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[[File:Vultee BC-3 prototype in flight c1940.jpg|thumb|Vultee BC-3 prototype in flight]]
[[File:Vultee BC-3 prototype in flight c1940.jpg|thumb|Vultee BC-3 prototype in flight]]
According to Jonathan Thompson, "The three trainer designs that shared their basic engineering with the [[Vultee P-66 Vanguard|Vanguard fighter]] were all promoted under the same name, Valiant. The prototypes had consectutive serial numbers 139, 140 and 141 and made their first flights in the Spring and Summer of 1939. While similar in appearance, they were distinct in purpose and performance, and only one of them succeeded in winning a production contract. This turned out to be six [[United States Army Air Corps|AC]] contracts with three supplements, eventually amounting to 11,526 aircraft, plus twelve ordered by Peru, for a total of 11,538."<ref name="jt">{{cite book |last1=Thompson |first1=Jonathan |title=Vultee Aircraft 1932-1947 |publisher=Narkiewicz//Thompson |location=Santa Ana |isbn=0913322024 |pages=66-99}}</ref>
According to Jonathan Thompson, "The three trainer designs that shared their basic engineering with the [[Vultee P-66 Vanguard|Vanguard fighter]] were all promoted under the same name, Valiant. The prototypes had consectutive serial numbers 139, 140 and 141 and made their first flights in the Spring and Summer of 1939. While similar in appearance, they were distinct in purpose and performance, and only one of them succeeded in winning a production contract. This turned out to be six [[United States Army Air Corps|AC]] contracts with three supplements, eventually amounting to 11,526 aircraft, plus twelve ordered by Peru, for a total of 11,538."<ref name="jt">{{cite book |last1=Thompson |first1=Jonathan |title=Vultee Aircraft 1932-1947 |publisher=Narkiewicz//Thompson |location=Santa Ana |isbn=0913322024 |pages=66-99}}</ref>

On 24 March, the Vultee '''BC-51''' advanced trainer first flew, but lost out in competition to the [[North American AT-6]]. The Air Corps did accept the Vultee BC-51 though, designating it as the BC-3 after some upgrades in the Spring of 1940. On 9 June, Vultee model 54 advanced trainer first flew. Its original 450-hp [[Wright Whirlwind]] was eventually replaced with a [[R-1340]]. On 28 July, the Vultee model 54A first flew. According to Thompson, "A Basic Trainer, similar to the model 54 except for its fixed landing gear and P&W [[R-985]] engine, it struck pay dirt. In August the USAAC selected it for volume production as the BT-13. which became the standard type for the category throughout World War II."<ref name=jt/><ref name="wegg p158">Wegg 1990, p. 158.</ref>


The Vultee '''BT-13''' was the basic trainer flown by most American pilots during World War II. It was the second phase of the three phase training program for pilots. After primary training in [[PT-13]], [[PT-17]], or [[PT-19]] trainers, the student pilot moved to the more complex Vultee for continued flight training. The BT-13 had a more powerful engine and was faster and heavier than the primary trainer. It required the student pilot to use two way radio communications with the ground and to operate [[Flap (aircraft)|landing flaps]] and a two-position [[Hamilton Standard]] [[Variable-pitch propeller (aeronautics)|controllable-pitch propeller]] (or, more commonly, a [[constant-speed propeller]]<ref name="vultees_bt13_1972_08_airbum" />).
The Vultee '''BT-13''' was the basic trainer flown by most American pilots during World War II. It was the second phase of the three phase training program for pilots. After primary training in [[PT-13]], [[PT-17]], or [[PT-19]] trainers, the student pilot moved to the more complex Vultee for continued flight training. The BT-13 had a more powerful engine and was faster and heavier than the primary trainer. It required the student pilot to use two way radio communications with the ground and to operate [[Flap (aircraft)|landing flaps]] and a two-position [[Hamilton Standard]] [[Variable-pitch propeller (aeronautics)|controllable-pitch propeller]] (or, more commonly, a [[constant-speed propeller]]<ref name="vultees_bt13_1972_08_airbum" />).
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The Navy adopted the P&W powered aircraft as their main basic trainer, designating it the '''SNV'''. The BT-13 production run outnumbered all other Basic Trainer (BT) types produced.<ref>{{citation | last = Herman | first = Arthur | title = Freedom's Forge: How American Business Produced Victory in World War II | pages = 203, 262–3 | publisher = Random House | location = New York, NY | date = 2012 | isbn = 978-1-4000-6964-4}}</ref><ref>{{citation | last = Borth | first = Christy | title = Masters of Mass Production | pages = 251-252 | publisher = Bobbs-Merrill Co. | location = Indianapolis, IN | date = 1945 }}</ref>
The Navy adopted the P&W powered aircraft as their main basic trainer, designating it the '''SNV'''. The BT-13 production run outnumbered all other Basic Trainer (BT) types produced.<ref>{{citation | last = Herman | first = Arthur | title = Freedom's Forge: How American Business Produced Victory in World War II | pages = 203, 262–3 | publisher = Random House | location = New York, NY | date = 2012 | isbn = 978-1-4000-6964-4}}</ref><ref>{{citation | last = Borth | first = Christy | title = Masters of Mass Production | pages = 251-252 | publisher = Bobbs-Merrill Co. | location = Indianapolis, IN | date = 1945 }}</ref>

In 1938, Vultee chief designer Richard Palmer began designing a single-engine fighter aircraft. About that time, the [[United States Army Air Corps|Army Air Corps]] issued a solicitation for an advanced trainer, with the promise of a substantial order if selected. Palmer adapted his design concept from a fighter to an advanced trainer, resulting in the '''V-51''' prototype. The prototype flew on 24 March 1939<ref name="wegg p158">Wegg 1990, p. 158.</ref> as a [[cantilever]] low-wing monoplane of all-metal construction, with fabric-covered control surfaces. It was powered by a [[Pratt & Whitney R-1340]]-S3H1-G Wasp radial engine of 600&nbsp;hp (450&nbsp;kW), driving a two-blade variable-pitch metal propeller. It had an enclosed cockpit for the instructor and student, integral wing fuel tanks, and a hydraulic system to operate the flaps and retractable main landing gear.

The '''V-51''' was entered into the USAAC competition as the '''BC-51''' in May 1939. The USAAC instead chose the [[North American BC-2]] in the competition, but also purchased the '''BC-51''' prototype for further study, designating it the '''BC-3'''. Palmer refined his design, resulting in the '''VF-54''', with the goal of selling the trainer to other countries. It used the same basic airframe as the '''VF-51''', but was fitted with a lower powered engine. However, no export sales resulted from this proposal.

The '''V-54''' was further refined, resulting in the '''VF-54A''', with a well-faired fixed landing gear, manually-operated landing flaps, powered by a [[Pratt & Whitney R-985]]-T3B Wasp Jr. radial rated at 450&nbsp;hp (340&nbsp;kW). It was offered to the USAAC in this form, and in August 1939 the type was ordered as the '''BT-13'''. The initial order was for 300 aircraft with a [[Pratt & Whitney R-985]]-25 radial. The first aircraft was delivered to the USAAC in June 1940.


[[File:Vultee BT-13A on runway at Minter Field (00910460 147).jpg|thumb|Vultee BT-13 on runway at [[Shafter Airport|Minter Field]], California, 1 March 1943]]
[[File:Vultee BT-13A on runway at Minter Field (00910460 147).jpg|thumb|Vultee BT-13 on runway at [[Shafter Airport|Minter Field]], California, 1 March 1943]]


The '''BT-13A''' was produced to the extent of 7,037 aircraft and differed only in the substitution of a [[Pratt & Whitney R-985]]-AN-1 radial engine, and deletion of the landing gear fairings. 1,125 units designated '''BT-13B''' were then produced; they differed from the A model in replacing the 12v electrical system with a 24v system.
The '''BT-13A''' was produced to the extent of 7,037 aircraft and differed only in the substitution of a [[Pratt & Whitney R-985]]-AN-1 radial engine, and deletion of the landing gear fairings. 1,125 units designated '''BT-13B''' were then produced; they differed from the A model in replacing the 12v electrical system with a 24v system.

Due an industry-wide demand for the Pratt & Whitney R-985 engine, a total of 1,263 units were then produced incorporating the [[Wright R-975]]-11 engine of equal power rating. They were accepted by the USAAC as '''BT-15'''.

The US Navy also ordered 1,150 BT-13A models under the designation '''SNV-1'''. It also ordered another 650 units designated '''SNV-2''', based on the '''BT-13B'''.


Once in service, the aircraft quickly got its nickname of "Vibrator." There are several explanations given for this nickname. 1: Because it had a tendency to shake quite violently as it approached its stall speed. 2. During more adventurous maneuvers the canopy vibrated. 3. On takeoff, the aircraft caused windows on the ground to vibrate. 4. The two-position propeller had an irritating vibration in high pitch. The '''BT-13''' served its intended purpose well. It and its successors were unforgiving aircraft to fly, but were also extremely agile. Thus the '''BT-13''' made a good aircraft to help transition many hundreds of pilots toward their advanced trainers and fighters yet to be mastered.
Once in service, the aircraft quickly got its nickname of "Vibrator." There are several explanations given for this nickname. 1: Because it had a tendency to shake quite violently as it approached its stall speed. 2. During more adventurous maneuvers the canopy vibrated. 3. On takeoff, the aircraft caused windows on the ground to vibrate. 4. The two-position propeller had an irritating vibration in high pitch. The '''BT-13''' served its intended purpose well. It and its successors were unforgiving aircraft to fly, but were also extremely agile. Thus the '''BT-13''' made a good aircraft to help transition many hundreds of pilots toward their advanced trainers and fighters yet to be mastered.

Revision as of 19:29, 1 December 2023

BT-13 Valiant
A restored Vultee BT-13 over an Airshow in Dallas, 2019
Role Trainer
Manufacturer Vultee Aircraft
First flight March 1939
Introduction June 1940
Primary users United States Army Air Forces
United States Navy
Number built 9,525

The Vultee BT-13 Valiant is an American World War II-era basic (a category between primary and advanced) trainer aircraft built by Vultee Aircraft for the United States Army Air Corps, and later US Army Air Forces. A subsequent variant of the BT-13 in USAAC/USAAF service was known as the BT-15 Valiant, while an identical version for the US Navy was known as the SNV and was used to train naval aviators for the US Navy and its sister services, the US Marine Corps and US Coast Guard.[1]

Design and development

Vultee BC-3 prototype in flight

According to Jonathan Thompson, "The three trainer designs that shared their basic engineering with the Vanguard fighter were all promoted under the same name, Valiant. The prototypes had consectutive serial numbers 139, 140 and 141 and made their first flights in the Spring and Summer of 1939. While similar in appearance, they were distinct in purpose and performance, and only one of them succeeded in winning a production contract. This turned out to be six AC contracts with three supplements, eventually amounting to 11,526 aircraft, plus twelve ordered by Peru, for a total of 11,538."[2]

On 24 March, the Vultee BC-51 advanced trainer first flew, but lost out in competition to the North American AT-6. The Air Corps did accept the Vultee BC-51 though, designating it as the BC-3 after some upgrades in the Spring of 1940. On 9 June, Vultee model 54 advanced trainer first flew. Its original 450-hp Wright Whirlwind was eventually replaced with a R-1340. On 28 July, the Vultee model 54A first flew. According to Thompson, "A Basic Trainer, similar to the model 54 except for its fixed landing gear and P&W R-985 engine, it struck pay dirt. In August the USAAC selected it for volume production as the BT-13. which became the standard type for the category throughout World War II."[2][3]

The Vultee BT-13 was the basic trainer flown by most American pilots during World War II. It was the second phase of the three phase training program for pilots. After primary training in PT-13, PT-17, or PT-19 trainers, the student pilot moved to the more complex Vultee for continued flight training. The BT-13 had a more powerful engine and was faster and heavier than the primary trainer. It required the student pilot to use two way radio communications with the ground and to operate landing flaps and a two-position Hamilton Standard controllable-pitch propeller (or, more commonly, a constant-speed propeller[1]).

Due to the demand for this aircraft, and others which used the same Pratt & Whitney engine, some were equipped with Wright powerplants of similar size and power built in 1941–42. The Wright-equipped aircraft were designated BT-15.[1]

The Navy adopted the P&W powered aircraft as their main basic trainer, designating it the SNV. The BT-13 production run outnumbered all other Basic Trainer (BT) types produced.[4][5]

Vultee BT-13 on runway at Minter Field, California, 1 March 1943

The BT-13A was produced to the extent of 7,037 aircraft and differed only in the substitution of a Pratt & Whitney R-985-AN-1 radial engine, and deletion of the landing gear fairings. 1,125 units designated BT-13B were then produced; they differed from the A model in replacing the 12v electrical system with a 24v system.

Once in service, the aircraft quickly got its nickname of "Vibrator." There are several explanations given for this nickname. 1: Because it had a tendency to shake quite violently as it approached its stall speed. 2. During more adventurous maneuvers the canopy vibrated. 3. On takeoff, the aircraft caused windows on the ground to vibrate. 4. The two-position propeller had an irritating vibration in high pitch. The BT-13 served its intended purpose well. It and its successors were unforgiving aircraft to fly, but were also extremely agile. Thus the BT-13 made a good aircraft to help transition many hundreds of pilots toward their advanced trainers and fighters yet to be mastered.

The BT-13 was not without its faults. Some had been built with plywood tailcones and empennages, which did not always remain firmly aligned with the aircraft.[1] The tail was held on with only three bolts and after several in-flight failures, the Navy restricted the aircraft from aerobatic and violent maneuvers. The Navy declared the SNV obsolete in May 1945 and replaced it in the basic training role with the SNJ (T-6). The Army also replaced the BT-13 with the AT-6 before the end of the war.

After World War II, virtually all were sold as surplus for a few hundred dollars each. Many were purchased just to obtain their engines, which were mounted on surplus biplanes (such as Stearmans) to replace their less powerful engines for use as cropdusters. The BT airframes were then scrapped. Several others were modified as multi-passenger civilian aircraft; one as the "Viceroy" and at least two others by a different firm. Today, some "BT's" (collectively, BT-13s, BT-15s and SNVs) are still flying, though in very limited numbers (and none in military or government service).

Variants

BT-15
SNV-2
BC-3
Vultee Model V.51 with retractable landing gear and a 600hp P&W R-1340-45, one built, not developed.
BT-13
Vultee Model V.54 with fixed undercarriage and a 450hp P&W R-985-25 engine, 300 built.
BT-13A
As BT-13 but fitted with a 450hp R-985-AN-1 engine and minor changes, 6407 built, survivors re-designated T-13A in 1948.
BT-13B
As BT-13A but with a 24-volt electrical system, 1125 built.
BT-15
As BT-13A with a 450hp Wright R-975-11 engine, 1693 built.
XBT-16
One BT-13A was re-built in 1942 by Vidal with an all-plastic fuselage as the XBT-16.
SNV-1
BT-13As for the United States Navy, 1350 transferred from United States Army Air Corps.
SNV-2
BT-13Bs for the United States Navy, 650 transferred from United States Army Air Corps.
T-13A
Surviving BT-13As were re-designated in 1948, due to dual allocation of T-13 with the PT-13 in practice they were still known as the BT-13 to avoid confusion.

Operators

 Argentina
 Bolivia
 Brazil
 Chile
 China
 Colombia
 China[7]
 Cuba
 Dominican Republic
 Ecuador
 Egypt
 El Salvador
 France
 Guatemala
 Haiti
 Honduras
 Indonesia
 Israel
 Mexico[6]
 Nicaragua
 Panama
 Paraguay[6]
 Peru
 Philippines[7]
 Soviet Union
 United States
 Venezuela

Surviving aircraft

Australia

Brazil
Canada
Indonesia
Indonesian Air Force BT-13A Valiant at the Dirgantara Mandala Museum
Netherlands
42-43210 (N313BT) at Duxford Aerodrome in England
United States
Vultee BT-13A/SNV-1 Valiant at the Air Zoo
Vultee SNV-2 Valiant at the Cavanaugh Flight Museum
Aichi D3A replica at the Geneseo Airshow. In 1968 a Vultee BT-13 Valiant (N56867) was converted to a Val replica for use in the filming of the movie "Tora! Tora! Tora!", flown as Val "AI-244" (Carrier Akagi). The BT-13 has been maintained in that configuration ever since, and is now flown at airshows as "BI-211" with markings of Carrier Soryu.

The 1942 Army training film Winning Your Wings opens with actor Jimmy Stewart landing a BT-13.

BT-13s were used by Twentieth Century Fox in the 1970 motion picture "Tora! Tora! Tora!"; 9 units were purchased in 1968 and modified to resemble Japanese "Val" dive bombers. The "Zero" fighters and "Kate" torpedo bombers in that movie were modified Harvard IV's.[citation needed]

After filming, the studio sold the altered aircraft to private owners. Many are still flying, several of them as part of the Commemorative Air Force's "Tora! Tora! Tora!" squadron, which performs air battle reenactments at air shows. Several "Tora" aircraft also appeared in the later "Pearl Harbor" film.[citation needed]

Specifications (BT-13A)

3-view line drawing of the Vultee Valiant
3-view line drawing of the Vultee Valiant

Data from United States Military Aircraft since 1909[90]

General characteristics

  • Crew: 2
  • Length: 28 ft 10 in (8.79 m)
  • Wingspan: 42 ft 0 in (12.80 m)
  • Height: 11 ft 6 in (3.51 m)
  • Wing area: 239 sq ft (22.2 m2)
  • Empty weight: 3,375 lb (1,531 kg)
  • Gross weight: 4,496 lb (2,039 kg)
  • Powerplant: 1 × Pratt & Whitney R-985-AN-1 nine-cylinder air-cooled radial engine, 450 hp (340 kW)
  • Propellers: 2-bladed Hamilton-Standard 2-position

Performance

  • Maximum speed: 180 mph (290 km/h, 160 kn)
  • Range: 725 mi (1,167 km, 630 nmi)
  • Service ceiling: 21,650 ft (6,600 m)
  • Time to altitude: 9.2 minutes to 10,000 ft (3,000 m)

See also

Related development:

Comparable aircraft:

References

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  3. ^ Wegg 1990, p. 158.
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Bibliography

  • Andersson, Lennart (2008). A History of Chinese Aviation: Encyclopedia of Aircraft and Aviation in China to 1949. Taipei, Republic of China: AHS of ROC. ISBN 978-957-28533-3-7.
  • "Pentagon Over the Islands: The Thirty-Year History of Indonesian Military Aviation". Air Enthusiast Quarterly (2): 154–162. n.d. ISSN 0143-5450.
  • Sapienza, Antonio Luis (May 2001). "L'aviation militare paraguayenne durant la seconde guerre mondiale" [Paraguayan Military Aviation During the Second World War]. Avions: Toute l'Aéronautique et son histoire (in French) (98): 30–33. ISSN 1243-8650.
  • Swanborough, F. G.; Bowers, Peter M. (1963). U.S. Military Aircraft since 1909. London: Putnam.
  • Wegg, John (1990). General Dynamics Aircraft and their Predecessors. London: Putnam Aeronautical Books. ISBN 0-85177-833-X.

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