North American T-6 Texan / SNJ / Harvard
1935
Back to the Virtual Aircraft Museum
  TRAINERVirtual Aircraft Museum / USA / North American  

North American T-6 Texan / SNJ / Harvard

The first prototype NA-16 flew in April 1935. A total of about 17000 aircraft were built

AT-6


Specification 
 MODELSNJ-5
 CREW2
 ENGINE1 x Pratt-Whitney R-1340-AN-1, 410kW
 WEIGHTS
    Take-off weight2404 kg5300 lb
    Empty weight1886 kg4158 lb
 DIMENSIONS
    Wingspan12.81 m42 ft 0 in
    Length8.99 m30 ft 6 in
    Height3.58 m12 ft 9 in
    Wing area23.57 m2253.71 sq ft
 PERFORMANCE
    Max. speed330 km/h205 mph
    Ceiling6555 m21500 ft
    Range1200 km746 miles

3-View 
North American T-6 Texan / SNJ / HarvardA three-view drawing (674 x 878)

Comments1-20 21-40 41-60 61-80 81-100
Frank Russell, ftruss=bellsouth.net, 12.01.2012

I trained on Harvards and instructed on them without having any mechanical failures.A really great aircaft and a joy to fly!

Ralph Alshouse, alsfarm=grm.net, 30.11.2011

In mid 1943 the Navy was still building Whiting field near NAS Pensacola. We were flying SNJs and learning fast. We used the short runways while the Navy was extending them. Still remember a fellow cadet had engine trouble taking off, he plowed into a bull dozer and exploded, trapped in his plane with a open mic. It made all of us think much better after that.

J. Yates, yatesj=verizon.net, 20.10.2011

My Dad (Pappy Yates)was a T-6 mechanic at Foster Field & Matagorda Island during WWII. His picture is in the AAF musuem in Victoria.

Rick Smith, rickheln=cox.net, 21.09.2011

I flew both the T-6D and G (class 52-D).
My memory of the D model is not a good one. We had 3 deaths due to no spin recovery. It was grounded until they discovered the cause.
On the D model, in order to taxi, you had to push the stick forward to disengage the pin that held the tailwheel in place. Turns out the pin was sticking and the pilots could not push the stick forward to recover from the spin. All the pins were inspected and routinely lubricated and checked after that.
However, the T-6 was a fun aircraft. I used to get red eyes from inverted spin recoveries. I blew several hay stacks over on a low level flight and the farmer got my tail number. Fortunately, my instructor (Capt. Robert E. Lee) told the stage commander that he had assigned me a low level mission. I spent several weeks working with the farmer stacking hay as a result. Capt. Lee got a fifth of scotch.

J. William Love, Jr., billuv1928=comcast.net, 28.07.2011

I flew the T-6 in basic training Class 52-B at Greenville AFB MS. Great memories. I had a great instructor named Mr. Lucie. Fortunately, he was a very patient man. Most of our instructors were local area crop dusters, and really good pilots. Any other members of the 52-B class out there?

Walt downs, wiilberspots=comcast.net, 04.07.2011

I was stationed at Barin from school in Memphis. 1953-54. Worked in no.4 hangar in air to air gunnery,welcomed flight time in Jbird to observe tow. Liberty in Foley at the American Leagon hall dances friday nights. Still remember it well Looking for bruce Bergner for 50 years.

Walt downs, wiilberspots=comcast.net, 04.07.2011

I was stationed at Barin from school in Memphis. 1953-54. Worked in no.4 hangar in air to air gunnery,welcomed flight time in Jbird to observe tow. Liberty in Foley at the American Leagon hall dances friday nights. Still remember it well Looking for bruce Bergner for 50 years.

Paul Huston, jumpjerk=comcast.net, 24.06.2011

My father was an "old guy" when he joined the Navy in 1942 at the age of 21. He had two years of college and a pilot's license so the Navy comissioned him and he ended up in Corpus Chisti for a while as an instructor. He told me stories of taking the cadets out over the Gulf of Mexico, getting them lost and teaching them to find their way back, of dive bombing and strafing, air to air target pratice, aerobatics and everything else required to survive the war. I think he always hoped he had done something along the way to give them the edge that would make them come back home and I know he wondered what happened to them after he sent them on. He told some serious stories, and you could tell he cared deeply about his time there, but most of the stories were light hearted or funny and tended to show that these guys formed friendships that would last forever. He loved his Navy days, stayed in the reserves and served during Korea and then left the Navy as he had found a job flying for American Airlines in 1951. He flew the N3N, N2S, and variants of them, the SNVs, SNJ,s and lots of other types as well as many multi-engine aircraft. His service in the Navy gave him valuable skills that made him a successful airline pilot and provider for his family. To all of you who have served, I owe a debt of gratitude as you have stood up for our nation at times when others didn't care.
Any of you ever strafe Padre Island, by any chance? Or have any of you trimmed it slightly nose up and tried to see how close they could get their prop tips to the wave tops? No way! Military pilots obey all the rules and regulations! Right? And about those relief tubes.....yes they would freeze up. Dad said it shocked his straight laced parents when they found out that's how you were supposed to relieve your self on long flights.
FLY NAVY!

William McMorrow, Mojofuel62=Comcast.net, 27.05.2011

Would someone know of any books written about Hondo Airfield, circa early fifties? My father, a Colonel,USAF (Ret.) trained there and claims he saw such a book but can now not recall where it was he saw it.

Any help in this matter would be most appreciated! Thank you.

Capt. Fred Wicknick, USMCR, fredynick=aol.com, 15.05.2011

I was a NAVCAD, class 48-53 and my training experience was similar to CDR. Glendenning below. Preflight at Mainside, Pensacola was a dream, with every weekend spent with buddy cadets on the white sands of Barranca Beach and in the blue green gulf waters. Many that didn't make it through training were DORs that decided flying wasn't for them.

We had some foreign cadets with us. Most notably French cadets that were headed for Viet Nam flying Corsairs. We didn't realize that the SNJ was a lot of aircraft in which to train.

Most of the training was not much more difficult then learning how to drive a car. The most challenging for me was instrument flying trying to follow a radio signal into a station. Instruction was made relatively easy and straightforward by the excellent - and tough - instructors. Each step was a thrill. The first solo flight when we landed in the mile square grass field, the instructor got out and told me, "Take it around and don't forget to come back for me." Then the thrill of the first solo join up and formation flying. I did manage to hit the sleeve in air to air gunnery. Then in combat training being told to fix the throttle setting and don't move it - and then having my instructor on my six o'clock in no time.

Carrier qualification training was memorable because of the great food we were served all during that time. Those of us that were left by that time in 48-53 all qualified on board the USS Monterey with our six landings.

The SNJ will always have a place in my heart, because it was as if it were my passage into manhood. There will never be a thrill like that of my first solo flight, playing among the clouds with that ultimate feeling of freedom and accomplishment.

Capt. Fred Wicknick, USMCR, fredynick=aol.com, 15.05.2011

I was a NAVCAD, class 48-53 and my training experience was similar to CDR. Glendenning below. Preflight at Mainside, Pensacola was a dream, with every weekend spent with buddy cadets on the white sands of Barranca Beach and in the blue green gulf waters. Many that didn't make it through training were DORs that decided flying wasn't for them.

We had some foreign cadets with us. Most notably French cadets that were headed for Viet Nam flying Corsairs. We didn't realize that the SNJ was a lot of aircraft in which to train.

Most of the training was not much more difficult then learning how to drive a car. The most challenging for me was instrument flying trying to follow a radio signal into a station. Instruction was made relatively easy and straightforward by the excellent - and tough - instructors. Each step was a thrill. The first solo flight when we landed in the mile square grass field, the instructor got out and told me, "Take it around and don't forget to come back for me." Then the thrill of the first solo join up and formation flying. I did manage to hit the sleeve in air to air gunnery. Then in combat training being told to fix the throttle setting and don't move it - and then having my instructor on my six o'clock in no time.

Carrier qualification training was memorable because of the great food we were served all during that time. Those of us that were left by that time in 48-53 all qualified on board the USS Monterey with our six landings.

The SNJ will always have a place in my heart, because it was as if it were my passage into manhood. There will never be a thrill like that of my first solo flight, playing among the clouds with that ultimate feeling of freedom and accomplishment.

Robert L. Henderson, Robert_10215=msn.com, 15.05.2011

I'll be forever greatful for the flight instruction I received at Bartow Air Base. Joe Sturgess, and Dick Steed were two great instructors. I was a member of class 54-L, and owe my flighting career in civilian life to that training.

Jose M.Zambrano, jamzair=hotmail.com, 10.05.2011

One of the best planes in the world as advance Trainer in his era....talking about military Schools,in my country we proudly flew it for many years,and all generations of Pilots don,t forget it!!we start in Stearman as Primary Training then Texan AT-6,Trojan T-28,T-33..Viva Mexico!!

Col Mark D. Cook, federale=cox.net, 03.05.2011

One of the funiest things I've ever heard was a cadets write-up at Willie Field in 1952. We were flying the Terrible 6 in advanced training, prior to entering the F-80 jet era. One cadet shoved the throttle forward and the prop malfunction, I guess it stayed in flat pitch, so he wasn't going anywhere! In true 'super hot pilot' cadet fashion, he wrote in the book 'RUNS LIKE HELL BUT WON'T FLY'

John A. Emerson, jemerson=barberemerson.com, 20.04.2011

Don't forget, the SNJ (with a tail hook) was a great carrier plane. I qualified aboard USS Monterry in June,1951.

Axel V. Duch, axelduch=hotmail.com, 19.04.2011

I was a cadet at Goodfellow AFB Class 52-D and had the pleasure of laning in a calichi pit off the end of runway 17. ( I think it was called 17?). On take-off the engine quit at around 100 ft. and the only place to land was straight ahead. My instructor in the back seat took over and when we hit the bumpy, uneven surface the wings were ripped off and I departed the aircraft through the windscreen with my seat and all. I actually don't remember it all. A month in the hospital, and a sore back ever. Years later I became a commercial pilot and when people ask me what my favourite airplane was I invariably have to say that the T-6 was most certainly one of them.

John Irwin, irwinjw0074=sbcglobal.net, 04.04.2011

I also started out in the T-6 at Malden, MO. I was in 53-D and, after cutting a tendon in my hand, washed back to 53-E and graduated with them. My instructors were Daniel Matuysiewicz and Nax Dean at Malden. I also flew the T-6 at Goodfellow in San Angelo in Basic and then to T-33 transition at James Connally in Waco. I ended up at Perrin in Sherman, TX as a T-33 and F-86D instructor. I later flew C-119 and C-123 in the Reserves.

Wakka Flacka Flame, WakkaFlame.org=yahoo.com, 28.03.2011

wakka this is jeremy jasiltine from watervliet jr. sr. high school saying suck my dick

John E.Mosley, clintonbodyshop=comcast.net, 09.03.2011

Just wondering if any of the navy pilots reading this ever flew snj5 buno-51686. Now N913D.51686 was stationed at several bases including pensacola,and corpus christy. This is truly a great airplane and a joy to fly.

Brian Scott, scottbrian=rogers.com, 14.01.2011

I trained on Harvards at RAF Weyburn in 1943. Flew them in England in 1944. Flew them again in Burma 1946 with the Comm Sqdn after WWII. Joined the RCAF in 1952 and flew them again, ended up instructing on them for almost four years and have a total of 2,015.35 hours on the best of all training aircraft.

1-20 21-40 41-60 61-80 81-100

Do you have any comments about this aircraft ?

Name    E-mail


COMPANY
PROFILE



All the World's Rotorcraft


Virtual Aircraft Museum


All rhe World's Rotorcraft AVIATION TOP 100 - www.avitop.com Avitop.com