TROJAN TRIUMPH
Story and photos by Roland Dansereau
This year marks the 75th Anniversary of the T-28 Trojan. It has a long and impressive history and can still be seen flying today whether as a large 12-ship formation (like at Oshkosh, which included a team called the Trojan Thunder), or a traveling 2-ship demonstration team from Texas called the Trojan Phlyers. May it soldier on for years to come!
Meet the Trojan Phlyers. Tucked away at Mid-Way Regional (near Waxahachie, south of Dallas) you will find two T-28B’s with a Texas flag painted on their tails. This is a flying demonstration team called the Trojan Phlyers. I am sure the spelling is a tip of the hat to head pilot Chip Lamb’s history of flying the F-4E Phantom (and as aviation fans would say – the Phabulous Phantom!). They have a very enjoyable flying display that everyone can appreciate.
The team is a group of highly experienced pilots dedicated to preserving the legacy of the North American [now Boeing] Aviation (NAA) Company’s T-28. NAA also produced the Mustang, the Super Sabre etc. Chip Lamb is the lead pilot for the team. He got involved in flying with the Civil Air Patrol before attending the US Air Force Academy. He continued a military career flying overseas active duty F-4Es and then instructing in TXANG F-16A/Cs with the 149FW in San Antonio. He was also a commercial airline pilot for American flying 757 and 767s. The wingman pilot is Robert Johnson who is a commercial pilot as well a private businessman (entrepreneur). He started flying with the team in 2017, but has piloted T-28s since 2006.
The Trojan Phlyers own and operate two T-28B aircraft. The aircraft has a max range of just over 1000 miles, a maximum weight of 8,600lbs and a max altitude of over 35K. G Loading is rated +4.5 to -2. Both aircraft have Wright Cyclone R1820-86B nine-cylinder radial engines rated at 1425 horsepower. The fully aerobatic aircraft can takeoff in less than 800 feet of runway, climb to 10,000 feet in less than 90 seconds, race level above 335 MPH, and dive faster than 380 MPH. In fact, the Trojan can outperform most World War II fighters at low altitude.
Both of the Trojan Phlyers’ aircraft were used by the US Navy as primary flight trainers. Therefore, these aircraft were used to teach Navy and Marine aviators basic transition preparation (to jets), formation, aerobatics, and instrument procedures and techniques. Trojans replaced the T-6 Texan, before the T-28 was replaced by the T-34C Mentor by 1984. The mentor was replaced with the T-6 Texan II.
Aircraft #26– Bu# 140047 with USMC markings, was built by the NAA Company in 1954 at Columbus, Ohio. The aircraft was accepted into service with the U.S. Navy in Feb 1956. It spent 1958-1960 at Naval Air Field (NAF) Litchfield Park, AZ with VR (Aircraft Ferry Sqdrn) 31, then in approximately 1960 it went to VT-3, the “Red Knights” at Naval Auxiliary Air Station (NAAS) Whiting [South] Field. Whiting Field would host the largest amount of T-28s in the DoD. In Aug of 1963 the aircraft was assigned to Naval Air Basic Training Command (NABTC) at NAAS Saufly Field (FL, west of Pensacola), then it returned to VT-3 in Apr 1966. In Jun of 1970, the aircraft was assigned to MCAS New River (Jacksonville, NC), but in May 1974 it returned once again to VT-3 at NAS Whiting Field where it flew until Dec 1976 when it was transferred to Training Wing 5 at NAS Pensacola, FL. The aircraft was subsequently sent to VT-6 “Shooters” in Jan 1980 where it remained until Feb 1983 when it was retired to the Military Aircraft Storage and Disposition Center (aka Boneyard) at Davis- Monthan AFB, Tucson AZ. The aircraft was stricken from service in Feb1983 after serving 27 years with the U.S. Navy.
This aircraft came to the Trojan Phlyers in 1999, and now has over 16,000 hours of flight time. Today, this aircraft flies as the wing aircraft (#2) of the formation pair since it is the lightest aircraft with the quickest response and highest roll rate.
Aircraft #27– Bu# 138164, with the number “27” painted on the cowl and with “USAF” markings, was built by the NAA Company in 1953 at Downey, CA. The aircraft was accepted into Navy service in Nov 1954 and stricken from Navy lists in Jan 1984 after some 29 plus years of military duty.
During its years of military service, this aircraft served with Attack Squadron 122 (VA-122) “Flying Eagles” at NAS Lemoore, CA from Jun 1968 until Feb 1969. Then the aircraft flew at NAS Whiting Field, FL with the “Red Knights” of Training Squadron (TRARON) 3 from Aug 1969 until Apr 1972, and then with the “Shooters” of TRARON 6 from Sep 1973 until Nov 1976. In Dec 1976 the plane was transferred to COMTRAWING 5 at NAS Pensacola, FL. In Jun 1978 the T-28 moved to its final duty station, NAS Corpus Christi, TX, where it flew with TRARON 27 “Boomers” until it retired from service in Jan 1984. The aircraft retired to the Military Aircraft Storage and Disposition Center (MASDC) at Davis-Monthan AFB, AZ.
The aircraft was purchased by a private individual and restored to flying condition, and subsequently sold to the Trojan Phlyers Corporation in 2000. This aircraft is the heaviest and most stable of the two Trojan Phlyers’ aircraft, therefore it is normally used as the lead aircraft in the formation demonstration.
North American T-28 Trojan Background:
Immediately following World War II, the DoD tapped into the expertise of the North American Aviation Company to develop the next generation, high-performance, advanced primary flight trainer to serve as a successor to the T-6 Texan, also built by North American Aviation. The result was the T-28 series of aircraft.
The first flight of the T28 prototype was in September of 1949, and the first model of the T28– the T-28A—entered service with the U.S. Air Force in April of 1950. A Wright R-1300, 800 horsepower engine with a two-bladed propeller, powered the T-28A. North American built 1,194 “A” models for the Air Force, who used them from 1950 to 1956, and the Air National Guard continued to use them until 1959.
The U.S. Navy was so impressed with the rugged Trojan that in 1952, the Navy contracted North American Aviation to build an improved version of the Trojan for Navy primary flight training. That improved version of the Trojan turned out to be the T-28B with a more powerful Wright Cyclone R-1820 engine with 1425 horsepower and a three-bladed propeller.
In addition to the “B” model, the T-28C was built for the Navy starting in 1955. The “C” model was equipped with a smaller diameter propeller and a tail hook to allow aircraft carrier landings. The Navy flew a total of 489 “B” models and 299 “C” models for primary flight training and initial carrier qualifications. The service continued to use the aircraft until 1984.
In 1959, several hundred surplus “A” models were shipped to France where they were modified by Sid Aviation for the French Air Force. The French modifications included a bigger engine, structural improvements, and armament capabilities resulting in what is commonly known as the T-28S (Sud), T28F, or just the Fennec. After success in the counterinsurgency role in Algeria in the early sixties, these 245 Fennec aircraft continued to serve France for many years.
In 1962, North American began supplying a different model of the T-28 – the T-28D—to the U.S. military for combat in Southeast Asia. The T-28D had six underling hardpoints able to accept a variety of weapons from gun pods and rockets to napalm and 500-pound bombs. The 385 “D” model aircraft were used extensively throughout the war zone, including the USAF “Raven” Forward Air Controllers in Laos.
Altogether, North American produced over 2000 T-28’s that were used by some 27 different countries around the world. Of those 2000 aircraft built, there are about 400 still flying worldwide.
The Trojan started with the USAF in 1950 and ended with the USN in 1984 after 34 years of flying. But that doesn’t mean it’s done flying. A search on the internet shows one can purchase a T-28 for as little as 90K.
Concerning modern T-28 ownership, Courtesy Aircraft Sales had very interesting insight: It looks, sounds, and performs comparably to a WWII fighter at a fraction of the cost. With its two roomy cockpits, tricycle landing gear, huge flaps, and superb flying characteristics, general aviation pilots can readily learn how to operate this aircraft [and without the enormous expenses typically associated with a WWII fighter]. In addition, maintenance and parts availability remains reasonable with plenty of technical support available.
For less than 10% of what it costs to acquire a P-51 Mustang, you can find yourself flying in one of the most exciting and forgiving high-performance piston-engined aircraft available anywhere. Maintenance, operating and insurance costs are similarly minimal in comparison to the Mustang and other fighter-types as well.
Cost of Operation and Maintenance:
The only scheduled maintenance required for the T-28, other than oil changes, is an annual condition inspection. A recent survey of maintenance facilities found that the range of flat rate labor for the annual runs 50-60 hours. This assumes a reasonably well maintained aircraft that has already been through several civilian annuals (as is the case for most T-28’s). As this is a U.S. designed, built, and operated aircraft, any well equipped local shop can maintain these aircraft by using a combination of available manuals and technical advice from a variety of sources.
Insurance remains reasonable with a liability policy around $1,000 per year and hull coverage adding about 2% per year of the hull value. Several underwriters are aggressively offering coverage as the safety and claims records are outstanding.
Certification Basis:
Almost all T-28’s are FAA licensed Experimental-Exhibition category, which allows for proficiency flying and air events. All non-air event flights are considered proficiency flights, and the only restriction is use for compensation or hire is not allowed. In addition, an FAA T-28 “type rating” is required with the prerequisite of a private pilot’s license, and a minimum of 500 flight hours. All ground and flight instruction for the issuance of the T-28 rating is performed at our facility with average check out times of 6 – 10 hours over a 2-3 day period. Courtesy Aircraft can also arrange an examiner for the check ride. The T-28 rating is permanent and is listed on the pilot certificate.
Interview:
Here’s what it’s like to own and fly a T-28 from Chip Lamp, lead pilot of the Trojan Phylers:
– Please explain the smoke system – (what type oil, how much is used, when not to use it etc.) We have added a 10 gallon tank in the aft section of the aircraft that is filled with light grade smoke oil. A pump is activated from the cockpit that pumps oil into an exhaust stack thereby producing smoke. We would want to stop smoking if we have an emergency.
– If there are any modifications to the aircraft otherwise, what are they? Other than the smoke oil system, the only other modification we have in our aircraft is a second radio that allows us to talk to each other while monitoring the air show Airboss.
– It sounds like you can act as a solo demonstration. How does that differ from you two-ship routine? Our two-ship demo has both formation and solo maneuvering included, so there isn’t much difference except that the solo routine is easier to fly than the formation routine.
– What is the maximum distance your team has traveled to perform, and what is the ideal range? We have performed from coast to coast and from Acapulco, Mexico to Wisconsin. The closer to Texas is better for us, as the travel cost for fuel is high and will probably get higher.
– What are the top 3 maintenance concerns for these T-28s? Is part sourcing very difficult? Where would Phased Inspections (or equivalent) take place? Right now the most pressing concern for any T28 owner is the time it takes to overhaul an engine. Some parts are hard to find, so we try to have options for finding parts. Our yearly conditional inspections take place in our hangar in Texas.
– What is the process to get airshow demonstration certification/approval? What if you just want to change some airshow maneuvers? There is a formal process to get certified to fly at air shows. That process includes multiple practices supervised by an instructor followed by a recommendation to take an evaluation by an industry recognized evaluator. All new air show pilots start off at an 800’ level, and over time, with multiple air show performances, another evaluation may move down to 500’, then 250’, and eventually to surface level. Maneuvers can be changed at the performer’s discretion, as long as the performer was certified for that maneuver.
– What are some techniques involved with 2-ship formation and maneuvering flying? (Trim tab adjustments, constant rudder use, key phrasing on the mic, comm-out body gestures? Etc.) All of my maneuvers as the leader have to be consistent, smooth, and are flown in a known sequence. I don’t trim with a wingman on my wing, and any rudder input has to be smooth. I do use voice commands on the radio to prepare my wingman for the next flight control input. We do have a comm-out procedure should we lose radio communication.
– What has been your most concerning IFE in the Trojan? Over the 22 years of flying the Trojan, I’ve had three occasions when the engine starter running rough.
– For a performance outside of home station, what all can you take with you in and on the plane? (storage tanks, parts, smoke oil, extra needed items etc). What all, if anything, would have to be shipped ahead otherwise? When we travel, we carry a tool kit that has an assortment of tools that experience has shown we might need to fix a problem on the road.
– Would you like to comment on how it handles verses other types of aircraft you have flown? The T28 is the only warbird I have flown, but it has a nice solid feel to the flight controls and the powerful (1425 HP) engine gets your heart racing.
– How long would you like for this team to continue in the future? Not putting a time limit on the team.
– Are hired rides offered or allowed in your T-28s? (if so, how much?) We do not offer hires for sale.
– Do you practice your show right over Mid-Way Regional? No. We have an established surface level Aerobatic Practice Area 18 south of the airport.
– There is a photo of a Trojan Phlyer with two Blue Angels off your wing. What did it take to get that to happen? The photo of me flying with the Blue Angels was a promotional photo promoting an air show in Waco, Texas.
The T-28 Trojan – what started as a vehicle for mass training, now offers access to private ownership. Become a part of the warbird legacy!
