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Heard about and am trying to research the history of a T-28 project. It began as a T-28A serial 50-299, had an engine upgrade and went to Argentina and was used by their Navy with a tailhook adaptation. Supposedly was in Reading , Pa. around 1990 and now is in Florida .
Does anyone know where I can find information about its Argentine service or possible career? How can I find out if it was a D or Fennec model, are there any records out there?
Thanks

T-28A 50-299 registration status "in question" and pending now N9095Z, owner in Brentwood, TN. but not listed by FAA.

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Don't make me go get my flying monkeys-

Start back tracking how many T-28s Argentina received and thier serial numbers.

Here's a start,
http://pasionaeronauticaargentina.blogs ... a-eam.html

Mike

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45-47=-2

And is it still equipped with that hard charging FRASIER-NASH R-1300?

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Don't make me go get my flying monkeys-

Are you looking for the whereabouts for this airplane?????? Cause I am wondering if this is the same T-28 that was flown for a very short time out of Ft. Laud exec in 91-92??? It had a engine failure and made a crash landing on a golf course. About a year later when I helped retrieve a Super cub that my company bought, the T-28 was at the same location in pieces. The airplane was in Homestead. It still had the 1300 and was in Argentine camo.

The Sun Sentinenal should have the engine failure article on file.........should be 92-93.

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Long Live the N3N-3 "The Last US Military Bi-Plane" 1940-1959
Badmouthing Stearmans on WIX since 2005

NTSB Identification: MIA93LA054 .
The docket is stored on NTSB microfiche number 50496.
Accident occurred Wednesday, January 27, 1993 in PLANTATION, FL
Probable Cause Approval Date: 2/10/1994
Aircraft: NORTH AMERICAN T-28A, registration: N203CB
Injuries: 1 Minor.
WHILE CLIMBING THROUGH 2,200 FEET AFTER TAKEOFF THE ENGINE BEGAN TO VIBRATE. A SHORT TIME LATER A POWER LOSS WAS NOTED AND THE PILOT DECLARED AN EMERGENCY, AND REQUESTED VECTORS TO THE DEPARTURE AIRPORT. ALTITUDE COULD NOT BE MAINTAINED WITH THE POWER AVAILABLE AND A FORCED LANDING WAS MADE ON A GOLF COURSE. POSTCRASH EXAMINATION OF THE ENGINE REVEALED THE MASTER ROD MAIN BEARING HAD FAILED.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

FAILURE OF THE MASTER ROD MAIN BEARING WHICH RESULTED IN LOSS OF ENGINE POWER AND A SUBSEQUENT FORCED LANDING

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Long Live the N3N-3 "The Last US Military Bi-Plane" 1940-1959
Badmouthing Stearmans on WIX since 2005

Nope, not this airplane...............had a 1820........

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Long Live the N3N-3 "The Last US Military Bi-Plane" 1940-1959
Badmouthing Stearmans on WIX since 2005

I thought a vibrating radial was a good thing. When it quits vibrating is bad.

50-299 is not a valid Air Force Serial number. Possibly 50-0299 ? As stated previously Fennecs were F.Y. 51 and above with exception of a prototype because the French wanted the late airframe (174) mods.

As I understand it, the Argintinians adapted airframes from many different sources to not only equip, but keep their fleet airworthy. I would not be surprised if any straight non converted "A" airframes ended up as converted big engine airframes either solely by paperwork, or in actual converted form.

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Expert:
Ex: Former.
Spurt: A drip under pressure.

50-299 is how it's shown on Baughers s/n site

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Don't make me go get my flying monkeys-

Thanks Tulio and everyone for helping me with this puzzle. Okay, I got the serial number from owner who was confusing to talk to and he referenced his laptop for the serial number. My guess is that part is true, let's say it's 50-0299.
I looked over the fuselage and wings myself last Friday. Couldn't find and data plates because being a Wix'er, I'm all about the provenance of an aircraft.
Here's what I know by looking at the stripped down fuselage and wings (top side). Definitely not a C. Definitely never has had a speedbrake so not a B, or D. Aluminum was in almost perfect condition. No scab patches, combat rash, dents , or evidence of wheel up landings or other repairs. Definitely no rollover triangle between cockpits so not an early "A". No field modifications or foreign govt. mods that I could tell of any kind. No tailhook, or assembly.
So, here's my guess up to this point based on conversaton and speculaton;
It was built as a USAF "A" model and served briefly in a training squadron. Later stored for 7 or 8 years at Davis-Monthan AFB. Purchased by (?) Hamilton and converted to a big engine. It became a standard category Hamilton T-28R-1 "Nomair". Then exported to Brazil or Argentina and eventually converted to an Argentinian T-28P with tailhook and used for carrier training. Is going to be rebuilt as a "B" model and will be licensed in the experimental category.
Anyone know anything about the the argentinian T-28s and the Hamilton T-28R1 "Nomairs" and what they look like?
Thanks Everybody,

Did you get the s/n off the fuel pump?? Eric Downing needs to know if it's original to the a/c

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Wow, T-28's sure aren't Mustangs , P-38's or Spitfires!
NOt every single airframe has been located photo id'd and put on the internet or in a book.
Here's what I hae learned this week;
All "A"s probably left the factory and have always been "A" s Some have been on the U.S. civil registry since about 1960 and others are scattered about the world still. like Laos and Saudi Arabia.
All "B"s left the factory as "B" s except for those recently licensed as B's but may have been something else, somewhere else ( D's or Fennecs)
All "C" s left the factory as "C"s but some later became "D"s. Some big engine T-28s were converted for carrier use with tailhooks ,including A's B's and Fennecs
All "D"s were converted from existing airframes. Using A B and even some C's . Hopefully not any Fennecs were converted into D's.
Hamilton made the T-28r-1 and R-2 in the civil standard category. They were exported.
Sud Aviaton made Fennecs from 1951 and later A-models , and ?
Pac-Aero made the D models with A, B, and C models
There aren't any YAT-28E turnie models surviving. If you see a Turbine T-28 it is a Chinese C-CH-1, none are in the U.S.
Confused, I am!

A couple of corrections and notes.

All "A's" were originally produced as "A's" under several North American model numbers starting with NA-159.

Pac Aero supplied the first three Fennec prototypes. The first, P-1, was actually the one and only NA-260 ( N79Z) converted at Colombus and aquired by Pac aero to meet a deadline. Pac Aero converted the second and third Fennec prototype / demonstration airframes for the Fennec program (P-2, and P-3).
Pac Aero also converted the sole prototype (demonstrator) for the D program (this aircraft recently sold and is now headed to the Czech Republic (N2800G). North American retained all rights to U.S. military production as part of the production rights and engineering agreement with Pac Aero. The initial production D models were converted by North American at Colombus (AT-28D), with the remaining being Fairchild built AT-28 D-5 (converted from A-airframe) and AT-28 D-10 (converted from B & C airframe).

There were never any Fennecs converted from other than A airframes. They limited airframes to those that were 174 series and later aircraft based on ease of conversion (factory installed "big tanks, low canopies...).

There are two YAT-28 E airframes in existance. One was being slowly restored, but I believe has been idle for a while due to finance issues.

To further complicate things, there are many airframes on the USCAR (and others) that have been represented as models other than what they actually are. Most seem to be Fennec Airframes masquerading as B's, D's and NA-260's. (and even Fennecs registered as "A's", which is technically correct) There are also a few A models that were never converted by an entity with access to engineering documents that are now carrying big engines and registered as various big engine models.

The Hamilton conversions are also mentioned. Few were converted, some having an engine, exhaust and cowl parts from a B-17 (the R-1 IIRC). They also have approx. 3 feet of wing extension on them to lower the stall speed to meet FAA requirements (NAA applied for and received a waiver to meet same requirement for NA-260 program).

I earlier made a statement that a Fiscal S/N was invalid because it appears to be missing a digit. I performed some more research and some of my T.O.'s show without the added "0" some show with it. I guess even the Air Force was confused. No wonder Manufacturers use Manufacturers model and Factory serial number (also called production sequence number) to identify their aircraft.

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Expert:
Ex: Former.
Spurt: A drip under pressure.