t 6 texan ii cruise speed

Beechcraft / Raytheon T-6 Texan II

Tandem-seat basic trainer aircraft, united states | 2001, "the beechcraft-raytheon t-6 texan ii is an acrobatic tandem-seat aviation trainer that remains in service with several nations today - including the united states.".

• May 8, 2019

Photograph:

Beechcraft T-6C Texan II N3000B at Avalon, VIC on 24 February 2015 (David C Eyre)

Country of origin:

United States of America

Description:

Two-seat military trainer

Power Plant:

One 821 kw (1,100 shp) Pratt & Whitney Canada PT6A-68 turboprop

Specifications:

• Wingspan: 10.2 m (33 ft 5 in)
• Length: 10.16 m (33 ft 4 in)
• Height: 3.25 m (10 ft 8 in)
• Wing area: 16.28 m² (175.3 sq ft)
• Max speed: 586 km/h (364 mph)
• Cruising speed at 305 m (1,000 ft): 500 km/h (311 mph)
• Rate of climb: 945 m/min (3,100 ft/min)
• Service ceiling: 9,449 m (31,000 ft)
• Range: 1,575 km (978 miles)
• Fuel capacity: 678 litres (149 Imp gals)
• Max ferry range without external tanks: 1,637 km (1,017 miles)
• Max ferry range with two external fuel tanks: 2,559 km (1,590 miles)
• Empty weight: 2,336 kg (5,150 lb)
• Total internal fuel: 544 kg (1,200 lb)
• Total fuel with two external tanks: 932 kg (2,054 lb)
• Loaded weight: 3,130 kg (6,900 lb)

Initially known as the Raytheon T-6 Texan II, the Texan II was a single-engine turboprop-powered advanced trainer produced for the United States Air Force. Initially built by Raytheon, this company later became Hawker Beechcraft, and eventually the Beechcraft Corporation. It was basically based on the Pilatus PC-9. First deliveries were made to the USAF for pilot training and to the US Navy for Primary and Intermediate Joint Naval Flight Officer and Air Force Combat Systems Officer training. It replaced the Cessna T-37 series in these roles and was later supplied to the Royal Canadian Air Force as the CT-56 Harvard II, as well as the air forces of Germany, Greece, Israel and Iraq. A modified variant known as the T-6C was supplied to the air forces of Morocco and Mexico.

On 27 January 2014 the New Zealand Defence Minister announced the RNZAF would acquire 11 examples of the T-6C as part of a military training package, this including ground simulators, and classroom and computer-based training packages. Deliveries of these aircraft commenced in 2015 and the first training course using the type commenced in early 2016, No 14 Squadron RNZAF being re-raised to operate the type.

The T-6 was a significantly modified Pilatus PC-9 developed to enter the US Joint Primary Aircraft Training System competition in the 1990s and was selected under the United States Tri-Service aircraft designation system. Additional requirements by the USAF and US Navy resulted in delays to the program and the aircraft was 499 kg (1,100 lb) heavier than the PC-9. It entered USAF service in 2000 at Moody and Randolph Air Force Bases, and later at Lauglin, Vance, Colombus and Sheppard Bases. It replaced Cessna T-34Cs at Naval Air Station Pensacola in 2005, followed by Whiting Field and Corpus Christi. In Canadian service it has been used for instruction at the NATO Flying Training Wing at Moose Jaw, Saskatchewan.

A number of variants have been produced, including the T-6A; T-6A NTA armed variant for Greece with a capability of carrying rocket pods, gun pods, fuel tanks externally, and bombs; the T-6B with a digital glass cockpit; the AT-6B, an armed variant of the T-6B for primary weapons training or light attack; the T-6C, an upgraded variant of the T-6B with wing hard-points, intelligence, surveillance and reconnaissance capabilities; and the CT-156 variant for Canada.

In February 1996 Raytheon, which at the time was the owner of Hawker Beechcraft, was awarded the JPATS acquisition and support contract, the first operational aircraft being delivered to Randolph Air Force Base in Texas in May 2000, the aircraft entering full production in December 2001. Initial deliveries to the USAF were 453 T-6As, and 315 were to be purchased for the US Navy but this was reduced to 297 examples. The aircraft was capable of teaching the most advanced aerobatic manoeuvres and simulated combat training tasks and incorporated hard-points on the wings for external fuel tanks.

The first T-6C for the RNZAF NZ1401 / N2824B made its first flight at the Company’s facility at Wichita, Kansas on 6 October 2014. The first two aircraft landed at Whenuapai in Auckland on 22 August 2014 after being flown from Wichita, making 20 stops on the way. These aircraft were formally handed over to the RNZAF in October 2014 after initial pilot and maintenance training. The second two aircraft (c/ns 4 and 5) arrived in Darwin, NT later in October, and the next two passed through Australia on their way to New Zealand in November 2014.

Two examples visited the Australian International Air Show at Avalon in February 2015. These aircraft with US registrations (N2770B and N2763B) stayed for the duration of the show to be demonstrated to Australian Defence personnel as it was expected that during the show the long awaited decision as to a new trainer for the RAAF would be announced by the Australian Minister for Defence. However, this announcement was not made and, after the show, the aircraft continued to New Zealand to be delivered and enter service with the RNZAF, the RAAF eventually acquiring the Pilatus PC-21.

The last two Texan IIs for the RNZAF were delivered to Ohakea on 17 April 2015, these being N2773B and N2786B which became NZ1410 and NZ1411 respectively.

In early 2016 it was announced the RNZAF would hold an 80th Anniversary Air Tattoo at RNZAF Base Ohakea in February 2017 to showcase the latest air capability of the Air Force, and one of the aircraft to be displayed was to be the T-6 Texan II flown by the newly formed five-aircraft formation team known as the ‘ Black Falcons ‘. The pilots for the team were qualified flying instructors from both the Central Flying School and No 14 Squadron.

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FLIGHT TEST: Raytheon T-6 Texan II - A better Texan

2005-01-04T00:00:00+00:00

With the B version of its T-6 Texan II, Raytheon Aircraft aims to tap demand for a more advanced turboprop trainer offering a fighter-style cockpit

Since winning the Joint Primary Aircraft Training System (JPATS) competition, Raytheon Aircraft has delivered over 200 T-6A Texan IIs to the US Air Force and Navy - roughly one quarter of the planned US buy of 782 aircraft. The T-6 has also been selected for the NATO Flying Training in Canada programme, where 26 are in operation, and the Greek air force has taken delivery of 45 - the first 25 almost identical to the US version and the last 20 modified to provide a weapons delivery capability with simple sight and freefall munitions.

Raytheon believes there is pent-up demand for a basic trainer equipped with head-up display (HUD) that can perform roles previously requiring higher performance and more expensive aircraft. In an effort to expand the Texan's capabilities, the company has embarked on a self-funded avionics upgrade and developed the T-6B. Modifications are limited to cockpit avionics and corresponding systems.

Evolved from the Pilatus PC-9, the T-6 was tailored by Raytheon to meet the specific requirements of the JPATS programme. The roomy cockpit is designed to accommodate pilots of both sexes from the anthropometric 5th to 95th percentile. To facilitate operations at low altitude, several enhancements were made to increase survivability in the event of a birdstrike. Canopy thickness was increased to prevent a 1.8kg (4lb) bird from penetrating to cockpit at 270kt (500km/h). Wing and vertical and horizontal stabiliser leading edges were modified with an additional spar to prevent catastrophic loss from bird impact. Flight control surfaces were modified to improve the PC-9's already good flying qualities. As well as numerous modifications to aid maintenance and shorten turnaround times, a vapour-cycle air conditioner and onboard oxygen generation system were incorporated. But although the T-6 looks like a PC-9, the only parts they share are the three landing gear tyres.

Upgraded avionics

The heart of the T-6B's CMC Electronics-supplied integrated avionics is two mission computers, mounted aft of the cockpits and linked to the avionics by separate Arinc 429 and 1553B databuses. Like Embraer's competing EMB-314 Super Tucano, the T-6B has a single embedded global positioning/inertial navigation system (GPS/INS). The T-6A's conventional-looking liquid-crystal round-dial instruments are replaced by three 127 x 178mm (5 x 7in) colour flat panel multifunction displays (MFDs) located on the lower portion of the instrument panel, each in a portrait format.The front cockpit has a Sparrow Hawk HUD, with dual combiner panes and 25¼ field of view. An up-front control panel (UFCP) for data entry sits just belowthe HUD. Rounding out major changesto the cockpits are hands-on-throttle-and-stick (HOTAS) control grips and a data transfer module.

The T-6B is not a finished product, but a platform to show prospective operators what is possible. Although the aircraft has all the look and feel of a finished product, only a partial list of advanced capabilities was active when Flight International was invited to fly it at Raytheon's production and test facility in Wichita, Kansas. Before the T-6B flight with Raytheon test pilot Andris Litavniks, I was familiarised with the standard T-6A cockpit. The A model's instrument panel is well arranged, with primary flight instruments in a classic "T" configuration. Individual LCD instruments are of a good size and quick and easy to interpret. Familiarisation with the A model complete, I strapped into the Martin Baker MkUS16LA zero/zero ejection seat in theT-6B's front cockpit. The B model's cockpit layout is identical to the A's, apart from the HUD and instrument panel. Electric seat height adjustment let me attain the design eye position, referenced by visible HUD symbology. Rudder-pedal placement was easily adjusted with a manual crank, and the HOTAS stick and power control lever (PCL) fell readily to hand.

Start procedure

As befits a trainer, the engine start procedure was easy. With only internal electrical power on the aircraft, the PCL was moved forward from "Cutoff" to the "Start Ready" position. Momentary actuation of the starter switch initiated the start process. The power management unit (PMU) almost immediately supplied fuel for light off and monitored the start process. At 60% N1 the PCL was advanced to the idle position. Peak inter-turbine temperature (ITT) was 771¼C (1,400¼F), well below the 1,000¼C limit.

The aircraft generator was placed online and I found the UFCP easy to use, facilitating entry of radio frequencies and ATC transponder code. After checking operation of the belly-mounted speedbrake and setting flaps to the take-off position, I released the parking brake for taxi to Beech Field's runway 18. Once clear of the parking apron, I found the T-6B's nosewheel steering allowed me to track taxiway centrelines easily and accurately. GPS satellite reception on Raytheon's ramp was poor, and the aircraft was stopped before reaching the active runway to allow the INS to perform a GPS-aided alignment. Once stopped, a full-up alignment took only 1min 47s.

As we lined the aircraft up on the runway, I turned on the trim aid device (TAD). The digital TAD uses altitude, airspeed, engine torque and pitch rate to set rudder trim to counteract propeller-induced yawing, common to all powerful turboprop trainers. The TAD is designed to reduce pilot workload, but not to totally negate the requirement for proper rudder and trim use as speed and power levels change.

The PCL was advanced until 30% torque was indicated on the engine display indicator (EDI) on the right-hand MFD. As well as engine instrumentation, the EDI displays warning, caution and advisory messages in the lower quarter of the display. Initial acceleration was brisk as the PCL was pushed to the forward limit. The PMU monitored ITT and set 100% torque on the Pratt & Whitney Canada PT6A-68 for the ambient conditions.

Moderate right rudder was required during the take-off roll, to counter torque from the four-bladed, 2.46m (2.0ft) -diameter Hartzell constant-speed propeller. At 85kt indicated airspeed, light aft stick was needed to rotate to a 10¼ nose-high lift-off attitude. The T-6B left the runway 20s after brake release and a ground roll of 500m. Pitch forces, as gear and flaps were retracted during acceleration to a climb speed of 140kt, were easily countered with pitch trim.

Initially the T-6B was levelled off at 2,200ft (670m) to stay below the KC-135 traffic pattern for McConnell AFB. Once clear of the tankers, a 140kt climb was held to 11,000ft for transit to the working area due east of Beech Field. The PMU maintained maximum allowable power during the climb, which took less than 3.5min.

Litavniks had used the flight management system to draw the working area on the tactical situation display (TSD), shown on the left MFD, which allowed me to steer directly to it. During the cruise to the area at 245kt, fuel flow was 565lb/h at 293kt true airspeed. In addition to our working area, the planned route of flight and local airfields were also shown on the TSD. While not operational for my flight, CMC will provide a digital moving map to aid navigation and situational awareness.

Entering a loop

After several clearing turns in the working area, I lowered the Texan's nose and aligned it with a section line to enter a loop. At 250kt indicated and full power, I initiated a 2.5g pull. The nose tracked smoothly during the pull, with the TAD adjusting rudder trim as the aircraft slowed. At the top of the loop I decreased backpressure as airspeed had decreased to about 75kt, rather less than desired. Once nose-low and on the entry heading, I allowed the T-6B to again accelerate to 250kt for an entry into another loop. This time the initial pull was at 3.5g, which gave a more comfortable speed of 110kt over the top. During these manoeuvres, I found the stick forces for the mechanical elevator to be low and linear with applied g. The Texan is provisioned for anti-g suits, a welcome capability for an aircraft with a 7g load limit, although Litavniks and I did not wear them for our flight.

Crisp control

Roll control is via mechanical ailerons, and at 200kt a series of aileron rolls were performed. Full aileron deflection yielded roll rates in excess of 200¼/s in both directions. While rolls could be performed without co-ordinating rudder, proper use yielded crisper rates. With little practice, the precise roll control offered by the T-6B allowed me to perform crisp four-point rolls. The final aerobatic manoeuvre performed was a cloverleaf. This is much like a loop except that instead of pulling wings level over the top, a rolling pull is initiated to change aircraft heading by 90¼ from the entry heading. During this manoeuvre I found the T-6B's pitch and roll control forces well harmonised, a great quality for any aircraft, especially so for a basic trainer.

We then performed three stalls to evaluate the T-6B's low-speed flying qualities. All stalls were entered at 12,000ft, and with 414kg of fuel, aircraft gross weight was 2,926kg. At idle power (0% torque) and in a clean configuration, the aircraft was slowed at 1kt/s. At 93kt and 15.9 units of angle of attack (AoA), the stick shaker activated. Further slowing the aircraft caused the nose to drop slightly, the aircraft's defined stall point, at 86kt and 18 AoA. The stick was held full aft and the aircraft settled into a slow wings-level descent. The T-6B has 250mm stall strips located at 48% span to improve handling characteristics during the stall. Although the rudder could have been used to counter the minor wing drops during descent, the ailerons gave excellent roll control even in the stalled condition. Lowering the nose and advancing the PCL to fly out of the stall regained normal flight conditions.

The second stall was in a take-off configuration, flaps set to take-off and gear retracted. The shaker again activated at 15.9 AoA, this time 85kt. The stall-defining initial nose drop again occurred at 18 AoA, now 78kt. Lowering the nose and advancing the power allowed the aircraft to fly out of the stall. The final stall was in a landing configuration, flaps full and gear down. Shaker activation and nose drop were at 80kt and 74kt, respectively. As with the previous stalls, control in all three axes was good even at speeds below the stall. Recovery from the last stall was made by maintaining the stalled pitch attitude and advancing the PCL to power out of the stall at a constant altitude.

Debate about the applicability of spin training continues in many circles, but the US military required the ability to teach spins in the JPATS aircraft. The Texan II has been spun in upright and inverted conditions, but with a 15s inverted flight limitation, only upright spins are allowed operationally. With gear and flaps retracted, a 140kt climb was initiated to 16,600ft for entry into the first of two spins. With 386kg of fuel onboard, the T-6B managed a climb rate of over 2,500ft/min from 12,000ft.

The first spin was entered by applying full aft stick and full right rudder when the shaker activated. The first turn of the spin was with the nose above the horizon, while the second and subsequent turns had the aircraft in a 40-60¼ nose-low attitude. Stabilised yaw rate was about 150¼/s, with little wing rock. Application of full left rudder stopped the yaw after a quarter turn, and placing the stick slightly forward of neutral immediately broke the stall. A 4g pull levelled the aircraft at 13,000ft, just 3,600ft below the entry altitude.

The second spin was to the left, with rudder application delayed until 5kt slower than the shaker activation speed. This time the spin was allowed to continue for six turns. Full opposite rudder stopped the yaw rate in one and a quarter turns, and slight forward stick again broke the stall. The aircraft was recovered to level flight just 5,000ft below the initial entry altitude. During my initial US Air Force pilot training in the T-37, getting four spins on a training sortie was all that could be expected. The turboprop T-6's good climb rate, combined with the low altitude lost during spin manoeuvres, makes it an efficient spin trainer. In all probability the Texan will "spin out" its students before running out of gas.

Having experienced many facets of the Texan II that made it the trainer of choice for the US military, it was time to try the B model's upgraded avionics. Using the left MFD, simulated Mk82 225kg freefall bombs were loaded on the aircraft. Flying over open pasture land, the "MRK" button on the UFCP was used to designate a simulated target as we overflew a small pond. The air-to-ground (AG) avionics master mode was selected via the thumb switch on the stick. HUD symbology changed from the navigation mode to a CCIP (continuously computed impact point) weapons delivery display. The CCIP display was similar to that in a fourth-generation fighter, a bomb fall line extending from the flightpath marker (FPM) to the pipper.

With the avionics tracking target location, the T-6B offered a real-time no-drop scoring (NDS) system. The instructor can track the students aiming down the chute before weapon release via a HUD repeater display on any of the rear cockpit MFDs. The T-6B has no active air-to-ground ranging system and aircraft barometric altitude and manually entered waypoint elevation are used to determine bomb range. The avionics system calculates the bomb's impact point and relays scored position as well as circular error of probability for multiple deliveries.

Our diving deliveries simulated only Mk82s, but the system can also simulate rockets and machinegun fire. As well as CCIP, Raytheon plans to add a continuously computed release point mode to the T-6B's air-to-ground capabilities.

Air-to-air training

Although not in the same speed regime as an F-16 or F/A-18, the T-6B offers a number of air-to-air (AA) training capabilities. During the flight I was able to look at the AA master mode, again selected with a stick-mounted thumb switch. The lead-computing optical sight display on the HUD mirrored that seen in an F-16 orF/A-18. Air-to-air ranging is accomplished using retical matching to manually input target aircraft wingspan. Desired range can be changed between 700ft and 1,400ft with a PCL switch. A continuously computed impact line (CCIL) gunsight display is also available in the AA master mode. Onboard avionics can present a simulated target aircraft in the HUD to train pilots in air-to-air tracking tasks.

The open architecture of the avionics suite allows for any number of upgrades. Of the many potential additions, Raytheon plans to develop an airborne synthetic tactical radar for ground-mapping practice, a synthetic electronic warfare display and, with the addition of a datalink, a rangeless air combat manoeuvring instrumentation (ACMI) capability. A synthetic air-to-air radar display could be used to present ACMI data for actual intercept training, or for practice against a virtual target.

Throughout the flight, in visual meteorological conditions, I could evaluate the HUD and centre MFD as primary flight displays (PFDs). The HUD was easy to use, with needed data such as flightpath angle, airspeed and altitude readily available.

One unique feature of the display not found in high-performance aircraft's HUD is the display of a climb dive marker (CDM) as well as an FPM. The FPM was about half the size of the CDM, which was similar in size to FPMs in other aircraft. At low speeds, sizeable crosswinds and resultant high drift angles render the FPM difficult to use for many tasks. The CDM was essentially a drift-caged FPM, and was my primary flightpath control indicator except during manoeuvres for approach and landing, when the FPM helped to manage the sizeable Kansas crosswinds. The HUD's airspeed and altitude displays were round-dial-like to show trends, with a centre digital readout. Although I prefer tape-type displays for airspeed and altitude, the round-dial HUD displays were clear and easy to interpret.

The head-down PFD, displayed on the centre MFD, was not as usable as the HUD. The PFD's location below the UFCP is lower than optimum on the instrument panel. The display itself was readable even in direct sunlight, but its layout could be improved. Space allocated to each of the six flight instruments on the PFD was compromised by the large horizontal situation indicator (HSI) compass rose on the bottom half of the display.

The five other instruments - attitude director indicator (ADI), airspeed indicator, AoA, altimeter and vertical speed indicator (VSI) - are all presented in the upper half of the display. As with the HUD, these instruments are all round dials, and the ADI is smaller than I would have expected for a trainer aircraft. The use of tape-type displays for airspeed, altitude, AoA and VSI, and/or a smaller HIS, would allow for a larger ADI. While I found the head-down PFD adequate, I much preferred flying the aircraft by referencing the HUD.

Simulated failure

Before returning to Beech Field, Litavniks simulated an engine failure by setting 6% torque on the engine. We were several miles north of El Dorado, an uncontrolled airfield east of Wichita. I immediately established a 130kt glide and turned towards the field. We arrived overhead the field at 3,000ft, in an ideal "high key" position. The gear was lowered overhead the runway, and a left turn to "low key", downwind abeam the desired touchdown point, was started. The flaps were lowered to the take-off setting, and 120kt held until halfway round the final turn.

The T-6B's good glide ratio and fine flying qualities made energy management easy, and once reaching the runway was assured, the flaps were set to landing and 110kt held until touchdown. On the runway I advanced the PCL, applying right rudder as the engine spooled up for the return leg to Beech Field. A touch-and-go and full-stop landing at Beech Field again reminded me why the Texan was the JPATS winner. With just one hour at the controls, I was able to grease on the final two landings despite strong crosswinds.

Although the T-6A is a competent primary trainer aircraft, Raytheon's decision to develop an upgraded avionics package has served to highlight the Texan II's unrealised potential. The aircraft's open-architecture avionics and dual mission computers should provide the foundation for the incorporation of a large number of tactical training capabilities. The HOTAS switches and HUD are representative of those found on current operational fighters, with the HUD proving itself to be a most capable PFD.

Although the Texan is not a high-performance aircraft, the tactical training capabilities it can offer should allow it to perform tasks previously requiring more expensive platforms. Raytheon is launching a world tour for the T-6B in the new year, and interested parties will sample first-hand the aircraft's promise while further guiding its development.

Rivals compared

MICHAEL GERZANICS / WICHITA, KANSAS

Source: Flight International

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T-6A/B Texan II

In 1996, the US Navy and Air Force awarded Raytheon Aircraft Company, now Hawker Beechcraft Corporation (HBC), the contr

Manufacturer

Hawker Beechcraft Corporation

Overall Length

Tail height, maximum take-off weight, empty weight, maximum cruise speed, ceiling altitude, maximum range.

Over 1,575km

Final Approach Speed

In 1996, the US Navy and Air Force awarded Raytheon Aircraft Company, now Hawker Beechcraft Corporation (HBC), the contract for the joint primary aircraft training system (JPATS). The aircraft was subsequently named the T-6A Texan II.

First deliveries of the aircraft were made in 1998 with the initial operating capability being achieved by the US Air Force in October 2001 and the US Navy in August 2003.

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Additional contracts for 26 aircraft were received for the Nato Flying Training Canada (NFTC) programme and 45 aircraft for the Hellenic Air Force (HAF) of Greece primary flying training programme.

The T-6A military trainer has been very thoroughly tested and qualified, having been through Joint FAA certification and military developmental testing, operational testing, and functional and physical configuration audits.

HBC has been delivering aircraft since 1998 and the total fleet size now numbers over 500 aircraft in operation at six US locations, as well as NFTC at CFB Moose Jaw, Saskatchewan; and with the HAF at Kalamata Air Base, Greece. HBC has entered long-term manufacturing commitments in US Government sales for 800 airplanes, with associated training equipment, through 2017. Logistic support plans for these aircraft extend beyond 2040.

In June 2008, Israel requested the foreign military sale (FMS) of 20 T-6A trainers, the contract for which was awarded in August 2009. HBC delivered the first four ofthese in July 2009.

In December 2008, Iraq requested the sale of 20 T-6A trainers to replace the current fleet of Cessna 172 Skyhawks and Cessna 208 Caravans. The Iraqi Air Force awarded HBC with a contract for eight T-6A trainers in August 2009; a second contract for seven more was award in September 2009, bringing the total to 15.

The first four T-6A trainers were delivered to Iraqi Air Force in December 2009. Another four were delivered in February 2010, and three more in in September 2010.

In May 2009, the US Air Force awarded a $123.7m firm fixed price contract for 20 T-6A trainer aircraft, training devices and technical publications. It ordered seven more T-6A aircraft in October 2009.

The T-6 avionics upgrade aircraft, a derivative of the T-6A trainer, is being developed by HBC. The aircraft, named T-6B has completed its inaugural flight in July 2009 and will be deployed by the US Navy as the primary aircraft for flight training. HBC received FAA certification for the T-6B in September 2009.

Safety was the number one priority in the T-6 aircraft design.

The T-6A provides performance and handling characteristics that will safely lead the student from ab-initio through primary and well into advanced training curricula. HBC wing and empennage designs have given the T-6A flying qualities that remain consistent throughout the flight envelope.

Stall strips ensure benign power-on and power-idle stalls; spins have excellent characteristics with slow, steady spin rates and simple, consistent, quick recoveries; and engine power provides for continuous aerobatic manoeuvres up through 22,000ft.

The Ground-Based Training System (GBTS) provides multiple levels of fidelity and flexibility that can be customised for any training programme.

Access to the cockpit is through the side-opening, single piece canopy and windscreen. The canopy and windscreen are tested to withstand the impact of a 1.25kg (4lb) bird without penetration throughout the flight envelope. Seating is in a stepped tandem configuration.

The pressurised cockpit is equipped with sunlight readable Smiths Aerospace multifunction active matrix liquid crystal displays.

The aircraft has a through the canopy ejection system with a Martin Baker Mark US16LA zero/zero ejection seat. When the pilot pulls the ejection handle, they will always eject; if the redundant canopy fracturing system fails, they will eject through the canopy without injury. Safety is enhanced by a titanium firewall, and by no penetration of fuel or hydraulic lines into the pressure vessel.

Trim aid device

A high-powered, single-engine turboprop aircraft normally requires extensive rudder control by the pilot. In order to reduce the need for rudder control on the T-6A, the Trim Aid Device was developed and patented by Raytheon Aircraft.

The device reduces the need for excessive rudder trim by balancing the trim requirements, using the aircraft’s pitch rate, air speed, altitude and engine setting to set the rudder trim tab position even in aerobatic manoeuvres.

PT6A-68 turboprop engine

The aircraft uses a Pratt and Whitney Canada PT6A-68 turboprop engine which provides a flat rated 1,100hp. The range of the aircraft is more than 1,667km.

The powerplant provides an initial climb rate in excess of 3,300ft/min and the aircraft climbs to 18,000ft in under 6mins. The maximum cruise speed of the aircraft is 500km/h and the altitude ceiling 9,500m. The aircraft demonstrates sustained turn performance of 2g at an altitude of 22,000ft.

Power management unit

The aircraft is equipped with the Power Management Unit (PMU), a highly advanced digital electronic engine control unit. The PMU, developed by Raytheon and Pratt and Whitney Canada, sets the engine power in response to the setting of the pilot’s power control lever and to the ambient pressure and temperature.

The control functions of the power management unit make it impossible for a trainee pilot to over-torque the engine. The power management unit recognises the conditions which could potentially result in flameout (cessation of combustion in the engine) and automatically provides ignition in the event of sudden decreases in speed or in the interstage turbine temperature.

The Propeller Interface Unit (PIU) is an electro-mechanical control unit mounted to the engine reduction gearbox, which provides a propeller speed signal to the PMU and responds to speed control signals from the PMU. The PIU provides overspeed protection via a mechanical overspeed governor.

Weapons training

One of the requirements of the programme for the Hellenic Air Force was to integrate basic air-to-ground weapons training capability into a portion of their fleet. HBC engineers conducted a full weapons integration and test programme. In conjunction and cooperation with the US Air Force Seek Eagle office, a full safe separation weapons qualification programme was conducted at Eglin AFB, Florida.

The aircraft has six underwing hard points, three on each side for carrying air-to-air and air-to-ground weapons systems. The centre station on each side is ‘wet’ for external fuel tanks.

In addition to the six under-wing stores stations, the FN Herstal weapons control system and Avimo gunsight increase the capability of the T-6 as a weapons trainer.

Maintenance

Hawker Beechcraft Corporation designed the T-6A for durability, reliability and sustained performance. The aircraft has a guaranteed airframe life of over 18,000 hours.

A number of features have been incorporated for ease of maintenance and to reduce the cost of operation. Avionics boxes are mounted one deep in large aft fuselage bays.

Fuel servicing tasks can be completed in less than five minutes through one access door and the filter can be inspected while the aircraft is being refuelled. The onboard oxygen-generating system (OBOGS) allows continuous operations without routine servicing. There is no programmed intermediate or depot maintenance.

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The North American Aviation T-6 Texan two-place advanced trainer was the classroom for most of the Allied pilots who flew in World War II. Called the SNJ by the Navy and the Harvard by the British Royal Air Force, the advanced trainer AT-6 was designed as a transition trainer between basic trainers and first-line tactical aircraft. It was redesignated T-6 in 1948. In all, the T-6 trained several hundred thousand pilots in 34 different countries over a period of 25 years. A total of 15,495 of the planes were made. Though most famous as a trainer, the T-6 Texan also won honors in World War II and in the early days of the Korean War. The Texan evolved from the company’s BC-1 basic combat trainer, which was first produced for the U.S. Army Air Corps with fixed landing gear in 1937 under a contract that called for 177 planes. North American designed the NA-49 prototype as a low-cost trainer with many of the characteristics of a high-speed fighter. Although not as fast as a fighter, it was easy to maintain and repair, had more maneuverability and was easier to handle. A pilot’s airplane, it could roll, Immelmann, loop, spin, snap and vertical roll. It was designed to give the best possible training in all types of tactics, from ground strafing to bombardment and aerial dogfighting. It contained such versatile equipment as bomb racks, blind flying instrumentation, gun and standard cameras, fixed and flexible guns, and just about every other device that military pilots had to operate. This beautiful T-6D, restored by Pacific Fighters, was a 19-year labor of love. Major restoration work went into rebuilding the outer wing panels including 100% new skins. The paint scheme is authentically replicated from the 354th Fighter Groups Squadron Hack. “Heave Ho” was used by the 354th FG to move people and some supplies back and forth to base in the ETO during World War II. It was also used to pick up downed pilots. “Heave Ho” was never assigned to any specific pilot, so the squadron added the question mark instead of a letter, behind the star, because anyone from the squadron could fly it. It was added the Museum collection in 2021.

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This Day in Aviation

Important dates in aviation history, tag archives: beechcraft t-6a texan ii, 23 may 2000.

The Texan II is named after the World War II-era North American Aviation AT-6 Texan, which was the advanced trainer used by the United States military from 1940 to 1955. The T-6A is used as a primary trainer by both the U.S. Air Force and the U.S. Navy.

The Texan II is a two-place, single engine low-wing monoplane with retractable tricycle landing gear. It is 33 feet, 4 inches (10.160 meters) long with a wingspan of 33 feet, 5 inches (10.185 meters) and height of 10 feet, 8 inches (3.251 meters). It has an empty weight of 4,707 pounds (2,135 kilograms), gross weight of 6,300 pounds (2,858 kilograms) and maximum takeoff weight of 6,500 pounds (2,948 kilograms).

The Texan II has a cruise speed of 320 miles per hour (515 kilometers per hour), service ceiling of 31,000 feet (9,449 meters) and range of 1,036 miles (1,667 kilometers).

© 2017, Bryan R. Swopes

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Texan Facts

• A total of 14,130 Texans were built from January of 1940 to August 1945. Approximately 500 T-6s are in flight worthy condition today.
• North American Aviation designers and engineers Dutch Kindleberger, Lee Atwood and H.R.Raynor designed and built the Texan prototype, the NA-16, in nine weeks.
• First NA16 (T-6) flew on April 1, 1935
• BC-1 first flight 2/11/38
• SNJ-1 was received by the NAVY on 9/23/38
• AT-6 delivered on 6/24/39
• The NA 16 design was exported to Japan in August 1937 and was developed into the Japanese airplane code named “Oak”.
• The USSR received T-6s starting in 1942.
• American pilots spent 100 hours training in a T-6 during WWII
• RAAF Flight Lt. Jack Archer shot down a Zero while flying his Wirraway on a routine recon mission on 1/1/43 over New Guinea.
• 1 st post war conversions were in 1948 of the T-6C making them into the G models at the Inglewood, California plant.
• Texan most wide spread and versatile aircraft ever built. It was used by more air forces in the world than any other airplane from 1938 until 1996 when the Union of South Africa Air Force became the last air force in the world to retire their T-6 Harvards.
• More than 17000 variations built referred to as NA-26, BC-1, NA-44, AT-6, SNJ, Texan, J-Bird, Harvard, Wirraway, Ceres, Mosquito and Pilot Maker.
• NA prefix built in California and NT prefix built in Dallas.
• North American Aviation started in Dundulk, MD 1/1/35
• LT-6Gs Korea Mosquitoes 1952 completed 11063 sorties operated by the Tactical Air Control Squadron.
• The remanufactured T-6G was the USAF primary trainer from 1951 to 1958.

Specifications:

• Stressed skin low wing construction monoplane.
• Engine: 600 hp Pratt& Whitney R1340 9 cylinder air-cooled radial
• Maximum Speed: 240 mph
• Cruise speed: 150
• Range: Approximately 750 miles
• Gross Weight; 5300 pounds
• Fuel Capacity: 140
• +5.67 g -2.33 g
• Service ceiling: 21,500

Sources: North American Aviation Aircraft 1934-1998 by Norm Avery, North American NA-16/AT-6/SNJ by Dan Hagedorn , T-6 by Peter Smith, North American T-6, SNJ, Harvard and Wirraway by Peter Smith.

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• North American T-6 Texan vs Beechcraft T-6 Texan II

FlyPast heads skywards in two Texans, old and new. Luke Bimm evaluates the experience

In 1941, when America joined World War Two, both the US and British military forces extensively operated variants of the same single-engine training aircraft. It was called the Texan/ SNJ in US service, while in Britain and the Commonwealth it was named the Harvard. Eighty years on and once again both the United States and United Kingdom are operating variants of the same modern-day, single-engine training aircraft called the Texan II. FlyPast was fortunate enough to be invited to compare the original Texan with the latest Texan II.

Goodwood warbird

Constructed during the early stages of World War Two and known then as RAF Westhampnett, Goodwood Aerodrome was active with Hawker Hurricanes, P-51 Mustangs and Supermarine Spitfires. Apparently, it was from this airfield that the first operational sorties were conducted by fighter groups from the US 8th Air Force, and it was also the airfield from which the famous fighter ace, Douglas Bader, got airborne before having to bail out from his Spitfire over occupied France.

We’ve been invited to fly with Goodwood Flying School, which is housed in a modern building ideally designed for flying training. It also has a superb cafeteria open to the general public, with excellent views over the airfield.

The atmosphere at Goodwood is classic nostalgia, aided not only by the non-stop Spitfire flights and the classic racing cars speeding around the old wartime perimeter track (now a racetrack), but also by the iconic World War Two Texan used for training and experience flights.

Walking into the Flying School, passing a life-size statue of Douglas Bader, we’re met by Charlotte Dadswell, one of the flying instructors. Charlotte explains that she learnt to fly at Goodwood, achieving her Private Pilot’s Licence in 2005, quickly followed by her Commercial Pilot’s Licence and then flying instructor rating. The fleet of aircraft here is impeccably maintained by Goodwood Aircraft Engineering and caters for everyone from individuals with commercial aviation aspirations to those with a love of vintage tailwheel aircraft.

We then meet up with our pilot for the Texan flight, Dave ‘Cookie’ Cooke. Cookie has a civilian background as both a General Aviation flying instructor and commercial pilot. He still flies for British Airways (BA), but has converted from the now retired BA fleet of Boeing 747s to the Boeing 777, while concurrently maintaining his flying instructor rating for the last 33 years.

We go outside to where the Texan sits alongside the Flying School’s fleet of immaculate glass-cockpit Cessna 172S G1000s, as well as its 1953-vintage Piper Super Cub taildragger. Cookie explains the various aspects of the Texan, its cockpit and controls, then runs through a safety brief, including how to abandon the aircraft using a parachute.

Painted in the deep blue colours of an SNJ-3/Texan of the US Navy (the SNJ designation decodes as ‘Scout-Trainer built by the North American Aviation Corp’), the aircraft is far stockier than expected and looks like it could easily absorb the pounding that training aircraft regularly endure from student pilots learning their trade.

This particular aircraft was built in 1943 by Noorduyn Aviation in Canada, so technically it’s a Harvard IIB (a licence-built copy of the AT-6A Texan). As it was built in Canada, where temperatures can be exceptionally cold, it has a longer exhaust running along the engine cowling than those built elsewhere,  which is used to heat the cabin air. The main undercarriage also does not have any doors, in case they pick up snow and ice on take-off, which could freeze the wheels in place while airborne, forcing a wheels-up landing.

This aircraft has the code ‘SC’ painted in white on its tail, which would normally represent an aircraft operated by VP-ML-4, but they never operated this type and it is simply the last two letters of its UK civilian registration, G-AZSC. Meanwhile, the nonstandard fuselage numbers ‘43’ were added to denote that the aircraft was built in 1943.

Prior to arrival at Goodwood in 2005, she was owned and displayed at airshows by the rock star Gary Numan. On occasion, she has masqueraded as a Japanese A6M Zero fighter, as frequently happens in war films, with authentic wartime Japanese aircraft being extremely rare compared with the thriving fleet of available Texans/Harvards.

Despite being a very powerful civilian aircraft, the output of her Pratt & Whitney Wasp nine-cylinder engine is significantly bettered by its modern equivalent, which is described later in this article. It’s still an imposing beast though, with the huge radial engine and incredibly wide and thick wings.

The form drag of the aircraft is in stark contrast to the sleek lines of the modern Texan II, and probably explains its rather pedestrian 225kt maximum speed.

Comparing this wartime Texan with its modern counterpart, is like comparing Goliath to David. The only things that look remotely delicate on the warbird Texan are the fabric-covered control surfaces. However, appearances can be deceptive. The 1943 Texan has a wingspan nearly 3m wider, it’s slightly taller, too, and just over a metre shorter in length, but, at 1,900kg, it is quite unbelievably nearly 250kg lighter than the modern Texan II. This illustrates how much is stowed behind the panels in modern aircraft designs compared with their predecessors.

Even without any armament switches, the cockpit has a distinctive ‘military’ aura, with only the G-AZSC registration written on the panel giving any semblance of civilian use. As with most high performance warbirds, the Texan’s power controls are far more complex, so there’s a greater chance of pilots making errors, but trainees needed to master the engine management complexity similar to the Spitfires and Mustangs they would be flying after they finished their courses. The Texan has separate levers for throttle, propeller pitch control and engine fuel mixture, which are common to several aircraft types with a similar configuration.

There is no fuel injection – the engine has a normal fuel primer, along with a manual ‘wobble’ pump to pressurise the fuel lines prior to starting, after which the engine-driven pump takes over. There are two magnetos and a carburettor heat control, but the aircraft does not have a reputation for being adversely affected by carburettor icing.

ʻʻThe aircraft is far stockier than expected and looks like it could easily absorb the pounding that training aircraft regularly endure from students learning their trade”

Old but gold

During engine start there is an exhilarating roar, a puff of smoke and that smell that you only get from vintage aircraft as the engine turns over and sparks into life.

Engine running, Cookie explains that with vintage radial engines you have to be particularly smooth when increasing the throttle, as they can be prone to ‘rich cut’, where the engine splutters or stops because it is being flooded with too much fuel.

Given the Texan’s tailwheel configuration and large engine, visibility forward while taxiing is poor, but not as bad as you experience in a Spitfire or Tiger Moth. However, we prudently zig-zag to ensure that we don’t inadvertently collide with another aircraft or obstacle.

At the hold position, Cookie conducts power checks on both the propeller pitch control and magnetos, prior to lining up on one of the aerodrome’s three grass runways. The Texan has so much excess power that, to reduce noise, the throttle is kept at 2,000rpm/32in, rather than using the maximum of 36in. If we used the maximum, the rpm would be around 2,250 –a point where the two-blade propeller tips would literally be supersonic, creating a significant increase in noise.

Rudder trim takes out much of the load required to counter the tendency of the aircraft to swing to the left, but a ‘bootful’ of rudder is still required to keep us straight down the runway. Mishandled, the Texan will easily ground-loop, where the aircraft rapidly turns while on the ground, potentially damaging or writing it off.

Cookie gently raises the tail as we accelerate. Because the clockwise-turning propeller acts as a giant gyroscope, if you raise the tail too fast, the aircraft gyroscopic precession will attempt to veer it to the left even more. Acceleration is respectable, but unsurprisngly far slower than World War Two frontline fighters, and at 85kts we get airborne.

Once we’ve reached the airfield boundary, Cookie reduces rudder trim and throttles back to 28in to further reduce the noise, turning away from the centreline to follow the airfield’s strict noise abatement procedure. Noise is taken very seriously by the operators at Goodwood, with the airfield management and air traffic controllers reprimanding any pilot who deviates from the official procedures.

Sitting high up provides good visibility, even though the warbird has a lattice-mesh of metal in the canopy. The controls are analogue – no electronics or hydraulics, just pushrods and wires. We conduct a few aerobatics: loops, aileron rolls and wing overs above scenic Chichester Harbour. To preserve the airframe life, we keep the G to below four. However, when new, this aircraft was cleared to just under +6G.

For a large vintage aircraft, it’s amazing how responsively and smoothly the Texan flies. Furthermore, given it’s such a large aircraft, the controls feel surprisingly light – it is an absolute delight to fly.

Unexpectedly, just as we are about to start our descent back to the airfield, three Spitfires in formation turn up, along with a Harvard. They appear to be conducting a photoshoot. While trying not to ‘photo-bomb’ them, we fly closer – seeing three Spitfires in formation while airborne is a privilege and quite magical.

We return to Goodwood, again observing noise abatement procedures, such as the 1,200ft circuit height, which is higher than at most airfields. On the final approach, at 70kts and the nose high, direct visibility of the runway from the rear seat is practically non-existent and must have been challenging for the wartime instructors, who would have needed to use peripheral features as landing references.

Landing a tailwheel aircraft is far more demanding than a nosewheel configuration. For tailwheels, there are two options: land on the main wheels and let the tailwheel slowly descend as you slow down (called a ‘wheeler’, and generally the best choice for concrete runways) or land on all three wheels at once. Cookie elects to do a ‘wheeler’ landing and we taxi back to the club house. What a sensation-filled experience flying the old Texan is.

Modern day RAF Texan

Next, we head west to evaluate the modern Textron T-6C Texan II. Called the Texan T1 in RAF service, the aircraft is operated by 72(Fighter) Squadron at RAF Valley, located on the island of Anglesey, just off the northwest coast of Wales.

Students come to the Texan for Basic Flying Training (BFT) after completing an Elementary course on the Grob Prefect at RAF Cranwell. Successful Texan trainee pilots then graduate onto the Hawk T2, also based at RAF Valley, for Advanced Flying Training, before going to either the F-35 or Typhoon Operational Conversion Unit (OCU).

Elementary, Basic and Advanced Flying Training courses are the three elements of a multi-billion pound, 25-year contract called the UK Military Flying Training System (UK MFTS), between the Ministry of Defence and, primarily, a civilian defence contractor called Ascent.

RAF Valley has a rich Anglo-American training history. It was built in late 1940 and opened for operations the following year, initially operating Hawker Hurricanes. The airfield was also heavily involved in supporting transatlantic ferry flights and hosted vast numbers of American bombers and transport aircraft.

Post-war, the airfield began its current fixed wing training focus, initially with Vampire and Meteor aircraft, followed by the Folland Gnat and the Hawker Hunter, which were then succeeded by the Hawk T1 between 1976 and 2016. The Hawk T2 commenced training in 2012, while 72(F) Squadron and its Texan T1s stood up alongside the Hawk T2 in November 2019.

In charge of 72(F) Squadron is Wing Commander Chris Ball. Chris explained the construct of the squadron, which has partners from Ascent, Affinity and Lockheed Martin working together with MOD staff, all clearly dedicated to deliver the best training possible.

Compared to the legacy of Cold War-era buildings in use elsewhere in the RAF, the 72(F) Squadron modern training school facilities are outstanding, and include several simulators. Unlike any previous flight training system, the high fidelity and realism of the simulators means that the course includes a very high percentage of synthetic flying. Students are programmed to practise almost all airborne events in the simulators prior to live flying, therefore they invariably live fly the sortie profile without any prior instructor demonstration.

Walking out to the flight line, the all-black paint scheme glints in the sunlight. The tandem seat Textron Texan T1 has an almost shark-like Hawker Hurricanes. The airfield was also heavily involved in supporting transatlantic ferry flights and hosted vast numbers of American bombers and transport aircraft.

Walking out to the flight line, the all-black paint scheme glints in the sunlight. The tandem seat Textron Texan T1 has an almost shark-like appearance, with its long nose housing the 1,100hp Pratt & Whitney Canada PT6A turboprop engine, along with the four-bladed, constant-speed propeller that rotates at 2,000rpm, giving a top speed of 316kts. The wingspan at 10.2m has slight dihedral.

The nosewheel tricycle undercarriage configuration and large two-piece, bubble canopy afford the trainee pilot in the front seat great visibility over the long nose.

Strapping into the Texan T1 is different to any RAF aircraft since the Phantom F4J was retired in 1991, as the T1 uses a torso harness. In widespread use, especially in the US, it enables the pilot to simply clip themselves to the aircraft (along with a one piece lap strap) rather than use the combined seat and parachute harness system that is standard in other RAF aircraft.

The main difference between the US military T-6A model and the far more modern T-6C operated by the UK is in the avionics suite. Whereas the T-6A uses legacy dials and switches, the T-6C has a state-of-the art, all-digital glass cockpit, including head up display (HUD) and large multi-function displays (MFD), that deliberately replicate the avionics found in modern fighters. The instructor can also use the software to simulate dropping weapons or strafing, and can even give the student electronic-warfare threat warnings, including simulating surface-to-air missile attacks. The aircraft has hands-on-throttle and-stick (HOTAS) controls, plus an integrated up front control panel (UFCP) to further replicate operational fast jet aircraft.

Starting the aircraft is simplicity itself. While students have to follow extensive checklists, you can simply start the aircraft in three motions: battery on, move the throttle slightly forward to extinguish the ‘START READY’ panel, then push the start switch to ‘Auto’. Once on the f light-line, the aircraft remains very serviceable and we taxi out as a pair of aircraft using the rudder pedals for both nosewheel steering and braking, doing individual power checks prior to line-up. Rather than incorporating individual levers for the throttle, propeller pitch and mixture, this Texan has a single throttle that adjusts all settings automatically and is cleverly designed to deliver a power output profile as the throttle advances, mimicking a jet-aircraft’s performance.

Airborne assessment

Doing a stream take-off, the aircraft needs right rudder to keep straight, to offset the torque from the clockwise-rotating propellor. However, once again, to replicate jet aircraft performance, where the rudder pedals are predominately treated as footrests while airborne, the Texan incorporates a trim aid device (TAD), which automatically applies rudder to dramatically reduce the amount of footwork required to keep the aircraft in balanced flight. Rotate at 85kts and the initial climb rate is impressive, although it does start to tangibly decay above 10,000ft.

We level off at 8,000ft and maintain a holding pattern while we wait for a Hawk T2 of IV Squadron to join us for a quick photoshoot of the two RAF Valley-based MFTS elements together. When it eventually draws alongside, it is clearly evident that, even at 230kts, the Hawk is at a considerably higher angle of attack.

The Hawk then departs on its own sortie and we take a few shots of the other Texan alongside and in the vertical. It is cleared for a respectable +7 to –3.5G, but handling the aircraft is surprisingly heavy on the controls, especially in roll.

We continue flying while the student in the other aircraft practises formation, then have an uneventful recovery to RAF Valley. Visibility from the rear seat during landing was clearer than expected and far better than the legacy Texan.

“The tandem-seat Texan has an almost shark-like appearance, with its long nose housing the 1,100hp Pratt & Whitney Canada PT6A turboprop engine”

Decisions, decisions

So what is the FlyPast verdict on the Texans old and new? These are two very different aircraft, generations apart, but doing the same job of training aspiring fighter pilots of both the US and UK militaries. The first Texan variants were known as ‘pilot makers’. Given that more than 15,000 were built to train future Spitfire and Mustang pilots, it is a richly-deserved title, but perhaps also a fitting nickname for its younger stablemate.

The vintage Texan is more of a joy to manoeuvre, but requires highly-complex engine management and use of rudder compared with the modern Texan. However, today’s fighter pilot training focuses on the need to be able to succinctly operate the avionics of the platform and the RAF’s Texan I is well suited for that task.

Modern-day training means that you have to consider the whole training system, not just the airframe in isolation. We were really impressed by the setup at 72(F) Squadron and the Texan T1 is clearly an exceptional aircraft for basic flying training. It is heavy to f ly, but it has design features to mimic modern jet aircraft –a definite advance on the Tucano it replaced.

Forced to make a choice, we would take the original Texan up again – the noise, the smell and the power are captivating and it was a privilege to fly a historic icon.

That said, we wouldn’t turn down another RAF Texan I flight if we received the offer. FP

Our thanks to 72(F) Squadron, UK MFTS, RAF Media and Goodwood Flying School for making this feature possible.

• Read the full April 2022 issue of FlyPast here!
• Beechcraft T-6 Texan II
• FlyPast April 2022

Originally published in FlyPast Magazine

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US Air Force, US Navy, Iraqi Air Force, Canadian Forces, Hellenic Air Force

Contractors/Suppliers

PMU: Raytheon and Pratt & Whitney; Engine: Pratt & Whitney; Trid Aid device: Raytheon Aircraft Company; Cockpit seats: Martin Baker; Multifunctional displays: Smiths Aerospace

In 1996, the US Navy and Air Force awarded Raytheon Aircraft Company, now Hawker Beechcraft Corporation (HBC), the contract for the joint primary aircraft training system (JPATS). The aircraft was subsequently named the T-6A Texan II.

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First deliveries of the aircraft were made in 1998 with the initial operating capability being achieved by the US Air Force in October 2001 and the US Navy in August 2003.

Additional contracts for 26 aircraft were received for the Nato Flying Training Canada (NFTC) programme and 45 aircraft for the Hellenic Air Force (HAF) of Greece primary flying training programme.

The T-6A military trainer has been very thoroughly tested and qualified, having been through Joint FAA certification and military developmental testing, operational testing, and functional and physical configuration audits.

HBC has been delivering aircraft since 1998 and the total fleet size now numbers over 500 aircraft in operation at six US locations, as well as NFTC at CFB Moose Jaw, Saskatchewan; and with the HAF at Kalamata Air Base, Greece. HBC has entered long-term manufacturing commitments in US Government sales for 800 airplanes, with associated training equipment, through 2017. Logistic support plans for these aircraft extend beyond 2040.

T-6A Texan II international orders

In June 2008, Israel requested the foreign military sale (FMS) of 20 T-6A trainers, the contract for which was awarded in August 2009. HBC delivered the first four ofthese in July 2009.

In December 2008, Iraq requested the sale of 20 T-6A trainers to replace the current fleet of Cessna 172 Skyhawks and Cessna 208 Caravans. The Iraqi Air Force awarded HBC with a contract for eight T-6A trainers in August 2009; a second contract for seven more was award in September 2009, bringing the total to 15.

The first four T-6A trainers were delivered to Iraqi Air Force in December 2009. Another four were delivered in February 2010, and three more in in September 2010.

In May 2009, the US Air Force awarded a $123.7m firm fixed price contract for 20 T-6A trainer aircraft, training devices and technical publications. It ordered seven more T-6A aircraft in October 2009.

The T-6 avionics upgrade aircraft, a derivative of the T-6A trainer, is being developed by HBC. The aircraft, named T-6B has completed its inaugural flight in July 2009 and will be deployed by the US Navy as the primary aircraft for flight training. HBC received FAA certification for the T-6B in September 2009.

T-6 Texan II training aircraft design

Safety was the number one priority in the T-6 aircraft design.

The T-6A provides performance and handling characteristics that will safely lead the student from ab-initio through primary and well into advanced training curricula. HBC wing and empennage designs have given the T-6A flying qualities that remain consistent throughout the flight envelope.

Stall strips ensure benign power-on and power-idle stalls; spins have excellent characteristics with slow, steady spin rates and simple, consistent, quick recoveries; and engine power provides for continuous aerobatic manoeuvres up through 22,000ft.

The Ground-Based Training System (GBTS) provides multiple levels of fidelity and flexibility that can be customised for any training programme.

Access to the cockpit is through the side-opening, single piece canopy and windscreen. The canopy and windscreen are tested to withstand the impact of a 1.25kg (4lb) bird without penetration throughout the flight envelope. Seating is in a stepped tandem configuration.

The pressurised cockpit is equipped with sunlight readable Smiths Aerospace multifunction active matrix liquid crystal displays.

The aircraft has a through the canopy ejection system with a Martin Baker Mark US16LA zero/zero ejection seat. When the pilot pulls the ejection handle, they will always eject; if the redundant canopy fracturing system fails, they will eject through the canopy without injury. Safety is enhanced by a titanium firewall, and by no penetration of fuel or hydraulic lines into the pressure vessel.

Trim aid device

A high-powered, single-engine turboprop aircraft normally requires extensive rudder control by the pilot. In order to reduce the need for rudder control on the T-6A, the Trim Aid Device was developed and patented by Raytheon Aircraft.

The device reduces the need for excessive rudder trim by balancing the trim requirements, using the aircraft’s pitch rate, air speed, altitude and engine setting to set the rudder trim tab position even in aerobatic manoeuvres.

PT6A-68 turboprop engine

The aircraft uses a Pratt and Whitney Canada PT6A-68 turboprop engine which provides a flat rated 1,100hp. The range of the aircraft is more than 1,667km.

The powerplant provides an initial climb rate in excess of 3,300ft/min and the aircraft climbs to 18,000ft in under 6mins. The maximum cruise speed of the aircraft is 500km/h and the altitude ceiling 9,500m. The aircraft demonstrates sustained turn performance of 2g at an altitude of 22,000ft.

Power management unit

The aircraft is equipped with the Power Management Unit (PMU), a highly advanced digital electronic engine control unit. The PMU, developed by Raytheon and Pratt and Whitney Canada, sets the engine power in response to the setting of the pilot’s power control lever and to the ambient pressure and temperature.

The control functions of the power management unit make it impossible for a trainee pilot to over-torque the engine. The power management unit recognises the conditions which could potentially result in flameout (cessation of combustion in the engine) and automatically provides ignition in the event of sudden decreases in speed or in the interstage turbine temperature.

The Propeller Interface Unit (PIU) is an electro-mechanical control unit mounted to the engine reduction gearbox, which provides a propeller speed signal to the PMU and responds to speed control signals from the PMU. The PIU provides overspeed protection via a mechanical overspeed governor.

Weapons training

One of the requirements of the programme for the Hellenic Air Force was to integrate basic air-to-ground weapons training capability into a portion of their fleet. HBC engineers conducted a full weapons integration and test programme. In conjunction and cooperation with the US Air Force Seek Eagle office, a full safe separation weapons qualification programme was conducted at Eglin AFB, Florida.

The aircraft has six underwing hard points, three on each side for carrying air-to-air and air-to-ground weapons systems. The centre station on each side is ‘wet’ for external fuel tanks.

In addition to the six under-wing stores stations, the FN Herstal weapons control system and Avimo gunsight increase the capability of the T-6 as a weapons trainer.

Maintenance

Hawker Beechcraft Corporation designed the T-6A for durability, reliability and sustained performance. The aircraft has a guaranteed airframe life of over 18,000 hours.

A number of features have been incorporated for ease of maintenance and to reduce the cost of operation. Avionics boxes are mounted one deep in large aft fuselage bays.

Fuel servicing tasks can be completed in less than five minutes through one access door and the filter can be inspected while the aircraft is being refuelled. The onboard oxygen-generating system (OBOGS) allows continuous operations without routine servicing. There is no programmed intermediate or depot maintenance.

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