Warbird Flying in West Sussex

Thunderprop the ultimate warbird experience

TYPE HISTORY

The North American Aviation NA-16 was a prototype cantilever monoplane, with a fixed undercarriage, open cockpit and powered by a 400bhp Wright R-975 Whirlwind engine. It first flew on the 1st of April, 1935. This aircraft was modified with a Pratt & Whitney Wasp engine, a Hamilton variable pitch propeller, hydraulically actuated flaps and retractable undercarriage, to become the NA-26. It was submitted as an entry to the US Army Air Corps competition to find a “basic trainer” in 1937. Successful, it was produced as the BC-1 (first flown 11th February 1938) for the USAAC, as the Harvard Mk I (first flown 28th September 1938) for the Royal Air Force (with the modification of a British instrument panel and seats to accommodate British parachutes), and the SNJ-1 for the US Navy.

Unlike the BC-1 and the Harvard MkI, with their fabric covered fuselages, the SNJ-1 was constructed with an all metal fuselage. It also had a reduced wingspan, squared off wing tips, an all metal fuselage and a straight edged tail. The first airframe was delivered to the USN on 29th May 1939. This aircraft profile was taken up by the USAAC, with the designation BC-1A. In 1939, it was re-designated an “Advanced Trainer”, and became the AT-6. With the Royal Air Force & Royal Canadian Air Force this was referred to as the Harvard Mk II. As demand increased, a new factory was opened in Dallas, Texas, and hence, from late 1941, the AT-6 became known as the “Texan” .

The AT-6A had revised fuel tanks, and a Pratt & Whitney R-1340-49 Wasp radial engine (SNJ-3 with the USN). The AT-6B was developed for gunnery training, and could mount a .30in machine gun on the forward fuselage, on the starboard wing and in the rear cockpit. It too, was powered by a Pratt & Whitney R-1340-AN-1 Wasp radial engine, which became the standard engine for the AT-6. The AT-6 was also manufactured in Canada by Noorduyn Aviation (Montreal), and assumed the designation AT-16 (for the USAAC), or Harvard IIB (for the RAF & RCAF).

With the fear of reduced aluminium for aircraft manufacturing due to the war in Europe, the AT-6C (first flight April 1941, also designated SNJ-4 or Harvard IIA) was produced with parts substituted from less scarce commodities, such as steel mesh and wood. The lack of aluminium failed to materialise, however, and with the AT-6D (also designated SNJ-5 or Harvard III) production reverted to lightweight alloys, along with modifications to the aircraft’s electrical system, which was upgraded from 12v to 24v. The US Navy also operated the SNJ-5C, an SNJ-5 with the addition of an arrester hook for carrier landings.

The AT-6F (SNJ-6) variant featured a strengthened airframe, and was the first of the type to incorporate a large propeller spinner.

In 1946, Noorduyn Aviation were taken over by Canadian Car and Foundry, which then produced the ‘Harvard Mk4’ for the RCAF . In 1947, the USAAC became the US Air Force, and the AT-6 was re-designated T-6.

In 1950, the T-6G came into production with a new propeller, increased fuel capacity, reduced canopy uprights, improved cockpit layout, instruments and avionics, and a steerable tail wheel. This variant, similar to a Harvard Mk4, was created by ‘re-manufacturing’ previous models at North American Aviation’s factories at Downey, near Los Angeles, or Columbus.

During the Korean War the USAF & USN used LT-6G (nicknamed ‘Mosquito’) in a tactical observation and Forward Air Control role. The T6 was also to experience combat with the RAF in Kenya and Malaysia, and with the French Air Force and Navy in Algeria from 1956 to 1961.

The US retired the aircraft at the end of the 1950s, but it remained in use with the air forces of Brazil, China and Venezuela well into the 1970’s. It served in 34 countries over 25 years. In excess of 17,000 airframes were manufactured, of which over 350 remain airworthy, mainly in the United States.

Aircraft Specifications (SNJ-5)

Engine:

550bhp Pratt & Whitney Wasp R-1340-AN-1 9 cylinder radial piston Initially developed in 1920s, produced until 1960s. Widely used in American aircraft, 34, 966 units were produced, with power output being increased to 600bhp. Displacement of 1,340 cubic inches (equating to 22 litres).

Weight:	Empty Max take off	4,158 lbs (1,886kg) 5,300 lbs (2,404kg)
Dimensions:	Wing span Length Height	42ft 1/4in (12.8m) 29ft 6in (8.99m) 11ft 9in (3.58m)
Performance:	Max Speed Cruising Speed Ceiling Range	226mph(363kph) 145mph (274kph) 21,500ft 750 miles
Fuel Capacity:	110 USG (415l) increased to	140USG (525l) in T6-G and Harvard Mk IV
Fuel Consumption:	Take off Cruise	72gph (approx) 32gph (approx)

Propeller:	Two bladed Hamilton counter weight variable pitch, constant-speed. 9ft diameter.
Landing gear:	Retractable

G-TEXN HISTORY

G-TEXN was built during the Second World War, most probably as an AT-6D Model. Detailed records are unavailable because, in October 1950, the airframe was among the 1,802 T6's to be re-manufactured as a T-6G model, bearing the Serial Number 49-3072, and Construction Number 168-176. In the remanufacturing process, the previous identity of the airframe was lost. It was delivered to 3565th Basic Pilot Training Wing (Air Training Command) at James Connelly Air Force Base, Texas.

Basic pilot training ceased at Connelly in June 1951. In July of that year, 49-3072 was transferred to the 3303rd Pilot Training Squadron (Air Training Command) at Bartow Air Force Base , Florida, where it remained until August 1956, when it was delivered to the Storage Branch (Air Materiel Command) at Davis-Monthan Air Force Base, Tucson, Arizona. Here, the famous desert ‘boneyards’, with their dry climate and alkali soil, make an ideal location for aircraft storage and preservation.

In September 1957, 49-3072 was removed from the US Air Force's inventory as surplus.

The aircraft was registered on the American civil register as N2807G in 1963, based in Florida, and owned by Hoyette S. Hudson, a former Tail Gunner on Liberators with the 767th Squadron of the 461st (H) Bomb Group from October 1943.
N2807G was moved to Chicago in 1965, and then on to Virginia in 1976. In 1980 the aircraft was purchased by Jim Keen of Keenair Services Ltd, shipped to Speke (Liverpool) for re-assembly, and registered on the UK Civil Register as G-BHTH. At this stage, the aircraft flew in the paint scheme of a US Navy SNJ. In 1986 the aircraft moved to Wellesbourne Mountford, where it remained for a year, before moving to Booker, until it was transferred to Thruxton in 1991.

In 1995, the aircraft was damaged on landing, and was struck off the Civil Register in 2001. The aircraft was sold to Northbrook College, Shoreham, for use as an instructional airframe. In September 2004, the airframe was purchased by Richard Dauncey and Jon Drake, who undertook the aircraft's restoration with Apollo Aviation at Shoreham Airport.

Apollo Aviation continue to maintain the aircraft to the highest standard of airworthiness.

In June 2005, the aircraft returned to the UK Civil Register as G-TEXN on a Public Transport Category Certificate of Airworthiness, and debuted to the public at the September 2005 Shoreham Battle of Britain airshow.