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Fairchild PT-19
The Fairchild PT-19 (company designation Fairchild M-62) is an American monoplane primary trainer aircraft that served with the United States Army Air Forces (USAAF), Royal Air Force, and Royal Canadian Air Force during World War II. Designed by Fairchild Aircraft, it was a contemporary of the Kaydet biplane trainer and was used by the USAAF during primary flying training. As with other USAAF trainers of the period, the PT-19 had multiple designations based on the powerplant installed.
According to H.L. Puckett, "Still, U.S. pilots were receiving their primary flight training in biplanes, although the low-wing advance trainer was in use. A look around showed that there was no low-wing primary trainer being produced in the U.S. Fairchild felt this urgency and set his organization at work on such a low-wing trainer with the proposal that the new proven Ranger be used as the power plant for the new airplane to be known as the M-62. The M-62, which was to become the PT-19, was to use the experience gained from the F-24 and the more recent Model 46."
In 1933, Fairchild Aircraft Corporation's chief engineer, A.A. Gassner, had hired Armand Thiebolt as his chief structural engineer. In 1937, Thiebolt was named chief engineer and given the task of designing the PT-19. Included in the design was the use of interchangeable parts and nonstrategic materials. According to Puckett, "The proposed low-wing design adapted itself readily to a wide-tread landing gear, which, when combined with judicious wheel location and a low center of gravity, provided protection against ground looping." The Ranger engine would also result in a narrower cowling compared to those using a radial engine, which meant increased visibility for the pilot. The reduced cowling also improved propeller efficiency and an increase in horsepower.
The cantilever wings, with wooden ribs, were covered by 3/32-inch preformed mahogany or fir plywood. The inboard portion consisted of a welded, trussed 4130 structure. The fuselage used Chromoly square tubing for the longerons and brace members and was fabric covered. The cowling was made of Alclad. Both wing center sections contained the 24.5-US-gallon (93 L) fuel tank, with landing gear housings on the outboard ends. The oleo struts were designed to withstand a 6-g acceleration from a 30-inch (76 cm) drop. Two hollow-box wood spars were used in the wing and center sections. Duramold was used to cover the wings. Early models used aluminum-alloy seats made by the Budd Company, while later models used plywood seats made by Hughes Aircraft Company. Early models had metal floors and flaps, while later models used wood for both. The vertical and horizontal stabilizers were made of spruce spars, covered with 1⁄16 in (1.6 mm) plywood. According to Puckett, "Moisture became the arch enemy of the Fairchild PT and was responsible for the relatively small survival rate of the airplanes built."
On 15 May 1939, the M-62 prototype first flew. In a fly-off competition at Wright Field, the aircraft beat out 17 other designs. On 22 September 1939, the Army placed an order for 270 airplanes. Fairchild had to include 27 wood-working subcontractors, including furniture stores, a hosiery plant, and a foundry. After the start of World War II, Fairchild licensed manufacturing with Fleet Aircraft, Howard Aircraft Corporation, St. Louis Aircraft Corporation, and Aeronca Aircraft.
The original production batch of 275 was powered by the inline 175 hp Ranger L-440-1 engine and designated the PT-19.[citation needed] In 1941, mass production began and 3,181 of the PT-19A model, powered by the 200 hp L-440-3, were made by Fairchild. An additional 477 were built by Aeronca and 44 by the St. Louis Aircraft Corporation. The PT-19B, of which 917 were built, was equipped for instrument flight training by attaching a collapsible hood to the front cockpit.
When airplane production exceeded engine production, the PT-23 was prototyped by Fairchild. Except for the engine, the airplane was identical from the firewall rearwards. According to Puckett, "The second protype PT-23 was the only one of these airplanes which was painted Air Corps blue and yellow." The PT-23 was powered by the 220 hp Continental R-670 radial powerplant. A total of 869 PT-23s was built, as well as 256 of the PT-23A, which was the instrument flight-equipped version.[citation needed] The PT-23 was manufactured in the US by Fairchild, Aeronca, St. Louis Aircraft Corporation, and Howard Aircraft Corporation and in Canada by Fleet Aircraft Corporation, as well as Fabrica do Galeao in Brazil (220 or 232 between 1944 and 1948).
During 1943, USAAF Training Command received a number of complaints about durability issues with the plywood wings of the PT-19 and the PT-23 when exposed to the high heat and/or humidity of training bases located in Texas and Florida. Maintenance officers at the USAAF overhaul depots had been forced to order replacement of the wooden wing sections after only two to three months' active service because of wood rot and ply separation issues. Subsequent to this incident, the USAAF incorporated a demand for all-metal wing sections on all future fixed-wing training aircraft.
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Fairchild PT-19
The Fairchild PT-19 (company designation Fairchild M-62) is an American monoplane primary trainer aircraft that served with the United States Army Air Forces (USAAF), Royal Air Force, and Royal Canadian Air Force during World War II. Designed by Fairchild Aircraft, it was a contemporary of the Kaydet biplane trainer and was used by the USAAF during primary flying training. As with other USAAF trainers of the period, the PT-19 had multiple designations based on the powerplant installed.
According to H.L. Puckett, "Still, U.S. pilots were receiving their primary flight training in biplanes, although the low-wing advance trainer was in use. A look around showed that there was no low-wing primary trainer being produced in the U.S. Fairchild felt this urgency and set his organization at work on such a low-wing trainer with the proposal that the new proven Ranger be used as the power plant for the new airplane to be known as the M-62. The M-62, which was to become the PT-19, was to use the experience gained from the F-24 and the more recent Model 46."
In 1933, Fairchild Aircraft Corporation's chief engineer, A.A. Gassner, had hired Armand Thiebolt as his chief structural engineer. In 1937, Thiebolt was named chief engineer and given the task of designing the PT-19. Included in the design was the use of interchangeable parts and nonstrategic materials. According to Puckett, "The proposed low-wing design adapted itself readily to a wide-tread landing gear, which, when combined with judicious wheel location and a low center of gravity, provided protection against ground looping." The Ranger engine would also result in a narrower cowling compared to those using a radial engine, which meant increased visibility for the pilot. The reduced cowling also improved propeller efficiency and an increase in horsepower.
The cantilever wings, with wooden ribs, were covered by 3/32-inch preformed mahogany or fir plywood. The inboard portion consisted of a welded, trussed 4130 structure. The fuselage used Chromoly square tubing for the longerons and brace members and was fabric covered. The cowling was made of Alclad. Both wing center sections contained the 24.5-US-gallon (93 L) fuel tank, with landing gear housings on the outboard ends. The oleo struts were designed to withstand a 6-g acceleration from a 30-inch (76 cm) drop. Two hollow-box wood spars were used in the wing and center sections. Duramold was used to cover the wings. Early models used aluminum-alloy seats made by the Budd Company, while later models used plywood seats made by Hughes Aircraft Company. Early models had metal floors and flaps, while later models used wood for both. The vertical and horizontal stabilizers were made of spruce spars, covered with 1⁄16 in (1.6 mm) plywood. According to Puckett, "Moisture became the arch enemy of the Fairchild PT and was responsible for the relatively small survival rate of the airplanes built."
On 15 May 1939, the M-62 prototype first flew. In a fly-off competition at Wright Field, the aircraft beat out 17 other designs. On 22 September 1939, the Army placed an order for 270 airplanes. Fairchild had to include 27 wood-working subcontractors, including furniture stores, a hosiery plant, and a foundry. After the start of World War II, Fairchild licensed manufacturing with Fleet Aircraft, Howard Aircraft Corporation, St. Louis Aircraft Corporation, and Aeronca Aircraft.
The original production batch of 275 was powered by the inline 175 hp Ranger L-440-1 engine and designated the PT-19.[citation needed] In 1941, mass production began and 3,181 of the PT-19A model, powered by the 200 hp L-440-3, were made by Fairchild. An additional 477 were built by Aeronca and 44 by the St. Louis Aircraft Corporation. The PT-19B, of which 917 were built, was equipped for instrument flight training by attaching a collapsible hood to the front cockpit.
When airplane production exceeded engine production, the PT-23 was prototyped by Fairchild. Except for the engine, the airplane was identical from the firewall rearwards. According to Puckett, "The second protype PT-23 was the only one of these airplanes which was painted Air Corps blue and yellow." The PT-23 was powered by the 220 hp Continental R-670 radial powerplant. A total of 869 PT-23s was built, as well as 256 of the PT-23A, which was the instrument flight-equipped version.[citation needed] The PT-23 was manufactured in the US by Fairchild, Aeronca, St. Louis Aircraft Corporation, and Howard Aircraft Corporation and in Canada by Fleet Aircraft Corporation, as well as Fabrica do Galeao in Brazil (220 or 232 between 1944 and 1948).
During 1943, USAAF Training Command received a number of complaints about durability issues with the plywood wings of the PT-19 and the PT-23 when exposed to the high heat and/or humidity of training bases located in Texas and Florida. Maintenance officers at the USAAF overhaul depots had been forced to order replacement of the wooden wing sections after only two to three months' active service because of wood rot and ply separation issues. Subsequent to this incident, the USAAF incorporated a demand for all-metal wing sections on all future fixed-wing training aircraft.
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