Canadian Harvard Aircraft Association

The HARVARD ( or AT-6, Yale, Texan, SNJ, Wirraway etc....these are all variants of the same airframe), is probably the best known training aircraft of all time. Several generations have thrilled to it's unforgettable roar. (Caused by the tips of its 9 foot propeller going supersonic.) It was used as an advanced trainer by 137,000 aircrew who came from all over the world to learn to fly in Canada as part of THE BRITISH COMMONWEALTH AIR TRAINING PLAN.

It bridged the gap between the elementary trainers of the day like the D.H. TIGER MOTH, and the thoroughbred fighters such as the Spitfires, Hurricanes and Mustangs. It was, of course fully aerobatic and pleasant to fly, but it had enough vices to ensure that students learned to do things properly if they wished to survive.

In this capacity, it was used by almost every major power and even as a combat aircraft from the thirties into the sixties.

Versatility was designed in. All of the major components were built up in jigs in what, today, would be called "Modular" construction. Just about any aircraft in the series could interchange its major components with any other.....leading to a huge and highly confusing number of variations. It was, therefore, easily possible to improve the line, and the aircraft was capable of serving in a large number of light military and training roles.

Featuring heavy duty construction, roll bars and landing gear placed well forward (To prevent nosing over), they were built to withstand the rigors of training. Many of these ruggedly built machines are still flying today

Birth Of A Classic

The real lineage of the Harvard began in 1937 with a USAAF competition to develop a basic trainer. The requirements were for a type capable of basic instruction as well as simulating the controls and feel of an actual combat aircraft. It also had to be able to carry guns and bombs as necessary.

North American's new design was based on their NA-16, but was vastly improved. It incorporated the Wasp engine, A Hamilton Standard variable pitch prop, a hydraulic system to power the flaps and the new inward-folding retractable landing gear. Later a stressed skin fuselage, a new rudder and angular wingtips were added. This prototype (called the NA-26) won the competition. It went into production as the BC-1. (BC for "basic trainer")

The Royal Air Force initially ordered several hundred of this variant, with British instruments and radios, in 1938. The Brits coined the name "HARVARD" for it. (by which name it would become known in all the commonwealth countries....except for Australia, where it was called the "WIRRAWAY") This version retroactively became known as the MK I.

In 1940, the USAAF changed the designation to AT or advanced trainer, so the American machine became the AT-6. The U.S. Navy version was called the SNJ.

Even with their huge new 2,000,000 square foot plant, North American couldn't keep up with the wartime demand so a new factory was built in Dallas, leading, after 1942 to the AT-6 being called the "TEXAN".

Harvard Mk II Specifications

POWERPLANT: Supercharged PRATT & WHITNEY R-1340-S3H1
ENGINE TYPE: radial piston engine
POWER: 600 hp @ 2250 rpm

PERFORMANCE:

MAXIMUM SPEED: 156 knots
INITIAL CLIMB RATE: 1,359 ft/minute; RANGE: 740 miles
ENDURANCE: 8 hours; SERVICE CEILING: 22,000 ft.

FUEL CONSUMPTION: 30 gallons/ hr @ 10,000 ft.

WEIGHT: 3,995 lbs empty, maximum take-off: 5,750 lbs.

LENGTH: 28' 11"

SPAN: 42'

HEIGHT: 9' 9"

Harvard vs. AT-6

The grandfather of all these aircraft was designed to specs the United States government issued for a new trainer in 1934. Lee Atwood at GENERAL AVIATION in Dundalk, Maryland rose to the challenge with an aircraft known as the NA-16. (The Company's named changed from General Aviation to NORTH AMERICAN at this time, so it was "NA rather than "GA") First flown in 1935, it was a cantilever, low-wing monoplane, with an all-metal structure. The fuselage was fabric covered, the dual cockpits were still open to the elements and the landing gear were fixed, but the design did have an all metal, stressed-skin wing with flush riveting. The powerplant was a Wright R-975 WHIRLWIND RADIAL with 400 horsepower.

The USAAF liked it, but requested a few changes. The cockpits were to be enclosed, the landing gear was to be faired and the engine became a PRATT & WHITNEY R-1340 WASP with 600 horsepower. This became the NA-18. The prototype was eventually sold to Argentina.

In late 1935, the design was officially adopted by the USAAF as the BT-9. They placed an order for 42 units. Most of these aircraft were delivered with the Wright Whirlwind engine, and were fitted with flaps - a first on a trainer.

The company then moved to Inglewood, California, to a site now covered by Los Angeles International Airport.

The Yale

With hostilities on the horizon, France went to North American for a version of the BT-9 called the NA-57. these proved very popular, so, just before the war, they ordered a further 230 updated machines. This incarnation was called the NA-64, later to be called the YALE I. It was a hodge-podge machine, featuring the Harvard canopy, the fixed landing gear and the Wright Whirlwind engine. It did, however, have the semi-monocoque rear fuselage rather than the earlier fabric structure. It retained an early wing type, which gave it certain vicious stall characteristics. Later modifications to correct this were never really successful so the aircraft kept its reputation of biting the unwary.

One hundred and eleven of these had just been delivered when France fell. The Germans were happy to press them into service in the Luftwaffe, many still in their packing crates, as they too had a shortage of trainers.

More...

The Tiger Moth

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