Aircraft History : The T-6 Texan was a single-engine advanced trainer aircraft designed by North American
Aviation, used to train fighter pilots of the United States Army Air Forces, United States Navy, Royal Air Force
and other air forces of the British Commonwealth during World War II. The T-6 was also used in battle. It
served in World War II, Korea and Vietnam. Some may know the plane by one of its other names.
The T-6 is known by a variety of designations depending on the model and operating air force. The USAAC
called it the "AT-6", the US Navy, the "SNJ", and British Commonwealth air forces, the Harvard. Originally called
the AT-6 and redesignated T-6 in 1948, the North American T-6 Texan is a tandem seating, single engine
advanced trainer aircraft derived from the NA-26 prototype. It was the winner of a design competition for the first
basic combat aircraft held by the United States Army Air Corps (USAAC) in March 1937. The T-6 was
nicknamed “the pilot maker” because of its important role in preparing pilots for combat, being the last test
before they moved on to fighters, bombers and transport aircraft. Nearly every Allied pilot who flew in the
Second World War trained in the Texan. The aircraft has trained several hundred thousand pilots from 34
different countries over a quarter of a decade.
The T-6 is capable of performing aerobatic maneuvers such as the roll, the Immelmann and the loop. It was
designed to give the best possible training in all types of tactics, from ground strafing to bombardment and
aerial dogfighting. The Texan was equipped with a variety of equipment, including 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. The T-6 was one of the most important aircraft designs of all time. This safe,
reliable plane was the most widely used advanced trainer in WW II. The Texan was so versatile that it
performed as a fighter, interceptor, and fighter-bomber.
During the Korean War and to a lesser extent, the Vietnam war, T-6s were pressed into service as forward air
control aircraft. These aircraft were designated T-6 "Mosquito"s.[1] The RAF used the Harvard in Kenya against
the Mau Mau in the 1950s where they operated with 20 lb bombs and machine guns against the gangs. Some
operations took place at altitudes around 20,000 ft asl. A Harvard was the longest-serving RAF aeroplane, with
an example, taken on strength in 1945, still serving in the 1990s (as a chase plane for helicopter test flights - a
role the Shorts Tucano's high stall speed was ill-suited for). The T-6G was also used in a light attack or
counter insurgency role by France during the Algerian war in special Escadrilles d'Aviation Légère d'Appui
(EALA), armed with machine guns, bombs and rockets. At its peak there were 38 EALA's active. The largest
unit was the Groupe d'Aviation Légère d'Appui 72, which consisted of up to 21 EALAs. Portugal also used ex-
French aircraft during the Portuguese Colonial War.
Since the Second World War, the T-6 has been a regular participant at air shows, and was used in many
movies. For example, in Tora! Tora! Tora! and The Final Countdown, converted single-seat T-6s painted in
Japanese markings represent Mitsubishi Zeroes. The New Zealand Warbirds "Roaring 40s" aerobatic team
use ex-Royal New Zealand Air Force Harvards. The Reno National Air Races also has a class specifically for
the T-6 during the National Air Races each year.
Kissimmee Airport was originally constructed as a U.S. Army Air Force facility during World War II and
supported fighter training operations of the Army Air Force School of Applied Tactics at Orlando Army Air Base.
Today it hosts a variety of general aviation aircraft operations, including a major facility for the restoration of
classic military aircraft from the World War II era to flying condition.
Aviation, used to train fighter pilots of the United States Army Air Forces, United States Navy, Royal Air Force
and other air forces of the British Commonwealth during World War II. The T-6 was also used in battle. It
served in World War II, Korea and Vietnam. Some may know the plane by one of its other names.
The T-6 is known by a variety of designations depending on the model and operating air force. The USAAC
called it the "AT-6", the US Navy, the "SNJ", and British Commonwealth air forces, the Harvard. Originally called
the AT-6 and redesignated T-6 in 1948, the North American T-6 Texan is a tandem seating, single engine
advanced trainer aircraft derived from the NA-26 prototype. It was the winner of a design competition for the first
basic combat aircraft held by the United States Army Air Corps (USAAC) in March 1937. The T-6 was
nicknamed “the pilot maker” because of its important role in preparing pilots for combat, being the last test
before they moved on to fighters, bombers and transport aircraft. Nearly every Allied pilot who flew in the
Second World War trained in the Texan. The aircraft has trained several hundred thousand pilots from 34
different countries over a quarter of a decade.
The T-6 is capable of performing aerobatic maneuvers such as the roll, the Immelmann and the loop. It was
designed to give the best possible training in all types of tactics, from ground strafing to bombardment and
aerial dogfighting. The Texan was equipped with a variety of equipment, including 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. The T-6 was one of the most important aircraft designs of all time. This safe,
reliable plane was the most widely used advanced trainer in WW II. The Texan was so versatile that it
performed as a fighter, interceptor, and fighter-bomber.
During the Korean War and to a lesser extent, the Vietnam war, T-6s were pressed into service as forward air
control aircraft. These aircraft were designated T-6 "Mosquito"s.[1] The RAF used the Harvard in Kenya against
the Mau Mau in the 1950s where they operated with 20 lb bombs and machine guns against the gangs. Some
operations took place at altitudes around 20,000 ft asl. A Harvard was the longest-serving RAF aeroplane, with
an example, taken on strength in 1945, still serving in the 1990s (as a chase plane for helicopter test flights - a
role the Shorts Tucano's high stall speed was ill-suited for). The T-6G was also used in a light attack or
counter insurgency role by France during the Algerian war in special Escadrilles d'Aviation Légère d'Appui
(EALA), armed with machine guns, bombs and rockets. At its peak there were 38 EALA's active. The largest
unit was the Groupe d'Aviation Légère d'Appui 72, which consisted of up to 21 EALAs. Portugal also used ex-
French aircraft during the Portuguese Colonial War.
Since the Second World War, the T-6 has been a regular participant at air shows, and was used in many
movies. For example, in Tora! Tora! Tora! and The Final Countdown, converted single-seat T-6s painted in
Japanese markings represent Mitsubishi Zeroes. The New Zealand Warbirds "Roaring 40s" aerobatic team
use ex-Royal New Zealand Air Force Harvards. The Reno National Air Races also has a class specifically for
the T-6 during the National Air Races each year.
Kissimmee Airport was originally constructed as a U.S. Army Air Force facility during World War II and
supported fighter training operations of the Army Air Force School of Applied Tactics at Orlando Army Air Base.
Today it hosts a variety of general aviation aircraft operations, including a major facility for the restoration of
classic military aircraft from the World War II era to flying condition.
| AVIATION (ACM) Air Combat School |
| We Represent and Defend Airmen, A&P's, and FBOs in FAA Enforcement Actions and in Civil and Criminal State and Federal Court |
| Lawyer, Professor, Aviator and former United States Naval Officer Lt.jg Alexander Penalta in Kissimmee, Florida First Aerobatic Flight Training in a former U.S. Navy SNJ refurbished as a T-6 Texan. |
| First Close Quarters Tandem Flight |
| First Extended Inverted Flight |
The SF-260 was designed by the Italian Dott Ing. Stelio Frati: SF stands for SIAI Marchetti (builder) and
Frati; 260 denotes the hp. The aircraft was certified in April 1966. Twenty-seven Air Forces fly
approximatley 1000 SF 260's and the USAF has considered the aircraft for its new EFS (Enhanced
Flight Screener). Less than 100 (some new, some ex-military) have been imported to the U.S. Others
have been used as fighter trainers by NATO forces.
Under wing hard points can be equipped to carry rockets and guns. Although it is a piston single, it flies
like a small jet with small wings and speed. Like a jet's wings, the 260's are machete thin and perfectly
taper in chord and thickness. With small laminar flow wings it doesn't leap off the ground so every takeoff
is made with 20 degrees of flap. It is flown from the right seat with your left hand on the throttle and your
right hand on the stick; fighter-jock-style if flying alone.
It is capable of doing aerobatics with full fuel (tips and mains) and two people wearing parachutes. Most
260's are painted military gray and matte black. With flush riveting, swept fin, sharp wings, tip tanks,
sliding canopy and potent cowl it proclaims some sort of aeronautical aristocracy. If you load up too
many g's in a steep turn the wing signals with a sharp buffet, relax the back pressure a fraction and it's
flying again, smoothly and instantly. 30-degree bank turns can be made via aileron, and feet on the floor.
Stall and spins are classical with clean straight breaks.
The 260 is either flying or it's not flying, with no hint of mush or slop separating the two. The wing loading,
coupled with the geometry of the stabilizing surfaces, gives it a faultless response to turbulence. Many
aircraft stay flustered for a second or two after an encounter with bumps, with a swift jolt that passes
instantly, due not to any form of artificial stability augmentation but the superb design of Frati at the
drawing board 26 years ago.
Frati; 260 denotes the hp. The aircraft was certified in April 1966. Twenty-seven Air Forces fly
approximatley 1000 SF 260's and the USAF has considered the aircraft for its new EFS (Enhanced
Flight Screener). Less than 100 (some new, some ex-military) have been imported to the U.S. Others
have been used as fighter trainers by NATO forces.
Under wing hard points can be equipped to carry rockets and guns. Although it is a piston single, it flies
like a small jet with small wings and speed. Like a jet's wings, the 260's are machete thin and perfectly
taper in chord and thickness. With small laminar flow wings it doesn't leap off the ground so every takeoff
is made with 20 degrees of flap. It is flown from the right seat with your left hand on the throttle and your
right hand on the stick; fighter-jock-style if flying alone.
It is capable of doing aerobatics with full fuel (tips and mains) and two people wearing parachutes. Most
260's are painted military gray and matte black. With flush riveting, swept fin, sharp wings, tip tanks,
sliding canopy and potent cowl it proclaims some sort of aeronautical aristocracy. If you load up too
many g's in a steep turn the wing signals with a sharp buffet, relax the back pressure a fraction and it's
flying again, smoothly and instantly. 30-degree bank turns can be made via aileron, and feet on the floor.
Stall and spins are classical with clean straight breaks.
The 260 is either flying or it's not flying, with no hint of mush or slop separating the two. The wing loading,
coupled with the geometry of the stabilizing surfaces, gives it a faultless response to turbulence. Many
aircraft stay flustered for a second or two after an encounter with bumps, with a swift jolt that passes
instantly, due not to any form of artificial stability augmentation but the superb design of Frati at the
drawing board 26 years ago.
| The Instructor: Thomas H. "Spartan" Smith Spartan spent twenty years flying tactical jets for the US Navy and Naval Reserve and culminated his Naval career as a Captain and Commanding Officer of an F-18 unit at NAS Point Magu, retiring from the naval reserves in 1994. |
| WARBIRDS Aerobatic and Tandem T-6 Texans |
| Air combat maneuvering, or (ACM) is the art of maneuvering a combat aircraft in order to attain a position from which an attack can be made on another aircraft. It relies on offensive and defensive basic fighter maneuvering (BFM) in order to gain an advantage over an aerial opponent. There are five main things which a pilot must remain conscious of when contemplating an aerial engagement, of which, getting and keeping sight is the most important. In past air wars, over 85% of all kills are attributed to the attacker spotting and shooting the defender without ever being seen. Structural limitations of both the attacking and defending fighters must be taken into account, such as thrust-to-weight ratio, wing loading, and the “corner speed” (the maximum/minimum speed at which the aircraft can attain the best turning performance). Variable limitations must also be considered, such as turn radius, turn rate, and the specific energy of the aircraft. Position of aircraft must quickly be assessed, including direction, angle off tail (the angle between flight paths), and closing speed. Also, the pilot must be aware of his wingman’s position, and maintain good communication. A pilot in combat attempts to conserve his aircraft's energy through carefully timed and executed manoeuvres. By using such manoeuvres, a pilot will often make trade offs between the fighter’s potential energy (altitude), and kinetic energy (airspeed), to maintain the energy-to- weight ratio of the aircraft, or the “specific energy”. A maneuver such as the “low yo-yo” trades altitude for airspeed to gain closure on an enemy, and to decrease turn radius. The opposite maneuver, a “high yo-yo” trades speed for height, literally storing energy in “the altitude bank”, which allows a fast moving attacker to slow his closing speed. An attacker is confronted with three possible ways to pursue an enemy, all of which are vital during chase. “Lag pursuit” happens in a turn when the nose of the attacker’s aircraft points behind an enemy’s tail. Lag pursuit allows an attacker to increase or maintain range without overshooting. “Lead pursuit” in a turn occurs when the nose of the attacking aircraft points ahead of the enemy. Lead pursuit is used to decrease the distance between aircraft, and during gun attacks where the cannons must be aimed, not at where the defender is, but where he will be when the bullets get there. “Pure pursuit’ happens when the nose of the attacker points directly at the defender. Pure pursuit is when most missiles will be fired, and is the hardest position to maintain. These are known as pursuit curves. The tactical egg shows the effects of gravity on maneuvering. The turning battle of a dogfight can be executed in an infinite number of geometric planes. Pilots are encouraged to keep their maneuvers out of the strictly vertical and horizontal planes, but to instead use the limitless number of oblique planes, which is much harder for an adversary to track. This infinite number of planes around a fixed point about which the aircraft turns is termed the "post and bubble". A fighter that can maintain position between an aircraft and its imaginary post can not be attacked by that aircraft. The imaginary bubble, however, is misshapen by gravity, causing turns to be much tighter and slower at the top, and wider and faster at the bottom, and is sometimes referred to as a "tactical egg". The maneuvers employed by the attacker can also be used by the defender to evade, or gain a tactical advantage over his opponent. Other components may also be employed to maneuver the aircraft, such as yaw, drag, lift, and thrust vectors. A key factor in all battles is that of "nose- tail separation." While getting close enough to fire a weapon, an attacker must keep his aircraft's nose far enough away from the tail of the defender to be able to get a good aim, and to prevent an overshoot. The defender, likewise, will use every maneuver available to encourage an overshoot, trying to change his own role to that of attacker. |
| Penalta & Stiger P.A. An American Law Firm Trial Lawyers and Counselors at Law 595 South Federal Highway, Suite 600 Boca Raton, Florida 33432 Telephone (561) 955-9970 |
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Aviation - Air Combat - Warbirds
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