by jos heyman air force t = trainer (1925 - current) states military aircraft by jos heyman air...

UNITED STATES MILITARY AIRCRAFT by Jos Heyman

Air Force

T = Trainer (1925 - current) The T series was introduced on 11 June 1948 and continued from the PT series. Last update: 1 July 2016

T-1 Consolidated Specifications: span: 34'9", 10.59 m length: 27'8", 8.43 m engines: 1 Wright V-720 max. speed: 92 mph, 148 km/h

(Source: Gordon Hubbard, via 1000aircraftphotos.com photo #3443)

The PT-1 was a development of the TW-3 design. One prototype and 220 production aircraft were procured with serials 23-1253, 25-245/294, 26-226/275, 26-301/350 and 27-108/175 and 27-177. Aircraft 23-1253 may have been designated as XPT-1. Eventually PT-1s remaining in service were redesignated as ZPT-1. Several aircraft were also flown with Wright Field serials: 25-245 as P-386, 25-246 as P-387, 25-264 as P-396, 25-292 as P-570, 26-327 as P-454 and an unknown aircraft as P-422. One US Navy NY-2 was transferred to the USAAC with serial 27-176. It was flown with Wright Field serial P-469. Refer also to BT-6, BT-7, O-17, T-2, T-3, T-4, T-5, T-6, T-8, T-11, T-12, NY, N4Y

T-2 Consolidated Specifications: span: 34'7", 10.54 m length: 28'4", 8.64 m engines: 1 Wright R-790 max. speed: 101 mph, 163 km/h A single PT-1 with serial 27-149 was converted as XPT-2. It was also flown with Wright Field serial P-469. Eventually the aircraft was redesignated as ZXPT-2. Refer also to BT-6, BT-7, O-17, T-1, T-3, T-4, T-5, T-6, T-8, T-11, T-12, NY, N4Y

T-3 Consolidated Specifications: span: 34'6", 10.52 m length: 28'3", 8.61 m engines: 1 Wright R-790 max. speed: 105 mph, 169 km/h

(Source: USAAF)

A single PT-1 with serial 27-177 was fitted with a revised wing and a different engine and was redesignated as XPT-3. The aircraft was later further converted to XPT-5. This was followed by the PT-3 production version of which 130 were built with serials 28-218/347. Aircraft 28-229 was delivered as XO-17 whilst aircraft 28-317 was completed as XO-17A. Eventually those PT-3s remaining in service were redesignated as ZPT-3. The PT-3A version had a length of 28'1", 8.56 m and a Wright R-790-3 engine. 120 were built with serials 29-038/157. Several aircraft were also flown with Wright Field serials: 27-177 as P-470, 27-177 as P-501, 29-038 as P-527 and 29-115 as P-564. Refer also to BT-6, BT-7, O-17, T-1, T-2, T-4, T-5, T-6, T-8, T-11, T-12, NY, N4Y

T-4 Consolidated Specifications: span: 34'6", 10.52 m length: engines: 1 Fairchild Caminez 447C max. speed: A single PT-3 with serial 28-293 was converted as XPT-4 and was also flown with Wright Field serial P-528. Production of the PT-4 did not take place. Refer also to BT-6, BT-7, O-17, T-1, T-2, T-3, T-5, T-6, T-8, T-11, T-12, NY, N4Y

T-5 Consolidated Specifications: span: 34'6", 10.52 m length: 28'3", 8.61 m engines: 1 Curtiss R-600-1 max. speed: 99 mph, 159 km/h

(Source: Consolidated, via Aerofiles.com)

A single XPT-3 with serial 27-177 was temporarily fitted with a different engine as XPT-5. It was also flown with Wright Field serial P-530. Refer also to BT-6, BT-7, O-17, T-1, T-2, T-3, T-4, T-6, T-8, T-11, T-12, NY, N4Y

T-6 Consolidated 7 Specifications: span: 28', 8.53 m length: 21'5", 6.53 m engines: 1 Kinner R-370-1 max. speed: 101 mph, 163 km/h

(Source: USAAF?)

Based on the Fleet 7 design one XPT-6 was built with serial 30-088. This aircraft was also flown with Wright Field serial P-567. This was followed by 10 YPT-6 aircraft with serials 30-372/381 which were redesignated as PT-6 on completion of testing. Alternatively they were eventually redesignated as ZYPT-6. The YPT-6A was similar to the XPT-6 and 5 were ordered with serials 30-382/386 and were redesignated as PT-6A on completion of testing. Alternatively they were eventually redesignated as ZYPT-6A. After 1948 the T-6 designation was applied to the North American AT-6. Refer also to BT-6, BT-7, O-17, T-1, T-2, T-3, T-4, T-5, T-8, T-11, T-12, NY, N4Y

T-7 Mohawk P1C Pinto Specifications: span: 34'9", 10.59 m length: 24'5", 7.44 m engines: 1 Kinner YR-370-1 max. speed: 109 mph, 175 km/h

(Source: USAAF, via Pictorial History of AAF p.174)

A single example was procured as XPT-7 and with serial 30-371. After 1948 the T-7 designation was applied to the Beechcraft AT-7.

T-8 Consolidated Specifications: span: 34'6", 10.52 m length: 28', 8.53 m engines: 1 Packard DR-980 max. speed: 120 mph, 193 km/h

(Source: USAAF?)

The XO-17, which had serial 28-317, was fitted with an experimental diesel engine and redesignated as XPT-8. The same type of engine was also fitted to a PT-3A which was later converted back to PT-3A. The designation was XPT-8A and the aircraft had a length of 28'1", 8.56 m Refer also to BT-6, BT-7, O-17, T-1, T-2, T-3, T-4, T-5, T-6, T-11, T-12, NY, N4Y

T-9 Stearman Cloudboy Specifications: span: 32', 9.75 m length: 24'8", 7.52 m engines: 1 Wright R-540-1 max. speed: 108 mph, 174 km/h

(Source: USAF)

Four YPT-9s were built with serials 31-459/462. The first aircraft, 31-459, was later converted with a Continental YR-545-1 engine and had a length of 25'3", 7.70 m. It was redesignated as YPT-9A. Later the aircraft was further converted as YPT-9B with a Lycoming R-680-3 engine and a length of 25'6", 7.77 m. YPT-9 31-460 was also converted to this standard. The two other aircraft, 31-461 and 31-462, were first converted as PT-9B and later as YBT-3 and YBT-5, respectively. YBT-3, which had serial 31-461, was later re-engined with a Kinner YR-720-A giving it a length of 25'10", 7.87 m, and was redesignated as YPT-9C. One of the aircraft may have been tested as XPT-912. Refer also to BT-3, BT-5

T-10 Verville Sportsman Specifications: span: 33', 10.06 m length: 25', 7.62 m engines: 1 Wright R-540-1 max. speed: 110 mph, 177 km/h

(Source: Dan Shumaker, via 1000aircraftphotos.com photo #6236)

Four YPT-10s were ordered with serials 31-519/522. Of these 31-519 was converted as the YPT-10A with a Continental YR-545-1 and a length of 25'5", 7.75 m. One was tested by the USAAS as XPT-914 and it is likely that was the first one which was registered as NC479Y before being delivered. Another aircraft, 31-521, was converted with a Wright YGR-540 and a length of 25'3", 7.70 m and was redesignated as YPT-10B. A third aircraft, 31-522, was redesignated as YPT-10C when it was fitted with a Lycoming YR-680-1 engine, The YPT-10A and YPT-10B were also converted to this standard. The final YPT-10, 31-520, was fitted with a Kinner YR-720 engine and had a length of 25'4", 7.72 m. It was redesignated as YPT-10D.

T-11 Consolidated 21 Specifications: span: 31'7", 9.63 m length: 26'11", 8.20 m engines: 1 Continental R-545-1 max. speed: 111 mph, 179 km/h


The Consolidated 21 was a development of the earlier PT-1/3 design. Four aircraft were built as YPT-11 with serials 31-593/596. The first flight had been in February 1931 as XPT-933. The first two aircraft were converted as PT-11D, whilst the third aircraft became BT-6 and the fourth aircraft (31-596) as Y1PT-11A. The latter version was fitted with a Curtiss R-600-1 engine and had a length of 25'5", 7.75 m. On completion of testing aircraft 31-596 was redesignated as PT-11A whilst yet later it was converted as Y1PT-11C. The Y1PT-11B was a version with a length of 26'8", 8.13 m and a Kinner YR-720-1 engine. Six were built with serials 32-367/371 and on completion of tests they were redesignated as PT-11B. Later the PT-11Bs were converted as PT-11D. In addition one Y1PT-11B was procured with serial 32-395 which was transferred US Coast Guard as N4Y-1 with serial CG10 (later 310 and V110). The designation Y1PT-11C applied to a single PT-11 and a single PT-11D which were fitted with a Lycoming YR-680-1 and had a length of 26'11", 8.20 m. The serials were 31-593 and 31-596. Of these 31-596 was later redesignated as PT-11C. The Y1PT-11D was fitted with a Lycoming R-680-3 and 21 aircraft were built with serials 32-372/392. On completion of testing they were redesignated as PT-11D. In addition airframes with serials 31-593/595 and 32-367/371 were converted to this standard. After 11 June 1948 the T-11 designation was used for the Beechcraft AT-11. Refer also to BT-6, BT-7, T-1, T-2, T-3, T-4, T-5, T-6, T-8, T-12, O-17, NY, N4Y

T-12 Consolidated Specifications: span: 31'7", 9.63 m length: 26'6", 8.08 m engines: 1 Pratt & Whitney R-985-1 max. speed: 147 mph, 237 km/h

(Source: Ray Crupi, via 1000aircraftphotos.com photo #12055)

Ten Y1PT-12s were built with serials 32-357/366. On completion of testing they were redesignated as PT-12 and were later converted to Y1BT-7. Refer also to BT-6, BT-7, T-1, T-2, T-3, T-4, T-5, T-6, T-8, T-11, O-17, NY, N4Y

T-13 Stearman 75 Kaydet Specifications: span: 32'2", 9.80 m length: 24'8", 7.52 m engines: 1 Lycoming R-680-5 max. speed: 125 mph, 201 km/h


The Kaydet primary trainer evolved from the model X-70 and the US Navy’s NS-1 design. The prototype, registered as NC14407, was flown by the USAAC as XPT-945 but was not acquired. Another aircraft, a model X70 Sportster, registered as NX571Y, was also evaluated by the USAAC evaluation as XPT-943. An order for 26 PT-13s was placed with serials 36-002/027. The PT-13A refers to the model A75 and had a Lycoming R-680-7 and a length of 25'1", 7.65 m. 92 were built with serials 37-071/114, 37-232/259 and 38-451/470. The PT-13B version had a R-680-11 engine and 255 were built with serials 40-1562/1741 and 41-787/861. Those remaining in service in 11 June 1948 were redesignated as T-13B. Six PT-13Bs (including 40-1620 and 41-853) were converted as instrument trainers and were redesignated as PT-13C. The PT-13D had a R-680-17 engine and a length of 25', 7.62 m. They were built for the USAAF and the US Navy with serials 42-16846/17863. A batch with serials 42-17864/18245 was cancelled. The aircraft for the US Navy were redesignated as N2C-5. Those PT-13Ds remaining in service on 11 June 1948 were redesignated as T-13D. In addition some 35 PT-13Ds were rebuilt with new serials 49-1458/1490 and 51-16084/16085. Refer also to T-17, T-18, T-27, N2S

T-14 Waco UPF-7 Specifications: span: 30', 9.14 m length: 23'6", 7.16 m engines: 1 Continental R-670-3 max. speed: 138 mph, 222 km/h


A single aircraft was procured as XPT-14 and serial 39-702. It was evaluated and crashed on 11 October 1939. A further 13 aircraft were ordered as YPT-14 and with serials 40-014/026 and these were redesignated as PT-14 on completion of the tests. Some of these were later fitted with R-670-6A engines. In 1942 a single aircraft with a R-670-6A engine was impressed as PT-14A and with serial 42-52882.

T-15 St. Louis PT-1W Specifications: span: 33'10", 10.31 m length: 25', 7,62 m engines: 1 Wright R-760-1 max. speed: 124 mph, 198 km/h

(Source: USAAF?)

One aircraft was procured for evaluation as XPT-15 and with serial 39-703. It made its first flght in 1940 with civilian registration NX18068. This was followed by 13 YPT-15 aircraft with serials 40-001/013 which were redesignated as PT-15 on completion of testing.

T-16 Ryan ST Sport Trainer Specifications: span: 30', 9.14 m length: 21'6", 6.55 m engines: 1 Menasco L-365-1 max. speed: 131 mph, 211 km/h


On 18 May 1939 a single model STA.1 was ordered as XPT-16 and with serial 39-717. The aircraft was later re-engined with a Ranger R-440-1 engine and was redesignated as XPT-16A. This was followed by 15 models STM.1 which were ordered as YPT-16 and with serials 40-040/054. Later these aircraft, except 40-051 and 40-053, were fitted with the Ranger R-440-A engine and were redesignated as YPT-16A and, on completion of testing, as PT-16A. Refer also to T-20, T-21, T-22, T-25, NR.

T-17 Stearman A75 Kaydet Specifications: span: 32'2", 9.80 m length: 25', 7.62 m engines: 1 Continental R-670-5 max. speed: 124 mph, 200 km/h

(Source: William T. Larkins)

A total of 3515 PT-17s were built with serials 40-1742/1891, 41-862/1086, 41-7867/9010, 41-25202/26251 and 42-15896/16845. Many were diverted to the US Navy or supplied under lend-lease arrangements, including a batch with serials 41-25737/25740. Those remaining in service on 10 June 1948 were redesignated as T-17. 136 PT-17s were converted as PT-17A instrument flying trainers whilst three PT-17s were converted as PT-17B spray aircraft for mosquito control. A single PT-17 was modified as PT-17C as the prototype of the PT-13D. The PT-17D was built with serials 42-109026/109775 and most of these went to the US Navy as N2S-5. Refer also to T-13, T-18, T-27, N2S

T-18 Stearman A75J1 Kaydet Specifications: span: 32'2", 9.80 m length: 24'10", 7.57 m engines: 1 Jacobs R-755-7 max. speed: 125 mph, 201 km/h


150 PT-18s were built with serials 40-1892/2041. Six of these were converted as PT-18A instrument trainers, including 40-1906, 40-1909 and 40-1934. Refer also to T-13, T-17, T-27, N2S

T-19 Fairchild M62 Cornell Specifications: span: 36', 10.97 m length: 28', 8.53 m engines: 1 Ranger L-440-3 max. speed: 132 mph, 212 km/h

(Source: USAF)

270 PT-19s were built with serials 40-2418/2687. These had a length of 27'11", 8.51 m and a L-440-1 engine. A number of these were supplied to Canada and Brazil. The PT-19A, to which the specifications apply, was the principal production version and 3182 were built by Fairchild, 477 by Aeronca and 44 by St.Louis. The serials were 41-040/139, 41-14600/15172, 41-20146/20590, 41-25197/25201, 42-2514/2961, 42-14708/14712, 42-33384/34513, 42-47827/47834, 42-47978/48051, 42-50027/50070, 42-65452/65551, 42-83366/83662, 43-31363/31657 and 43-33665/33844. Aircraft with serials 42-50071/50276, to be built by St. Louis, as well as 43-33845/34114 to be built by Fairchild, were cancelled. On 11 June 1948 those remaining in service were redesignated as T-19A. The PT-19B was an instrument trainer version and a number of PT-19As, including aircraft with serials 41-14805, 41-14826, 41-14827, 41-14831, 41-14832, 41-14833, 41-14834, 41-14837, 41-14841 and 42-34419 were converted to this standard whilst Fairchild built 773 and Aeronca 143. The serials were 42-34514/34583, 42-47835/47977 and 42-82663/83365. On 11 June 1948 those remaining in service were redesignated as T-19B. Refer also to T-23, T-26

T-20 Ryan Specifications: span: 30', 9.14 m length: 21'4", 6.50 m engines: 1 Menasco L-365-1 max. speed: 132 mph, 212 km/h

(Source: Ron Dupas, via 1000aircraftphotos.com photo #2517/

30 PT-20s were ordered on 12 October 1939 with serials 40-2387/2416. Some of these may have been initially designated as YPT-20. Of these 27 were re-engined with a Kinner R-440-1 engine and became PT-20A. They had a length of 20'11", 6.38 m and carried serials 40-2387, 40-2389/2395, 40-2397/2403 and 40-2405/2416. Three PT-20s (40-2388, 40-2396 and 40- ?) were re-engined with a Menasco D-4 engine giving it a length of 21'3", 6.48m. They were redesignated as PT-20B but later these aircraft were also converted to the PT-20A standard. Refer also to T-16, T-21, T-22, T-25, NR

T-21 Ryan Specifications: span: 30'1", 9.17 m length: 22'6", 6.86 m engines: 1 Kinner R-440-3 max. speed: 123 mph, 198 km/h

(Source: USAAF?)

100 PT-21s were built with serials 41-1881/1980. Refer also to T-16, T-20, T-22, T-25, NR

T-22 Ryan ST.3KR Recruit Specifications: span: 30', 9.14 m length: 22'6", 6.86 m engines: 1 Kinner R-540-1 max. speed: 125 mph, 201 km/h

(Source: William T. Larkins)

1023 PT-22s were built with serials 41-15173/15745 and 41-20591/21040. The PT-22A designation was assigned to 25 trainers originally ordered by the Dutch East Indies. The serials were 42-57479/57503. The PT-22B designation was not assigned and the PT-22C was used for 250 PT-22s which had been re-engined. Refer also to T-16, T-20, T-21, T-25, NR

T-23 Fairchild M62A Specifications: span: 36', 10.97 m length: 25'11", 7.90 m engines: 1 Continental R-670-5 max. speed: 130 mph, 209 km/h


A single PT-19A with serial 41-15172 was converted as the XPT-23 prototype. This was followed by a production PT-23 model with a R-670-4 engine. 2 were built by Fairchild, 375 by Aeronca, 93 by Fleet, 199 by Howards and 200 by St.Louis. The latter had R-670-11 engines. The serials were 42-2962/2963, 42-47452/47826, 42-49077/49260, 42-49262/49276, 42-49677/49876 and 42-70864/70956. An aircraft with serial 42-49261 and to be built by Howard, was cancelled whilst Fleet built aircraft 42-71347/71463 were also cancelled. The PT-23A was an instrument trainer of which 150 were built by Howard and 106 by St. Louis. The serials were 42-49277/49426 and 42-49877/49982. Aircraft with serials 42-49427/49676 (to be built by Howard) and 42-49983/50026 (to be built by St. Louis) were cancelled. Refer also to T-19, T-26

T-24 De Havilland Canada Tiger Moth Specifications: span: 29'4", 8.94 m length: 23'11", 7.29 m engines: 1 De Havilland L-375-1 Gipsy Major max. speed: 107 mph, 172 km/h

(Source: Unknown)

The Tiger Moth was introduced in October 1931 and was also manufactured by the Canadian De Havilland factory as a military trainer and fitted with a canopy. The production included 200 PT-24 with serials 42-964/1163 and all were supplied to the RCAF with serials FE100/FE266 and FH618/FH650 and later RCAF 1100/1299. It is unlikely that these aircraft ever displayed US markings. In June 1942, the USAAF also purchased 18 De Havilland Australia Tiger Moths which were intended to be supplied to Southern Rhodesia and South Africa. They never received a designation or a serial and, instead, the construction numbers (902/907 and 954/965) were applied on the tail as locally issued serials. Although the aircraft were never shipped to Southern Rhodesia or South Africa, they were operated in Australia (14) and in New Caledonia (4). These aircraft never received a RAAF serial either. In addition the USAAF in Australia used a number of RAAF Tiger Moths. They retained their RAAF serials A17-494, A17-495, A17-547, A17-580, A17-581, A17-582, A17-583 and A17-609. In Britain the USAAF operated a number of Tiger Moth aircraft. They retained their RAF serials and known serials include T6858, DE581, DE862, DE925, DE930 and DE932/DE935.

T-25 Ryan ST.4 Specifications: span: 32'11", 10.03 m length: 24'4", 7.42 m engines: 1 Lycoming O-435-1 max. speed: 149 mph, 240 km/h

(Source: Van Swindelle, via 1000aircraftphotos.com photo #8045)

The YPT-25, of which five aircraft were built with serials 42-8703/8707, were made of plastic bonded wood to avoid the use of aluminium. Eventually those remaining in service were redesignated as ZYPT-25. Refer also to T-16, T-20, T-21, T-22, NR

T-26 Fairchild M62A-3 Cornell Specifications: span: 35'11", 10.95 m length: 27'8", 8.43 m engines: 1 Ranger L-440-3 max. speed: 128 mph, 206 km/h

(Source: USAAF?)

670 examples of the PT-26 were built for Canada and other British Empire countries with serials 42-14299/14498, 42-15330/15529 (with Canadian serials FH651/FH999 and FJ650/FJ700) and 44-19288/19557 (with Candian serials EW341/EW610). The PT-26A had a L-440-7 engine and 807 were built by Fleet in Canada with serials 42-65585/66001 and 42-70957/71346. Aircraft with serials 42-66002/66384 were cancelled. The PT-26B was similar to the PT-26A and Fleet built 250 with serials 43-36248/36497. Like the PT-26A they were all supplied to Canada and had Canadian serials FZ198/FZ427 and FZ699/FZ718. A batch with serials 43-36498/36597 and to be built by Fleet was cancelled. Refer also to T-19, T-23

T-27 Stearman D75N1 Kaydet Specifications: span: 32'2", 9.80 m length: 25', 7.62 m engines: 1 Continental R-670-5 max. speed: 124 mph, 200 km/h


300 PT-27s were built with serials 42-15570/15869 and were all supplied to Canada where they were operated with serials FD968/FD999 and FJ741/FK108. Refer also to T-13, T-17, T-18, N2S

T-28 North American Trojan Specifications: span: 40'1", 12.22 m length: 32', 9.75 m engines: 1 Wright R-1300-1A max. speed: 285 mph, 459 km/h

(Source: US Navy)

On 6 May 1948 two prototypes of the Trojan were ordered as XBT-28 but were redesignated as XT-28 on 11 June 1948. The serials were 48-1371/1372 and the first flight was on 26 September 1949. Both XT-28s were used for some time as JT-28 and JT-28A whilst 48-1372 was also designated as ET-28 for some time. The production version for the USAF was the T-28A and 1194 were built. Of these 94 were transferred to the US Navy and were sometimes referred to as T-28B. The serials of the T-28A were 49-1491/1756, 50-195/319, 51-3463/3796, 51-7482/7891, 52-1186/1242, 52-3497/3498, 137636/137637 and 153643/153659. Of these 49-1494 was used as JT-28A for some time and 1496 as JT-28A and ET-28A. The T-28B version was for the US Navy. It had been decided in 1952 that the aircraft should not received a separate US Navy designation as an early effort towards a unified tri-service designation system. The T-28B had a length of 33', 10.06 m and a Wright R-1820-9 engine. The order was placed on 2 September 1952 and 489 were built with serials 137638/137810, 138103/138367, 140002/140052. Most were later converted as T-28C and T-28D whilst some were transferred to the US Army whilst retaining the US Navy serials. Some USN T-28Bs were transferred to Vietnam with USAF serials 53-8361/8376. The T-28BD was a drone director conversion and those remaining in service on 18 September 1962 were redesignated as DT-28B. Serials included 137663, 137667, 138183, 138296, 138319 and 138355. The RT-28B designation was assigned to a Japanese version which had no US equivalent. The T-28C was a R-1820-86 engine and 299 were ordered by the US Navy from 28 July 1954 with serials 140053/140077, 140449/140666 and 146238/146293. A batch with serials 154658/154729 was cancelled. In addition a few T-28Bs and 72 T-28As were converted to this standard, including 138185 and 138187. The first flight took place on 19 September 1955. The T-28D version had a span of 40'7", 12.37 m, a length of 32'9", 9.98 m, a R-1820-56S engine and 468 T-28A and a few T-28Bs were rebuilt by Fairchild-Hiller and North American including serials 150356/150405 and 150692/150716. Other aircraft were rebuilt as T-28D without a new serial and included 49-1493, 49-1496, 49-1500, 49-1503, 49-1504, 49-1507, 49-1506, 49-1508, 49-1510, 49-1514, 49-1519, 49-1522, 49-1523, 49-1524, 49-1526, 49-1528, 49-1529, 49-1531, 49-1532, 49-1533, 49-1538, 49-1539, 49-1542, 49-1543, 49-1551, 49-1553, 49-1554, 49-1558, 49-1559, 49-1561, 49-1564, 49-1569, 49-1571, 49-1572, 49-1578, 49-1582, 49-1583, 49-1584, 49-1586, 49-1591, 49-1599, 49-1600, 49-1601, 49-1604, 49-1608, 49-1612, 49-1613, 49-1621, 49-1622, 49-1624, 49-1627, 49-1631, 49-1633, 49-1634, 49-1637, 49-1638, 49-1639, 49-1647, 49-1648, 49-1677, 49-1686, 49-1686, 49-1687, 49-1688, 49-1698, 49-1699, 49-1702, 49-1704, 49-1706, 49-1716, 49-1717, 49-1723, 49-1724, 49-1725, 49-1730, 49-1731, 49-1732, 49-1735, 49-1740, 49-1741, 49-1743, 49-1744, 49-1749, 49-1751, 49-1753, 49-1756, 50-0200, 50-0205, 50-0208, 50-0216, 50-0219, 50-0222, 50-0226, 50-0240, 50-0243, 50-0244, 50-0245, 50-0246, 50-0247, 50-0249, 50-0250, 50-0262, 50-0269, 50-0271, 50-0273, 50-0276, 50-0277, 50-0278, 50-0279, 50-0280, 50-0281, 50-0287, 50-0289, 50-0295, 50-0298, 50-0299, 50-0303, 50-0304, 50-0306, 50-0307, 50-0309, 50-0310, 50-0311, 51-3463, 51-3465, 51-3467, 51-3469, 51-3470, 51-3471, 51-3472, 51-3476, 51-3478, 51-3480, 51-3481, 51-3500, 51-3502, 51-3506, 51-3507, 51-3508, 51-3511, 51-3512, 51-3518, 51-3526, 51-3527, 51-3531, 51-3538, 51-3542, 51-3552, 51-3558, 51-3559, 51-3562, 51-3563, 51-3578, 51-3579, 51-3583, 51-3588, 51-3595, 51-3608, 51-3617, 51-3618, 51-3629, 51-3632, 51-3643, 51-3644, 51-3656, 51-3659, 51-3673, 51-3680, 51-3681, 51-3693, 51-3695, 51-3698, 51-3699, 51-3700, 51-3706, 51-3714, 51-3722, 51-3724, 51-3732, 51-3758, 51-3762, 51-3763, 51-3768, 51-3771, 51-3777, 51-3778, 51-3779, 51-3782, 51-3783, 51-3789, 51-3791, 51-3794, 51-7483, 51-7487, 51-7492, 51-7493, 51-7494, 51-7496, 51-7499, 51-7505, 51-7509, 51-7512, 51-7520, 51-7521, 51-7531, 51-7537, 51-7538, 51-7540, 51-7551, 51-7552, 51-7554, 51-7560, 51-7565, 51-7567, 51-7568, 51-7569, 51-7576, 51-7577, 51-7586, 51-7189, 51-7593, 51-7195, 51-7596, 51-7598, 51-7599, 51-7607, 51-7610, 51-7611, 51-

7616, 51-7617, 51-7621, 51-7622, 51-7626, 51-7635, 51-7637, 51-7650, 51-7651, 51-7662, 51-7665, 51-7667, 51-7677, 51-7678, 51-7683, 51-7696, 51-7710, 51-7715, 51-7724, 51-7729, 51-7735, 51-7739, 51-7741, 51-7746, 51-7753, 51-7758, 51-7763, 51-7764, 51-7770, 51-7773, 51-7774, 51-7777, 51-7778, 51-7779, 51-7793, 51-7800, 51-7801, 51-7806, 51-7807, 51-7811, 51-7815, 51-7819, 51-7823, 51-7828, 51-7829, 51-7831, 51-7833, 51-7837, 51-7839, 51-7841, 51-7849, 51-7851, 51-7855, 51-7859, 51-7861, 51-7861, 51-7863, 51-7866, 51-7869, 51-7870, 51-7871, 51-7872, 51-7878, 51-7882, 51-7891, 52-1187, 52-1208, 52-1225, 52-3498, 137639, 137661, 137671, 137673, 137674, 137679, 137680, 137684, 137685, 137693, 137697, 137698, 137700, 137701, 137706, 137709, 137711, 137734, 137738, 137741, 137742, 137757, 137769, 137773, 137785, 137799, 137802, 138110, 138116, 138135, 138157, 138170, 138173, 138181, 138192, 138201, 138202, 138208, 138232, 138241, 138248, 138258, 138259, 138284, 138287, 138302, 138305, 138317, 138320, 138325, 138351, 138352, 138364, 138365, 138366, 138367, 138371, 140005, 140016, 140019, 140044, 140456, 140457, 140533, 140549, 140556, 140640 and 153643/153659. It is evident that many of these were converted after they had been withdrawn from service and had to be repurchased by the USAF prioir to conversions. Most were supplied to South East Asian countries. The AT-28D was an attack conversion of the T-28D developed by Fairchild. Three T-28As were converted with a Lycoming YT55-L-9 as XAT-28E against an order placed on 17 September 1962. The first flight was in February 1963 and the aircraft were fitted with an ejection seat and Sidewinder missiles. The serials were 51-3786, 51-3788 and 52-1242. Volpar proposed a conversion with 2 wing mounted Garrett TPE-331 turboprop engines and a detachable and exchangeable nose section incorporating, as required, a .50 calibre gun, ECM equipment or photo reconnaissance equipment. The unofficial designation A-28F has been associated with this. The designation T-28R referred to a conversion of surplus T-28As by Hamilton Aircraft. This was not a US military designation. Up to 245 surplus T-28As were converted by Sud Aviation as Fennec for use by the French air force in Algeria. They were sometimes referred to as T-28S although that was not a US military designation. A number of Fennec found their way to South and Central American countries.

T-29 Convair Specifications: span: 91'9". 27.97 m length: 74'8", 22.76 m engines: 2 Pratt & Whitney R-2800-77 max. speed: 275 mph, 442 km/h

(Source: Jacques Trempe, via 1000aircraftphotos.com photo #2569)

Begun as a project with the designation XAT-29, two XT-29s were ordered with serials 49-1910/1911. The first flight was on 22 September 1949 and both aircraft were later converted to T-29A standards. A T-29A with serial 49-1913 was also known as XT-29. The T-29A had facilities of 14 trainee navigators and 46 aircraft were built with serials 49-1912/1945 and 50-183/194. In addition the two XT-29s were converted to this standard. At a later date five T-29As with serials 49-1910, 49-1912, 49-1917, 49-1933 and 49-1934 were converted as CT-29A transports. The designation NT-29A was assigned to an aircraft used for tests. Finally 26 T-29As were converted as VT-29A staff transport. The serials of these were 49-1911, 49-1914, 49-1915, 49-1916, 49-1918/1921, 49-1924, 49-1925, 49-1927, 49-1929, 49-1930, 49-1935, 49-1937, 49-1939, 49-1940, 49-1942/1945, 50-183, 50-184, 50-188, 50-191 and 50-192. The T-29B had R-2800-97 engines and could accommodate 3 navigator and 4 radio operator students. 105 were built with serials 51-3797/3816, 51-5114/5172 and 51-7892/7917 and the first flight was on 12 December 1951. Several of these were converted for permanent testing as NT-29B and had serials 51-5132, 51-5144 and 51-3811. A number of T-29Bs were converted as VT-29B 32 passenger transports including 49-1918, 51-3797/3799, 51-3801, 51-3804/3812, 51-3814/3816, 51-5114, 51-5116, 51-5118, 51-5120, 51-5121, 51-5125, 51-5126, 51-5128, 51-5130, 51-5131, 51-5133, 51-5135, 51-5136, 51-5139/5144, 51-5146/5152, 51-5154/5157, 51-5160, 51-5161, 51-5163, 51-5164, 51-5165, 51-5167, 51-5168, 51-5171, 51-7892, 51-7894, 51-7897, 51-7899, 51-7900/7903, 51-7908, 51-7910, 51-7911 and 51-7913/7916. One of the VT-29Bs was further converted as NVT-29B for testing purposes. It had serial 51-7913. The T-29C version had R-2800-99 engines and 119 were built with serials 52-1091/1175 and 53-3461/3494. The first flight was on 28 July 1953. Of these a number, including 52-1092, 52-1096, 52-1097, 52-1098, 52-1105, 52-1106, 52-1125, 52-1128, 52-1139 and 52-1142, were converted as AT-29C for airways checking. On 18 September 1962 these were further redesignated as ET-29C. In addition a number of T-29Cs were converted as VT-29C staff transports including 52-1091, 52-1094, 52-1095, 52-1097, 52-1100, 52-1101, 52-1103, 52-1108, 52-1112, 52-1113, 52-1121, 52-1123, 52-1128, 52-1130, 53-3468, 53-3490, 53-3492 and 53-3493. The T-29D version was similar to the T-29C but was configured for bombardier training. 92 were built with serials 52-1176/1185, 52-5812/5836, 52-9976/9980 and 53-3495/3546 and the first flight was on 11 August 1953. Twelve of these, with serials 53-3500, 53-3502/3508, 53-3510, 53-3511, 53-3513 and 53-3514 were converted as ET-29D for airways checking. In addition a number of T-29Ds were converted as VT-29D staff transports. The serials were 52-1176, 52-1177, 52-1180, 52-1184, 52-5813, 52-5816, 52-5818, 52-5819, 52-5821, 52-5823, 52-5827/5836, 52-9976/9980, 53-3495/3499, 53-3512, 53-3515, 53-3516, 53-3518, 53-3519, 53-3521/3525, 53-3528, 53-3530, 53-3533, 53-3534, 53-3536/3543, 53-3545 and 53-3546. The XT-29E was a proposed development with 2 Allison T38-A- engines which was ordered on 28 September 1951 but was subsequently cancelled. Refer also to C-131, T-32, R4Y.

T-30 Douglas Specifications: span: 36'4", 11.07 m length: 36'10", 11.23 m engines: 1 Wright R-1300 max. speed: 286 mph, 460 km/h

(Source: Douglas)

Originally designated as XBT-30 and redesignated as XT-30 on 11 June 1948, this design was in competition with the T-28. It was not built.

T-31 Fairchild M-129 Specifications: span: 41'5, 12.62 m length: 27'11", 8.51 m engines: 1 Lycoming R-680-10 max. speed: 170 mph, 274 km/h

(Source: Fairchild)

The US Navy XNQ-1 with serial 75726 was tested by the USAF as YT-31. Production of 100 aircraft was ordered with designation T-31A in 1949 but was subsequently cancelled. Refer also to NQ

T-32 Convair 240-18 Specifications: span: 91'8", 27.94 m length: 74'8", 22.76 m engines: 2 Pratt & Whitney R-2800-99W max. speed: 275 mph, 442 km/h The YT-32 was a bomb aimers trainer which had a raised cockpit and a transparent nose. Development was ordered on 28 October 1948 but the project was cancelled on 13 January 1949. The serial 49-1946 has been associated with the YT-32 although this serial has also been assigned to the XB-55. Refer also to C-131, T-29, R4Y

T-33 Lockheed 580 Specifications: span: 38'11", 11.86 m length: 37'8", 11.48 m engines: 1 Allison J33-A-35 max. speed: 600 mph, 965 km/h

(Source: National Museum of the Air Force)

The T-33A was a tandem jet trainer based on the P-80 Shooting Star. In total 5771 were built of which 210 were built by Kawasaki and 656 with Rolls Royce Nene engines by Canadair as Canadair model CL-30. Originally designated as TF-80C, the first T-33A flew on 22 March 1948. Production was undertaken with serials 48-356/375, 48-913/920, 49-879/1006, 49-2757/2772, 50-320/431, 50-433/454, 50-1272/1276, 51-4019/4533, 51-6497/6975, 51-8506/9310, 51-16976/16995, 51-17388/17556, 52-9129/9975, 53-2687/2780, 53-4886/6152, 54-1522/1618, 54-2689/2728, 54-2950/2955, 54-4035/4036, 55-2979/3117, 55-4332/4456, 55-4807/4810, 55-4945/4962, 55-5155/5234 (built by Kawasaki), 56-1573/1792, 56-3659/3694, 56-6848/6927 (built by Kawasaki), 57-530/769, 57-6308/6337 (built by Kawasaki), 58-450/710 and 58-2094/2106. Aircraft 50-432 was cancelled. T-33As with serials 49-2758/2772 and 50-445/545 were transferred to the US Navy as TO-2. They were later redesignated as TV-2. A large number of T-33As were transferred to the US Navy as TV-2. The serials were 53-2687/2780, 51-4019/4024, 51-4031/4036, 51-4052/4057, 51-4078/4083, 51-4104/4109, 51-4137/4142, 51-4174/4179, 51-4237/4243, 51-4288/4294, 51-4355/4364, 51-4425/4434, 51-4515/4524, 51-6578/6587, 51-6665/6674, 51-8518/8541, 51-8636/8651, 51-8729/8749, 51-8836/8870, 51-8940/8953, 51-9004, 51-9040/9075, 51-9150/9167, 53-2687/2780, 53-5241/5243, 53-5254, 53-5310/5317, 53-5351/5358, 53-5360/5363, 53-5375/5383, 53-5385/5387, 53-5437/5440, 53-5442/5448, 53-5450/5456, 53-5458/5460, 53-5505/5507, 53-5509/5516, 53-5518/5524, 53-5526/5532, 53-5534, 53-5570/5573, 53-5575/5580, 53-5582/5586, 53-5588/5593, 53-5595/5599, 53-5601/5603, 53-5642/5643, 53-5645/5649, 53-5651/5655, 53-5657/5661, 53-5663/5667, 53-5669/5674, 53-5676/5680, 53-5682/5686, 53-5688/5692, 53-5694/5698, 53-5700/5704, 53-5706/5709, 53-5711/5715, 53-5717/5719, 54-2689/2728, 55-2984/3016, 55-3050/3073, 56-1647, 56-1651, 56-1655, 56-1659, 56-1663, 56-1667, 56-1671, 56-1675, 56-1679, 56-1683, 56-1687, 56-1691, 56-1695, 56-1699, 56-1703, 56-1707, 56-1711, 56-1715, 56-1719, 56-1723, 56-1727, 56-1731, 56-1735, 56-1739, 56-1744, 56-1748, 56-1752, 56-1756, 56-1760, 56-1764, 56-1768, 56-1772, 56-1776, 56-1780, 56-1784 and 56-1788. Some references have suggested that the aircraft received an interim designation as T-33B but, as far as can be ascertained, this suggestion is incorrect. The T-33B designation was introduced on 18 September 1962 for those TV-2s still in service. The RT-33A version was a single seat reconnaissance aircraft of which a number were converted from T-33As. The serials were 51-9138, 51-9179, 53-5090, 53-5174, 53-5209, 53-5237/5239, 53-5257, 53-5273, 53-5291, 53-5308, 53-5322, 53-5333, 53-5335, 53-5347, 53-5359, 53-5371, 53-5384, 53-5396, 53-5409, 53-5420, 53-5430, 53-5441, 53-5449, 53-5457, 53-5466, 53-5474, 53-5475, 53-5482, 53-5491, 53-5499, 53-5508, 53-5517, 53-5525, 53-5533, 53-5539, 53-5546, 53-5553, 53-5560, 53-5567, 53-5574, 53-5581, 53-5587, 53-5594, 53-5600, 53-5607, 53-5613, 53-5619, 53-5626, 53-5631, 53-5638, 53-5644, 53-5650, 53-5656, 53-5662, 53-5668, 53-5657, 53-5681, 53-5687, 53-5693, 53-5699, 53-5705, 53-5710, 53-5716, 53-5721, 53-5727, 53-5733, 53-5739, 53-5745, 53-5751, 53-5756, 53-5763, 53-5768, 53-5773, 53-5779, 53-5785, 53-5790, 53-5795, 53-5859, 53-5814, 54-1522, 54-1527, 54-1532, 54-1537, 54-1540/1543, 54-1548 and 54-1553. The designation AT-33A was assigned to a close support conversion and included serials 52-9240, 53-4886, 53-5151, 53-5722, 53-5856, 53-5897, 56-1630, 56-1652, 56-1770, 56-3673, 58-0457, 58-0459, 58-0544 and 58-568. At least six aircraft (49-0973, 53-5106, 53-5192, 53-5909, 53-5911 and 53-5916) were converted as DT-33A, a drone director conversion. Aircraft with serials 51-4502, 51-4503 and 51-6516 were used as ET-33A. The JT-33A designation was used for a number of aircraft used for testing, including 52-9375, 53-5404, 57-751 and 57-754 whilst the NT-33A designation was used for four test aircraft with serials 48-357, 51-4120, 51-4263 and 52-9374. Of these 51-4263 tested a twin tail. In the late seventies various T-33As were converted as QT-33A target drones for the US Navy and they received serials 155918/156169. The designation EQT-33A was used for aircraft 49-0927 and 49-0928. A number of aircraft were converted as WT-33A weather reconnaissance aircraft.

The T-33B designation was initially used unofficially for a prototype of the T2V Seastar, known as Lockheed 245 and registered N125D. On 18 September 1962 the T-33B designation was used for those TV-2s remaining in service. Similarly TV-2Ds still in service were redesignated as DT-33B and TV-2KDs became DT-33C. An aircraft with serials 138090 was flown as NT-33B. Refer also to F-80, Q-8, R-14, TO, TV

T-34 Beechcraft 45 Mentor Specifications: span: 32'10", 10.01 m length: 25'11", 7.90 m engines: 1 Continental O-470-13 max. speed: 189 mph, 304 km/h

(Source: US Navy)

Evolved from the MX-955 project, three examples of the YT-34 were ordered with serials 50-735/737. The first flight was on 2 December 1948. The USAF version was the T-34A of which 350 were built as well as 100 by CCF in Canada, with serials 52-7626/7685, 52-8253/8286, 53-3306/3395, 53-4091/4206 and 55-140/289. The US Navy version was the T-34B and they were fitted with a O-470-4 engine. 428 were built with serials 140667/140956, 143984/144116 and 147543/147547. Two went to the USAF with serials 57-6552/6553. Two T-34Bs were converted as YT-34C prototypes with a Pratt & Whitney PT6A-25 engine. They carried serials 140784 and 140861 and the first flight was on 21 September 1973. This was followed by the production of 333 T-34Cs which had a span of 33'5", 10.19 m, length of 28'8", 8.74 m, a PT6A-25 engine and a max. speed of 257 mph, 414 km/h. The serials were 160265/160282, 160462/160536, 160629/160651, 160931/160963, 161023/161056, 161790/161849, 162247/162306, 162620/162649 and 164155/164173. They were produced for the US Navy as well as foreign customers. In addition 6 were transferred to US Army in 1987. The designation NT-34C was used for aircraft converted for tests and included aircraft 160266.

T-35 Temco TE-1 Buckaroo Specifications: span: 29'4", 8.94 m length: 21'8", 6.60 m engines: 1 Franklin O-335 max. speed: 155 mph, 249 km/h

(Source: USAF)

Three YT-35s were ordered by the USAF for evaluation. The serials were 50-738/740. The designation T-35A was assigned to 10 aircraft supplied to Saudi Arabia with serials 53-4465/4474. These had a Continental C145-2H engine.

T-36 Beechcraft 46 Specifications: span: 70', 21.34 m length: 52'2", 15.90 m engines: 2 Pratt & Whitney R-2800-52 max. speed: 300 mph, 483 km/h

(Source: Beechcraft)

The T-36A was an advanced trainer for 6 students. A full scale mock-up and a static test model were completed. It is understood two prototypes were also to be built. In 1951 a production of 420 aircraft was forseen, 193 to be built by Beechcraft and 227 by Canadair as CL60. The orders were cancelled on 10 June 1953, presumably just three days before the first flight was to take place. At that time the production line at Canadair Canadair was taking shape and work on three pre-production aircraft had begun. Earlier Canadair had assigned the CL-15 type designation to a version with R-1820 engines. Production for the Canadian air force may also have been planned and this may have been the CL-15A version powered by Armstrong Siddeley Mamba engines. A jet powered derivative, initially known as T-36X, was also considered. A photo of, what seems to be the mock-up, does not display a serial. There are no known photos of the prototype, if these were indeed built. Neither are serials of the production aircraft known.

T-37 Cessna 318 Specifications: span: 33', 10.06 m length: 27'1", 8,26 m engines: 1 Continental J69-T-9 max. speed: 393 mph, 632 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

The Cessna 318 was a side-by-side jet trainer of which 1220 were built as well as 580 of the attack version. Three XT-37 prototypes were built with serials 54-716/718. They had YJ69-T-9 engines and the first flight was on 2 October 1954. The first 11 production aircraft which had serials 54-2729/2739 were designated T-37A as well as the subsequent T-37As which had serials 55-2972, 55-4302/4321, 56-3464/3590, 57-2230/2352, 58-1861/1977 and 59-241/285. The first flight was on 27 September 1955. In 1958 three T-37As with serials 56-3464/3466 were tested by the US Army in a ground attack role. One T-37A (56-3492) was used for testing as JT-37A. All T-37As (except 54-2731, 55-2972) were converted to T-37B standard with the fitting of a J69-T-25 engine. In addition a large number were built outright with serials 59-286/390, 60-071/200, 61-2494/2508, 61-2915/2919, 62-5950/5956, 64-13409/13470, 65-10823/10826, 66-7960/8006, 67-14730/14768, 67-22240/22262 and 68-7981/8084. Batches with serials 60-201/250, 64-13471/13491 and 69-6447/6461 were cancelled. Of these 47 aircraft with serials 66-7960/8006 were owned by the German Air Force but were flown with USAF serials and markings in the US. The designation OT-37B was used for a conversion of aircraft with serials 56-3510, 56-3531, 56-3553, 57-2254, 57-2267, 57-2273, 57-2310, 58-1881, 58-1902, 58-1952, 58-1956, 59-0261, 59-0268, 59-0275, 59-0339, 59-0363, 60-0081, 60-0104, 60-0128, 60-0163, 64-13426, 67-14740, 67-14759, 67-14766, 68-8026, 68-8038, 68-8055 and 68-8064. The T-37C was an improved version with a span of 35'11", 10.93m. Most of the 222 aircraft were built for foreign countries including Brazil, Chile, Columbia, Greece, Pakistan, Peru, Portugal and Turkey. The serials were 62-5376, 62-5926/5949, 62-5957/5975, 62-12485/12506, 63-9818/9851, 64-17985/18000, 65-12801/12814, 66-13611/13621, 67-22542/22547, 69-7068/7072, 69-7285, 69-7596/7600, 70-1957/1961, 72-1359/1369, 73-1685/1698 and 75-662/668. In addition T-37Bs with serials 64-13429/13432 were converted as T-37C. A batch with serials 72-1370/1383 was cancelled. Two T-37Cs were converted as YAT-37D for counter insurgence duties with a length of 29'3", 8.92 m, a span of 35'11", 10.93 m, 2 General Electric J85-GE-5 and a max. speed of 507 mph, 816 km/h. The first flight was on 22 October 1963 and the serials were 62-5950 and 62-5951. They were later redesignated as YA-37A. The 39 A-37As were rebuilt from T-37B airframes and received new serials 67-14503/14541. They were fitted with J85-GE-5 engines and the first flight was in September 1967. A single YA-37B was built J85-GE-17A engines and serial 67-14823. The production version was the A-37B and 579 were built with serials 67-14776/14822, 67-22483/22491, 68-7911/7980, 68-10777/10827, 69-6334/6446, 70-1277/1312, 71-0790/0873, 71-1409/1416, 73-1056/1115, 73-1654/1658, 74-0998/1013, 74-1694/1723, 75-374/385, 75-410/417, 75-424/441, 75-669/680. Batches with serials 70-1313/1372, 72-1438/1440, 73-1116/1148 and 73-1555/1578 were cancelled. At least 129 of these were modified as OA-37B for forward air control duties. Serials included 68-7911, 68-7912, 68-7927, 68-7932, 68-7951, 68-7952, 68-7965, 68-7966, 68-7967, 68-7970, 68-7971, 68-7972, 68-7973, 68-10816, 68-10818, 69-6364, 69-6367/6372, 69-6373, 69-6374, 69-6375, 69-6376, 69-6380, 69-6383, 69-6384, 69-6386, 69-6387, 69-6388, 69-6389, 69-6393, 69-6397, 69-6398, 69-6415, 69-6419, 69-6420, 69-6422, 69-6423, 69-6424, 69-6425, 69-6426, 69-6428, 69-6429, 69-6430, 69-6432, 69-6436, 69-6438, 69-6441, 69-6442, 69-6443, 70-1279, 70-1281, 70-1282, 70-1288, 70-1289, 70-1290, 70-1291, 70-1293, 70-1294, 70-1298/1312, 71-0859, 71-0860, 71-0862, 71-0863, 71-0865, 71-08670871, 71-0873, 71-1409/1416, 73-1058, 73-1059, 73-1060, 73-1061, 73-1062, 73-1063, 73-1064, 73-1065, 73-1066, 73-1067, 73-1069, 73-1071, 73-1072, 73-1073, 73-1075, 73-1077, 73-1078, 73-1079, 73-1080, 73-1082, 73-1083, 73-1084, 73-1086, 73-1087, 73-1088, 73-1091, 73-1092, 73-1093, 73-1094, 73-1095, 73-1096, 73-1097, 73-1098, 73-1100, 73-1101, 73-1102, 73-1103, 73-1104, 73-1105, 73-1108, 73-1109, 73-1110, 73-1111, 73-1112 and 73-1114. Three A-37Bs were used as NOA-37B. They had serials 67-14790, 70-3010 and 73-1090. Of these 67-14790 had earlier flown as NA-37B. Cessna proposed a version of the T-37B with Garrett TFE331 turbofans and identified this version as TFT-37D.

An STOL version designated as AT-37E was never built.

T-38 Northrop N156T Talon Specifications: span: 25'3", 7.70 m length: 46'5", 14.15 m engines: 2 General Electric J85-GE-5 max. speed: 820 mph, 1319 km/h

(Source: www.aetc.af.mil/photos/mediagallery)

The Talon was a supersonic trainer based on the N156F Freedom Fighter design. Three YT-38 prototypes with serials 58-1191/1193 were ordered in December 1956. The first two were fitted with YJ85-GE-1 engines and the first flight was on 10 April 1959. The third aircraft was used for static tests. In 1962 the aircraft were redesignated as YT-38A. The T-38A was the production version and 1187 were built with serials 58-1194/1197, 59-1594/1606, 60-547/596, 61-804/947, 62-3609/3752, 63-8111/8247, 64-13166/13305, 65-10316/10475, 66-4320/4389, 66-8349/8404, 67-14825/14859, 67-14915/14958, 68-8095/8217, 69-7073/7088, 70-1549/1591 and 70-1949/1956. Aircraft with serials 60-597/605 were cancelled. A number were operated by the US Navy with serials 158197/158201, whilst NASA operated 26 for astronaut training. In addition the serials include 46 Luftwaffe aircraft which were operated in full USAF markings and serials. T-38A 60-576 was evaluated in an attack role as AT-38A whilst several T-38As were converted as DT-38A target drone. The DT-38As were 58-1194, 58-1195, 59-1594/1598, 59-1600, 59-1603, 59-1603, 59-1604 and 60-582. The US Navy also used several NT-38A conversions as adversary aircraft. These retained their USAF serials 60-0582, 61-981, 68-8111 and 70-1575 and have also been referred to as T-38N. The QT-38A was a drone conversion. Serials included 58-1194, 58-1195, 59-1594, 59-1595, 59-1596, 59-1597, 59-1598, 59-1600, 59-1603 and 61-851. The designation AT-38B has been assigned to 130 T-38As converted for attack duties. The serials included 60-0550, 60-0561, 60-0569, 60-0573, 60-0589, 60-0591, 60-0594, 60-0595, 61-0804, 61-0807, 61-0809, 61-0812, 61-0817, 61-0818, 61-0820, 61-0828, 61-0831, 61-0836, 61-0842, 61-0845, 61-0847, 61-0848, 61-0852, 61-0857, 61-0860, 61-0864, 61-0866, 61-0875, 61-0876, 61-0878, 61-0880, 61-0886, 61-0888, 61-0891, 61-0898, 61-0904, 61-0907, 61-0911, 61-0917, 61-0923, 61-0938, 61-0943, 61-0947, 62-3614, 62-3627, 62-3632, 62-3641, 62-3660, 62-3673, 62-3678, 62-3703, 62-3715, 62-3738, 62-3746, 62-3752, 63-8112, 63-8117, 63-8149, 63-8153, 63-8162, 63-8164, 63-8166, 63-8172, 63-8175, 63-8187, 63-8207, 63-8211, 63-8214, 63-8215, 63-8247, 64-13167, 64-13169, 64-13172, 64-13176, 64-13188, 64-13193, 64-13203, 64-13211, 64-13215, 64-13232, 64-13245, 64-13261, 64-13264, 64-13267, 64-13269, 64-13276, 64-13280, 64-13288, 64-13292, 64-13298, 65-10321, 65-10337, 65-10341, 65-10346, 65-10350, 65-10367, 65-10370, 65-10371, 65-10381, 65-10382, 65-10399, 65-10403, 65-10425, 65-10432, 65-10437, 65-10439, 65-10450, 64-10452, 65-10456, 65-10457, 65-10466, 65-10472, 67-14842, 68-8106, 68-8109, 68-8113, 68-8116, 68-8123, 68-8133, 68-8138, 68-8140, 68-8142 and 68-8168. The designation GAT-38B was used for ground instruction aircraft. From 1996 509 aircraft were fitted with new avionics and were redesignated as T-38C. The first flight was on 8 July 1998. Serials included 61-875, 61-925, 62-3703, 63-8135, 64-13172, 64-13197, 64-13203, 64-13211, 64-13227, 65-10348, 65-10372, 65-10387, 65-10394, 65-10425, 65-10452, 65-10466, 65-10471, 66-4327, 66-4358, 66-8403, 67-14921, 67-14922, 67-14943, 67-14957, 68-8098, 68-8104, 68-8106, 68-8122, 68-8127, 68-8136, 68-8148, 68-8158, 68-8160, 68-8161, 68-8162, 68-8164, 68-8187, 68-8199, 68-8208, 68-8210, 69-7075, 69-7076, 69-7080, 70-1551, 70-1558, 70-1563, 70-1564, 70-1566, 70-1567, 70-1575, 70-1580 and 70-1952. An aircraft with serial 70-1579 was converted to NT-38C. Refer also to F-5, F-20

T-39 North American Sabreliner Specifications: span: 44'5", 13.54 m length: 43'9", 13.34 m engines: 2 Pratt & Whitney J60-P-3 max. speed: 595 mph, 957 km/h

(Source: US Navy)

Winner of the August 1956 UTX design competition, in which the only other contender, Beech with a Morane Saulnier design, withdrew, the Sabreliner prototype N4060K was tested by the USAF with the unofficial designation of XT-39 but without a serial. The first flight was on 16 September 1958. The aircraft had 2 General Electric J85-GE-X engines and a max. speed of 576 mph, 927 km/h. The first production model was the T-39A and 143 were ordered from 2 January 1959 with serials 59-2868/2872, 60-3478/3508, 61-634/685, 62-4448/4502. The first flight was on 30 June 1960. Aircraft with serials 59-2868/2869, 59-2872, 60-3478/3505, 60-3507/3508, 61-0634/0639, 61-0641/0643, 61-0645, 61-0647/0648, 61-0650/0660, 61-0662/0663, 61-0665/0671, 61-0673/0685, 62-4449/4452, 62-4454/4457, 62-4459, 62-4461/4475, 62-4477, 62-4479/4498 and 62-4500/4501 were converted as CT-39A transports whilst 59-2870, 59-2871, 59-2873, 60-3478 and 62-4476 were converted as NT-39A for tests. The designation GCT-39A was used for instructional aircraft. The T-39B version was a NASSARR/Doppler trainer and 6 were ordered on 10 December 1959 with serials 59-2873/2874 and 60-3474/3477. The T-39C was a projected EDCM and strategic bomber training version which was not built. On 18 September 1962 the T3J-1 was redesignated as T-39D. The serials were 150542/150551, 150969/150992 and 151336/151343 whilst a batch with serials 151344/151347 was cancelled. Initially designated as VT-39E the CT-39E was a fleet tactical support aircraft of which 7 were ordered with serials 157352/157354 and 158380/158383. The latter were never designated as VT-39E. The T-39F designation was assigned to three T-39As converted as ECM trainers. The serials included 59-2872 and 60-3507. The CT-39G was a fleet tactical support aircraft with a span of 44'8", 13.61 m, length of 46'11", 14.30 m, 2 Pratt & Whitney JT12-8 engines. 13 were built with serials 158843/158844, 159361/159365 and 160053/160058. The HT-39H version was proposed for the USCG but an order for 65 was blocked by Congress in 1973. The aircraft were similar to the CT-39G but were to have a length of 47', 14.33 m and 2 Avco Lycoming ALF-102R. The US Navy ordered T-39N trainers for special purposes. From 1990 they were operated with civilian registrations but received serials 165509/165525 in 1998. Refer also to T3J

T-40 Lockheed Jetstar Specifications: span: 53'8", 16.36 m length: 60'5", 18.42 m engines: 4 Pratt & Whitney J60 max. speed: 570 mph, 917 km/h

(Source: Lockheed?)

In August 1956 the USAF initiated the UTX and UCX design competitions. Although Lockheed only entered the UCX competition, the T-40A was ordered on 31 October 1958 but was subsequently cancelled. Refer also to C-140, UV

T-41 Cessna 172 Mescalero Specifications: span: 35'10", 10.92 m length: 26'11", 8.20 m engines: 1 Franklin O-330-D max. speed: 139 mph, 224 km/h


The T-41A designation was initially assigned to the Grumman TC-4B Gulfstream and an order for the US Navy with serials 151892/151901 was cancelled. The Mescalero was a light training aircraft used by civilian contract schools. Aircraft displayed their military serial as well as a civil registration derived from the serial. In total 757 aircraft were built. A number of aircraft were also supplied to foreign forces. 241 examples of the T-41A were ordered by the USAF from 31 July 1964. The serials were 65-5100/5269, 66-8007/8032, 67-14959/14992, 69-7743/7749 and 69-7975/7979. Commencing August 1966, the US Army ordered 255 T-41Bs with a Continental IO-360-D engine for use as trainers and liaison aircraft. The serials were 67-15000/15254. A T-41B with serial 85-24372 was acquired for a foreign customer. The T-41C was similar to the T-41B and 52 were ordered from October 1967 for the USAF Academy with serials 68-7866/7910 and 69-7750/7756. The T-41D was the principal export version and was similar to the T-41B. It was built with serials 68-8944/8977, 69-7181/7200, 69-7274/7279, 69-7675/7692, 70-1592/1607, 70-1962, 70-2021/2027, 70-2037/2061, 70-2456, 71-1051/1062, 71-1334/1336, 71-1458/1467, 71-20940/20943, 72-1334/1336, 72-1384/1385, 72-1408/1437, 72-1470/1475, 73-1579, 73-1659/1663, 74-1724, 74-2093/2096, 74-2113, 75-732/734, 76-1608/1610 and 82-668/672. Several were operated by the US Air Force Academy with civilian registrations. A number of Cessna 172s (of various types) which did not have a designation, were used with civilian registrations. Known registrations for the USAFwere N12774, N1370U, N1401E, N40958, N445AF, N446AF, N447AF, N448AF, N450AF, N453SP, N51547, N52842, N567JW, N62082, N63450, N6400V, N64218, N64456, N6548V, N65525, N6594D, N7118Q, N73813, N7607E, N78512, N789EP, N9390B, N948SP, N949AF, N949SP and N97LP. The aircraft were used at the USAF Academy as well as with Air Force flying clubs. The US Naval Academy had two with registrations N754SP and N755SP. Another US Navy aircraft was registred as N76069. In 2007 20 Cessna 172’s for the Iraq Air Force were procured through the USAF. Iraqi serials included YI-131.

T-42 Beechcraft Cochise Specifications: span: 37'10", 11.53 m length: 27', 8.23 m engines: 2 Continental IO-470-L max. speed: 236 mph, 380 km/h

(Source: US Army)

Originally designated as TU-8G, the T-42A was an instrument trainer based on the Baron B55. 70 were ordered by the US Army with serials 65-12679/12733, 66-4300/4309 and 71-21053/21057. The latter were supplied to Turkey. One aircraft with serial 65-12707 was flown as JT-42A. Refer also to C-6, L-23 and U-8

T-43 Boeing 737-253 Specifications: span: 93', 28.35 m length: 100', 30.48 m engines: 2 Pratt & Whitney JT8D-9 max. speed: 586 mph, 943 km/h

(Source: USAF)

The T-43A was a navigation training version of the Boeing 737 and 19 were ordered by the USAF with serials 71-1403/1406, 72-282/288 and 73-1149/1156. The first flight was on 10 April 1973. From 1993 several aircraft, including 71-1404, 71-1406, 72-082/288, 73-1149 and 73-1154, were converted as CT-43A transports. A number of these operated with civilian registrations. The NT-43A was a conversion as a radar test bed fitted with large fairing at the nose and tail. It was serialled 73-1155. Refer also to C-39, C-40 and P-8

T-44 Beechcraft Pegasus Specifications: span: 50'3", 15.32 m length: 35'6", 10.82 m engines: 2 Pratt & Whitney PT6A-34B max. speed: 250 mph, 402 km/h

(Source: US Navy)

The US Navy purchased the T-44A from 26 May 1976 onwards to replace TS-2A trainers. 61 were procured with serials 160839/160856, 160967/160986, 161057/161079. The T-44B version was ordered with serials 164579/164583 but was cancelled. The T-44C was an upgrade introduced in 2006. Serials included 160840, 160842, 160845, 160846, 160849, 160850, 160851, 160853, 160854, 160859, 160974, 160977, 160978, 160981, 161057, 161063, 161068, 161069, 161071, 161073, 161076 and 161078. Refer also to C-6, C-12, U-21

T-45 McDonnell Douglas Goshawk Specifications: span: 30'10", 9.40 m length: 39'3", 11.97 m engines: 1 Rolls Royce F405-RR-401 max. speed: 622 mph, 1000 km/h

(Source: US Navy)

The T-45A was a licence version of the British Aerospace Hawk which flew for the first time on 21 August 1974. Two YT-45A, with serials 162612/162613, were cancelled. Instead, the first flight, on 16 April 1988, was made by the first production T-45A. Production T-45A aircraft had serials 162787/162788, 163599/163658 and 165057/165077 (originally ordered as T-45C). Aircraft 162788 was temporarily fitted with a Garrett F124-GA-400 engine. Aircraft with serials 162789/162790 were cancelled. The T-45B was to be a non-carrier version of which 54 were to be built but which were subsequently cancelled. The T-45C was an improved version and the first one was 165080. 221 were delivered with serials 165057/165092, 165457/165502, 165505/165506, 165598/165646 and 167073/167107. T-45As may be converted to this standard. Air USA, a civilian contractor, operates a number of former South Korean Air Force BAe Hawk Mk.67's as adversary aircraft for the USMC. They are aircraft with construction numbers 67-499, 67-503, 67-504, 67-505, 67-506, 67-508, 67-509, 67-510, 67-511, 67-512, 67-513 and 67-514. They carry civilian registrations based on their construction numbers, followed by the letters XX eg N499XX. They have also been identified as T-59, which appears to be a South Korean Air Force designation.

T-46 Fairchild Specifications: span: 35'12", 10.97 m length: 29'6", 8.99 m engines: 2 Garrett F109-GA-100 max. speed: 431 mph, 693 km/h

(Source: Phil Juvet, via 1000aircraftphotos.com photo #1362)

The T-46A was intended to be a replacement of the Cessna T-37. The first flight took place on 15 October 1985 and the programme was cancelled on 13 March 1987 due to cost escalations and poor performance. Three aircraft were completed with serials 84-492/493 and 85-1596. Other aircraft ordered included 85-1597/1605. At the time of cancellation 54 had been ordered of a possible total of 650. The AT-46A attack version and OA-46A version were not built.

T-47 Cessna 552 Citation Specifications: span: 46'6", 15.65 m length: 46'11", 16.92 m engines: 2 Pratt & Whitney JT15D-5 max. speed: 483 mph, 773 km/h

(Source: aviation-safety.net)

The T-47A was an instrument trainer for the US Navy. The first aircraft flew on 15 February 1984 and the 15 aircraft were leased with serials 162755/162769. They were flown with civilian registrations based on the last four digits of the serial. At the termination of the lease, in 1991, all aircraft were withdrawn from use. On 20 July 1993 aircraft with serials 162755/162765, 162767 and 162769 were destroyed in a hangar fire at Topeka. The T-47B was a Cessna proposal for a USAF version in the Tanker Transport Training System. On 13 June 1995 the USAF procured 5 OT-47Bs which were fitted with radar imaging systems and used for anti-drug missions. Earlier the USAF had purchased a Cessna 550C Citation for Venezuela. It had serial 82-673. Refer also to C-35.

T-48 General Dynamics/Cessna Specifications: span: length: engines: 2 Garrett F109-GA- max. speed:

General Dynamics M-210 (Source: General Dynamics?)

The YT-48 was a proposed development of the T-37 to be in competition with the Fairchild T-46 design. This may have been the model M-210. An existing T-37 was to be converted but the conversion did not take place. Other references have suggested it was a joint project with South Korea to build an indigenous primary jet trainer based on the T-37 as well as a possible designation for the Joint Primary Aircraft Training System (JPATS). In 2003 the designation T-48A was used for the US Navy’s Multi-Place Aircraft Training System (MPATS) replacement for the T-39. One prototype was funded for FY 2005 and 30 may be required.

T-49 Boeing 707-320C Specifications: span: 145’9”, 44.45 m length: 152’11”, 46.68 m engines: 4 Pratt & Whitney JT-3D-7 max. speed: 600 mph, 966 km/h

(Source: flickr.com)

T-49A was the initial designation of what became the Raytheon T-6A. The Boeing CT-49A was a conversion of the Boeing 707 aircraft as a NATO training aircraft for the E-3A. They were flown with LX-N (Luxembourg) registrations based on the construction number. Known registrations were LX-N19996, LX-N19997, LX-N20000, LX-N20198 and LX-N20199. The aircraft were withdrawn from use in 2011. Refer also to C-137, C-18, E-3, E-6, E-7, E-8

T-50 Lockheed Martin/KAI Golden Eagle Specifications: span: 30’1”, 9.17 m length: 42’7”, 12.98 m engines: 1 General Electric F404-G-402 max. speed:

(Source: Lockheed Martin)

The designation T-50 was reserved in May 2005 for the Korean T-50 trainer named as Golden Eagle and for which Lockheed Martin was a subcontractor. It is believed that this reservation was initially made to prevent a potential clash with any other design and that there were no aircraft to be purchased by US military forces. In January 2006 the aircraft was, however, offered to the USAF as a replacement for the T-38.

T-51 Cessna 150 Specifications: span: 32’9”, 9.97 m length: 23’9”, 7.24 m engines: 1 Lycoming O-320-E2D max. speed: 125 mph, 200 km/h


The USAF procured six models 150L for Sri Lanka with serials 72-1464/1469. A civilian Cessna 150 was confiscated with serial 84-483 and used at the Air Force Academy. Another two aircraft carried serials 89-465/466. The US Army operated one aircraft with civilian registration N10846 whereas the USAF had one with civilian registration N5452. The United States Air Force Academy Flying Team flew three aircraft with registrations N557AW, N557SH and N557TH. The designation T-51A was eventually assigned to N557AW, N557SH and N557TH. Some references have suggested that their serials were 71-72617, 71-77067, 71-77111, based on their construction number, but this cannot be substantiated.

T-52 Diamond DA-40 Diamond Star Specifications: span: 39’2”, 11.90 m length: 26’5”, 8.10 m engines: 1 Textron Lycoming IO-360M1A max. speed: 173 mph, 279 km/h


Flow first on 5 November 1997 the Diamond Star was a light side-by-side trainer used at the USAF Academy. 20 aircraft were operated by Doss Aviation with civilian registrations in the range N301AF to N349AF. The designation T-52A was applied to some or all of the aircraft.

T-53 Cirrus CR20 Specifications: span: 38’4”, 11.68 m length: 26’0”, 7.92 m engines: 1 Continental IO-360-ES max. speed: 179 mph, 288 km/h


The US Air Force Academy procured 25 T-53A aircraft in 2011 as a replacement for the leased T-52As. Serials include 10-0101/0125.

by jos heyman air force t = trainer (1925 - current) states military aircraft by jos heyman air...

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