tanks, in addition to the designation AT-6A, it received the battle name Texan according to the location of the production plant.
The AT-6C version was created at a time of impending aluminum shortage, so all 2,970 aircraft of this version had a tubular structure with a canvas cover at the rear of the fuselage. AT-6D aircraft, of which over 4,300 were completed, already had an all-metal fuselage.

After the war, over 2,000 Texans of all versions, which were newly designated T-6, remained in USAAF service. At a time of increased tension and the emerging Cold War, they were equipped with a new cabin cover, larger fuel tanks and under the designation T-6G were widely used in military service until the end of the 1950s.

Almost 4,000 Texans were built under license by the Canadian company Noorduyn, another 50 by the Canadian Car und Foundry, and almost fifty assembled from supplied parts in South Korea. In estimating total production, sources indicate that between 13,049 and 17,096 Texans of all versions were built.

North American T-6 Texan free plans

TECHNICAL DESCRIPTION:
The North American AT-6 Texan is a two-seater all-metal low-wing trainer with retractable landing gear and an enclosed cabin.
The wing of the two-spar all-metal construction is equipped with the NACA 2215 profile at the root, and the NACA 2209 profile at the ends. The wings with a metal frame and canvas cover have deviations of ± 16°. Below the centro-plane is a detachable flap.

The hull of most Texans was of all-metal half-shell construction. Only the first series of BT-9 (Yale Mk.l) and AT-6C was welded with chrome molybdenum tubes and covered with canvas.
The tail surfaces of the self-supporting structure had a duralumin frame covered with canvas.

Landing gear. The unusually short legs of the main landing gear with hydropneumatic shock absorbers retracted into the centerplane, the spur with the small wheel was solid.

Power unit. The base model AT-6 was powered by a 441 kW Pratt & Whitney R-1340-47 air-cooled nine-cylinder radial engine, the T-6G version by a 404 kW Pratt & Whittney R-1340-A-1 engine, design however, the airframe allowed many additional engines to be installed. The Hamilton Standard 12-D-40 two-blade adjustable metal propeller had a diameter of 2.7 m. The volume of the built-in fuel tanks was 635 I, the additional tanks were 49 I.

Equipment. Standard equipment included a 7.62mm Colt-Browning fixed machine gun, in Algiers the French T-6Gs carried additional armament on hangers under the wing, AA 52 7.5mm machine guns starting, via tanks with 100 1 napalm, bombs, unguided rockets, and rocket launchers with 36 36 mm caliber missiles.

Coloring. Thanks to the number of users around the world and various tasks, the Texans flew in almost every imaginable color, starting with an unpainted surface, through various camouflages to the colorful colors of American planes still fighting for the favor of spectators at air shows.

Technical data and performance: Wingspan 12.81 m, length 8.84 m, height 3.55 m, bearing area 23.6 m2, empty aircraft weight 1770 kg, flight weight 2350 kg, load per unit area 102 kg/m2, maximum ground speed 335 km/h, cruising speed at 1500 m 270 km/h, landing speed 108 km/h, ascent time to 3000 m 7.4 min, reach 6500 m, highest reach 7350 m, range 1050 km.