|
Text: |
Michael E. Fader |
|
Pictures: |
Michael E. Fader |
North American AT-16 Harvard IIb in the Museum at Dübendorf June 1988 (Picture courtesy Michael E. Fader)
Aircraft museums serve to preserve historic aircraft for posterity. For some aircraft, a museum is therefore the final stop in their life. This was also the intended fate of the North American AT-16 Harvard IIb U-328. From 1966 to 2015, it was housed in the main hall of the Aviation and Air Defence Museum in Dübendorf. The aircraft attracted little attention, as it was merely a training aircraft and was overshadowed by the North American P-51D Mustang standing next to it.
In 2015, the machine was removed from the museum and moved to the so-called ‘Bremshaus’, as space was needed in the museum for other machines.
North American AT-16 Harvard IIb
After the Second World War, Switzerland purchased forty AT-16 Harvard IIb aircraft from Canadian stocks. These were completely overhauled by Fokker and Aviolanda and entered service in 1949 as training aircraft, primarily to introduce new pilots to instrument flight training. To this end, the rear section of the cockpit could be completely covered. The Harvard served in this role for twenty years, until it was replaced by the domestic Pilatus P-3 due to signs of fatigue and a shortage of spare parts.
The machine in front of the museum (Picture courtesy Hunterverein Obersimmental)
Dübendorf Workshop (Picture courtesy Hunterverein Obersimmental)
Arrival in Bleienbach (Picture courtesy Hunterverein Obersimmental)
First step: removing the wings(Picture courtesy Michael E. Fader)
The Team (Picture courtesy Michael E. Fader)
This T-6, built in Canada under serial number 42-12298, was operated by the Royal Canadian Air Force under the registration FE811. T-6 or AT-16? The aircraft built by North American in the USA were designated T-6 Texan. Those built under licence by the Canadian company Noorduyn Aviation were called AT-16s; as it was the first aircraft manufactured under licence, it was simply named AT-16. The name Harvard is the British designation for the Texan.
The FE811 was withdrawn from service with the RCAF in 1946 and, on 3. September 1949, was incorporated into the Swiss Air Force as the U-328 for pilot training. It was taken out of service on 12. February 1968 and, as previously reported, transferred to the museum in Dübendorf.
The engine mount and the front section of the fuselage.(Picture courtesy Michael E. Fader)
The engine mount and the front section of the fuselage. (Picture courtesy Michael E. Fader)
Natascha Wirt shows the written documentation for each stage of the process. (Picture courtesy Michael E. Fader)
Natascha Wirth (39) (Picture courtesy Michael E. Fader)
Rear section of the fuselage constructed using a semi-monocoque design. (Picture courtesy Michael E. Fader)
Rear section of the fuselage constructed using a semi-monocoque design. (Picture courtesy Michael E. Fader)
Front section of the fuselage with cockpit (Picture courtesy Michael E. Fader)
Rear section of the fuselage(Picture courtesy Michael E. Fader)
The Hunterverein Obersimmental is now giving the U-328 a new lease of life and plans to completely rebuild the aircraft over the coming years. In spring 2024, the club acquired a Dornier Do 27 H-2 and a Noorduyn Aviation AT-16 Harvard IIb from the Air Force Centre Dübendorf’s inventory. Whilst the Do 27 H-2 is being prepared for display in St. Stephan, the AT-16 is to be restored to flying condition at Bleienbach Airfield by the newly founded U-328 club.
U-328 HB-RHO
Through this restoration project, the organisers aim to rekindle enthusiasm for military aviation among the general public and preserve this aviation heritage for everyone to enjoy. The ten-year reconstruction project is being organised by the specially founded U-328 association. The team, currently comprising ten members led by Natascha Wirth, aims to demonstrate that even in today’s world it is possible to attract mainly young people to a challenging and time-consuming project. The diverse range of tasks offers a surprisingly broad spectrum of opportunities to apply and expand professional knowledge – an approach that even young people find inspiring. As a result, the restoration team includes not only experienced professionals but also young automation engineers, avionics engineers and electronics technicians.
Project manager Natascha Wirth went on to explain that, fortunately, the aircraft was complete apart from a few parts and was in fairly good condition. Spare parts for the aircraft, which was once built in large numbers, are also still fairly easy to come by. The U-328 was transported from the museum in spring 2024 by articulated lorry, with its wings dismantled.
The fuselage consists of a steel tubular frame riveted together with aluminium sheets designed for aircraft construction. The aircraft comprises a total of around 30,000 individual parts. The first step involved completely dismantling the aircraft. The steel tubular frame was inspected and required welding repairs only in the area of the engine mount, which was carried out by a specialist firm. The aircraft’s electrical wiring and hydraulic system are being completely replaced. As chief mechanic, Clemens Rüb is meticulous in ensuring that the AT-16 is restored to its original condition as far as possible. The cockpit instrumentation is being replaced with refurbished circular instruments. Finding specialists to carry out the refurbishment was no easy task, as this expertise is almost non-existent today.
The wings, with a total wingspan of 12.8 metres, are in good condition and do not need to be re-skinned. All other parts must be inspected and tested. The entire process must be documented; as Natascha Wirth explained, the club has its own computer programme for this purpose.
Many military aircraft are characterised by their powerful engines, and the AT-16 Harvard IIb is no exception. It is fitted with a Pratt & Whitney Wasp R-1340 AN-1 engine. The air-cooled 9-cylinder single-row 4-stroke engine has a massive displacement of 22 litres, weighs just 401 kilograms and has a rated power output of 550 hp at 2200 rpm. The power is transmitted via a crankshaft as thick as an arm directly to the adjustable 2-blade propeller, which is 2.75 metres long. The engine and propeller will be overhauled by specialist firms at a later date and will then be ready for a further 1,000 flight hours.
Middle section of the wing(Picture courtesy Michael E. Fader)
The wing (Picture courtesy Michael E. Fader)
The new dashboard(Picture courtesy Michael E. Fader)
The propeller, which is slightly bent. (Picture courtesy Michael E. Fader)
Small parts (Picture courtesy Michael E. Fader)
The aircraft’s landing gear (Picture courtesy Michael E. Fader)
The engine, which has not yet been overhauled (Picture courtesy Michael E. Fader)
The new dashboard (Picture courtesy Michael E. Fader)
Significant financial investment is required to get the AT-16 back in the air. The estimated costs are listed on the website. Anyone wishing to support this ambitious young team can find the relevant details on the website:
Once the recommissioning process is complete, the AT-16 will be stationed at St. Stephan.
Bank details IBAN: CH26 8080 8005 2451 6880 9 / Verein U-328, Raiffeisen Bank, CH-3775 Lenk
