1942 CANADIAN CAR & FOUNDRY  HARVARD MK IV     T-6
SERIE N° CCF-4-237
CELULA TOTAL GRAL.: 2559.2 HS
PLANTA DE PODER:
PRATT & WHITNEY  R-1340-AN1  600 HP
TOTAL GRAL.: 1559.2 HS
DURG: 489.9 HS 
TBO: 1600 HS 
HELICE HAMILTON STANDAR DIVISION  12D-40-305
TOTAL GRAL.: 1559.2 HS
DURG: 00.0 
HABILITACION ANUAL VENCE : DICIEMBRE 2026 
CATEGORIA: EXPERIMENTAL - EXHIBICION 
EQUIPAMIENTO
AUDIO PANEL KING 
DUAL BENDIX KING KX155 COM/NAV  ILS
ADF KING KR 87
TRANSPONDER GARMIN 330
GPS GARMIN KLN 90
INFORMACION ADICIONAL
RESTAURADO COMPLETAMENTE EN USA 
LA INFORMACION FUE SUMINISTRADA POR SU PROPIETARIO
UBICACIÓN: ARGENTINA
VALOR: U$S 325.000.- 
SPECS: 
PERFORMANCE
Normal cruise speed is 155 MPH (30 GPH) at 8000 FT
The aircraft is stressed for aerobatics and is
capable of most maneuvers with the exception of sustained inverted flight, snap rolls, outside loops,
and inverted spins.
MODEL DIFFERENCES
The T-6/SNJ/Harvard aircraft have been produced in a number of model designations. Most of the
changes are small and do not affect today’s warbird operator. The following section is devoted to
discussing the most common differences.
Fuel Capacity- The T-6 has 110 gallons on all models except the T-6G and Harvard MK IV, which
have 140 gallons. With a cruise fuel burn of 30 GPH, 110 gallons is adequate for most operators.
Tail wheel steering/locking systems- The Navy type is lockable only. The pilot is able to lock the
tailwheel to a straight-ahead position for take off and landing. Steering is accomplished by differential
braking. The steerable type system (also called P-51 type) uses an interconnect from the rudder
pedals to the tailwheel steering system. This system allows the pilot to steer the aircraft by use of the
rudder pedals. Full forward stick movement unlocks this system. When unlocked the tailwheel
becomes full swivel and steering is again by differential braking. Either of these systems is adequate
for most civilian operators.
Hydraulic system- The original system incorporated a pilot controlled bypass. In order to use the
gear or flaps, a small button must first be pushed before activation of the system. This button
pressurizes the system and a time delay circuit depressurizes the system after approximately 45
seconds. Later aircraft (T6-G/Harvard MK-4) had a modified linkage that engaged the system
automatically. For practical purposes, either system is satisfactory. There are several variations in
other areas such as instrument panel layout and cockpit glass. Many aircraft have been modified to
incorporate various combinations of the above systems. For the most part, any of these systems work
well