Warbird Information Exchange

A friend and I have started looking for a flyable BT-13 that someone is ready to let go. Any recommendations or suggestions about what to look for? Is the R-985-AN3 constant speed or two speed like the AN1?
Is the BT-13B really 40 mph slower than the BT-13A? What about the Navy SNV models? Differences?

Thanks in Advance,

M.A.

Have you looked at Courtesy Aircraft? They have one BT-13 listed at $95,000.

www.courtesyaircraft.com

kevin

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FOUND the elusive DT-built B-24! Woo-hoo!!!

Thanks!

There is a fellow in St. George, Utah that has one for sale also.
Mike

Thanks everyone,
We are starting to get some help and learn a few things about the old BT. Does anyone have any experiences flying the BT ? I've never flown or ridden in one. They don't exist in this part of the country.
Thanks,

Marine Air

When they are flying they are great. I loved every minute of it in the air. Chasing fuel leeks is another story. You may want to look up my old BT N67598 the Person I sold it to Has 4 or 5 airplanes and doesn't fly any of them.

Steve

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"Any excuse is good enough if you're willing to use it!"

I'll check into it. Can you do barrell rolls and loops in a BT? Can you spin a BT? I have time in a 450 Stearman with the 2 speed Bt prop so I'm familiar with the engine, and I have also flown the T-6 some. Does the BT stall as nasty as the T-6?
Thanks,

I never had parachutes or the nerves but the plane can do all of acro and spins. I was warned that the spins could be tough to get out of so I never spun it. Stalls are no problem but again I would keep the ball centered so it would not spin and mine had the two position prop.

Steve

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"Any excuse is good enough if you're willing to use it!"

Marine Air, Call me at 636-373-4177, or 636-926-7879.

I've heard you never want to put a BT into a spin, because it will just spin faster and faster into the ground.[/b]

If I am not mistaken, one of the things the CAA required for civilian type certification of the BT was to placard the plane against intentional spins.

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Regards,

Jase
www.b26marauder.com
"I'm having a BLAST!!" 2007 CAF Wing Staff Conference

RIP Gary Austin..always in our hearts

The 450 Stearman with the BT engine and prop spins nicely, as well as loops and rolls. The T-6, I did a few stalls which were real eye openers and decided not to screw around too much with the 6. Besides it was too much fun just flying around with the canopy back.
On paper, the BT-13 appears to have better performance than the 450 Stearman in the same price range. I like the speed, range, and year round comfort that the BT appears to offer. The T-6 burns so much more fuel for just 20 more knots of cruise speed.
Has anyone flown a 450 Stearman, BT-13, and a T-6? That would be an interesting comparison.

Marine Air:

(Disclaimer: for all you more experienced types, this is only my opinion)

Never did the 450 Stearman but have considerable (500+) T-6 time and about 50 hours in the BT. Quite frankly, I didn't like the BT...it flew about the same as the 6, re: control pressures, responsiveness, etc, and it was easier on the ground, but the airfoil (almost symmetrical) gave the BT some unusual stall characteristics. If you didn't like the stall of a 6 I don't think you are going to find anything more pleasant with the BT. Fuel burn wasn't that much less, maintenance was about the same, you sit "on" a BT, but "in" a T-6 (at least that was the feeling I always had), visibility over the nose was the same, and a 6 with the steerable tailwheel mod handled the same on the ground.

A friend had a 450 Stearman and flew it with no problems, but had some difficulty mastering the 6 (groundlooped it, ran off the runway)...the power you have in the Stearman can keep you out of some trouble that you can't avoid in the heavier 6.

If I had the money I'd find a 6 to buy...I wish I hadn't sold mine.
Old Shep

Thanks Old SHep,

Yeah, we are going to try to get a ride in one before we cut a check, that's for sure. I made a rule a long time ago not to fall in love with pretty women, fast cars, or neat old airplanes before "going around the patch with them first! Try before you buy!

Fixing the persistant fuel leaks is not really that hard, but more time consuming depending on the method you take to do the job. Mainly what you have to do is go into the tanks, remove all the old zinc chromate paste and replace it with a modern, flexible sealer. It can be done through the access panels in the bottom of the tanks, but you are looking at probably 1-200 manhours per tank to get them properly cleaned....not a hard job, but tons of grunt work and in a bad body position.

The second method and prefered, so as to catch and eliminate any corrosion in the tanks or their structure, is pull the center section and deskin each half. Clean out the tank areas and reseal then reinstall or replace the skin as needed. Nelson's guys could probably get it all done in about 6 or 7 working days.