AOPA Pilot Magazine - July 2013 - 76

meters per minute) but I estimate the T–34
climbs about 200 feet per minute faster at
this altitude. Advantage T–34.
We level at 11,500 feet to compare stall
speeds and slowly bring engine power to
idle. With the landing gear and flaps up,
the T–34’s nose drops just as airflow over
the CJ–6’s wings begins to buffet (at 115
kilometers per hour IAS or 62 knots). The
difference in stall speeds is slim, but the
CJ–6 wins fair and square. Advantage CJ–6.
To compare dirty stall speeds (VSO) we
lower the gear and flaps in both airplanes,
holding a line-abreast formation and gradually reduce engine power to idle. The T–34
drops full flaps and the CJ–6—which has a
two-position (up or down), pneumatically
controlled, split flap on its center section—
puts the flaps in the down position. In level
flight at idle power, the two airplanes stall
simultaneously at 58 KIAS. Draw.
We compare roll rates using full aileron deflection and coordinated rudder at
cruise speed, and both the T–34 and CJ–6
roll about 90 degrees per second. Draw.
“WORTH IT.” The T–34 reflects the west’s

emphasis on quality, craftsmanship, individuality (T–34 seats move up and down as well
as fore and aft) and exquisite control harmony. The CJ–6 shows the east’s focus on
ruggedness, mechanical durability, conformity (the seat doesn’t adjust at all), and the
necessity of operating in austere conditions.
The T–34B enjoys advantages in
speed, climb rate, comfort, visibility, baggage capacity, and handling qualities.
The CJ–6 is tough, simple, and virtually
unbreakable.Most T–34s are registered
as FAA Standard aircraft in Aerobatic or

T–34

A no-contest contest

Flash back to 1955 or so and put a Beech T–34 Mentor next to a Nanchang
CJ–6—Yak—whatever you want to call it, and you could pretty well predict
who was going to win the Cold War. Hey, Ronald Reagan, who needs the
“Star Wars” Strategic Defense Initiative to scare the Communists into submission when you have this match-up?
Just as the Bonanza, upon which the T–34 is based, looked like something
from the future compared to the Cessna 195—Cessna’s comparative “new”
offering at the time, the T–34 outpaces the CJ–6 in every way—performance,
training capabilities for next step up the performance ladder, and certainly
looks. Dave Hirschman tries to make a silk purse from the CJ–6’s sow’s ear
by pointing out the East Bloc airplane’s “simple” (prehistoric) systems and
ruggedness. As it turns out the T–34, like the Bonanza, is an amazingly rugged airplane in its own right with proven reliable systems, just fine for rough
strips, but really, when training to fly high-performance airplanes—the role
for these airplanes—how often will you be faced with such fields anyhow?
When’s the last time you had your F–16 on a grass strip?
Billy “Smitty” Smith’s stunning T–34 is primo example of the breed. Fully
restored to reflect what it looked like when the Navy took delivery in 1955—
right down to the placards—the Mentor is stunningly handsome and rugged.
Smith did give a nod to some modern avionics and, of course, knocked out
the original Continental O-470 for an IO-520-BB and a three-blade prop,
which allows the airplane to meet its full potential.
The much-hyped wing spar airworthiness directive is just a footnote in
the model’s long and glorious history of training military pilots for 50 years.
The piston and turbine variants continue in that role in many parts of the
world. As it approaches its sixtieth birthday, Smith’s airplane lives a pampered life at Baltimore-Washington International Airport where its owner
picks it up after stepping out of the left seat of an Airbus for a major airline.
“It’s a warbird you can own and operate on a Bonanza budget versus a
T–28 or T–6 that cost a lot to operate,” Smith reflects.
Indeed, the T–34 is a slice of Americana that reflects the nation’s post-war
dominance in aviation—and one that does so with a flair for wonderful
handling and good looks.
—Thomas B. Haines

Utility categories while CJ–6s and Yaks
fall under the “Experimental Exhibition”
category. A top-of-the-line T–34B can
fetch $200,000 while flying CJ-6s in
the United States typically range from
$60,000 to $140,000.
Smitty, the T–34 owner and pilot, flew
U.S. Army helicopters and U.S. Air Force
A–10 attack jets, and flies formation with
friends in T–34s as well as CJ–6s and

CJ–6

Yak–52s. Romaine is a U.S. Navy veteran
and former EA–6B Prowler flight officer.
“The CJs and Yaks are wonderful for the
T–34 community because they give us more
people and more complementary airplanes
to fly formation with,” Smitty said. “We may
have to slow down to accommodate them,
but so what? They’re worth it.”
AOPA
EMAIL dave.hirschman@aopa.org

T–34

32-foot, 10-inch wingspan

27 feet,
9 inches

25 feet, 11 inches

CJ–6
33-foot, 6-inch wingspan

9 feet,
7 inches

76 | AOPA PILOT July 2013

10 feet,
8 inches

AOPA Pilot Magazine - July 2013

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