Slightly off topic, but is it true that no one offers financing on warbirds? Seems like most I know pay cash for them. The T-6 is great and good luck with your search.

This is so true - after a flight in a Wirraway (Australian version of a T-6) I hopped out of the canopy and then onto the wing. Next thing I know I am lying on the ground looking up at the sky with a really sore bum.
It hadn't flown for about a month, so the wing was particularly well lubricated.

This is so true - after a flight in a Wirraway (Australian version of a T-6) I hopped out of the canopy and then onto the wing. Next thing I know I am lying on the ground looking up at the sky with a really sore bum.
It hadn't flown for about a month, so the wing was particularly well lubricated.

Oh man, are we comparing oily messes? Can I play??

Here's one;

A T-28A with a clean kit! It hadn't been run in a few weeks, obviously. We were strapped in and cranked up headed to the Breckenridge, TX airshow a few years ago, and then this happened. Boooo! I didn't want to show up at BKD with this mess streamed back to the tail, so we shut down, climbed out, grabbed the varsol and rags and went to town on it.

We sold that A model and upgraded to a big engine T-28F Fennec that just blows me away by how clean it runs; very few drips and have never had it blow a big mess on the wing. Knock on wood, fingers crossed and all that.

To keep this T-6 related, I luckily also get to fly a CAF AT-6A, have around 150 hours in it. It's such a cool ship to fly; simple systems, nice handling, can crack the canopy open for a cool breeze... just gotta stay awake on landing! It's also easier to clean than the T-28; the R-1340 has a single stack that extends out into the slipstream a bit, keeps the exhaust soot off the sides. The T-28s R-1820 on the other hand has short stacks that blast the exhaust soot down both sides of the fuselage... so even though our Fennec is pretty easy on the oil cleanup, wiping down both sides of the fuselage after flying on a muggy Texas day gets to be a drag. But, I'm not bitching...

Stan,

Your comments are well taken. Almost every Point of yours is consistent with my prior research and my understanding. Thank you for confirming. The downside: high fuel flow, insurance, and a couple of other items, are things with which I was already familiar. And we’re prepared to deal with. The positives also echo my prior beliefs. It’s good to hear and experienced operator”s comments. In short, nothing here Is a surprise to me yet.

We already operate a Pitts Model 12, so we’re familiar with messy nine cylinder radials. We also operate an L 39, so we’re familiar with breathtaking fuel flows. Not to mention the maintenance. And insurance. Based on our prior experience in airplanes, the T6 will be a study in moderation. We are eager to start playing in the piston warbird environment and to start building our experience.

My friend and potential partner in the airplane and I went for a demonstration flight in 2 T-6s yesterday. We flew with a pair of very experienced operators. They’ve had their airplanes for many many years. One of them has a surface waiver and the other has been flying the T-6 for 30+ years. It was a hoot. We did a little formation, a little acro, and generally had a terrific time. My comment as soon as I got out of the airplane was that this was going to be a very expensive flight for us. I.e., now we have to go out and buy a pair.

Right now it’s looking like we’re going to start with one.

Thank you again for your thorough and helpful comments.

Zeke

Have fun. (and don't say I didn't warn you...)

Yes, I had a T-33 for a while...it does bring the T6 fuel flow into perspective.

Sounds like you are doing your "due diligence".


The most important thing, from a flying point of view, is to explore the dark corners at a safe altitude with a good instructor.


I have no experience with a Model 12. I did have a Pitts S2B, and the T6 is "different" in that the "mass effect" is such that correction of malalignment with the runway gets to a point that you simply cannot recover. (vs a S2B)


Good luck. Enjoy. I've never regretted the T6, or any American warbird I've owned.

To exactly no ones surprise, Stan speaks the truth.

I’ve got a few hours in the backseat of a T6 so don’t have any useful knowledge, but I can tell you about the T28.

It’s a lot more complex than the T6 but it’s a metric crap ton of fun to fly. Truly amazing acro and formation (and formation acro) platform and an absolute hoot to fly.

But, it’s an incredibly complex systems airplane and requires that you have a good infrastructure to support it. We have 2 planes, several partners, our own crew chiefs (yes, plural) and hangar. If anyone’s in the Dallas area and has the warbird itch, we generally have partnerships available and it’s a lot cheaper and easier than trying to manage one on your own.

I also want to highlight something Stan said - it is a LOT more fun to fly with other people. Since we own two birds I get to do a lot of two ship formation work, but it’s even more fun when we get with other airplanes and get to play.

Robert

Not to make this an echo chamber...but I have to emphasize what Robert has said...the T-28 is an absolute joy to fly. It's a great formation plane. Very graceful acro, and I always felt like I was a budding young cadet flying it (yeah, my Walter Mitty imagination is excellent....)


(I know this started about T6s....but bear with me)

Robert's point about infrastructure is not to be taken lightly. More needed for the 28 than the 6, but you still need some for any warbird. Part of that infrastructure is for maintenance, part for operation/training.

Stan et al,

I believe the T6 is eligible for the auto fuel STC's.

Is there a known reason to not mitigate some of the fuel expense by using autofuel?

Or is it.....
if you show up at a warbird gathering with autofuel in your Texan.... you will be ostracized for being a "cheap bastard" vs. a "frugal aviator".

Leldon

Stan et al,

I believe the T6 is eligible for the auto fuel STC's.

Is there a known reason to not mitigate some of the fuel expense by using autofuel?

Or is it.....
if you show up at a warbird gathering with autofuel in your Texan.... you will be ostracized for being a "cheap bastard" vs. a "frugal aviator".

Leldon

Not a Radial but an oily mess.
Some years ago, 1st flight on a fresh overhaul. Engine builder failed to torque a cap on a test port he used on his test stand. Cap didn't fully come off, had about 1 thread left before it would've. Didn't leak on ground runs.
Oil level was below dip stick, pulled a cam bearing block at the furthest point at the top of the engine and it had good oil there and the so system didn't starve for oil.
Made for a mess though.

Not a Radial but an oily mess.
Some years ago, 1st flight on a fresh overhaul. Engine builder failed to torque a cap on a test port he used on his test stand. Cap didn't fully come off, had about 1 thread left before it would've. Didn't leak on ground runs.
Oil level was below dip stick, pulled a cam bearing block at the furthest point at the top of the engine and it had good oil there and the so system didn't starve for oil.
Made for a mess though.

Zeke-

I'll pitch in here a little. Frankly, everything that Stan mentioned is spot on. Hard won experience it would benefit you to pay close attention to!

Not sure I can improve on any of Stan's stuff. I would like to emphasize a few points though:

-Mass. Having tailwheel time is good, the Pitts Model 12 is good (I've got a couple hours in one and it was a hoot). But small tailwheel airplanes don't really prepare you for the Mass issue. The T-6 does everything a small tailwheel will do.... but it takes awhile. Inertia builds up and then all hell breaks loose. You have to be absolutely on top of your game. Fly it from the time you start the engine till you shut if off. There is a reason the Military started new pilots off in the Stearman in WWII before they went to the Six. Really learn drift and anticipation... listen to the airplane it will tell you if you are listening. There is the saying that a P-51 is a good trainer for the T-6. The Six has relatively narrow gear... don't let it get sideways.

-Maintenance. Do it. Don't be the guy that says the Six never breaks... those guys end up with lots of work when it craters. Keep ahead of the game. Maintaining a Six is a physical effort... its just big with lots to do. Find a good round engine mechanic and help with everything. You'll get to know the airplane much better.

-Instruction. Get a good instructor and definitely explore the dark edges of the envelope. You will probably find those edges and need to be prepared. Get ahead of the airplane when you first start flying it and you wont get scared of it later.

-Practice. Fly it often and practice stuff that isn't 'normal'. It just happens to be fun as well. When you start to do formation... don't believe that FAST %#$@. Fly with an Air Force guy, or barring that a Navy guy. Learn how to do it right. Then you can go fly with the FAST guys, and keep your mouth shut, if you really want to.

-Moving it. I literally have had and used just about every tug there is. The Six is a big heavy airplane. Frankly the BEST choice out there is one of Best Tugs Romeo remote control tugs. Everything else is WORK (not to mention keeping it running). But if you absolutely have to get a tug and a Tow Bar... I've got THREE tow bars for Stearmans, T-6s and Beech 18s. Happy to sell you one, or three.

-Enjoy it. It is gangly looking on the ground but is a fantastic flyer! I've had two and loved them both.

gunny

Speaking of the T-28. I've got several hours in an A and a few in a C. What a joy to fly, The T-28C with the power of the 1820 is as close to a jet as you can get without a turbine. Flying that airplane introduces you to the impact of INERTIA... when you can corral it in your favor it is exquisite.

There are several issues though. The worst being Maintenance... I maintained that C for a time and it is a GIANT PITA. It is a super complex airplane and demands regular MX. With a crew it might be easier. Stalling that beast isn't trivial and you'd better pay close attention to Main Bearing Failure. I put together a briefing on that back when I was flying/instructing in the B-25 and will share that with anyone that is interested.

The Wright 1300 in the T28A is very prone to MBF... most of the engine stoppages in the B and Cs with the 1820 can be attributed to MBF- IMHO. You MUST operate the engine within boundaries.

One of y’all was playing out over Cedar Creek yesterday, Robert. Nothing quite as fun as surfing along behind a boat and watching a T-28 doing graceful aerobatics down the lake.