Early in 1940 J.H.Kindelberger, president of North American Aviation, and J.L.Atwood, executive vice-president of the company, were called into conference with the British Purchasing Commission in New York. The British requested they build the Curtiss P-40. Kindelberger suggested they could build a better airplane, and faster. The ‘go ahead’ was given.

Kindelberger and Atwood conferred with Ray H. Rice, then chief engineer; Edgar Schmued, design engineer; E.J.Horkey, aerodynamicist, and others. The first conferences started on 5 April 1940 with Ken Bowen serving as project engineer. Others soon became involved.

Rice ordered a low-drag, high-lift wing. Horkey had what was then considered a radical idea on airfoils and went to work with his assistants.

The prototype was not built from production drawings but design layouts, so fast was the work done. It was ready to fly and awaiting the installation of its 1150 hp Allison engine just 100 days from the time the first drawings were made.

A month before the first flight, design for production was started. In September, Bowen was assigned the job of production engineer, assisted by George Gehrkens.

With certain unorthodox designs involving compound curves, flush shin joints for absolute smoothness, the job of tooling up for thousands of planes fabricated by unskilled workers became a problem.

As no production drawings had been made it became necessary for more than 100 men to devote themselves to this job. Each part had to be considered for re-design or simplification to make it adaptable to mass production methods. Those used in production of T-6 and B-25 were brought in. In all, 2990 design drawings were made. Others were used in making flight tests and wind tunnel tests.

Lieut.Gen. James Dolittle would call in and try out the experimental model. Immediately the throttle was moved closer to the pilot’s seat to make operation easier for short arms.

North American had designed and built the NA-73X prototype in 102 days. Late delivery of the Allison V-1710 engine delayed the first flight for another 20 days.

First flying on 26 October 1940, piloted by Vance Breese. Flights of the prototype revealed the need for many changes. Wind tunnel tests conducted by Horkey at California Institute of Technology revealed the need for more changes. For instance, flight tests showed that the air scoop intake had to be lowered to increase and alter air flow. Wind tunnel tests revealed to need to raise the carburettor air intake. A combination of tests showed that 50 pounds could be whittled off the flaps without any loss in aerodynamic efficiency. Flight test disclosed that a change in windshield design was in order.

P-51 Mustang Article

NAA hired Vance Breeze to make the first three test flights. Then NAA test pilot Paul Balfour took over. He selected and empty fuel tank, resulting in a forced landing.

Nine months after design for production was started the first production airplane rolled off the line.
The X-73 had been built in accordance with United States Army specifications but without Army supervision, as the contract was with the British.

The first production NA-73 RAF Mustang I flew on 1 May 1941 and was delivered to the British in October 1941. The fifth and tenth off the production line went to the United States Army (41-038/039 for testing and experimentation. The next 150 were known as P-51’s.

Fitted with the same Allison V-1710 engine as the P 40, the Mustang proved to be a useful close support fighter and tactical reconnaissance aircraft. The aeroplane was soon ordered by the British and Americans as the Mustang and P-51 respectively.

In June 1942 engineering on the A-36 began. It was equipped with dive brakes, bomb racks and six .50 calibre machine guns. It was found that it could dive and climb almost vertically, powered by a 1350 hp Allison. The A-36 order was the first from the United States Army. The first was tested in September 1942 and production was completed by March 1943.

Two Mustangs sank an Italian cruiser and another sank an Italian transport which had been one of the world’s greatest luxury liners.

In 1941 one hundred and forty eight P-51 NA-91 (41-37320-37351, 41-37353-37420, 41-37422-374690 were built, of which 2 became test beds for Packard V-1650 as XP-51B (XP-78), and of which many early models became A-36A, plus 650 NA-73/NA-83 for RAF as Mustang I/IA (many were converted in England to Rolls-Royce Merlin).

The design showed promise and AAF purchases of Allison-powered Mustangs began in 1941 primarily for photo recon and ground support use due to its limited high-altitude performance. A total of 310 P 51As were built. The 1942 P-51-1 armed recon adaptation with four wing cannon and two K-24 cameras was briefly designated F-6A at first, the unique final designation signified a batch of 57 withdrawn from an RAF Mustang I contract for USAAF duty. Fifty P 51As were allocated to the RAF as Mustang Mk IIs, while 35 were converted to F 6B tactical reconnaissance planes. Top speed was 390 mph.

The initial P-51 and P-51A variants proved only moderately successful but in 1942, tests of P-51s using the British Rolls-Royce “Merlin” engine revealed much improved speed and service ceiling.

After some Allisom-powered P-51A were built, the Rolls-Royce Merlin, developing 1650 hp and equipped with two-stage, two-speed supercharger with a critical altitude of better than 30,000 ft, was in production and available to North American. The P-51B emerged with the Merlin and a four-blade propeller, the conversion first flying on 13 October 1942. It went into production in the late spring of 1943 with the first production aircraft flying in December 1942. The P-51B carried four .50 calibre machine guns and bomb racks. Dive brakes were eliminated. The radiator installation was redesigned and bubble canopy fitted. The plane was strengthened to carry the larger engine. New ailerons gave improved performance. The plane was cleaned up from spinner to rudder.

Changes were being made daily, even while the planes flowed from the final assembly. Improved manufacturing methods resulted in each unit being produced with only 3300 man-hours.

The first P-51B’s were delivered to a combat group early in November 1943. Seventeen days later, on 1 December, they conducted their first operation over enemy territory. Early in January, the group knocked down 18 German combat planes without a single loss, which was a record. A week later, the group accounted for 15 aircraft without loss. They netted a total of 103 German aircraft 83 days after starting operations, beating the Thunderbolt record of 100 planes in 85 days.

The P-51C was built in the newly constructed North American factory in Dallas, Texas, and was essentially the same as the P-51B.

In 1943 a bubble canopy was adopted for the P¬51D, which became the main version of the famous fighter and entered combat over Europe in March 1944.

The aircraft is stressed for aerobatics and is capable of most all maneuvers with the exception of sustained inverted flight, snap rolls, outside loops, and inverted spins.

There are a number of variables regarding engines. The basic engine is the Packard built V-1650-7. The V-1650-9 was also used and is interchangeable. This V-12 engine is designed with 2 removable Cylinder bank assemblies of 6 cylinders each. These are referred to as head and banks. There are a number of engines that have been fitted with the” Transport Heads.” “Transport Heads” refer to British built assemblies that were used on a commercial aircraft engine and were designed for long life.

The basic V-1650-7 engine lower end will have a TBO in civil use of about 600 hours. The V-1650-7 heads and banks will probably require some rework at about 300 hours. The transport heads will normally last to TBO and beyond.

The P-51D holds 184 US gallons. The military used drop tanks of a maximum capacity of 110 gallons each and had a 85 gallon rear fuselage tank. Most civil operators do not use drop tanks and have a rear jump seat in place of the fuselage tank. With a normal cruise fuel burn of 65 GPH, this gives a 2 2 hour endurance with a small reserve.

A steerable type system uses an interconnect from the rudder pedals to the tailwheel steering system. This allows the pilot to steer the aircraft by use of the rudder pedals. Full forward stick movement unlocks this system. When unlocked the tailwheel becomes full swivel and steering is accomplished by differential braking.

The aircraft uses a low-pressure 1000 psi hydraulic system. The pressure is controlled and maintained by a regulator. The pilot simply operates the flaps or the gear and it works automatically. The wheel brakes are non-boosted, hydraulically actuated from individual master cylinders. The aircraft use standard MIL-5060 (red) fluid.

The aircraft has a 24 Volt D.C. system with a 100-amp generator. Some aircraft have an alternator installed. Normal aircraft have no AC electrical devices installed. A standard battery is used to provide starting and back up power. The aircraft does not require a ground power cart for normal use.

The definitive P-51D variant amounted to 7,966 of the 15,469 Mustangs. Unit cost in 1945 $50,985.

The only AD on the P-51 is 81-13-01. The AD calls for inspection of the Hamilton Standard prop for corrosion. This AD starts out with an 18 month inspection interval and the interval lengthens to 60 months as the prop builds a history.

The RNZAF received 30 P-51Ds as NZ2401 to NZ2430 in late 1945 of what would have been 370 replacements for Corsairs. War’s end led to the cancellation of the remainder. The RNZAF operated P-51D until 1957.

Providing high-altitude escort to B-17s and B-24s, they scored heavily over German interceptors and by war’s end, P-51s had destroyed 4,950 enemy aircraft in the air, more than any other fighter in Europe.

North American P-51 Mustang & Republic P-47 Thunderbolt Article

Mustangs served in nearly every combat zone, including the Pacific where they escorted B-29s to Japan from Iwo Jima. Between 1941-5, the AAF ordered 14,855 Mustangs (including A-36A dive bomber and F-6 photo recon versions), of which 7,956 were P-51Ds.

On 4 October 1944 the US 8th Air Force Headquarters announced that for several days the German Luftwaffe had been using allied Mosquito and Mustang aircraft furnished with German national emblems. On 3 October 1944 a Mosquito flown by Germans was shot down near Aachen. Aerial combats had taken place over Holland between allied and German Mustang fighters. These machines in German hands were aircraft which had been forced to land behind German lines.

The final delivery, a P-51H, was made in November 1945. A total of 15386 aircraft were built including 500 A-36As and 120 P-51Ds assembled in Australia (CAC CA-17). 620 were exported to the RAF for a total to the USAAF/USAF of 14,365.

During the Korean War, P-51Ds were used primarily for close support of ground forces until withdrawn from combat in 1953.

The U.S. Military and the Royal Canadian Air Force made the largest surplus release of these aircraft in the late 50’s and early 60’s. A number of aircraft previously served with the forces of over seas countries. The aircraft sold as surplus in 1958 for prices ranging from $800-1500. The Mustang is probably the most recognized fighter of World War II and has proven to be a popular and widely used civilian Warbird.

Many people refer to the “Cavalier” Mustang as the ultimate conversion for civilian use. This conversion was performed by Trans Florida Aviation of Sarasota in the mid 60’s to the early 70’s. While this conversion was very nice at that time, most restorations done in the last 10-15 years are of superior quality. The Executive Mustang, or Cavalier, rebuild and conversion involved plush, soundproofed cockpit, IFR electronics, baggage compartments in former gun bays, 402-gal fuel tanks, and zero-time majored 1500hp Packard-Merlin V-1650-7 engine.

Cavalier P-51 Mustang Article

Successor to Trans-Florida Aviation, acquired during 1960s type certificate for North American F-51 Mustang, producing tandem two-seat business/sport conversions of F-51D as Cavalier 2000 series, and building new single-seat F-51Ds for the USAF counterinsurgency Military Assistance Program. Prototype of Mustang II, two-seat COIN patrol/attack version equipped with heavier armament, flew December 1967; prototype Turbo Mustang III (with Rolls-Royce Dart) in 1969. Second prototype flew in April 1971, equipped with Lycoming T55 engine, by which time the program had been sold to the Piper Aircraft Corporation, but then the company was dissolved.

Priced at $32,500 less radio 19 were reportedly under way by the end of 1959 (44-11558=N6175C, -72844=N5076K, -73027, -73260=N5075K, -73411=N550D, -73584=N51Q, -73656=N5073K, -73843=N351D, -74427, -74441, -74453, -74458/74459, -74469=N7723C, -74831, -74854, -84658=N7724C, 45-11381=N5471V, -11489=N5421V).

Executive Mustang / Cavalier variants:
Cavalier 750
1959
No tip tanks.

Cavalier 1200
1960
As 750
with two additional 45-gal internal wing tanks.

Cavalier 1500
1960
As 750, with two additional 63-gal internal wing tanks.

Cavalier 2000
1967
110-gal tip tanks.

Cavalier 2500
As 2000, with two additional 63-gal internal wing tanks.

Cavalier Mustang II
1967
F-51D modified for counter-insurgency duties
1760hp RR Merlin 620.
2 built.

Turbo Mustang III
1968 or 1971
Prototypical COIN design for production by Piper Co as PA-48 Enforcer.

The TF-51D was originally built by TEMCO aircraft and incorporated a full rear cockpit with Dual Controls. In the last several years this conversion has been produced by a California company and is very popular. It added about $250,000 to the price of a Mustang.

Bob Hoover’s P-51 Mustang had the wings rebuilt with thicker aluminium skins so that they would be strong enough to handle the extra weight of fuel.

P-51 Mustang Restorations

Gallery

Gallery II

Ultralight Replicas:
Loehle Aviation 5151
FK Lightplanes FK51 Mustang

Experimental Replicas:
Stewart S-51D
Papa 51 Inc Thunder Mustang
Thunder Builders Group Thunder Mustang
Titan Aircraft P-51
Falconair SAL Mustang P-51
Cameron & Sons P-51
Bonsall Mustang MkII

North American P-51 Mustang variant production history & performance

Production –

XP-51
Number built/Converted 2
Model NA-73; Developed for UK

P-51
Number built/Converted 150
Prod. model; 4 20mm cannon

P-51A
Number built/Converted 310
Fitted w/ bomb racks; 4 .50-cal. mgs

XP-51B
Number built/Converted 2
Imp. P-51; was XP-78

P-51B-NA
Number built/Converted 1988
Prod. model; Blks 1-15; Inglewood

P-51C-NT
Number built/Converted 1750
Dallas Plant; Blks 1-11

P-51D-NA
Number built/Converted 6502
Bubble Canopy; Blks 1-30

P-51D-NT
Number built/Converted 1454
Blks 5-30; 6 .50-cal. mgs.

TP-51D-NT
Number built/Converted 10
2-place trainer variant

P-51E
Number built/Converted 0
Model not assigned

XP-51F
Number built/Converted 3
Exp. lt. weight test model

XP-51G
Number built/Converted 2
Mod. XP-51F w/ new eng.

P-51H-NA
Number built/Converted 555
Prod. model; Blks 1-10

XP-51J
Number built/Converted 2
Mod. XP-51F w/ new eng.

P-51K-NT
Number built/Converted 1337
Imp. -D; Aeroprop; Blks 1-15

P-51L-NA
Number built/Converted 0
Imp. -H w/ new eng.

P-51M-NT
Number built/Converted 1
Imp. -H w/ new eng.

Specifications –

NA-73X
Engine: Allison V-1710, 1100 hp
Wingspan: 37’0″
Length: 32’2″
Useful load: 2250 lb
Max speed: 387 mph
Cruise speed: 307 mph
Stall: 120 mph
Range: 350 mi
Seats: 1

XP-51 / NA-73
Engine: Allison V-1710-39, 1100hp
Wing span: 37’0″
Length: 32’3″
Useful load: 1687 lb
Max speed: 382 mph
Cruise speed: 300 mph
Range: 625 mi
Ceiling: 30,800 ft

P-51
Engine: Allison V-1710-F3R, 1150 or -81, 1125 hp
Wingspan: 37 ft 0.5 in / 11.29 m
Length: 32 ft 2.5 in / 9.81 m
Height: 12 ft 2 in / 3.72 m
Empty weight: 6300 lb / 2858 kg
Max loaded weight: 8600 lb / 3901 kg
Max speed: 390 mph / 628 kph
ROC: 2600 fpm / 792 m/min
Service ceiling: 30,000 ft / 9144 m
Range: 450 mi
Armament: 4 x .20mm Hispano

P-51A / Mustang Mk.II
P-51A
Engine: Allison V-1710-F3R, 1150 or -81, 1125 hp
Wingspan: 37 ft 0.5 in / 11.29 m
Length: 32 ft 2.5 in / 9.81 m
Height: 12 ft 2 in / 3.72 m
Empty weight: 6300 lb / 2858 kg
Max loaded weight: 8600 lb / 3901 kg
Max speed: 394 mph @ 15,000 ft.
ROC: 2600 fpm / 792 m/min
Service ceiling: 30,000 ft / 9144 m
Range: 450 mi
Armament: 4 x .50 mg

P-51B
Engine: Packard Merlin V-1650-9, 1520 hp
Wingspan: 37 ft 0.5 in / 11.29 m
Length: 32 ft 2.5 in / 9.81 m
Height: 13 ft 8 in / 4.1 m
Empty weight: 6300 lb / 2858 kg
Max loaded weight: 8600 lb / 3901 kg
Max speed: 390 mph / 628 kph
ROC: 2600 fpm / 792 m/min
Service ceiling: 30,000 ft / 9144 m
Range: 450 mi
Max range: 1300 mph
Armament: 4 x .50 in Browning mg
Bomb load: 2 x 1000 lb

P-51C
Engine: Packard Merlin V-1650-9, 1520 hp
Wingspan: 37 ft 0.5 in / 11.29 m
Length: 32 ft 2.5 in / 9.81 m
Height: 13 ft 8 in / 4.1 m
Empty weight: 6300 lb / 2858 kg
Max loaded weight: 8600 lb / 3901 kg
Max speed: 390 mph / 628 kph
ROC: 2600 fpm / 792 m/min
Service ceiling: 30,000 ft / 9144 m
Range: 450 mi
Max range: 2700 miles
Armament: 4 x .50 in Browning mg
Armament: 6 x .50 Browning MG53-2 270 or 400 rds each
Bombload: 2 x 1000 lb / 454 kg

P-51D
Engine: Packard Merlin V-1650-7 or V-1650-9, 1450 hp / 1,695 hp
Propeller: Hamilton Standard 4-Blade 24D50, 134″
Span: 37 ft 0.25 in / 11.89 m
Length: 32 ft 3.25 in / 9.85 m
Height: 13 ft 8 in / 4.16 m
Wing area: 21.65 sq.m / 233.04 sq ft
Frontal Area: 13.4 sq.ft.
Max take-off weight: 5488 kg / 12099 lb
Normal Gross Weight: 9450 lb
Empty weight: 3232 kg / 7125 lb
Wing Loading: 49.2 lbs/sq.ft.
Power Loading: 7.78 lbs/hp
Drop tank maximum capacity: 2 x 110 USG
Rear fuselage tank capacity : 85 USG
Maximum speed: 703 km/h / 437 mph at 25,000 ft
Speed @ Sea Level: 326 kts (375 mph, 603 kph)
Normal cruise: 240 kt at 65 USgph at 8000 ft
Cruise Speed @ 75% Power: 250 kts (300 mph, 483 kph)
Range normal: 950 sm,
Range max: 1710 sm
Service Ceiling: 12770 m / 41,900 ft.
Rate of Climb @ gross: 2800 ft/min
Climb to 30,000 ft / 9,145 m: 13 minutes 0 seconds
Vx (best angle of climb): 87 kts
Vy (best rate of climb): 148 kts
Va (design maneuvering): 226 kts
Vfe (max flaps extended): 143 kts
Vle (max landing gear extended): 148 kts
Vne (never exceed): 439 kts
Vsl (stall, clean): 92 kts
Vso (stall, in landing config.): 88 kts
Best Glide: 152 kts
Armament: Six .50-cal. machine guns / 2,000 lb external
Design Limit Load Factor: +8g / -4g @ 8000 lbs / +5.5g / -2.5g @ 11600 lbs.
Crew: 1
Cost: $54,000

P-51H
P-51H
Engine: Packard Merlin V-1650-9, 2218 hp
Height: 13 ft 8 in / 4.1 m
Wingspan: 37 ft 0.5 in / 11.29 m
Length: 33 ft 4 in
Max speed: 487 mph @ 25,000 ft
Armament: 6 x .50 Browning MG53-2 270 or 400 rds each
Bombload: 2 x 1000 lb / 454 kg

P-51J
Engine: Allison 119/F32, 1700 hp @ 20,700 ft
Max speed: 492 mph @ 27,400 ft.

F-6A
Engine: Allison V-1710-F3R, 1150 or -81, 1125 hp
Wingspan: 37 ft 0.5 in / 11.29 m
Length: 32 ft 2.5 in / 9.81 m
Height: 12 ft 2 in / 3.72 m

F-6B
Engine: Allison, 1200 hp
Max speed: 390 mph.

RAF Mustang I
Armament: 4 x .303 mg / 4 x .50 mg

Mustang IA
Armament: 4 x .20mm Hispano

Mustang 4
Engine: 1,520 h.p. Packard Merlin V1650-3
Span: 37 ft
Weight: 10,000 lb
Max. Speed: 445 mph

A-36
Engine: Allison V-1710-F3R, 1150 or -81, 1125 hp
Wingspan: 37 ft 0.5 in / 11.29 m
Length: 32 ft 2.5 in / 9.81 m
Height: 12 ft 2 in / 3.72 m

A-36A
Armament: 6 x .50 mg
Bombload: 2 x 500 lb / 227 kg

North American engineers designed two variants of the BC-1 to sell to overseas buyers as fighters and attack planes. One was a single-seat fighter and the other a two-seater; both had five .30-caliber ma¬chine guns in the wings and nose.

Conceived as a low-cost fighter for use by smaller nations demanding comparatively simple warplanes, yet embodying such modern features as an enclosed cockpit and a retractable undercarriage, the NA-50 was a single-seat derivative of the NA-16 tandem two-seat basic trainer. Of all-metal construction with semi-monocoque fuselage, the NA-50 was powered by an 870hp Wright R-1820-77 Cyclone radial.

First flying on 1 September 1940 piloted by Lewis Waite, one prototype was built for the USAAF (NX25607).

The first order, from the Siamese air force, was for 10, including both versions. Brazil, Peru and Chile ordered 49 single-seat fighters.

In January 1938, a contract was placed on behalf of the Cuerpo de Aeronautica del Peru for seven NA-50s, delivery being completed in May 1939. In Peruvian service, the NA-50s were equipped with racks for up to 249kg of bombs, and the type saw active service in 1941 during a conflict with Ecuador. The last Peruvian NA-50 was withdrawn in 1961.

The company Model NA-50A P-64 ordered by Siam on 30 December 1939, was little more than a single-seat pursuit ship patterned after the Harvard trainer and developed from the NA-50 used by Peru. Tension was increasing at the time between Siam and French Indochina, and the State Department prohibited the transfer. The six examples of this strictly export craft were built at Inglewood and painted in Siamese markings, and were en route to Siam when the US Army confiscated them. The aircraft were diverted to the Philippines, where they were taken over by the U.S. Army Air Corps (41-18890/18899). They removed the armament, and assigned them to training duties at Luke Field, Arizona, designated the P-64.

A widely-published report that the Siam-bound aircraft were caught at Pearl Harbour during the 7 December 1941 Japanese attack is inaccurate: the NA-50As were apparently embargoed in October 1940 and a camouflaged example in USAAF markings was noted at Luke as early as 16 September 1941.

Never really a fighter in USAAF service, the six P-64s were essentially base ‘hacks’ and possibly never received American serial numbers. A privately-owned survivor in civil registry as N840 was airworthy in the US as recently as 1975.

One survives in the EAA collection (41-19085, NX37498, XBKUU, N686220).

In early 1964, a North American P64 was ferried from San Diego to Flabob Airport in Riverside Ca. Once we realized it’s rarity, Ray contacted Paul Poberezny and a deal was made to acquire the P64 for the EAA Museum. I spent over two months working on the P64 to get it airworthy so Paul could ferry it to Wisconsin. Attached pictures are the P64 as it sat on Flabob Airport and after Paul finished the restoration (Paul in uniform with his pride and joy). Don Stits

Gallery

NA-50
Max take-off weight: 2585 kg / 5699 lb
Empty weight: 2028 kg / 4471 lb
Wingspan: 11.35 m / 37 ft 3 in
Length: 8.21 m / 26 ft 11 in
Height: 2.67 m / 8 ft 9 in
Wing area: 21.93 sq.m / 236.05 sq ft
Max. speed: 475 km/h / 295 mph
Range: 1038 km / 645 miles

NA-50A
Engine: Wright R1820-77 Cyclone 9, 870 hp
Wing span: 37 ft 3 in
Wing area: 236 sq.ft
Length: 26 ft 11 in
Empty weight: 4470 lb
MAUW: 6800 lb / 3084 kg
Max speed: 270 mph at 9500 ft
Cruise: 255 mph at 16,500 ft
Range: 645 mi
Armament: 2 x .30 mg & 2 x 20mm cannon + 4 bombs underwing.

P-64
Engine: Wright R-1820, 875hp
Max take-off weight: 2717 kg / 5990 lb
Empty weight: 2113 kg / 4658 lb
Wingspan: 11.35 m / 37 ft 3 in
Length: 8.23 m / 27 ft 0 in
Height: 2.74 m / 8 ft 12 in
Wing area: 21.18 sq.m / 227.98 sq ft
Max. speed: 434 km/h / 270 mph
Cruise speed: 235 mph
Stall: 71 mph
Ceiling: 4260 m / 14000 ft
Range: 1380 km / 858 miles
Seats: 1

Derived from the 1935 NA-16 prototype, the North American NA-26 design was first flown in 1938. This aircraft was designated the Basic Combat Trainer, BC-1. The BC-1 (basic combat, type 1) had the same basic airframe design as the BT-9 but with a retractable main landing gear and more power. It was equipped with one nose-mounted .30-caliber machine gun that fired through the propeller and a second .30-caliber gun on a flexible mount in the rear cockpit.

The first one flew on February 11, 1938. The Edward G. Budd Manufacturing Co. was subcontracted to experiment with stainless steel in the wing panels to determine its structural feasibility in the aircraft. It had seven inches more wing span, larger tanks and a higher gross weight (by approx 155 pounds) when compared to the later T-6.

NA Harvard Article

In 1939, the U.S. Army Air Corps ordered an additional 200 of the advanced BC-1A type, and the U.S. Navy a number of the same type but designated as SNJ-1.

The Navy had been searching for a trainer for pilots destined to fly its scout aircraft, such as the Douglas SBD dive bomber, and it chose the BC-1. The BC-1 was ordered in 1937 to the extent of 41 aircraft with the R-1340-45 radial. Blunt wing tips and a straight-edged rudder characterised the BC-lA, of which 92 were ordered and the last six delivered as AT-6s after a change in designation policy during 1940. AT-6 orders covered an extra 85 aircraft, and production then switched to 1,429 AT-6As with the R-1340-49 engine and modified fuel tankage. The full production flood now saw 400 AT-6B gunnery trainers with the R-1340-AN-1, 2,970 AT-6Cs with a high proportion of non-strategic materials, 3,713 AT-6Ds with the original structure and 24-volt electrics, and 25 AT-6Fs with a strengthened airframe. US Navy variants equivalent to the BC-1, AT-6, AT-6A, AT-6C, AT-6D and AT-6F were the SNJ-1 to -6 respectively, of which 4,765 were delivered.

The 1937 SNJ-1 was as the Army BC-1A with retractable gear and metal-covered fuselage. Sixteen very operated a 1552-1567.

A total of 2,068 wartime aircraft were remanufactured as T 6G.

North American engineers designed two variants of the BC-1 to sell to overseas buyers as fighters and attack planes. One was a single-seat fighter and the other a two-seater; both had five .30-caliber ma¬chine guns in the wings and nose. The attack version (NA-44, -69, -72) also had a flexible machine gun in the rear cockpit. The first order, from the Siamese air force, was for 10 A-27 (NA-69), including both versions.

Brazil, Peru and Chile ordered 49 single-seat fighters. Brazil received 30 NA-72 with P&W R-1340 in 1940 and one armed prototype NA-44 went to the RCAF in 1940.

Siam never received any of the aircraft, however. Tension was increasing at the time between Siam and French Indochina, and the State Department prohibited the transfer. The aircraft were diverted to the Philippines, where they were taken over by the U.S. Army Air Corps, re-designated A-27 (41-18890/18899), where they were destroyed in Japanese bombings during Dec 1941. Several A-27s saw action in the Philippines on December 8, 1941, against invading Japanese forces. The single-seat version was stripped of armament, returned to the States for fighter-pilot training and designated the P-64.

The Navy later requested several modifications to the SNJ-1, including a more powerful engine. That changed the designation to SNJ-2.

Sixty-one 1940 SNJ-2 were operated as 2008-2043 and 2548-2572.

The 1940 AT-6 (NA-59) first flew on 6 February 1930 and 85 were built, plus 9 from BC-1B (40-717/725, -2080/2164).

A total of 1549 of the 1941 AT-6A (NA-77) were built: 41-148/785, -15824/16228, 16259/16403, -16439/16457, 41-16474/16578, -16616/16653, -16693/16778, -16821/16878, -16924/16939, -16994/17033.

The Air Corps asked for other modifications, and the AT¬6A/SNJ-3 emerged as the standard advanced single-engine trainer for both services. (It was used for basic pilot training and even for primary training toward the end of World War II, when Nationalist Chinese students were sent to the States for pilot instruction.)

270 SNJ-3 were produced in 1941 (6755-7024) plus 296 AT-6 obtained from the USAAF (01771-01976, and 05435-05526). Fifty-five SNJ-3 were converted to SNJ-3C deck-landing trainers.

The SNJ-4 (NA-88) of 1942 were the same as USAAF AT-6C, 2,400 produced (05527-05674, 09817-10316, 26427-27851, and 51350-51676). 85 were converted in 1942 to SNJ-4C deck-landing trainers.

The SNJ-5 (NA-88) of 1943 were 1,573 USAAF AT-6D transferred to the USN (43638-44037, 51677-52049, 84819-85093, and 90582-91101). Some were converted to SNJ-5C deck-landing trainers.

The 411 SNJ-6 of 1944 were from USAAF production of AT-6F (111949-112359).

In 1952 earlier models were modernised to T-6G standards as SNJ-7s. The SNJ-7B was an armed version.

To accommodate orders that amounted to more than 600 aircraft when war began, North American opened a new plant in Dallas in 1942 to supplement the aircraft being turned out in the Los Angeles area.

The Dallas plant became the main point of manufacture – hence the name ‘Texan.” New model suffixes were assigned as minor changes were made. To save alu¬minum, some of the AT-6/SNJs were turned out with plywood fuselages and internal stringers made from spruce. The Navy added tail hooks for carrier train¬ing. Bomb racks and belly fuel tanks were also added.

A number of Texans were either built or modified for experimental purposes. The Army Air Forces ordered one XAT-6E in 1944 with an in-line, air-cooled engine installed. On test flights it reached a top speed of 244 mph and climbed to 30,000 feet – 50 mph faster and 6,000 feet higher than the Texans flying with radial en¬gines. Unfortunately, the in-line engine proved to be a maintenance headache, and only one XAT-6E was built.
Another experimental Texan was des¬ignated the ET-6F in 1950, when a swivel landing gear was installed to assist in making crosswind landings. The Northrop Co. experimented with automatic pilots in the T-6. Cameras were installed aft of the rear seat in a few aircraft for aerial photography; flares were added to make photography possible at night as well.

When the British realized they could not build enough trainers in the United Kingdom at the beginning of World War II, they ordered the BC-1, which they designated the Harvard Mark I. A single British machine gun for the right wing was specified, as well as British instru¬ments and a circular control stick called a “spade.” The Canadians also ordered the Mark I, and one variant was labeled the AT-16. Since British engine mixture controls were reversed as far as Americans and Canadians were concerned, a warn-ing plaque was installed that read: “This airplane has British carburetor mixture control. Lean—forward. Rich—back.”

The Harvard II was the equivalent to the USAAC’s AT-6A. The Harvard IIA was the equivalent to the USAAC’s AT-6C. Some were overhauled to a Mk.II* standard. This differed from the Mk.II in having a plywood and low alloy steel rear fuselage instead of the previous light alloy monocoque construction. This was said to save over 1200 lb of aluminium. The Mk.IIB was a version of the Mk.II built in Canada by the Noorduyn Aircraft Company, and known in the USA as the AT-16. The Harvard Mk.III reverted to all metal construction and had a 24volt electrical system. Two hundred and thirty five AT-6s were operated by Sweden and designated Sk-16.

The Harvard II (AT-6C), North American NA-16-1A, or North American NA-16-3 has a low-wing cantilever monoplane, the wing section varies from N.A.C.A. 2215 to 2209, in five sections, consisting of centre-section, two outer-sections and two wing-tips. The centre-section has parallel chord and thickness, outer-sections have back-swept leading-edge and straight trailing-edge and taper in thickness. Single-spar structure with spaced ribs and covered with a stressed aluminum alloy skin. Dynamically balanced ailerons, with aluminum-alloy frames and fabric covering. Split trailing-edge flaps inside ailerons and under fuselage. The fuselage is a welded chrome-molybdenum steel-tube framework with fittings integrally welded. The fuselage is constructed in four sections, engine-mounting, control-section, tail-section and monocoque bottom aft of wing. All sections bolted together. Side covering in form of fabric-covered aluminum-alloy frames bolted to fuselage. Cowling all metal and quickly removable.

Fitted with a cantilever tailplane and fin of metal, with sheet covering, the rudder and elevators have light-alloy frames, with fabric covering. Right and left sides of tail-plane and elevators are interchangeable. Metal surfaces are removable by externally-accessible bolts for internal inspection. Non-reversible trimming tabs on elevators. Fixed tab, adjustable of ground only, on rudder.

The undercarriage consists of two cantilever oleo struts, with the upper ends built into the ends of the centre-section by sleeves held by four bolts. The right and left units are interchangeable. Each unit enclosed in duralumin fairing, which does not enclose the streamline wheel, so that it is accessible for brake adjustment or removal. Hydraulically-operated wheel-brakes. Oleo-sprung steerable tail-wheel.

Power is from a Pratt & Whitney 600 hp radial, 9 cylinder or one Pratt & Whitney Wasp S3H1 nine-cylinder radial air-cooled engine, developing 550 hp at 5,000 ft (1,525 m) on welded chrome-molybdenum steel-tube mounting. NACA cowling. Fuel tanks (two), of welded aluminum alloy, in centre-section, one on each side of fuselage. Normal fuel capacity 104 U.S. gallons. Oil tank (9.5 U.S. gallons) in engine compartment and detachable with it. Alternative engines are the Pratt & Whitney Wasp R-1340-S1H1, Pratt & Whitney Wasp-Junior R-985 or the Wright Whirlwind R-975-E3.

Accommodation: Tandem cockpits, with sliding enclosures. Dual controls, with rear control quickly removable. Equipment may be installed to suit machine for training, fighting or light bombing. Provision made for installation of two fixed guns firing forward through airscrew and one gun on a movable mounting in back cockpit, bomb-rack below fuselage.

When it took over Noorduyn Aviation in 1946, CCF also acquired the production rights to the North American AT 16 Harvard trainer. Between 1941 and 1945 Noorduyn produced Harvard IIBs as advanced trainers, used to allow those who had become proficient on elementary trainers to graduate to single engined operational aircraft. At the peak of production 83 Harvards per month were leaving the Noorduyn works and by the end of the war 2,800 had been completed, most being used by the RAF and RCAF, but some going as far afield as India, Australia and New Zealand.

In 1951, after a gap of six years, the Harvard was again put into production when Can Car’s Fort William plant began to turn out the Harvard 4 to be used in training the pilots who might be needed in the Korean War or its aftermath. In total, 555 were built between 1951 and 1955, initially for the RCAF, but later for the USAF where they were designated T 6J. Some of the T 6Js were subsequently released for service with the West German Air Force.

The North American Aviation Co. granted rights to the Australians to man¬ufacture the two-seat BC-1, which they called the “Wirraway,” a native word meaning “challenge.” It had twin ma¬chine guns in the nose, a flexible gun in the rear cockpit and could carry up to 500 pounds of bombs on underwing racks. The first Wirraways were rolled out in 1939. They saw heavy service during the first days of World War II as interceptors, fighter-bombers and long-range patrol aircraft, as well as observation craft.

After World War II, the U.S. Air Force changed many of its plane designations, and the “A” was dropped from the Texan’s identification. The T-6s were extremely active during the Korean War as spotter planes. Their pilots were officially known as forward air controllers, but their planes were popularly called “Mosqui¬toes,” since they harassed the Communist forces and specialized in locating enemy targets and guiding fighter-bombers in for airstrikes. They were also flown for air rescues and leaflet-dropping missions. Several were used as interceptors against the North Koreans, who were flying Soviet-made Polikarpov PO-2 night raiders. Numbers of T-6G’s were being converted to LT-6G liaison aircraft by Ternco Corp in 1955. When remanufactured T-6s ar¬rived with improved radios, underwing bomb and smoke-rocket racks and two pod-mounted machine guns, they were designated LT-6Gs. By the end of hostil¬ities, the LT-6Gs had flown more than 40,000 sorties and logged about 117,500 combat hours.

The first Harvard Mk II used by the RCAF was delivered to Camp Borden in the summer of 1940. It was an anglicized version of the AT-6A, the differences being a lengthened exhaust stack, a fixed rear canopy section, an altered instrument panel and a British style control column. The Mk II was also fitted with the capability to hold a .303 calibre air operated machine gun on the starboard wing and a cine-camera in the port wing, with a gun-sight for the front cockpit. The plane was equipped with hardpoints under the wings in order to carry 8 practice bombs. The N.A. Harvard Mk.II was one of the most important single engine training aircraft of the British Commonwealth Air Training Plan. It was known as “the pilot maker” because of its important role in preparing pilots for combat.

After World War 2 the Mk.II Harvard was relegated to armament training and reserve squadron use, as the more modern Mk.IV came along. At the end of WW2, Harvard Mk.II’s were used for Naval training in Nova Scotia. The approval for a Canadian Fleet Air Arm was not given by the government of the day until 1946. In January of 1947 Harvard Mk.II’s began arriving in Dartmouth Nova Scotia for their stint as training aircraft for the newly formed Canadian Naval Air Arm. Much of the training was on gunnery exercises to prepare pilots for the deflection shots necessary with the gyro gun-sight of the Supermarine Seafire. Harvard Mk.II’s were the planes chosen again for the training task. The course was similar to the one used to train RCAF pilots, with the exception of gunnery and formation training which was done on Seafires.

In December 1939, the RNZAF was allocated 105 Harvards, but the first aircraft didn’t arrive until March 1941. The Harvard served in a wide variety of roles with the RNZAF, including flight training schools (2 FTS at Woodbourne being the biggest user), fighter squadrons, fighter operational training units, army co operation squadrons, the Central Flying School and the Fighter Gunnery School. The RNZAF operated Harvard II, IIA, IIB and III as NZ901 to NZ1102 until 1977.

After World War II, T-6s and SNJs were supplied to NATO nations such as France, West Germany, Italy and Bel¬gium. Latin American pilots ferried many of the trainers home after they completed their training in the United States. For use in brush-fire wars, Texans were remanufactured with rocket and bomb racks and designated FT-6Gs. They were sent to such nations as Spain, Por¬tugal, France and Brazil for counterin¬surgency missions.

The Texan was phased out of U.S. Air Force and Navy inventories in 1958, but a number of T-6s were flown by the Civil Air Patrol into the 1960s. Although the American inventory during the Vietnam War showed no T-6s, armed Texans were flown briefly by Laotian and Cambodian pilots against Viet Cong targets along the Ho Chi Minh Trail.

A total of 17,096 of all models were built by North American in California, Texas, Montreal (by Noorduyn), Fort Frances, Ontario (by Canadian Car and Foundry), and in Australia as the Wirraway.

The aircraft is stressed for aerobatics and is capable of most maneuvers with the exception of sustained inverted flight, snap rolls, outside loops, and inverted spins.

The T-6/SNJ/Harvard aircraft have been produced in a number of model designations. Most of the changes are small. Fuel Capacity – The T-6 has 110 gallons on all models except the T-6G and Harvard MK IV, which have 140 gallons. With a cruise fuel burn of 30 GPH, 110 gallons is adequate for most operators. Tail wheel steering/locking systems- The Navy type is lockable only. The pilot is able to lock the tailwheel to a straight-ahead position for take-off and landing. Steering is accomplished by differential braking. The steerable type system (also called P-51 type) uses an inter-connect from the rudder pedals to the tailwheel steering system. This system allows the pilot to steer the aircraft by use of the rudder pedals. Full forward stick movement unlocks this system. When unlocked the tailwheel becomes full swivel and steering is again by differential braking. Either of these systems is adequate for most civilian operators. Hydraulic system – The original system incorporated a pilot controlled bypass. In order to use the gear or flaps, a small button must first be pushed before activation of the system. This button pressurizes the system and a time delay circuit depressurizes the system after approximately 45 seconds. Later aircraft (T6-G/Harvard MK-4) had a modified linkage that engaged the system automatically. For practical purposes, either system is satisfactory. There are several variations in other areas such as instrument panel layout and cockpit glass. Many aircraft have been modified to incorporate various combinations of the above systems.

Variation:
Stroop AT-6
Bacon Super T-6

Gallery

Specifications:

BC-1A
Engine: R-1340-45
Wingspan: 47 ft
Length: 27 ft
Max speed: 209 mph @ 5000 ft

A-27
Engine: 775hp Wright R-1820F
Wingspan: 42’0″
Length: 29’0″
Useful load: 1486 lb
Max speed: 250 mph
Cruise speed: 220 mph
Stall: 70 mph
Ceiling: 28,000′
Armament: 2x .30 nose guns and one flexible .30 rear cockpit
Bombload: 4 x 100 lb bombs underwing

AT-6A (NA-77)
Engine: Pratt & Whitney R-1340-49 Wasp, 600 hp
Wingspan: 42’0″
Length: 29’0″
Useful load: 1255 lb
Max speed: 230 mph / 205 kt
Cruise: 120-145 kt
Range: 630 mi
Ceiling: 24,200′
Seats: 2

Harvard II / AT-6C / NA-16-1A / NA-16-3
Span 42 ft (12.8 m)
Length 27 ft. 5 3/16 in (8.38 m)
Height 8 ft 9 in (2.67 m)
Wing area 248 sq. ft (23 sq. m)
Weight empty 3,340 lb (1,515 kg)
Fuel and oil: 695 lb (315 kg)
Armament 141 lb (64 kg)
Weight loaded 4,556 lbs (2,065 kg)
Wing loading 185 lbs./sq. ft. (90 kg./sq. m)
Power loading 8.3 lbs./h.p. (3.71 kg./hp)
Speed at sea level 200 m.p.h. (324 kph)
Cruising speed at 12,000 ft. (3,660 m.) 185 mph. (298 kph)
Landing speed 61 mph (98 kph)
Maximum rate of climb 1,800 fpm (590 m/min.)
Service ceiling 26,000 ft. (7,930 m.)
Cruising range 680 miles (1,102 km)

T 6 / AT-6 Texan / Harvard
Engine: Pratt & Whitney Wasp R-1340 AN1, 542 hp
Length: 29.003 ft / 8.84 m
Height: 11.483 ft / 3.5 m
Wingspan: 41.995 ft / 12.8 m
Wing area: 252.954 sq.ft / 23.5 sq.m
Max take off weight: 5578.7 lb / 2530.0 kg
Weight empty: 4101.3 lb / 1860.0 kg
Max. weight carried: 1477.4 lb / 670.0 kg
Redline speed: 230 mph / 205 kt
Max. speed: 181 kt / 335 km/h
Initial climb rate: 1358.27 ft/min / 6.9 m/s
Service ceiling : 21654 ft / 6600 m
Ceiling: 24,200′
Wing load: 22.14 lb/sq.ft / 108.0 kg/sq.m
Range: 405 nm / 750 km
Endurance: 3 h
Crew: 2
Armament: 2 MG
Loading: +5.67 / – 2.33G

T-6G
Engine: Pratt and Whitney R 1340 AN 1, 550 hp
Max speed, 212 mph (341 kph) at 5,000 ft (1524 m)
Cruise, 146 mph (235 kph)
Initial climb, 1,643 fpm. (8.3 m/sec)
Ceiling, 24,750ft (7 544 m)
Range, 870 mls (1400 km)
Empty weight, 4,271 lb (1937 kg)
Loaded weight, 5617 lb (2548 kg)
Span, 42 ft 0.25 in (12.8 m)
Length 29 ft 6 in (9 m)
Wing area 253.7 sq.ft (23.56 sq.m)

Harvard II
Engine: P&W R-1340-AN 1 Wasp, 550 hp
Span: 42ft (12.8m)
Length: 29ft(8.8m)
Max wt: 5617 lb (2547kg)
Speed: 212mph (341 kph)
Range: 870 sm(1400 km).

Harvard IIA
Engine: P&W R-1340-AN 1 Wasp, 550 hp.

Noorduyn Harvard Mk IIB
Engine: 600 hp Pratt & Whitney Wasp R-1340-AN-1
Maximum speed: 212 mph (341 km/h)
Service ceiling: 21,500 ft (6553 m)
Empty weight: 4,158 lb (1,886 kg)
Loaded weight: 5,617 lb (2,548 kg)
Span: 42 ft (12.8 m)
Length: 29 ft (8.8 m)
Height: 11 ft 8 in (3.5 m)
Wing area: 253.7 sq ft (23.6 sq m)

Harvard IIB
Engine: P&W R-1340-AN 1 Wasp, 550 hp.

Harvard III
Engine: P&W R-1340-AN 1 Wasp, 550 hp.

Harvard IV
Engine : Pratt & Whitney R-1340-AN-1, 600 hp
Wing Span : 42 ft 4 in
Length : 27 ft 11 in
Speed : 180 Mph (289 km/h)

Canadian Car and Foundry Harvard IV
Engine: Pratt & Whitney R-1340AN-1, 600 HP
Propeller: Hamilton Standard Two Blade 12D40
Wing Span: 42′ 5″
Length: 29′ 6″
Height: 11′ 9″
Normal Gross Weight: 5300 lb
G Loading: +5.67, -2.33
Controls: Dual
Normal cruise: 155 MPH at 8000 ft
Fuel flow at cruise: 30 USGPH

Harvard 4 / T.6J
Basic trainer
Engine: 550 h.p. Pratt & Whitney R1340-ANI
Wingspan: 42 ft
Length: 29 ft.
Loaded weight: 5,617 lb.
Max. speed: 212 m.p.h.
Ceiling: 21,500 ft.
Range: 870 miles at 146 m.p.h.
Crew: 2.

SNJ-5 Texan
Powerplant: l x Pratt & Whitney R-1340-AN-1 Wasp, 410kW (550 hp)
Span: 12.81 m (42ft 0.25 in)
Length: 8.99m (29ft 6in)
Height: 3.58 m / 11 ft 9 in
Wing area: 23.57 sq.m / 253.71 sq ft
Armament: 2 or 3 x 7.62-mm (0.3-in) mg
Empty weight: 1886 kg / 4158 lb
Max T/O weight: 2404 kg (5,300 lb)
Max speed: 330 km/h / 205 mph at 5,000 ft
Ceiling: 6555 m / 21500 ft
Max range: 1200 km / 746 miles
Operational range: 750 miles
Crew: 2