Beechcraft Harvard II CT-156
The Beechcraft T-6 Texan II is a single-engine turboprop aircraft built by the Raytheon Aircraft Company (which became Hawker Beechcraft and later Beechcraft Defense Company, and was bought by Textron Aviation in 2014). A trainer aircraft based on the Pilatus PC-9, the T-6 has replaced the United States Air Force's Cessna T-37B Tweet and the United States Navy's T-34C Turbo Mentor. The T-6A is used by the United States Air Force for basic pilot training and Combat Systems Officer (CSO) training, the United States Navy and United States Marine Corps for primary Naval Aviator training and primary and intermediate Naval Flight Officer (NFO) training, and by the Royal Canadian Air Force (CT-156 Harvard II designation), Greek Air Force, Israeli Air Force (with the "Efroni" nickname), and Iraqi Air Force for basic flight training. The T-6B is the primary trainer for U.S. student naval aviators (SNAs). The T-6C is used for training by the Mexican Air Force, Royal Air Force, Royal Moroccan Air Force, and the Royal New Zealand Air Force.
The CT-156 Harvard II is a variant used for pilot instruction in the NATO Flying Training in Canada (NFTC), located at 15 Wing, Moose Jaw, Saskatchewan. They are leased to the Royal Canadian Air Force by the program's administrator, CAE. NFTC's Harvard II aircraft are almost identical in cockpit layout and performance to the American JPATS Texan IIs. Within NFTC, students fly the Harvard II in Phase 2 and 3 of the training program, and some will go on to fly the CT-155 Hawk jet trainer also used by NFTC for Phase 4 (Moose Jaw) and Phase 5 Fighter Lead-In Training (4 Wing, Cold Lake, Alberta). NFTC had 25 Harvard II aircraft owned and maintained by Bombardier, although one was lost following a non-fatal crash in 2011. CAE took over the program in 2015. Wikipedia
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RCAF Web Page
CT-156 Harvard II Kestrel Publications
CASPIR Aircraft Groups:
RCAF Leased (26)Harvard II 156101
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156102
2000-June-09 Taken on Strength Delivered to Canadian Forces 2019-08-20
2014-January-24 Struck off Strength Cat “A” write-off 2021-12-02
Harvard II 156103
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156104
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156105
Owned by MilitAir Inc, leased to Canadian Forces. Used by No. 2 Canadian Forces Flying Training School at CFB Moose Jaw, Saskatchewan. Seen at Portland, Oregon in May 2006. Visited Muskoka, Ontario airport in July 2007. On display at Abbotsford, BC air show, August 2007. On display at Barksdale, Louisiana air show in May 2008.
On Jan27, 2017 this a/c was on an instructional flight to practice visual sequences including basic aerobatics. The two crew members consisted of a QFI in the rear seat, and a student pilot (SP) in the front seat, who was the pilot flying. During the pull up into an aerobatic sequence, the QFI was not satisfied with the manoeuvre’s progress and instructed the SP to recover. The QFI expected the SP to execute a nose high unusual attitude recovery, however, the SP selected the power control lever (PCL) to idle as per the inadvertent departure from controlled flight checklist. The QFI then took control of the a/c and selected the PCL to full power, to continue with a nose high unusual attitude recovery. Due to the initial nose high attitude and the reduction of the PCL to an idle power setting, the airspeed dropped to 75 kts. The QFI then brought the PCL back to idle to reinitiate the inadvertent departure from controlled flight checklist. As the nose dropped to below the horizon, the QFI continued with a nose low recovery. A low oil pressure caution, followed by an engine CHIP light, illuminated on recovery and coincided with degraded engine performance. With the a/c below a forced landing glide profile for a return to base, an attempt was made to climb to an altitude where such a glide would be possible. The attempt was unsuccessful, and the engine performance continued to degrade, leading the crew to carry out a controlled ejection. One crew member sustained minor injuries during the ejection, and the a/c was destroyed in the subsequent ground impact. Kestrel Publications
2021-12-072000 Taken on Strength Delivered to Canadian Forces 2019-08-20
2017-January-27 Struck off Strength Cat “A” write-off 2021-12-02
Harvard II 156106
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156107
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156108
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156109
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156110
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156111
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156112
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156113
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156114
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156115
Owned by MilitAir Inc, leased to Canadian Forces. Used by No. 2 Canadian Forces Flying Training School at CFB Moose Jaw, Saskatchewan. Seen at McCarran Airport, Las Vegas on 24 April 2006. Seen at Windsor airport in June 2010, performing flybys during Red Bull air races. Seen at Orange county, California on 30 October 2011.
On Feb 12, 2016, two IPs in this a/c were conducting a night cross country proficiency flight to Hillsboro Airport in Oregon, USA. On final approach to Hillsboro Airport, IP2 selected the landing gear down and noticed the Nose Gear (NG) and Right Gear (RG) indicated down and locked, but the Left Gear (LG) did not indicate down and locked. A low approach was flown, and a climb was initiated in order to trouble shoot the landing gear problem. With the landing gear selected down the pilots noted that the Angle of Attack (AOA) indexer lights did not illuminate, (a secondary way to confirm gear down and locked). The pilots were not able to ascertain if the landing light or taxi light were illuminated (a tertiary way to confirm gear down and locked). The pilots did confirm the landing gear circuit breakers (CB) were in. The pilots then performed a landing gear lamp test for the NG, LG and RG, and observed all landing gear lights tested serviceable (three green) in both front and rear cockpits. The landing gear was cycled up, then down, resulting in the same unsafe LG indication. The Landing Gear Malfunction Checklist (LGMC) was completed in its entirety with IP2 reading the LGMC while IP1 flew the aircraft and carried out the actions, but at no time did the LG indicate down and locked. As per the LGMC, the landing gear was then cycled up, and all gear did indicate up and locked. In such situations, the LGMC recommends a gear up landing. IP2 made an emergency call to Portland Approach Control who then alerted emergency services. IP1 flew the gear up landing in a full flap configuration, and during the flare the Power Control Lever (PCL) was selected to off to reduce both propeller and engine damage. The landing was completed successfully at Hillsboro airport. The a/c slid 1,050 feet down the runway before coming to a stop. IP1 and IP2 egressed the a/c while emergency services arrived on scene. The investigation determined that the LG uplock switch failed internally, preventing completion of the electrical circuit to ground. A failure of this switch in the open position would not allow a LG down and locked indication, even though all gear actually were down and locked. The a/c suffered relatively minor Cat “D†damage. It was subsequently repaired and returned to service. Kestrel Publications
2021-12-072000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156116
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156117
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156118
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156119
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156120
Owned by MilitAir Inc, leased to Canadian Forces. Used by No. 2 Canadian Forces Flying Training School at CFB Moose Jaw, Saskatchewan. On display at Abbotsford, BC air show July 2004. Seen at Carp, Ontario in June 2006. At Burke Lakefront Airport in Cleveland, Ohio on 4 September 2006. On static display at Abbotsford air show in August 2015, with No. 3 Canadian Forces Flight Training School.
In 2016, as part of the 75th anniversary celebrations of the creation of the British Commonwealth Air Training Plan (BCATP) during the Second World War, this a/c was repainted in an overall yellow BCATP paint scheme. The a/c was painted to resemble an a/c flown by Pilot Officer John Gillespie Magee, Jr., the famed author of “High Flightâ€. Pilot Officer Magee completed his wings training on BCATP Harvards in June 1941 as a student at No. 2 Service Flying Training School, RCAF Station Uplands (Ottawa).
2021-12-072000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156121
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156122
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156123
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156124
2000 Taken on Strength Delivered to Canadian Forces 2019-08-20
Harvard II 156125
2002 Order Placed Order placed for additional aircraft 2019-08-20
Harvard II 156126
2002 Order Placed Order placed for additional aircraft 2019-08-20
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