The Texan's ancestry goes back to the North American NA-16 prototype which was first flown on 1 April 1935. In 1935, NAA submitted this design for the U.S. Army Air Corps Basic Trainer Competition. NAA also targeted the export market.[1]
Modified as the NA-26, it was submitted as an entry for a USAAC "Basic Combat Trainer " aircraft competition in March 1937. Based on the NA-18, but with a foot longer wingspan, it was the first of the NA-16 series with retractable gear. It was similar to the BT-9, but with a larger engine, the 550hp (410kW)Pratt & Whitney R-1340 Wasp, and could accommodate two .30in (7.62mm) guns.
With minor alterations, 177 unarmed NA-36s would enter service as the BC-1 with a R-1340-47 engine from 9 June 1937. Roughly 30 were modified as BC-1-I instrument trainers. The BC-1A (NA-55-1) followed as an armed version, primarily for Air Corps Reserve and National Guard units, and the 83 built could be equipped with a .30in (7.62mm) machine gun on the nose, and a flexible gun in the rear cockpit.
The US Navy received 40 NA-28 aircraft based on the BT-9, which it designated the NJ-1, as well as 16 NA-52s, designated the SNJ-1, 36 NA-65 as SNJ-2s, and 25 NA-79 also as SNJ-2s.[1]:33–44,214
In March 1937, the Commonwealth Aircraft Corporation of Australia purchased an NA-32 (NA-16-1A, with fixed undercarriage) and an NA-33 (NA-16-2K with retractible undercarriage) along with a manufacturing license. The first CAC Wirraway, based on the NA-33, flew on 27 March 1939, of which 755 were built.[1]:52–53
In August 1937, Mitsubishi Jukogyo K.K. purchased a single NA-16, NA-16-4R (NA-37), powered by the 450hp (340kW) Pratt & Whitney R-985-9CG, including manufacturing rights. A second N-16, NA-16-4RW (NA-47), powered by a smaller Wright engine, was ordered in December 1937. After being evaluated by the Imperial Japanese Navy, Kyusu and K.K. Watanabe Tekkosho chose to ignore the NAA design almost entirely, and built 176 of the somewhat similar K10W1 from 1941 to 1942 which the Allies gave the code name Oak.[2] After WWII, the Japanese Air Self Defense Force operated 195 Texans (9 T-6Ds, 11 T-6Fs, and 175 T-6Gs) and the Japanese Maritime Self Defence Force operated 62 (10 SNJ-4s, 41 SNJ-5s, and 11 SNJ-6s)[1]:56–57,214
According to Dan Hagedorn, "the BC-1A series may be regarded as the true beginning of the modern AT-6 series." In December 1938, the British Commonwealth started receiving the first of 400 Harvard Mark Is (NA-49), for use in the Central Flying School. They were powered by the 600hp (450kW) Pratt & Whitney R-1340-S3H1 Wasp. In May 1939, the Royal Canadian Air Force (RCAF) ordered 30 Harvard Mark Is (NA-61). Then in November 1939, the British Purchasing Commission ordered the first of eventually 1275 Harvard Mark IIs (NA-66, NA-75, NA-76, and NA-81) for the Royal Air Force and RCAF.[1]:46,63–66,69,77–79,92,214
On 23 April 1939, NAA received a contract for 251 BT-14s and 94 AT-6s. The BT-14 (NA-58) was a fixed gear aircraft with a metal skinned fuselage 14 inches longer than the BT-9. In 1941, 27 BT-14s were refitted with the 400hp (300kW) R-985-11, and designated as BT-14A-NAs. In June 1939, NAA received an order for 94 AT-6-NAs (NA-59), powered by the wright R-1340-47 and able to mount two .30in (7.62mm) machines guns.[1]:46–47,73–74,214
The USAAC AT-6A, and the U.S. Navy SNJ-3, were based on the NA-77 and NA-78 designs. Pratt & Whitney R-1340-49 Wasp radial engine powered the USAAC aircraft, while R-1340-38s powered the Navy aircraft. The USAAC received 1847 AT-6As, and the Navy received 270 SNJ-3s.[1]:80–91,214
The AT-6B (NA-84) was built for armament training, and could mount a .30in (7.62mm)machine gun on the right nose cowl, right wing, and in the rear cockpit, and could carry a light bomb rack. The aircraft was powered by the 600hp (450kW) R-1340-AN-1 engine. The USAAC received 400.[1]:93–97,214
The NA-88 design was used to build 2970 AT-6Cs (747 of which went to the British Commonwealth as Harvard IIas), 2401 SNJ-4s, 2604 AT-6Ds (537 of which went to the British Commonwealth as Harvard IIIs), and 1357 SNJ-5s. The first AT-6C aircraft was delivered on 12 February 1942. The 12-volt electrical system was changed to a 24-volt system in the AT-6D, for standardization amongst the service. The AT-6D, which was also armament capable, and early versions included a wing gun camera, and a high-pressure oxygen system. The AT-6D used two toggle starter switches, rather than the foot pedal starter, and the first AT-6D was delivered on 22 July 1943. The Navy received an additional 630 AT-6Ds direct from the USAAF, redesignating them SNJ-5s, for a total of 1987. Similarly, the NA-121 design was used to build the final wartime Texans, and included 800 AT-6Ds (of which 211 went to the Navy as SNJ-5s), and 956 AT-6Fs (of which 411 went to the Navy as SNJ-6s). They were capable of carrying a 20USgal (76L; 17impgal) centerline drop tank.[1]:98–128,214
From 1942, Canada's Noorduyn built 2557 R-1340-AN-1-powered Harvard IIs under license, paid for by USAAF Lend-Lease funds as the AT-16, but designated as the Harvard II.B. After WWII, many remained in service with the RCAF.[1]:122–124
The NA-168 series consisted of remanufactured AT-6s and SNJs for the USAF, starting in 1949. The Air Training Command received 641 aircraft, designated T-6G-NT, of which 416 eventually were sent to U.S. Military Assistance Program countries. U.S. National Guard units received an additional 50 aircraft, of which 28 eventually were sent to France. An additional 59 aircraft were Liaison/Trainer aircraft, designated LT-6G-NA, for the Korean War. These aircraft could be deployed with 2 detachable .30in (7.62mm) machine gun pods, and 4 HVARs, or 4 100lb (45kg) bombs, plus a 55USgal (210L; 46impgal) auxiliary drop tank. Alternatively, they could carry the gun pods and 12 2.25in (57mm) SCA markings rockets, or 6 100lb (45kg) bombs. The T-6G-NAs had a 140USgal (530L; 120impgal) fuel capacity, while previous models had a 110USgal (420L; 92impgal) capacity. The rear cockpit also had the same instruments as the front cockpit. Then, in 1951, the USAF placed an order for 824 T-6Gs, designated T-6G-1-NH, for the Air Training Command.[1]:139–153,214
In April 1951, the USAF ordered an additional 107 T-6Gs for the MDAP, designated NA-188. They placed an order for 11 training aircraft in March 1952, designated NA-195, and then a final batch of 110 aircraft in June for MDAP, designated NA-197.[1]:155–159,214
Operational history
A T-6 Harvard at an air show in 2023
The aircraft was mainly used for training, however in many cases it was also repurposed into combat roles. The aircraft served in a great many air forces around the world in the mid to late 20th century. After serving in air forces, it also went on to be displayed at air shows and museums as a warbird.
Combat use
The British used Harvards during World War II in North Africa, but not in a combat role. They were used extensively for preparing pilots in theatre for flying US aircraft types, whose handling and controls differed from British aircraft.
No. 74 Operational Training Unit (OTU) was formed at RAF Aqir in Palestine from ‘C’ Flight of 71 OTU who made various moves to Rayak in July 1942, Muqeibila in November 1942, and back to Aqir in February 1943. The RAF later handed over control to No. 203 Group RAF in May 1943. The unit disbanded in July 1945. Harvard AJ841 "Wacky Wabbit" – AJ 841 saw service with No. 154 Squadron RAF. Originally 154 Squadron were based just at RAF Fowlmere before they were deployed to the Middle East in 1942. Record cards for 154 Squadron show the squadron Harvard being flown by Flying Officer DC Dunn from Minnigh (Syria) to Ramat David (Palestine) on 12 February 1944.
Peru used its seven T-6 fighter bombers in the Ecuadorian-Peruvian War equipped with two 7.65mm (0.30in) guns, while carrying up to four 116lb (53kg) bombs.[1]:176–178 Twenty AT-6s were employed by the 1st and 2nd fighter squadrons of the Syrian Air Force in the 1948 Arab-Israeli War, providing ground support for Syrian troops, and launching airstrikes against Israeli airfields, ships, and columns, losing one aircraft to antiaircraft fire. They also engaged in air-to-air combat on a number of occasions, with a rear gunner shooting down an Israeli Avia S-199 fighter.[3]
The Israeli Air Force (IAF) bought 17 Harvards, and operated nine of them in the final stages of the 1948 Arab-Israeli War, against the Egyptian ground forces, with no losses. In the Sinai Campaign, IAF Harvards attacked Egyptian ground forces in Sinai Peninsula with two losses.
The Royal Hellenic Air Force employed three squadrons of British- and American-supplied T-6D and G Texans for close air support, observation, and artillery spotting duties during the Greek Civil War, providing extensive support to the Greek army during the Battle of Gramos. Communist guerillas called these aircraft "O Galatas" ("The Milkman"), because they saw them flying very early in the morning. After the "Milkmen", the guerillas waited for the armed Spitfires and Helldivers.
No. 1340 Flight RAF used the Harvard in Kenya against the Mau Mau in the 1950s, where they operated with 20lb (9.1kg) bombs and machine guns against the rebels. Some operations took place at altitudes around 20,000ft (6,100m)above mean sea level. A Harvard was the longest-serving RAF aircraft, with an example, taken on strength in 1945, still serving in the 1990s (as a chase plane for helicopter test flights—a role for which the Shorts Tucano's higher stall speed was ill-suited).
The T-6G was also used in a light attack or counterinsurgency role by France during the Algerian War in special Escadrilles d'Aviation Légère d'Appui (EALA), armed with machine guns, bombs and rockets. At its peak, 38 EALAs were active. The largest unit was the Groupe d'Aviation Légère d'Appui 72, which consisted of up to 21 EALAs.
On 16 June 1955, rebel Argentine Navy SNJ-4s bombed Plaza de Mayo in Buenos Aires, Argentina; one was shot down by a loyalist Gloster Meteor. Navy SNJ-4s were later used by the colorado rebels in the 1963 Argentine Navy Revolt, launching attacks on the 8th Tank Regiment columns on 2 and 3 April, knocking out several M4 Sherman tanks, and losing one SNJ to anti-aircraft fire.[6]
In 1957–58, the Spanish Air Force used T-6s as counterinsurgency aircraft in the Ifni War, armed with machine guns, iron bombs, and rockets, achieving an excellent reputation due to its reliability, safety record, and resistance to damage.
The Pakistan Air Force used T-6Gs in the Indo-Pakistani War of 1971 as a night ground-support aircraft, hitting soft transport vehicles of the Indian army. In the early hours of 5 December, during a convoy interdiction mission in the same area, Squadron Leader Israr Quresh's T-6G Harvard was hit by Indian antiaircraft ground fire and a shell fractured the pilot's right arm. Profusely bleeding, the pilot flew the aircraft back with his left hand and landed safely. The World War II-vintage propellered trainers were pressed into service and performed satisfactorily in the assigned role of convoy escorts at night.
The South African Air Force received their first T-6s in October 1942 to be used by the Joint Air Training Scheme. By July 1944, 633 Harvard Mk IIA T-6s and IIIs had been shipped to South Africa with another 555 (379 MkIIAs and 176 Mk IIIs) to arrive by October 1945. Another 65 (AT-6Ds and 30 T-6Gs) were ordered between 1952 and 1956.[7] The aircraft also saw some action during the South African Border war. The T-6 remained in service until 1995 as a basic trainer, mainly as a result of the United Nations arms embargo against South Africa's apartheid policies. They were replaced by Pilatus PC-7 MkII turboprop trainers.[8]
Research testbed
The Harvard 4 has been used in Canada as a testbed aircraft for evaluating cockpit attitude displays. Its aerobatic capability permits the instructor pilot to maneuver the aircraft into unusual attitudes, then turn the craft over to an evaluator pilot in the "blind" rear cockpit to recover, based on one of several digitally generated attitude displays.[9]
In the September 1944 issue of The Sportsman Pilot, USAAF Capt. Paul K. Jones' article stated, "The Six is a plane that can do anything a fighter can do—and even more. Naturally not as fast, she makes up for speed in her ease of handling and her maneuverability. She's a war machine, yes, but more than that she's a flyer's airplane. Rolls, Immelmans, loops, spins, snaps, vertical rolls—she can do anything—and do it beautifully. For actual combat, more guns, more speed and more power is needed. But for the sheer joy of flying—give me an AT-6."[1]:8–9
After World War II, the National Air Races established a unique racing class for the AT-6/Texan/Harvard aircraft; this class continues today at the Reno National Air Races each year.
The MB.81 was a French military aircraft built by Société des Avions Marcel Bloch as a flying ambulance since it was designed to carry one passenger, in or out of a stretcher. Developed in response to a government-sponsored competition in support of the new doctrine of "aerial first aid", it was employed exclusively in the overseas colonies, specifically Morocco and Syria. Unlike the MB.80 prototype, the MB.81 had a closed cockpit and a somewhat larger cargo space. This was the company's first design to reach production.
The North American Aviation NA-16 was the first trainer aircraft built by North American Aviation, and was the beginning of a line of closely related North American trainer aircraft that would eventually number more than 17,000 examples, notably the T-6 Texan family.
The Farman F.220 and its derivatives were thick-sectioned, high-winged, four engined French monoplanes from Farman Aviation Works. Based on the push-pull configuration proven by the F.211, design started in August 1925 and the first flight of the prototype was on 26 May 1932. The largest bomber to serve in France between the two world wars was the final F.222 variant. One variation was intended to be an airliner.
The Breda Ba.65 was an Italian all-metal single-engine, low-wing monoplane used by Aviazione Legionaria during the Spanish Civil War and Regia Aeronautica in the first half of World War II. It was the only Italian ground-attack aircraft that saw active service in this role. It saw service almost exclusively in the North African and Middle-Eastern theatre. In addition to more than 150 aircraft operated by the Italian forces, a total of 55 were exported and used by the air forces of Iraq, Chile and Portugal.
The Dornier Do 22 was a German seaplane, developed in the 1930s. Despite good performance, it was built only in small numbers and entirely for the export market. The type was operated in the Second World War by Finland, Greece and Yugoslavia.
The Latécoère 298 was a French seaplane that served during World War II. It was designed primarily as a torpedo bomber, but served also as a dive bomber against land and naval targets, and as a maritime reconnaissance aircraft. Of a sturdy and reliable construction and possessing good manoeuvrability, it was France's most successful military seaplane, and served throughout the war in various guises.
The ANF Les Mureaux 110 and its derivatives were a family of all-metal military reconnaissance aircraft developed and produced by the French aircraft manufacturer ANF Les Mureaux.
The Dewoitine D.27 was a parasol monoplane fighter aircraft designed by Émile Dewoitine in 1928.
The Morane-Saulnier M.S.225 was a French fighter aircraft of the 1930s. It was produced in limited quantities to be used as a transitional aircraft between the last of the biplanes and the first monoplane fighters.
The Potez XV was a French single-engine, two-seat observation biplane designed as a private venture by Louis Coroller and built by Potez and under licence by Podlaska Wytwórnia Samolotów and Plage i Laśkiewicz in Poland.
The CAMS 30E was a two-seat flying boat trainer built in France in the early 1920s. It was the first aircraft designed for CAMS by Raffaele Conflenti after he had been recruited by the company from his previous job at Società Idrovolanti Alta Italia (SIAI). It was a conventional design for the era featuring a two-bay equal-span unstaggered biplane wing cellule. The prototype was exhibited at the 1922 Salon de l'Aéronautique and evaluated the following year by the Aéronautique Maritime. The type's favourable performance led to an order of 22 machines for the French military and an export order of seven for Yugoslavia and four for Poland.
The CAMS 37 was a French 1920s biplane flying boat designed for military reconnaissance, but which found use in a wide variety of roles.
The Potez 540 was a French multi-role aircraft of the 1930s. Designed and built by Potez, it served with the French Air Force as a reconnaissance bomber, also serving with the Spanish Republican Air Force during the Spanish Civil War. Although obsolete as a bomber, it remained in service in support roles and in France's overseas colonies at the start of World War II.
The Loire 46 was a French single-seater fighter aircraft of the 1930s. A high-winged monoplane designed and built by Loire Aviation, it was purchased by the French Air Force. It was also supplied to the Spanish Republican forces during the Spanish Civil War, but was almost out of service by the outbreak of World War II.
The Caudron C.440 Goéland ("seagull") was a six-seat twin-engine utility aircraft developed in France in the mid-1930s.
The Caudron C.690 was a single-seat training aircraft developed in France in the late 1930s to train fighter pilots to handle high-performance aircraft. It was a conventional low-wing cantilever monoplane that bore a strong resemblance to designer Marcel Riffard's racer designs of the same period. Caudron attempted to attract overseas sales for the aircraft, but this resulted in orders for only two machines - one from Japan, and the other from the USSR. In the meantime, the first of two prototypes was destroyed in a crash that killed René Paulhan, Caudron's chief test pilot.
The FBA 17 was a training flying boat produced in France in the 1920s.
The Lorraine-Hanriot LH.10 was a family of training monoplanes built in France in the early 1930s, the most widely produced and well-known member of which was the LH.16, later known simply as the Hanriot H.16. It was a conventional parasol-wing monoplane with fixed tailskid undercarriage, the main units of which were mounted on outriggers attached to the wing struts. The pilot and instructor sat in tandem open cockpits.
The Wibault 7 was a 1920s French monoplane fighter designed and built by Société des Avions Michel Wibault. Variants were operated by the French and Polish military and built under licence for Chile as the Vickers Wibault.
Escadron de Chasse is a French Air and Space Force fighter squadron currently stationed at BA 188 Djibouti Air Base.
↑ Sipos, Milos; Cooper, Tom (2020). Wings of Iraq, Volume 1: The Iraqi Air Force, 1931-1970. Warwick, UK: Helion & Company Publishing. p.III. ISBN978-1-913118-74-7.
↑ Cooper, Tom (2017). Hot Skies Over Yemen, Volume 1: Aerial Warfare Over the South Arabian Peninsula, 1962-1994. Solihull, UK: Helion & Company Publishing. p.I. ISBN978-1-912174-23-2.
↑ Bridgeman, Leonard. "The North American Texan."Jane's Fighting Aircraft of World War II. London: Studio, 1946.p.251. ISBN1 85170 493 0.
Becker, Dave and Brent, Winston. AT-6 Harvard in South African Service (African Aviation Series No.1). Nelspruit, South Africa:, Freeworld Publications CC, 2000. ISBN0-9583880-2-4.
Bergèse, Francis. North American T-6 (in French). Rennes, France: Ouest France, 1979. ISBN2-85882-183-6.
Cooper, Tom; Grandolini, Albert (2018). Showdown in Western Sahara, Volume 1: Air Warfare over the Last African Colony, 1945-1975. Warwick, UK: Helion & Company Publishing. ISBN978-1-912390-35-9.
"Courrier des Lecteurs" [Readers' Letters]. Avions: Toute l'Aéronautique et son histoire (in French). No.109. April 2002. p.3. ISSN1243-8650.
Cortet, Pierre (January 1998). "Du NA-16 au T-6: les biplaces d'entrainement North American: première époque: les trains fixes" [From NA-16 to T-6: The North American Two-seat Trainer: The Fixed-gear Era]. Avions: Toute l'aéronautique et son histoire (in French). No.58. pp.32–37. ISSN1243-8650.
Cortet, Pierre (February 1998). "Du NA-16 au T-6: les biplaces d'entrainement North American: première époque: les trains fixes (2e partie)". Avions: Toute l'aéronautique et son histoire (in French). No.59. pp.28–35. ISSN1243-8650.
Cortet, Pierre (March 1998). "Du NA-16 au T-6: les biplaces d'entrainement North American: première époque: les trains fixes (3e partie)". Avions: Toute l'aéronautique et son histoire (in French). No.60. pp.37–42. ISSN1243-8650.
Cortet, Pierre (April 1998). "Du NA-16 au T-6: les biplaces d'entrainement North American: première époque: les trains fixes (4e partie)". Avions: Toute l'aéronautique et son histoire (in French). No.61. pp.32–34. ISSN1243-8650.
Cortet, Pierre (May 1998). "Du NA-16 au T-6: les biplaces d'entrainement North American: première époque: les trains fixes (5e partie: les NA-57 en France)" [From NA-16 to T-6: The North American Two-seat Trainer: The Fixed-gear Era (The NA-57 in France)]. Avions: Toute l'aéronautique et son histoire (in French). No.62. pp.22–29. ISSN1243-8650.
Cortet, Pierre (January 1998). "Du NA-16 au T-6: les biplaces d'entrainement North American: première époque: les trains fixes (6ème partie: les NA-57 de Vichy et de la France Libre)" [From NA-16 to T-6: The North American Two-seat Trainer: The Fixed-gear Era (The NA-57s of Vichy and Free France]. Avions: Toute l'aéronautique et son histoire (in French). No.58. pp.31–37. ISSN1243-8650.
Cortet, Pierre (July 1998). "Du NA-16 au T-6: les biplaces d'entrainement North American: première époque: à train fixe (dernière partie)". Avions: Toute l'aéronautique et son histoire (in French). No.64. pp.30–34. ISSN1243-8650.
Davis, Larry. T-6 Texan in Action (Aircraft Number 94). Carrollton, TX: Squadron/Signal Publications, Inc., 1989. ISBN0-89747-224-1.
Donald, David. American Warplanes of World War II. London:Aerospace Publishing, 1995. ISBN1-874023-72-7.
Fletcher, David C. and MacPhail, Doug. Harvard! the North American Trainers in Canada. San Josef, BC/Dundee, Ont: DCF Flying Books, 1990. ISBN0-9693825-0-2.
Hagedorn, Dan (1997). North American NA-16/AT-6/SNJ. North Branch, MN: Specialty Press. ISBN0-933424-76-0..
Hagedorn, Dan (2009). North American's T-6: a definitive history of the world's most famous trainer. North Branch, MN: Specialty Press. ISBN9781580071246.
Hamlin, John F. The Harvard File. Tonbridge, Kent, UK: Air-Britain (Historians) Ltd., 1988. ISBN0-85130-160-6.
Jesse. William. T-6 Texan, the Immortal Pilot Trainer. London: Osprey Publishing Ltd., 1991. ISBN1-85532-154-8.
Kohn, Leo J. The Story of the Texan (American Flight Manuals). Aviation Publications Co., 1975. ISBN0-87994-034-4.
MacPhail, Doug and Östberg, Mikael. Triple Crown BT-9: The ASJA/Saab Sk 14, A Pictorial Essay (in English/Swedish). San Josef, BC/Dundee, Ont: DCF Flying Books, 2003.
Marchand, Patrick and Takamori, Junko. North American T-6 et derivés (in French). Le Muy, France: Editions d'Along, 2004. ISBN2-914403-21-6.
Morgan, Len. Famous Aircraft Series: The AT-6 Harvard. New York: Arco Publishing Co., 1965.
Nicolle, David (December 1997). "Texans sur l'arabe: la 1ère victoire aérienne syrienne" [Texans over Arabia: The First Syrian Aerial Victory]. Avions: Toute l'aéronautique et son histoire (in French). No.57. pp.9–13. ISSN1243-8650.
Olrich, Walter and Ethell, Jeffrey L. Pilot maker; the Incredible T-6. North Branch, MN: Specialty Press, 1982. ISBN0-933424-34-5.
"Pentagon Over the Islands: The Thirty-Year History of Indonesian Military Aviation". Air Enthusiast Quarterly. No.2. n.d. pp.154–162. ISSN0143-5450.
Sapienza, Antonio Luis (January 1997). "Les North American T-6 "Texan" de la Force Aérienne Paraguayenne, de 1943 à nos jours" [North American T-6 Texans of the Paraguayan Air Force from 1943 to Today]. Avions: Toute l'aéronautique et son histoire (in French). No.46. pp.15–17. ISSN1243-8650.
Smith, Peter Charles. North American T-6: SNJ, Harvard and Wirraway. Ramsbury, Marlborough, Wiltshire, UK: The Crowood Press Ltd., 2000. ISBN1-86126-382-1.
Smith, Peter Charles. T-6: The Harvard, Texan & Wirraway – A Pictorial Record. North Branch, MN: Speciality Press, 1995. ISBN0-7603-0191-3.
Sonck, Jean-Pierre (January 2002). "1964: l'ONU au Congo" [The United Nations in the Congo, 1964]. Avions: Toute l'Aéronautique et son histoire (in French). No.106. pp.31–36. ISSN1243-8650.
Sonck, Jean-Pierre (February 2002). "1964: l'ONU au Congo". Avions: Toute l'Aéronautique et son histoire (in French). No.107. pp.33–38. ISSN1243-8650.
Spring, Ivan and Rivers, Reg. Colour schemes and special markings of the North American "Harvard" in service with the SAAF 1940 to 1995. Pretoria, SOuth Africa: Spring Air Publishers, 1996. ISBN0-9583977-3-2.
Starkings, Peter. From American Acorn to Japanese Oak – The tale of an unsung Japanese training aircraft with roots extending across the Pacific Ocean. Arawasi International, Asahi Process, September–December 2007, Issue 7.
Swanborough, Gordon and Bowers, Peter M. United States Military Aircraft since 1909. London:Putnam, 1963.
Vidal, João M. (September–October 1996). "Texans in Biafra: T-6Gs in Use in the Nigerian Civil War". Air Enthusiast. No.65. pp.40–47. ISSN0143-5450.
Wache, Siegfried. CCF Harvard Mk. IV (T-6) (series F-40 – Die Flugzeuge der Bundeswehr Nr.09) (in German). Buchholz, Germany: Buchholz Medien Verlag, 1989. ISBN3-935761-09-0.
This page is based on this Wikipedia article Text is available under the CC BY-SA 4.0 license; additional terms may apply. Images, videos and audio are available under their respective licenses.
