Slide 1

The Victory Show Starts in

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Opening Times

Friday 8th September 2017
9am – 5pm

(no official airshow / re-enacment battle on this day)

Saturday 9th & Sunday 10th September 2017
9am – 5pm

the victory Show Charities  

Harvard AT 6D Texan G-KAMY

The North American AT 6 ‘Texan’ is the USAAC version of the very successful Harvard family, dating back to the late 1930’s. This one was built in 1942 and one of 3,000 AT6-D models. It differs from the basic Harvard pilot training a/c in that it has a fixed forward firing .30 in machine gun (firing through the propeller arc) and the rear Perspex canopy opens forward, leaving the rear aspect clear to fit a pintle mounted .30 in hand operated machine gun.


The rear control column, normally for the instructor,  pulls out easily and the seat swivels 180 deg in this role to allow the gunner to fire over the tail. Machine guns could also be mounted in the wings, I think .3 in again. Obviously guns were used to train aircrew rather than as aggressors in themselves, but that said the type was used in action in both Korea and Vietnam as a Forward Air Control platform and by the British in the Mau Mau troubles in Africa, dropping 20 lb bombs and using machine guns against terrorists. I think that means it is a true ‘warbird’.

G-KAMY was previously registered in Norway as LN-AMY, but has resided in this country for many years and fairly recently joined the UK register, retaining a USAAC colour scheme. It is powered by a 9 cylinder radial Pratt and Whitney Wasp 1340 engine of 600 HP driving a constant speed propeller. This gives it a cruising speed of about 160 mph and a top speed of 250 mph with a range of about 750 nm. Fuel consumption is eye watering by today’s standards, 72 US Gals/hr at full power, though this does come down to a more reasonable 25 Gals/Hr (95 litres/Hr) at economical cruise settings. It is fully aerobatic but in deference to it’s age we restrict manoeuvres to smoothly applied and a maximum of +4g. Flaps, undercarriage and brakes are hydraulic. Tail wheel locking is unique, in that to unlock it the stick is held fully forward, in which state it becomes very ‘lively’ and is only used to manoeuvre slowly in tight spaces. With the tailwheel locked there is a certain amount of rudder authority steering the tailwheel. The flying controls are manual and somewhat heavier than fighters of the day, but that said it is a good training feature for our modern day pilots and quite a pleasant change when they convert to Hurricane, Spitfire, Mustang, Sea Fury or W.H.Y.

There were over 17,000 of the generic type built, either as Harvards (built for British and Commonwealth air forces), SNJ’s with a deck hook for the US Navy or T6 Texans for the US Army. It is a firm favourite with many pilots and a considerable number of aircraft still fly, racing at Reno or displaying solo and with formation teams worldwide. Pop star Gary Numan and Lt Norman Lees RN operated successfully as the ‘Radial Pair’ in the UK airshow circuit in the late 1980’s. It is recognised as the  standard ‘stepping stone’ trainer for all larger engine warbirds.

Tim Manna owns this one and is a generous benefactor of both the RN Historic Flight and RAF Battle of Britain Memorial Flight, allowing the use of G-KAMY for pilot training of helicopter or Jet pilots destined for the flights heavier engined warbird types, and continuation training once there. Obviously neither Jet nor Helicopter disciplines lend themselves to piston engined tailwheel aircraft such as the Swordfish, Hurricane, Spitfire or Sea Fury. It gives the prospective warbird pilot a little heavier piston handling experience and is invaluable as a training and assessment a/c. It is quite twitchy on the runway with a reputation for ground looping and teaches pilots to notice the slightest movement in heading and correct it immediately before it becomes a problem. Supercharged, with constant speed prop, retractable undercarriage, quirky taxiing, swinging under power and reasonable gyroscopic effect all help broaden the pilot’s experience beyond  the flight’s normal trainer, the DH Chipmunk. Carrying out practice displays at realistic heights also prepares the embryo warbird pilot for the experience, dangers and safe completion of low level aerobatics, but under controlled and supervised conditions. Taking off and landing the T6 from the back seat is not easy and the view not dissimilar to that from the bigger piston warbirds and if you can’t operate this from the back seat easily, you don’t get to fly the Spitfire or Sea Fury! As you may see today it also displays beautifully in it’s own right and sounds fabulous compared to a Lycoming or Rotax!