The Fairchild FB-3 (Flying Boat number 3) was an all-metal flying boat designed by Arthur Stelb and developed by the new Fairchild Metal Boat Division of the Fairchild Aircraft Corporation. The prototype was built at Fairchild’s Farmingdale, Long Island facility. The FB-3 was an amphibious high-wing strut-braced monoplane with retractable landing gear, powered by a high pylon mounted pusher configuration radial engine. The two-step hull provided floatation with two outboard floats for stability. The wings used metal spars and ribs with fabric covering. The interior was well finished for its time.
The prototype aircraft (NX7385) was test flown in 1929 but did go into production.
Fairchild FB-3 Engine: 1 × Pratt & Whitney Wasp R-1340, 420 hp (310 kW) Wingspan: 52 ft (16 m) Length: 41 ft (12 m) Maximum speed: 113 kn; 209 km/h (130 mph) Cruise speed: 100 kn; 185 km/h (115 mph) Seats: 4
Chase Aircraft developed the larger C-123 Avitruc, first flown 14 October 1949, derived from XG-20 cargo glider. Chase Aircraft constructed the first five examples before Fairchild took over production. Taken over by Fairchild as C-123B and renamed Provider. An XC-123A prototype (four General Electric turbojets) flew on April 21,1951: first flight of a U.S. transport powered by jet engines. Chase became wholly owned subsidiary of Willys Motors Inc. of Toledo, Ohio, in 1953, itself owned by Kaiser- Fraser.
A production order for 300 C-123B, held by the Kaiser-Frazer Corporation (which had acquired a majority interest in the Chase company in 1953), was cancelled in June 1953. New bids were asked for, as a result of which production of the C-123B was assigned to Fairchild. The first Fairchild-built C-123B flew on 1 September 1954 and production aircraft entered service with the USAF’s 309th Troop Carrier Group in July 1955. Orders totalling more than 300 aircraft were completed by mid-1958, six going to Saudi Arabia and 18 to Venezuela.
The M.205 was designated C.123B, H and J.
In 1955 the prototype C-123B was fitted experimentally with two Fairchild J44-R-3 1000-lb static thrust turbojet engines mounted at the wingtips to provide auxiliary power for use in an emergency. As a result ten production aircraft were modified into C-123J with P&W 2,500 bhp R-2800-99W radials and turbojet engines fitted. Meanwhile a small number of C-123H had been produced with wide-track landing gears.
The prototype YC-123H was later experimentally fitted with CJ610 auxiliary turbojet engines and flown on 30 July 1962. After successful tests of a prototype C-123H Provider with jet pods in Viet Nam operations in 1963, the USAF wanted to modify 40 to 50 C-123’s to add a pair of General Electric CJ610 jet engines of 2859 lb thrust to go with the C-123’s standard Pratt & Whitney R-2800’s. Funding may not have been available because of heavy expense of B-52 modification. 183 more C-123B were given 12.68kN General Electric J85-GE-17 auxiliary turbojet engines in underwing pods and designated C-123K (M.473). Some were further converted to AC-123K Spectre gunships for service during the Vietnam conflict.
One of two NC-123X modified into BLU ‘bombers’ for blasting enemy on the trail
The C-123 grossed out at 60,000 lbs and cruised on piston power at 160 knots.
C-123B
When C-123 production ceased on 31 July 1958, Fairchild had built 303, 138 more than the original contract called for.
By 1956, Stroukoff Aircraft Corporation had already gained experience working on the C-123 Provider, having completed two contracts based on that airframe. During November 1954 the Air Force assigned Stroukoff Aviation one of the Providers to be equipped with the system of boundary layer control.
Its YC-123D had introduced a Boundary Layer Control (BLC) system to the C-123B. With the aid of the turbocompressor air was selected from under the inboard flaps between the fuselage and the pods and was blown out through the slots above the ailerons and the outboard flaps. The modernized aircraft XC-123D successfully underwent tests, after showing low stalling speed, small takeoff and path. This greatly improved landing and take-off performance, gross weight capability, and lowered the C-123’s stall speed.
The Air Force hurried to give Stroukoff a contract to build a troop series of six XC-123D. However the head of the firm proposed a more attractive modification, finished in accordance with the advanced concept “Pantobase” (being rested everywhere). The aircraft had a pressurized fuselage, lower part of which were attached the form, which resembles the bottom of boat, usual chassis, two removed water skis even two underwing floats. It could be operated practically from any surface: the earth, water, ice, snow and sand.
The YC-123E had been another experiment in improving the C-123’s ability to operate wherever it might need to, introducing Stroukoff’s own Pantobase system: two high-stress skis fitted to the lower fuselage, wingtip mounted floats, along with sealing the fuselage itself. The first flight took place on 28 July, 1955 and this gave the YC-123E the ability to operate on water, as well as ice and snow, and with the BLC from the previous YC-123D, the new aircraft could effectively be operated from almost any runway surface available, and airstrips of shorter length.
Engines; 2 x P+W R-2800-99W, 1840kW Take-off weight; 27240 kg / 60054 lb Empty weight; 14100 kg / 31085 lb Wingspan; 33.6 m / 110 ft 3 in Length; 23.3 m / 76 ft 5 in Height; 10.4 m / 34 ft 1 in Wing area; 113.6 sq.m / 1222.78 sq ft Max. speed; 392 km/h / 244 mph Ceiling; 7000 m / 22950 ft Range w/max.fuel; 2350 km / 1460 miles Crew; 2
C-123B Assault transport. Engines: 2x Pratt & Whitney R2800-99W, 2500 h.p. Wingspan: 110 ft Length: 75 ft. 9 in Loaded weight: 71,000 lb Max. speed: 245 m.p.h. Ceiling: 29,000 ft. Typical range: 850 miles at 205 mph at 5,000 ft with full load. Crew: 2 Capacity: 61 troops or 16,000 lb cargo.
C-123J Engines: 2 x P&W R-2800-99W radials, 2,500 bhp & 2 x J44-R-3 turbojet, 1000-lb thrust.
Recognizing that the loading and unloading process could become lengthy and keep aircraft on the ground for inordinately long periods of time, Fairchild engineers devised a modular cargo pod that, in theory, could be quickly and easily attached to and detached from the aircraft. The insect-like aircraft could fly with or without the cargo pod.
The conversion of one C-119B was to meet a USAF requirement for an experimental detachable-fuselage transport. C-119B wings and tail surfaces were combined with a new upper fuselage with a flat surface. A lower component with a flat upper surface, and incorporating a cargo compartment, could be mated with the Packplane.
The flight deck was in the upper component, and the type could be flown with or without pack and it was intended that various packs for different military operations would be provided.
When an aircraft arrived, crews could quickly disconnect the cargo pod it was carrying and reattach a preloaded pod in its place. This would minimize the amount of time the aircraft spent on the ground, theoretically moving more cargo over the course of a day.
The quadricycle landing gear solved the problem of loading and unloading the cargo pod but presented new problems, particularly with ground towing. Special equipment was required to keep both front wheels tracking parallel to each other when backing up. This equipment could be carried in a pod but had to be left behind when flying without a pod attached. The unique landing gear also precluded “power backs,” or utilizing reverse thrust to back the aircraft up on the ground.
Aerodynamically, it also presented some challenges. Test crews discovered insufficient lateral and directional control at low speeds. Notably, during takeoff, the aircraft’s left-turning tendency could not be overcome by full right rudder. Their solution was to utilize asymmetric power until reaching 35 knots, at which point full power could be applied. The unique landing gear also had to be retracted immediately after liftoff, as it produced large amounts of drag during the retraction sequence.
First flown on 11 August 1950, flight test reports indicate that at a power setting of 2260 BHP, the XC-120 with a pod installed cruised at 218 knots—only 14 knots slower than flight without the pod. The pod weighed approximately 9,000-10,000 pounds. Test pilots also noted that the wheel-well doors were hanging approximately one and a quarter inches open in flight during the entire test program, but this would have been the case with or without a pod attached.
With the pod attached, the absolute ceiling with one engine inoperative at 63,000 pounds (1,000 pounds below maximum takeoff weight) was only 3,300 feet. Under the same conditions, the maximum rate of climb at 2,000 feet was between 10 and 50 feet per minute.
Note the bulges beneath the engines, necessary to contain the retracted forward wheels of the landing gear.
Evaluation crews discovered that attaching or removing the pod required an “unusual” amount of time due to the slow hoist mechanism, and doing so in high or gusty winds proved challenging, requiring even more time.
In 1952, only a couple of years after the XC-120’s first flight, the program was cancelled, and the sole XC-120 was ultimately scrapped.
XC-120 Engine; 2 x Pratt & Whitney R-4360-20, 2435kW Wingspan; 33.3 m / 109 ft 3 in Length; 25.3 m / 83 ft 0 in Height; 7.6 m / 24 ft 11 in Crew; 5 Passengers; 66
During 1947 Fairchild developed an improved version of the C-82, the XC-82B prototype being a conversion from a production C-82A. It differed primarily by having the flight deck resited into the nose of the aircraft and the installation of 1976kW Pratt & Whitney R-4360-4 Wasp Major 28-cylinder radial engines.
The M.105 was designated XC.119A Following service tests the M.110 was ordered into production as the C-119B Flying Boxcar (55 built), these having the fuselage widened by 0.36m, structural strengthening for operation at higher gross weights, and more powerful R-4360-20 engines, and M.110 / C.119C. Accommodating up to 62 paratroops, and with increased cargo capacity, the C-119s serviced during operations in Korea and Vietnam. C-119s also served with the air forces of Belgium, Brazil, Ethiopia, India, Italy, Nationalist China and South Vietnam, many supplied under the Military Assistance Program.
C-119F
In addition, some surplus military aircraft, both C-82s and C-119s, were acquired by civil operators.
The Fairchild AC-119G ‘Shadow’ and AC119K ‘Stinger’ gunships were a stop-gap replacement for the AC-47 as there were not enough spare C-130s around for conversion at the time, under the AC-130 Gunship 2 programme.
The C-119G is similar to the C-119F but has Aeroproducts airscrews. The C-119B and -G are designated R4Q-1 and -2 by the US Marines.
C-119G
The AC-119G was armed with four 7.62mm minigun pods and used for the support of troops in contact with the enemy and for airbase defence. It was about 25 per cent more effective than the AC-47. The AC119K, with its additional pair of underwing jet pods and improved armament in the shape of two 20mm cannon to supplement the four miniguns, was used exclusively in the truck-hunting role over the Ho Chi Minh Trail. The first AC-119G ‘Shadow’ squadron arrived in Vietnam in November 1968 and the first AC-119K ‘Stinger’ squadron a year later in November 1969.
The M.160 was designated C.119H. The C-119H was an extensively redesigned version of the C-119 Packet with 2 x 3500 h. p. Wright Turbo-Cyclones, increased wing and tailplane span, and all fuel carried in external underwing tanks. Payload increased to 27,200 lb. No production order.
C-119H Skyvan
In the early 1950s, the number of Fairchild employees reached approximately 10,000 who built 1112 C-119s between 1948 and 1952.
In 1961 Steward-Davis Inc. of Long Beach, California, developed a Jet-Pak conversion for C-119 aircraft. This involved the installation of a 1542kg thrust Westinghouse J34-WE-36 turbojet engine in a specially-developed nacelle mounted on the upper surface of the wing centre-section.
At least 26 Indian Air Force C-119s had a more powerful HAL-built Orpheus jet pod to enable them to operate with greater payloads under ‘hot and high’ conditions.
In 1967 Steward-Davis built the Stolmaster C-119 conversion with quick-attach J34 jet-paks, registered N383S.
C-119F Engines: 2xWright R3350-85WA, 3350 h.p. Wingspan: 109 ft. 3 in. Length: 86 ft. 6 in. Loaded weight: 72,800 lb Max. speed: 270 m.p.h. Ceiling: 22,000 ft. Typical range: 2,300 miles at 205 m.p.h. Crew: 4 Passenger capacity: 42-78.
C-119G Engines; 2 x Wright R-3350-85, 2610kW Max take-off weight; 33747 kg / 74400 lb Empty weight; 18136 kg / 39983 lb Wingspan; 33.3 m / 109 ft 3 in Length; 26.37 m / 86 ft 6 in Height; 8.0 m / 26 ft 3 in Wing area; 134.43 sq.m / 1446.99 sq ft Max. speed; 470 km/h / 292 mph Cruise speed; 322 km/h / 200 mph Ceiling; 7300 m / 23950 ft Range w/max.fuel; 3669 km / 2280 miles Crew; 5
C-119G Engines; 2 x Wright R-3350-32W, 3599 hp Empty weight; 38,751 lb Normal loaded weight: 64,000 lb Max take-off weight; 72,800 lb Max. speed; 296 mph at 17,000 ft / 258 mph at SL ROC; 800 fpm Range w/max.fuel; 3480 miles Wingspan; 33.3 m / 109 ft 3 in Length; 26.37 m / 86 ft 6 in Height; 8.0 m / 26 ft 3 in Wing area; 134.43 sq.m / 1446.99 sq ft
C-119H Skyvan Engines: 2 x 3500 h. p. Wright Turbo-Cyclone Span: 148 ft Weight: 85,900 lb Cruising Speed: 190 mph Payload: 27,200 lb
Towards the end of the Second World War the US Navy set out to issue specifications for a replacement for the basic and primary aircraft trainers that were used during the war. These specifications were released to industry on 26 April 1945 by the Bureau of Aeronautics (BuAer).
Three companies entered designs – Temco entered the T-35 Buckaroo, adapted from the Globe Swift, Beechcraft entered the T-34 Mentor, a tandem seat adaptation of the Bonanza and Fairchild chief engineer, Armand Thiebolt, entered a custom-designed aircraft that had the Navy designation XNQ and the later USAF designation T-31.
The Fairchild XNQ (T-31) (Model M-92) was the fastest primary trainer to date. The Model M-92 featured a controllable pitch propeller, flaps, electronically operated retractable landing gear and all-metal skin with fabric-covered rudder, ailerons and elevators.
Its unobstructed, one-piece bubble canopy provided instructors and students seated in tandem with all-round visibility, and its cockpit instruments were arranged to match those found in a 600 mph jet fighter or a 5,000-mile, long-range patrol plane. To help students recognize the instruments, the landing gear handle was in the shape of a tiny landing gear wheel, and the flap handle was shaped like the airfoil of a flap.
The Fairchild XNQ-1/T-31 was designed in 1945. The first of three constructed made its maiden flight in 1946. Of the three XNQs/T-31s, one was destroyed for structural testing, and one was destroyed in a landing accident.
Two prototypes were flown as XNQ-1 [75725/75726]. Registered with a civilian tail number N5726, the first XNQ, built at Fairchild’s Hagerstown, Maryland, plant, made its first flight there on 10 February 1947 with Fairchild’s chief test pilot, Richard Hansen, at the controls. The 20-minute maiden flight was uneventful and showed only some simple rework of the aileron tabs were necessary. After a series of company test flights, the XNQ was delivered to the US Navy at Anacostia, Washington for formal evaluation. After an initial series of flights in the Washington DC area, the flight test program continued at NAS Patuxent River after which the aircraft returned to Fairchild to prepare it for evaluation by the USAF as the T-31.
The third ship built, s/n 75726, was first flown on February 10, 1947. On its first flight, the test pilot forget to lower the landing gear. The second aircraft (BuNo. 75726) with a larger stabilizer was evaluated by the USAF in 1949 as a replacement for the AT-6, being selected on 24 March 1949 as a primary trainer. Designed to be acrobatic to teach pilots basic maneuvers, such as stalls, spins, rolls and dive pullouts, Fairchild received a contract for 100 aircraft as the model 129, USAF designation T-31. However, the order was cancelled later in 1949, in favor of the Beech T-34 Mentor.
In November 1948, it was pointed out that normal procurement channels had not been followed, and Beech requested a fly-off competition even before the YT-34 was test flown. On March 17, 1949, the Chairman of the Evaluation Board voted the XNQ-1 first, the T-34 second, and the T-35 third. In September of 1947, the USAF requested XNQ procurement as follows:
January 1950 – 50 April 1950 – 114 July 1950 – 176
The influence of the Korean War, politics, and the tricycle gear were factors leading to the eventual selection of the T-34.
Delivered to the U.S. Navy in 1947 for trials, they were rejected. Tests had revealed problems with exhaust fumes leaking back into the cockpit. The first prototype was subsequently to receive a number of engine upgrades, first powered with 320 hp Lycoming R-680-13, then finally with an inline 350 hp Lycoming GSO-580. The aircraft was destroyed in a crash in 1950.
Both XNQs as T-31s were flown to Randolph AFB outside of San Antonio, Texas, for their formal USAF evaluation in a fly-off with both the Beech and Temco candidates. At the time the USAF also considered the De Havilland Canada DHC-1 Chipmunk as well as the British Boulton Paul Balliol, but both were quickly eliminated from consideration, leaving Fairchild, Beech, and Temco remaining in the USAF evaluation. Like the US Navy, the USAF selected the Beech T-34 Mentor, again, its tricycle landing gear layout being one of its strong points. It was the second rejection of the Fairchild design. The aircraft was passed on to the US Navy where it was flown by student test pilots at the US Navy’s Test Pilot School at NAS Patuxent River and after a gear up landing that resulted in only minor damage in 1953, the Navy declared the unique aircraft surplus to its needs after it had only amassed just over 1,000 flight hours.
Fairchild dropped plans to develop the design as the company concentrated on other production contracts, including the Fairchild C-119. The second aircraft, privately owned, was still on the civil register on 15 January 2006 and airworthy.
The wing commander for the National Capital Wing of the Civil Air Patrol arranged to take ownership of the XNQ and in October 1953 the aircraft was repaired at NAS Patuxent River before being flown to a small airfield south of Alexandria, Virginia where it was stationed for the next 2 years, only clocking 12 flight hours in that time period. Part of the problem with the XNQ wasn’t its performance or handling, but that its wingspan was just over a foot too wide for the standard 40-foot hangar at the airfield and it ended up spending most of its time outdoors which adversely affected its condition. In 1955 the aircraft was ferried to Rockville, Maryland, but again, was stored outdoors which resulted in further deterioration. When that small airfield was closed, the Fairchild was abandoned in situ.
John St. Clair, the operations officer of the Congressional Squadron of the Civil Air Patrol, trucked aircraft to his home 8 miles away to try and save it given its unique history. He later assumed formal ownership of the aircraft to keep it from going to the junkyard. Fast forward to 1978, the aircraft is still on the St. Clair farm in rural Maryland and Armand Thiebolt’s son visited John St. Clair and asked about purchasing the aircraft, the deal of which fell through. Later, Robert Taylor, the founder of the Antique Airplane Association, asked St. Clair if he would donate the XNQ to a museum, which he agreed to and a crew from the association trucked what was left of the aircraft to Waco, Texas with plans of restoring her to flight status. The history of the XNQ took a new turn after its arrival in Waco when general aviation pilot Don Pellegrino and his wife were weathered in at the airport and he found the XNQ in storage in a hangar and approached Taylor about purchasing the aircraft.
While negotiations proceeded, the aircraft was moved to Oklahoma City in 1982 but still no restoration work had started. At a fly-in in Iowa, Taylor approached Pellegrino and told him “Make me an offer I can’t refuse” and with that, Pellegrino become the XNQ’s new owner for $800. In September that year Pellegrino trucked the aircraft to his farm in Iowa and began restoration work in earnest.
Ten years were spent rebuilding the aircraft in an Iowa barn. The rebuilding process involved re-skinning the bottoms of the center section, the wings, the horizontal stabilizer, and the cowling. Needless to say, numerous “small” parts were also rebuilt. The Lycoming R-680-13 engine and all the instruments needed to be replaced. Having been exposed to the climate and moves from Maryland to Texas and Oklahoma, and finally Iowa, the basic airframe was hurting but rebuildable.
After ten years of working on it in his free time, the XNQ made its second maiden flight on 1 June 1992, the first time the aircraft had flown since 1955. Pellegrino flew the 25 FAA-required hours of flight testing himself and since then he has since moved to Rhome, Texas, just outside of the Dallas-Fort Worth area and has flown the XNQ to airshows around the country. She still has her same tail number of N5726.
Engine: 1 × Lycoming R-680-13 radial, 238 kW (320 hp) Wingspan: 12.4 m (40 ft 8 in) Length: 8.3 m (27 ft 3 in) Height: 2.7 m (8 ft 10 in) Empty weight: 1,338 kg (2,974 lb) Gross weight: 1,754 kg (3,898 lb) Fuel: 80 USG Maximum speed: 282 km/h (175 mph) Cruise: 135-140 mph Range: 1,537 km (955 miles) Service ceiling: 4,880 m (16,000 ft) Crew: two, pilot and instructor
Immediately after WW2 Fairchild turned to the personal aircraft market. Described as a PT-23 trainer with a four-seat cabin fitted immediately aft of the trainer’s rear seat. The PT-23 wings and centre section were utilised, as well as the same engine and mount, but an NACA cowling was installed and a constant speed airscrew fitted.
The undercarriage was similar to that of the T-6 Texan.
The resulting M.84C was certified but only one prototype was built.
The sole M.84C was turned over to one of the schools in Hagerstown, Maryland, where it was used as an instructional item until finally broken up.
M.84C Engine: 220 hp Continental W-670-6N MAUW: 3300 lb Fuel capacity: 48 USG Max speed: 175 mph Cruise: 150 mph Range: 450 mi
For a US Army requirement of 1941 for a specialised military freighter, Fairchild began work on the design of its Fairchiid F-78. Following approval of the design and a mock-up in 1942, a contract for a single prototype was awarded and the designation XC-82 allocated.
The XC-82 was a cantilever high-wing monoplane of all-metal construction, the fuselage incorporated a flight deck for a crew of five and a large-capacity cabin/cargo hold with clamshell doors at the rear to provide easy access for wheeled ortracked vehicles. The rear doors could be removed completely for the deployment of heavy loads by parachute extraction techniques, could accommodate 78 persons for emergency evacuation, 42 fully-equipped paratroopers or 34 stretches.
The undercarriage was a retractable tricycle and power was two 1566kW Pratt & Whitney R-2800-34 Double Wasp 18-cylinder radial engines in wing-mounted nacelles. Extending aft from these nacelles were tail-booms carrying twin fins and rudders and united at the rear by the tailplane mounting a single elevator.
First flown on 10 September 1944, the US Army Air Force placed an initial contract for 100 C-82A aircraft, named Packet. The first were delivered for evaluation in 1945 and a contract for 100 more followed.
Fifty-two were modified as AC-119G Shadow and AC-119K Stinger gunships.
Because of wartime demands a second production line was laid down by North American Aviation at Dallas, Texas, but from a contract for 792 C-82N only three were completed as North American NA-135 before the contract cancellations that followed VJ Day. Fairchild eventually built a total of 220 with deliveries ending in 1948.
The Packet serviced to the USAF’s Tactical Air Command and Military Air Transport Service until it was retired in 1954.
During 1947 Fairchiid developed an improved version of the C-82, the XC-82B prototype being a conversion from a production C-82A. It differed primarily by having the flight deck resited into the nose of the aircraft and the installation of 1976kW Pratt & Whitney R-4360-4 Wasp Major 28-cylinder radial engines. Following service tests it was further modified and ordered into production as the C-119B Flying Boxcar.
In 1964 Steward-Davis Inc converted C-82A N74127 to a Skytruck I with higher weights, performance, and hot-air de-icing system. The MTOW increased to 60,000 lb.
The 1965 Steward-Davis Inc Skypallet was a C-82A design with the fuselage floor separating from the aircraft from nose to tail for large cargoes, and fitted with an internal hoist. One was converted; N4828V.
C-82A Engines; 2 x Pratt & Whitney R-2800 Double Wasp, 1566kW Wingspan; 32.46 m / 106 ft 6 in Length; 23.5 m / 77 ft 1 in Height; 8.03 m / 26 ft 4 in Loaded weight; 24300 kg / 53573 lb Max. speed; 400 km/h / 249 mph Cruise speed; 260 km/h / 162 mph Ceiling; 8000 m / 26250 ft Range w/max.fuel; 3400 km / 2113 miles Crew; 5 Payload; 78 passangers or 42 paratroopers
During 1935-36 Fairchild Aircraft Ltd in Canada continued development of the Super 71, leading to the larger ten-seat Fairchild 82, with a more conventional enclosed cockpit for two pilots, seated side by side forward of the wing giving much improved vision. It was a braced high-wing monoplane with a braced tail unit, tail-wheel landing gear (optionally replaceable by floats or skis) and powered by a Pratt & Whitney Wasp radial engine. Only about 12 Fairchild 82s were built, four were exported and the remainder operated by Canadian airlines.
Engine; 1 x Pratt & Whitney S3H1 Wasp, 410kW Max take-off weight; 2869 kg / 6325 lb Empty weight; 1630 kg / 3594 lb Wingspan; 15.54 m / 50 ft 12 in Length; 11.25 m / 36 ft 11 in Wing area; 31.86 sq.m / 342.94 sq ft Max. speed; 249 km/h / 155 mph Cruise speed; 227 km/h / 141 mph Ceiling; 5335 m / 17500 ft Range; 1054 km / 655 miles
The increasing importance and complexity of multi-engined aircratt fitted with power-operated turrets compelled the development for the USAAF of a specialist trainer. The all-plywood XAT-13 medium bomber crew trainer with two 447-kW (600-hp) R-1340-AN-1 radials, a ball-mounted nose gun, a turret-mounted dorsal gun, a small bomb bay and, in addition to an instructor, stations for a pilot, bomb-¬aimer, navigator, gunner and radio operator, met that requirement.
The USAAC ordered two specialised gunnery trainer prototypes from Fairchild. The first (XAT-13) was intended to provide team training for a bomber aircraft’s entire crew, and this aircraft was powered by two Pratt & Whitney R-1340-AN1 Wasp 9-cylinder radial engines.
The second prototype (XAT-14) was of similar layout and powered by two 388kW (520-hp) Ranger V-770-6 inline engines. It was adapted subsequently as a specialised trainer for bomb-aimers, with its defensive guns removed, under the designation XAT-14A. Testing and evaluation of these aircraft resulted in the procurement of a specialised gunnery trainer under the designation AT-21 Gunner.
A cantilever mid-wing monoplane of mixed construction, the AT-21 had a deep oval-section fuselage, a tail unit incorporating twin fins and rudders and retractable tricycle landing gear. Accommodation was provided for a crew of five, including pilot, co-pilot/gunnery instructor and three pupils.
The AT-21 production type, was optimised for gunnery training with a two-gun turret but no bomb bay.
AT-21-BL
Of the 175 AT-21s constructed, 106 were built by Fairchild and, to speed deliveries to the USAAF, 39 were built by Bellanca Aircraft Corporation and 30 by the McDonnell Aircraft Corporation at St Louis. Entering service with newly-established air gunnery schools, the AT-21s remained in service until 1944, when they were displaced by training examples of the operational aircraft in which the air gunners would eventually serve. Many of these surplus aircraft were then converted for use as target tugs.
XAT-13 Engines: 2 x R-1340-AN-1 radials, 447-kW (600-hp).
XAT-14 Engines: 2 x Ranger V-770-6 inlines, 388-kW (520-hp).
AT-21 Engine; 2 x Ranger V-770-11/-15, 388kW / 513 hp Max take-off weight: 5129 kg / 11308 lb Empty weight: 3925 kg / 8653 lb Wingspan: 16.05 m / 52 ft 8 in Length: 11.58 m / 38 ft 0 in Height: 4.0 m / 13 ft 1 in Wing area: 35.12 sq.m / 378.03 sq ft Wing loading: 29.93 lb/sq.ft / 146.0 kg/sq.m Max. speed: 195 kts / 362 km/h / 225 mph Cruise speed: 170 kts / 315 km/h / 196 mph Service ceiling: 6750 m / 22150 ft Cruising altitude: 12008 ft / 3660 m Range: 791 nm / 1460 km / 907 miles Armament: 3x MG cal.30 (7.62mm) Seats: 5
