Misplaced Pages

#962037

23-591: Ordered as a follow-on to the NA-57 as a two-seat advanced trainer, the NA-64 P-2/NAA-64 P-2 represented a major structural improvement, with a longer all-metal fuselage replacing the fabric covered fuselage of the NA-57. As well as metal skin replacing the fabric on the fuselage, the fin was changed from having a corrugated skin to being a smooth stressed skin structure and was moved slightly aft, lengthening

46-510: A farmer from near Tillsonburg , Ontario. Simmons bought 39 Yales in 1946, along with seven Fairey Swordfish and a Westland Lysander and kept them on his farm until he died in 1970. Most were auctioned the same year, and many have been restored by museums and warbird enthusiasts. Most surviving Yales are from the Simmons collection, but there are at least six surviving Yales that came from Western Canada. Three Yales have been subsequently lost,

69-404: A fixed landing gear, but later versions could have retractable gear, mounted in a widened wing center section (which could have either integral fuel tanks or not). Most had a straight trailing edge on the outer wing while again, some had the wing trailing edge swept forward slightly in an attempt to fix a problem with stalls and spins. Several different rudders were used, with early examples having

92-920: A major hangar fire took the Musée de l'air et de l'espace 's NA-64 3415/64-2224, and 3454/64-2165 & 3395/64-2159 were destroyed as the result of flying accidents. Several Yales have been painted or partially modified as BT-14s. Additionally, over a dozen are privately owned in Canada, the US, and Europe or are not accessible, and additional airframes may be held by some museums as a source of spares. Data from North American Aviation, Manuel de Pilotage de l'Avion NA-64 P-2 (Avion de Perfectionnement) , 1940, pp.8–9 General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Related lists North American NA-57 The North American Aviation NA-16

115-502: A round outline, intermediate examples having a square bottom on the rudder (Harvard I) and late examples using the triangular rudder of the AT-6 series, due to a loss of control at high angles of attack with the early types. Horizontal and vertical tails were initially covered in corrugated aluminum, but later examples were smooth-skinned, and the horizontal stabilizer was increased in chord near its tips on later versions. The NA-16 flew for

138-520: Is a French aerospace museum , located at the south-eastern edge of Paris–Le Bourget Airport , north of Paris, and in the commune of Le Bourget . It was inaugurated in 1919 after a proposal by the celebrated aeronautics engineer Albert Caquot (1881–1976). Occupying over 150,000 square metres (1,600,000 sq ft) of land and hangars, it is one of the oldest aviation museums in the world. The museum's collection contains more than 19,595 items, including 150 aircraft, and material from as far back as

161-517: Is the first trainer aircraft built by North American Aviation , and was the beginning of a line of closely related North American trainer aircraft that would eventually number more than 17,000 examples, notably the T-6 Texan family. On 10 December 1934, James Howard "Dutch" Kindelberger , John L. "Lee" Atwood , and H.R. Raynor sketched out the specifications for the NA-16. A key characteristic for

184-548: The North American BT-9 (NA-19). The U.S. Army Air Corps ordered 42 BT-9s, equipped with the Wright R-975 Whirlwind engine, and 40 BT-9As, which could be armed with .30 cal. Browning M-1 machine guns. In 1936, an order was placed for 117 BT-9Bs, without armament. A total of 67 BT-9Cs (NA-29) were built, using the same R-975-7 engine. Similar aircraft continued to be sold outside the U.S. under

207-498: The Wright Whirlwind , Pratt & Whitney Wasp and Pratt & Whitney Wasp Junior of varying horsepowers, could be installed depending on customer preferences. The fuselage was built up from steel tubes and normally fabric covered; however, later versions were provided with aluminum monocoque structures. During the development of the design, a six-inch stretch was made by moving the rudder post aft. Many versions had

230-416: The de Havilland Tiger Moth and Fleet Finch to the much faster and more complex North American Harvard , until this category was dispensed with as being unnecessary. They were then relegated for use as airborne wireless radio trainers, along with the contemporary Fleet Fort intermediate trainer in 1943. Prior to service entry, the throttle and engine mixture controls were modified from the system used by

253-444: The 16th Century. Also displayed are more modern air and spacecraft, including the prototype for Concorde , and Swiss and Soviet rockets . The museum also has the only known remaining piece — the jettisoned main landing gear — of L'Oiseau Blanc ( The White Bird ), the 1927 aircraft which attempted to make the first Transatlantic crossing from Paris to New York. On 8 May 1927 Charles Nungesser and François Coli aboard L'Oiseau blanc,

SECTION 10

#1732776448963

276-826: The French were used by the German Luftwaffe for all types of flight training, from basic flying to advanced fighter tactics. Dive bomber schools and target tug units and even combat squadrons all used the NAA-64, as they were designated by the Luftwaffe, from the tail markings of the French examples. At least one was used by the Zirkus Rosarius to familiarize German aircrew with the handling of American aircraft before they evaluated captured aircraft. There are many surviving NA-64 Yales today because of Ernie Simmons,

299-568: The French whereby the throttle was pulled back to increase power, and the mixture control pulled back to lean out the mixture, to the system used on the Harvard. The Yale appeared in the movie Captains of the Clouds . The RCAF sold all surviving examples off as scrap in 1946 but over 30 survive today as a result of a large number of them being bought surplus by a single farmer, with about 15 currently in airworthy condition. The NAA-64s captured from

322-811: The Germans after the Battle of France . In France, the NA-64, like the NA-57 before it, was known as the North , and was designated as NAA-64 P-2 (abbreviated from North American Aviation modèle 64 perfectionnement, 2 places (North American Aviation model 64 advanced trainer, 2 seats)) but were sometimes attached to reconnaissance units. A small number escaped the Germans to be used by the Vichy French Air Force . Two examples in North Africa survived into

345-689: The NA-16 designation. By the time of the U.S. entry into WWII , the NAF had built 1631 N-16 series aircraft. Of that total, 1043 were for foreign countries, while the remainder were for the U.S. Army Air Corps and Navy. The Commonwealth Aircraft Corporation produced 755 units of a modified version of the NA-16-2K (NA-33) known there as the Wirraway between 1939 and 1946. The units built included 40 CA-1s (Wirraway I), 60 CA-3s, 32 CA-5s, 100 CA-7s, 200 CA-8s, 188 CA-9s, and 135 CA-16s. The CA-16s were called

368-659: The United States armed forces. When the North American NA-16 was first conceived, five different roles were intended for the design, designated NA-16-1 thru NA-16-5 : General characteristics Performance Related development Aircraft of comparable role, configuration, and era Related lists [REDACTED] Media related to North American NA-16 at Wikimedia Commons Mus%C3%A9e de l%27air et de l%27espace The Musée de l'air et de l'espace (English: Air and Space Museum )

391-525: The Wirraway IIIs, while previous models were called Wirraway IIs. Experience with the NA-16-4P and deteriorating political relations with the US led to the local development of the I.Ae. D.L. 21, which shared the NA-16 fuselage structure; however it proved too difficult to produce. As a result of this, an entirely new design (the I.Ae. D.L. 22 ) was built instead; it had similar configuration, but

414-456: The advanced trainer was a closed canopy. The NA-16 is a family of related single-engine, low-wing monoplanes with tandem seating. Variants could have an open cockpit (the prototype and the NA-22) or be under a glass greenhouse that covered both cockpits. On some variants, the rear of the canopy could be opened for a gunner to fire to the rear. A variety of air-cooled radial engines , including

437-523: The earlier straight wings were used with the result that in RCAF service, when compared to the later and more powerful Harvard II it was flown alongside, it had different handling characteristics and lower performance. The NA-64 P-2 was built for the French Armée de l'Air and Aéronavale in 1939–1940, which ordered 200 and 30 respectively. Of these, 111 had been delivered before France surrendered to

460-599: The first time on 1 April 1935, by Eddie Allen . An enclosed cockpit version of the NA-16 was submitted to the United States Army Air Corps for performance tests as a basic trainer on 27 May 1935. The Army accepted the trainer for production but with some detail changes, including a larger engine and faired landing gear modifications. The modified NA-16 was redesignated by North American as the NA-18 , with production examples entering Air Corps service as

483-952: The postwar years, having been operated alongside NA-57s, the last only being retired in 1949. The remaining 119 undelivered aircraft were bought up by the British Purchasing Commission and transferred to the Royal Canadian Air Force (RCAF) for the British Commonwealth Air Training Plan between August and September 1940, and all were operational by November The type was named the Yale Mk.I following British naming practice of naming trainers after education institutions and US-supplied aircraft after American locations, in this case, Yale University , and were used initially as intermediate pilot trainers taking pilots from

SECTION 20

#1732776448963

506-471: The rear fuselage while the engine was moved forward to maintain the center of gravity . The rudder was also changed from the rounded shape used previously to one with a roughly triangular shape with the broadest part being at the bottom to improve handling at high angles of attack . In one respect however, it was a step backwards from its immediate predecessor, the BT-14 , with which it is often confused, in that

529-649: Was structurally different and optimized to available materials. The NA-16-4RW and NA-16-4R inspired the development of the Kyushu K10W when the Imperial Japanese Navy instructed Kyushu to develop something similar. The resulting aircraft owed little to the NA-16, however Allied Intelligence saw so few examples that the error was not corrected and some drawings show a modified NA-16. Listing includes aircraft built specifically under NA-16 designation for export, and similar aircraft built for use by

#962037