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Airplane Stuff > AETCMAN 11-248 > Flashcards

AETCMAN 11-248 Flashcards

1
Q

1.15.2. In the event of intercom failure, the PF signals the desire to relinquish aircraft control by

A

smoothly pushing the rudder pedals in a back-and-forth motion, and the PNF assumes control by vigorously shaking the control stick. The pilot relinquishing control raises both hands in the air for the other pilot to see

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2
Q

1.16. Clearing. The three primary tools for clearing in the T-6 are

A

eyes, radios, and the Traffic Advisory System (TAS)

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3
Q

1.16.2. If the PNF sees a hazard, point it out to the PF, indicate left or right, a clock position, and relationship to the horizon (high, level, or low). For example

A

“traffic, right 2 o’clock low, 2 miles, tracking right to left.”

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4
Q

1.16.3. What separation is “well clear of other aircraft?”

A

500 feet

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5
Q

1.16.6.1. What are Choke Points in the Pattern? (military and civilian)

A

Military: 90-to-initial, VFR entry, closed downwind, high-to-low key, and the perch point.
Civilian: pattern entry, downwind, and final.

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6
Q

1.16.6.2. Consider using the “___” function of the TAS when in a climb and the “___” function when in level flight or descent.

A

above (climb)
below (descent)

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7
Q

1.20.3. Though there can be many techniques used to solve most problems, the use of the mnemonic A-A-B-C-D-E-F will help

A

A - Aircraft Control
A - Analyze the situation
B - Boldface
C - Checklists
D - Declare, with a plan
E - Egress/Ejection
F - Follow the Plan

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8
Q

1.20.3.1. A —Aircraft Control. “Maintain aircraft control”
Contact Phase?
Low-level navigation?
Formation?

A

In the contact phase, this may involve a contact recovery or out-of-control flight (OCF) recovery.
In low-level navigation, it may involve starting a climb to the top of the route.
In formation, it may involve calling knock it off (KIO) and taking the number 1 position.

During this step, describe how you will use the control stick, rudder, and power control level (PCL) to achieve a stabilized flight condition.

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9
Q

1.20.3.2.2. FEVER check for engine problems:

A

F - stands for fluctuating fuel flow. A properly working engine, at a constant PCL setting should not have fuel flow jumping around more than 10 pounds per hour (PPH).

E - stands for excessive interstage-turbine temperature (ITT). The
PMU, if still online, should limit the ITT in range; if not, you have a problem.

V - stands for visual signals. Smoke, flames, and oil on the windscreen are symptoms of engine problems.

E - stands for erratic engine operations.

R - stands for roughness. An engine making strange noises also
indicate problems.

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10
Q

1.20.3.2.3. If at any time during “analyze the situation” step you realize there may be signs of an impending engine problem,

A

perform the first four steps of the precautionary emergency landing (PEL) checklist (turn, climb, clean, check or “TCCC”)

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11
Q

2.2. Control Effects. Where do the three axes of rotation meet?

A

The pilot is the approximate pivot point about which all changes of attitude occur.

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12
Q

2.3. Use of Controls. Control forces are directly proportional to

A

airspeed and control deflection and provide feedback to the pilot

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13
Q

2.3.4.3. Proper hand placement on the PCL is critical to safe operations. Place the

A

palm of the hand on the PCL. Never place your wrist on the PCL

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14
Q

2.4.2. Trim tabs are small movable surfaces attached to

A

rudder and elevator

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15
Q

2.4.2 When trimming the ailerons the

A

entire control surface is moved to equalize the pressure

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16
Q

2.4.2.5. Trim in the following order:

A

rudder, elevator, ailerons

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17
Q

2.4.2.6. The trim aid device (TAD)

A

assists rudder trim to help maintain coordinated flight during power and airspeed changes

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18
Q

2.6.1. Slipstream Effect. As the power is increased by moving the PCL forward with the left hand, the right foot must

A

move forward to counter the yaw that is induced to the left. The amount of rudder movement is proportional to the amount and rate of PCL movement.

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19
Q

2.6.2. P-factor is another effect of the propeller. It is caused by? This occurs when?

A

AOA being higher on the downward-moving propeller blade than on the upward-moving propeller blade. This occurs when the aircraft’s thrust line is above the free airstream relative wind or at low speeds and high AOAs with power on.

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20
Q

2.6.3. Torque reaction in a propeller-driven aircraft acts opposite the direction of propeller rotation. In the case of the T-6, the aircraft tends to roll to the “___”, as a result of torque when power is increased, and the aircraft tends to roll “___” when power is reduced

A

Left (power increased)
Right (power decreased)

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21
Q

2.6.4. Gyroscopic Effect. Gyroscopic precession causes an applied force to

A

act in a plane 90 degrees from that in which it was applied (it is applied in the same direction as the rotation).

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22
Q

2.6.4. Gyroscopic Effect.
If the nose is yawed to the left, the nose tends to…
If the nose is yawed to the right, the nose tends to…
If the nose is pitched down…
If the nose is pitched up…

A

left -> pitch up
right -> pitch down
pitched down -> left yaw
pitched up -> right yaw

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23
Q

2.7.4.5. In clear flight conditions, devote approximately “” percent to outside references (and clearing) and “” percent to inside references (flight instruments).

A

80% outside
20% inside

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24
Q

2.9.1.5. if the PCL is retarded to slow from 200 to 120 KIAS in level flight, the nose of the aircraft

A

drops to seek 200 KIAS. Back stick pressure is required to maintain level flight until nose-up trim relieves the back stick pressure and left rudder will be necessary to accommodate the for the power decrease.

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25
Q

2.10.1. A shallow turn is a turn of approximately

A

30 degrees bank or less

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26
Q

2.10.1. A steep turn is a turn of approximately

A

45-60 degrees bank or greater

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27
Q

2.10.1.2. T-6 reference commonly used to maintain a level turn.

A

Dragging the TAS antenna, located just in front of the windscreen, across or slightly below the horizon (depending on seat height)

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28
Q

2.10.1.4. To correct nose-low (or nose-high) attitudes in a steep turn,

A

reduce (or increase) the AOB with coordinated aileron and rudder pressure. Cross-check the VSI to detect nose-low or nose-high attitudes.

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29
Q

2.10.1.5. Rollout from a turn is much the same as the entry

A

Apply aileron and rudder pressure in the direction of the rollout (toward the high wing).

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30
Q

2.10.1.6. Lead point for turns.
45º or greater:
45º or less:

A

10º of lead point
5º of lead point

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31
Q

2.11.1. Adverse yaw is

A

the tendency of the aircraft to yaw away from direction of aileron input. Increased lift on the up-going wing causes more induced drag, which retards forward movement of that wing

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32
Q

2.11.2. Adverse yaw is overcome by use of the rudder. Use rudder input as long as

A

the bank is changing. Aileron drag effect is present during recovery from a turn as well as during the entry.

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33
Q

2.12.2. Skids are dangerous due to

A

the possibility of inadvertent roll at slow airspeeds

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34
Q

2.12.3. Indication of a slip is when the slip indicator ball displaces to

A

the inside of the turn

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35
Q

3.2.3.1. Where does the walkaround checklist begin and how does it flow?

A

behind the left wing and moves about the aircraft in a clockwise direction.

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36
Q

3.2.2. Before Exterior Inspection. After opening the canopy, ensure that

A

both seat pins are installed and the ISS is in solo before proceeding with the inspection. Before turning on the battery, ensure that cockpit switches are positioned properly and that the prop area is clear.

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37
Q

3.9.1. When the before-taxi checklist is complete

A

clear to the front and rear; then signal the crew chief when ready to taxi IAW local procedures.

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38
Q

3.9.1. When parked under sun shelters, slowly pull out from the shelter

A

before checking brakes

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39
Q

3.9.1. After a successful brake check, the PF states,

A

“My brakes check, check yours.”

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40
Q

3.9.3. Normal taxi speed should not exceed (in congested and uncontested areas?)

A

5-7 Knots in congested
15 knots in uncongested

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41
Q

3.9.7. Prepare for takeoff and departure while taxiing in uncongested areas. A widely used acronym is R-
NEWS:

A

R —Receiver Autonomous Integrity Monitoring (RAIM). Check RAIM and fault detection and exclusion (FDE) on the STAT 2 page

N —NAVAIDs/Needles. Ensure electronic horizontal situation indicator (EHSI) is set for departure (including NAVAIDs, course selected, and heading set marker).

E —Emergencies. Review actions for abort or engine failure on takeoff.

W —Weather/Winds. Consider weather impact on departure and emergency recovery options.

S —Standard Instrument Departure (SID)/Departure Procedure (DP). Review departure, open in-flight publications to required page

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42
Q

4.2. Lineup Check. A common technique to remember the checklist steps is the acronym TP PLAN:

A

T – TAS. Set TAS to NORM (if applicable).

P —Panel. CWS panel shows normal lights.

P —Probes. Turn on the anti-ice probes.

L —Lights. Ensure all exterior lights are on.

A —ALT. Select the ALT mode on the transponder.

N —NWS. Deselect NWS after the aircraft is aligned with the runway.

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43
Q

4.3.2.1. Airspeed – rotate at “ ___” with no wind or add “______” on takeoffs

A

85 knots
add 1/2 the gust factor to a maximum of 10 knots

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44
Q

4.3.3. Procedure. Do not accept takeoff clearance until?

A

ready for takeoff and the departure

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45
Q

4.3.3.1. Static Takeoff. Clear down the runway and advance the PCL to “_____” before coming to a stop

A

25 to 30% Torque

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46
Q

4.3.3 How long to wait after applying max power to check engine instruments?

A

Approx. 3 seconds

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47
Q

4.3.3.3. Takeoff Roll. Without any crosswind, you will need to deflect the control stick

A

to the right slightly to compensate for the torque generated at MAX power

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48
Q

4.3.3.3. Takeoff Roll. At 60 knots…

A

check that actual torque at least matches minimum power calculated during the Before Takeoff checklist.

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49
Q

4.5. After Becoming Airborne. Retract the gear and flaps when?

A

safely airborne with a positive climb rate, the engine is stabilized in MAX, and the engine instruments are checked within limits

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50
Q

Gear and flap retraction should be a conscious, deliberate act. Before moving the gear handle, the PF makes an intercockpit “______” call

A

Gear Clear

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51
Q

4.8. Turns After Takeoff. Climb straight ahead until

A

past the departure end of the runway (EOR) (or as directed)

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52
Q

4.8. Attain a minimum of what airspeed and altitude before the first turn after takeoff?

A

140 KIAS and 400 feet above ground level (AGL) (or per local directives)

*400 AGL restriction does not apply to the VFR pattern

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53
Q

4.9. Climbs. Initiate the climb check passing?

A

10,000 feet MSL

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54
Q

4.9.3.1. Straight Climb from Level Flight. A climb attitude of 12.5 degrees nose-high results in a climb gradient of approximately

A

1000 ft per NM

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55
Q

4.9.3.3. Level off. The standard method to achieve a smooth level off is to use a lead point that is approximately

A

10% of the VSI

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56
Q

4.9.3.3.1. Operations Check. Conduct an Operations Check (ops check) at

A

initial level-off

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57
Q

4.9.3.3.2. Ops Check Technique. Perform an ops check approximately

A

every 15 minutes while accomplishing area work. Using the stopwatch feature of the clock or accomplishing a check on the quarter hour (for example, 1415, 1430, 1445, etc.) can help ensure checks are accomplished in a timely manner

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58
Q

5.1 In any traffic pattern, what is the primary visual reference?

A

the runway

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59
Q

5.2.4.2 Before the traffic pattern entry point, use the GUTS check:

A

G - GPS: Select useful waypoint and omni-bearing selector (OBS) to runway heading

U - UHF/VHF: Set to proper frequencies

T - TAS: Set range that aids clearing

S - Squawk: Appropriate code

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60
Q

5.2 What is letdown?

A

Letdown is the transition from the enroute structure to the traffic pattern

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61
Q

5.3 How do you adjust final approach and touchdown speeds in gusty winds?

A

Add 1/2 the gust spread for a maximum of 10 knots

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62
Q

5.3 Normally touch-and-go landings are practiced with flaps in what position?

A

Takeoff

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63
Q

5.3.1 Final turn and on final airspeed for Gear - Down, Flaps - LDG?

A

110 and 100

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64
Q

5.3.2 Final turn and on final airspeed for Gear - Down, Flaps - TO?

A

115 and 105

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65
Q

5.3.3 Final turn and on final airspeed for Gear - down, Flaps - up?

A

120 and 110

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66
Q

5.5 Airspeed and power setting for initial?

A

200 KIAS and 50% + altitude

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67
Q

5.6.3.1 The break zone is between

A

the approach end and 3,000 feet down the runway

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68
Q

5.6.3.2 Procedure for the break. Smoothly roll into how much bank and reduce the PCL to what setting?

A

45-60 degrees of bank and approx 10% PCL

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69
Q

5.6.3.2 What kind of turn is the break?

A

A level decelerating turn

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70
Q

5.6.3.3 On inside downwind, continue to slow to what airspeed?

A

120 (minimum) to 150 KIAS

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71
Q

5.7.3.1 On inside downwind, with airspeed below 150 KIAS, what callout is required?

A

“Gear clear”

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72
Q

5.7.3.3 With the gear down and flaps TO, what power setting will maintain 120 KIAS minimum?

A

35% (45% for LDG and 30% for No-flap)

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73
Q

5.7.3.4 No wind spacing on inside downwind is approximately?

A

0.7 to 1.0 mile

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74
Q

5.7.4.1 Upon arrival on inside downwind, a common pneumonic is TTTT

A

T - Torque: 10-20%
T - Track: adjust for wind
T - Talk: radio call
T - Trim: as required while slowing down

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75
Q

5.8.1 What is the final turn?

A

A descending 180-degree turn to align the aircraft with the runway. The final turn is complete when wings level on final

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76
Q

5.8.2 For a no-wind pattern, the desired perch point is?

A

When the runway threshold is 45 degrees off your shoulder

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77
Q

5.8.3.1 Confirm aircraft configuration (flaps and gear) prior to when?

A

The perch

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78
Q

5.8.3.2 Begin the final turn (perch point) to allow for what kind of final?

A

1/2 to 3/4 mile final (assuming no wind)

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79
Q

5.8.3.3 Pattern status permitting, you should break out from inside downwind using local procedures if:

A

Another aircraft in the final turn is not in sight.
A straight-in is inside 2 miles and not in sight.
An ELP is inside low key and normal spacing cannot be maintained. Pattern spacing cannot be maintained within the normal ground track. Not properly configured by the perch point.

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80
Q

5.8.3.4 Start the final turn by adjusting power, lowering the nose, and rolling into how many degrees of bank?

A

30 degrees

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81
Q

5.8.3.5 When able after starting the final turn, what call should be made?

A

Gear down

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82
Q

5.8.3.6. Cross-check airspeed with AOA. At higher aircraft weights, what kind of airspeed may be required to maintain AOA on-speed indication?

A

Higher airspeed

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83
Q

5.8.3.7 In the final turn, plan to use no more than how much bank? However, never exceed how much bank? Why?

A

30 degrees and 45 degrees (b/c increasing bank angle increases stall speed)

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84
Q

5.8.3.8 Approximately how far from the runway should you be once you roll out on final?

A

1/2 to 3/4 of a mile

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85
Q

5.8.3.8 What is the desired glide path on final?

A

3 to 4 degrees

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86
Q

5.8.4.1.1 When you “Pitch, Power, Roll” at the perch point, what should each of those parameters be for a normal landing?

A

Pitch: 2/3 ground 1/3 sky
Power: 15%
Roll: 30 degrees of bank

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87
Q

5.8.4.3 Halfway through the final turn (when perpendicular to the runway), altitude should be roughly “___” for a 1,000 foot pattern?

A

600 feet AGL. This allows for a 1/2 mile final at 200 feet AGL

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88
Q

5.9.3.2. The aimpoint is usually about “___” feet short of the intended touchdown point. The aimpoint is usually the?

A

500 feet short
runway threshold

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89
Q

5.9.3.3 Can you land the T-6 with crab?

A

No, you cannot land the T-6 with crab

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90
Q

5.9.3.4 At higher aircraft weights, how should the airspeed vary on final to maintain an on-speed (amber donut)?

A

Airspeed should increase with aircraft weight on final (by 3-5 knots)

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91
Q

5.10.3.2 For a straight-in approach, descent to “___” feet AGL before the “____” mile radar point

A

500 feet AGL before the 5-mile radar point

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92
Q

5.10.3.3 For a straight-in approach, configure the aircraft prior to which point?

A

The 2-mile point

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93
Q

5.10.4.1 Straight-in technique. With flaps landings or takeoff, when should you begin the descent to the runway?

A

When the threshold of the runway (the aim point) is in the lower 1/3 of the windscreen

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94
Q

5.10.4.2 Using the GPS for a straight-in approach, how far away should you begin your descent?

A

1.25 and 1.67 miles from the aim point (3 to 4 deg glide path from 500 ft AGL)

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95
Q

5.11.3.2.2 Ensure the PCL is positioned where at touchdown?

A

Idle

96
Q

5.11.3.3 After touchdown on a full-stop landing, wait until below what airspeed before relaxing back stick pressure?

A

80 KIAS

97
Q

5.11.3.3.1 When slowing to a full stop using smooth brake pressure, what should you be doing with the stick?

A

Increasing back stick pressure (This increases weight on the main gear and helps prevent the nose gear from digging in, however, do not allow the nose gear to lift off the runway)

98
Q

5.11.3.3.3. Confirm N1 reduction from 67 to “____%” shortly after main gear touchdown (~4 secs)

A

60-61% N1

99
Q

5.11.3.3.4. A good technique is to check for airspeed below 60 KIAS with “____” feet of runway remaining and below 40 KIAS with “____” feet of runway remaining to alleviate the need for excessive braking at the end of the runway.

A

2000 feet and 1000 feet

100
Q

5.11.3.3.5. Select NWS after landing when the aircraft is?

A

at a normal taxi speed and the rudder pedals are centered

101
Q

5.11.3.4. When landing on alternate sides of the runway, plan to land?

A

near the center of the runway (main gear to wingtip on the centerline)

102
Q

5.11.3.4 The side of the runway closest to normal turnoff routes is known as the “____”; the side away from the normal turnoff is the “____”

A

closest to normal turnoff routes is the cold side
away from normal turnoff is the hot side

103
Q

5.11.4.1 Roundout technique. Approximately 1000 feet short of the aimpoint, reduce the power to approximately?

A

10% torque (about a knob width)

104
Q

5.11.4.1.2. During the round out, approximately 2 seconds after power is reduced (500 feet from aimpoint), you should shift your aimpoint to?

A

The End of the Runway

105
Q

5.11.4.1.3. During the round out, begin further power reduction as aim point is shifted. The earlier power reduction,

A

the slower the rate will be

106
Q

5.11.4.2.1. When flaring, apply back stick pressure at the same rate that the aircraft settles toward the runway, ultimately achieving the same pitch picture as?

A

Takeoff

107
Q

5.12.2 After touchdown on a touch-and-go, advance the power to? Lift off at what airspeed?

A

Advance the power to MAX and lift off at ~85 knots

108
Q

5.12.3.1 When should you apply MAX power during a touch-and-go?

A

At main gear touchdown

109
Q

5.12.3.1 How much back stick pressure is required during the touchdown on a touch-and-go?

A

Lower the nose to attain the takeoff pitch picture, but maintain sufficient back stick pressure to keep the nose gear off the runway

110
Q

5.12.3.3. When do you perform the after-takeoff checklist following a touch-and-go?

A

When safely airborne with good engine indications, expected torque, and a visual climb from ground

111
Q

5.12.3.4. The elevator trim required for final and landing may cause “______” during a touch-and-go. To compensate for this, “______” may be required.

A

The elevator trim required for final and landing may cause premature lift-off as power is applied. Forward control stick pressure may be required to compensate for the tendency of the nose to pitch up.

112
Q

5.13.2 What is the minimum airspeed and maximum bank angle for the closed traffic turn?

A

140 KIAS minimum and 90 degrees bank maximum

113
Q

5.13.3 What is the procedure for a closed pull-up?

A

-At 140 KIAS minimum and according to local directives, request clearance for a closed traffic pattern.
-When approved, clear and advance the PCL smoothly as required and start a climbing turn to the closed downwind leg, initially using approximately 45-60 degrees of bank. Closed downwind leg displacement should be the same as established with an overhead break.
-Approaching pattern altitude, reduce power to prevent acceleration.
-On closed downwind reduce power to maintain 140-150 KIAS until mid-field or as directed locally.

114
Q

5.13.4.1 Technique for the closed turn. Begin a climbing turn and pull the nose up until horizon is?

A

Between the rudder pedals

115
Q

5.13.4.2 Technique for the closed turn. Lead the level-off on inside downwind by retarding the PCL to approx. “_____” As a guide, begin power reduction “_____” feet below pattern altitude for every “_____” KIAS in excess of 140 KIAS. For example, if airspeed is 180 KIAS, start power reduction “_____” feet below pattern altitude

A

Lead the level-off on inside downwind by retarding the PCL to approximately 20 percent torque. As a guide, begin power reduction 100 feet below pattern altitude for every 10 KIAS in excess of 140 KIAS. For example, if airspeed is 180 KIAS, start power reduction 400 feet below pattern altitude.

116
Q

5.14.1 How do you discontinue a pattern before the break? What is the radio call?

A

Straight Through on Initial. To discontinue a pattern before the break, continue (carry) straight through at pattern altitude and 200 KIAS (according to local directives). At end of normal break zone, make radio call (for example, “Texan 11, break point straight through”). At the departure end (or according to local directives), turn crosswind. Clear for aircraft turning crosswind, pulling closed, or established on inside downwind.

117
Q

5.14.2 How do you perform a breakout from the overhead pattern (generally)?

A

In general, to perform a breakout, add power to MAX, while starting a climbing turn away from the conflict. Then raise the gear and flaps, and confirm a clean aircraft prior to 150 knots. Level off at breakout altitude and fly toward the VFR entry point.

118
Q

5.15.3.1.2 When at or below 500 feet AGL on a go-around, when do you retract the landing gear and flap?

A

When certain the aircraft will not touch down and with a positive climb indication

119
Q

5.15.3.1.3 If the go-around is initiated in the landing phase, advance the PCL to?

A

MAX

120
Q

5.15.3.1.4. As flaps retract during a go-around, what should you do with the nose of the aircraft?

A

Raise the nose slightly to offset the tendency of the aircraft to sink

121
Q

5.15.3.1.5 How would you offset the runway to avoid overflying aircraft on the runway?

A

To offset, attain safe airspeed and altitude; then smoothly roll into a shallow-banked, coordinated turn. Turn approximately 20 degrees away from the runway. When well clear of the runway (enough to see traffic on takeoff roll and (or) departure leg), execute another shallow turn to parallel the runway. Normally offset is performed toward the same side of the runway as inside downwind.

122
Q

5.16.1.1 What are some causes of a Low (Drug-in) Final? (4)

A

-Early descent on straight-in approach.
-Long perch coupled with normal pitch and descent rate. Altitude rolling out on final is as planned, but long perch leads to longer than desired final.
-Excessive altitude loss from diving final turn.
-Failure to maintain proper glide path.

123
Q

5.16.1 What is a Low (Drug-in) Final?

A

Aircraft below proper glide path

124
Q

5.16.1.3 What is the recovery for a low (drug-in) final?

A

If too low or slow, go around. Avoid obstacles
Add power, level off, and intercept proper glide path

125
Q

5.16.2.1 What are some causes of a steep final? (3)

A

-Too close to runway on inside downwind
-Early perch
-Level final turn

126
Q

5.16.2 What is a steep final?

A

Aircraft above proper glide path

127
Q

5.16.2.3 What is the recovery for a steep final?

A

Go around if sink rate is too high or if it is not practical to intercept normal glide path with a normal descent rate.

Use slightly higher than normal descent rates as soon as deviation is recognized. Use power as required to control airspeed in descent and maintain airspeed when on normal glide path.

128
Q

5.16.3 What is a slow final?

A

Increased pitch attitude is required to maintain lift as airspeed is reduced

129
Q

5.16.3.3 What are the effects of a slow final?

A

Higher than normal pitch attitude. Inaccurate perception of the proper glide path.
Increased AOA and increased likelihood of stall, especially in gusty wind conditions.
Increasing pitch leads aim point to shift down the runway.

130
Q

5.16.3.3 What is the recovery for a slow final?

A

Apply power at an altitude high enough to reestablish the correct airspeed and attitude. If altitude is insufficient, go-around.

Correct aim point and glide path to reestablish proper airspeed.

131
Q

5.18.1 What is the primary difference between the two ELPs (forced landing and precautionary emergency landing)? How do the patterns compare?

A

The primary difference between the two is the availability of power.
The FL is flown with the engine inoperative (no power) and the PEL is flown with power available, although engine failure may be imminent or power available may be less than normal.

If flown correctly, the FL and PEL look the same

132
Q

5.18.1 For training, simulate a feathered prop on simulated forced landings (SFLs) by setting what power setting?

A

4-6% torque

133
Q

5.18.2.1.1. In an actual engine failure scenario, the methodology to descend below the minimum controlled ejection altitude employs the use of the acronym ORM 3-2-1. What is this acronym?

A

ORM 3-2-1 means that with an engine malfunction requiring a FL, T-6 aircrews will not descend below 2000 feet AGL unless they are (O) on profile for the field of intended landing, with the (R) runway in sight and in a position to safely (M) maneuver to land. Three hundred feet AGL (3) is the point to make the final decision to continue or eject. At 200 feet AGL (2), the gear will be confirmed and reported down, and at 100 feet AGL (1) the aircraft should be on centerline.

134
Q

5.18.2.2 The recommended minimum ceiling for a PEL is also? (However, ORM 3-2-1 is not applicable to PELs)

A

2000 feet
(the inability to be clear of clouds by 2000 feet AGL does not necessitate immediate ejection)

135
Q

5.18.3 If engine failure is suspected above 150 KIAS, initiate

A

a zoom climb using a 2-G pull-up to a 20-degree climb angle until approaching 20 KIAS above the desired glide airspeed. The, lower the nose to maintain the desired glide speed

136
Q

5.18.3 What is the memory aid for the PEL checklist?

A

“Turn, Climb, Clean, Check, and Boost Pump, Ignition, and Plan (BIP)”

137
Q

5.18.3.2 When choosing the most suitable field during an emergency, is the nearest airfield always the best choice?

A

No. For example, a usable airfield with a less than 4,000-foot runway may be only a few minutes away, but the situation may warrant a longer glide or use of the engine longer to reach a field that is familiar or has a significantly longer runway, crash crew support, or medical assistance. In no case should the engine-out glide range for the nearer field be exceeded until the aircraft is within engine-out glide range of the desired field.

“Being in the bubble” vs. “Bubble hopping”

138
Q

5.18.3.3.1 What is the DME memory method for choosing a suitable emergency landing field?

A

“Half-DME + Key”

“Half-DME”. Determine distance to field (GPS NRST function). Divide distance by 2. (This is the minimum AGL altitude to reach the field via straight-in glide, no wind, in thousands of feet.)
“+ Key”. Add 3,000 feet (high key) or 1,500 feet (low key) to determine AGL altitude required to arrive at the desired key.
Add field elevation to determine MSL altitude required (no wind).

139
Q

5.18.3.3.2 What is the altitude method for determining max glide distance?

A

Determine max glide distance: Subtract desired key altitude (3,000 feet for high key or 1,500 feet for low key) from current MSL altitude. Next, subtract field elevation. Finally, multiply this number by 2.

(Current MSL altitude – desired key altitude – field elevation) x 2

Divide by 1000 to determine max glide distance to desired key (GPS NRST function)

140
Q

5.18.3.4. Climb. Climb to intercept ELP profile to recovery airfield. Climb (zoom) to trade excess airspeed (greater than 150 KIAS) for altitude and minimize _____. If not within engine-out glide distance of high key, use the highest suitable power setting and ___ KIAS to climb (best rate). Once altitude is sufficient to make high key, reduce power to ___ percent torque and trim for a ____-knot (minimum) descent.

A

minimize turn radius
climb at 140 KIAS
once altitude is sufficient, set power to 4-6%
trim for 125 KIAS

141
Q

5.18.3.4.1. The preferred method to gain energy in an emergency is a climb; however, weather conditions may prevent a climb to the required altitude. If unable to climb due to clouds, icing, etc., increase energy by

A

accelerating to a higher airspeed

142
Q

5.18.3.4.2. Ten knots of extra airspeed can be traded for approximately how much altitude?

A

100 feet
For example, 175 KIAS and 6,000 feet is approximately the same energy level as 125 KIAS and 6,500 feet.

143
Q

5.18.3.4.3. Ten knots of extra airspeed can also be traded for approximately how much horizontal distance?

A

1,000 feet using level deceleration with a feathered propeller
For example, a level deceleration from 185 KIAS to 125 KIAS will yield approximately 6,000 feet (or 1 nm) of forward travel.

144
Q

5.18.3.5 What is the glide ratio of the T-6 clean and at optimum glide airspeeds

A

2:1
Extending the landing gear reduces it to 1.5:1

145
Q

5.18.3.5 What does “Clean” mean in TCCC?

A

Clean up the aircraft by raising landing gear, flaps, and speed brake (as appropriate for the emergency) as soon as possible.

146
Q

5.8.3.6 What does “Check” mean in TCCC?

A

Check the aircraft. Look at all indications. Continue analyzing the situation and take the proper action while intercepting or maintaining the ELP profile.

147
Q

5.18.3.7 What does BIP mean?

A

Boost Pump, Ignition, and Plan (BIP)
-Turn boost pump and ignition switches on (as required) for fuel related malfunctions
-“Plan” for one of the four decisions: ELP, ELP other than high key, eject, alternate approach

148
Q

5.18.3.7.2 What 4 decisions does “plan” lead to in BIP?

A
  1. Intercept the ELP profile at or above high key.
  2. Intercept the ELP profile at a point other than high key with the appropriate configuration and airspeed.
  3. For FL scenarios, eject when it becomes clear that the aircraft cannot be recovered safely (ORM 3-2-1).
  4. With an engine malfunction, depending on actual weather conditions, a normal overhead, visual straight-in, or instrument approach is highly recommended as an alternate means of recovery.
149
Q

5.18.4.5.1. Carefully manage energy to arrive at high key on altitude. Attempt to dissipate excess energy prior to high key to minimize disorientation and allow the profile to be flown normally. How could you lose energy?

A

Slip, S-turn, lower the gear early, or use a combination of all three. Another method to lose the excess altitude is to make 360- degree turns prior to high key. This is generally accomplished very near or directly over the intended landing destination.

150
Q

5.18.4.5.1.1 What is the approximate altitude loss for a 360-degree turn before high key?

A

30-degree bank: 2,000 feet
45-degree bank: 1,500 feet
60-degree bank: 1,000 feet

151
Q

5.18.4.6. Glide Performance. A clean glide at 125 KIAS approximates best glide range. For no-wind planning, a clean aircraft (prop feathered or 4-6 percent torque set) at 125 KIAS should glide __ miles for every 1,000 feet of altitude lost (__:1 glide ratio), with a VSI of approximately ____-____ fpm.

A

2 miles for every 1,000 feet
2:1 glide ratio
VSI of 1350-1500 fpm

152
Q

5.18.4.6.1. Check the descent rate after setting 4- to 6-percent torque (clean configuration). If the VSI is greater than 1,500 fpm?

A

increase torque to achieve a 1,350 fpm descent
If power is insufficient to achieve a descent rate less than 1,500 fpm, consider shutting down the engine to improve glide performance

153
Q

5.18.4.6.1 If Np is less than 100%, traditional torque values?

A

are no longer a valid indicator of thrust…achieve a 1,350 fpm descent

154
Q

5.18.4.6.2. If time permits, what can you use to confirm the actual glide ratio?

A

DME or GPS

155
Q

5.18.5 What is the objective of a slip? Is it coordinated flight?

A

A slip is uncoordinated flight used to increase the sink rate and lose altitude with a constant airspeed and ground track.

156
Q

5.18.5.3 Why are slips potentially dangerous in a configured T-6 close to the ground? When must slips be taken out by?

A

Stall speed is greatly increased in this uncoordinated flight condition. The slip must be taken out with enough altitude remaining (300 feet for training) to slow the rate of descent and ensure positive control of the aircraft during the final moments of the maneuver.

157
Q

5.18.5.3 What airspeed should be maintained in a slip?

A

Monitor airspeed closely and adjust nose attitude as necessary to maintain approach airspeed (120 KIAS configured for ELP or 125 KIAS for ELP)

158
Q

5.18.5.3 Monitor the VSI and note the increased rate of descent. In a full slip, the rate of descent may be in excess of ____ fpm. As a guideline, keep the nose ____ the horizon in a full slip. During aggressive slips, a ____ light may come on but should extinguish after the slip maneuver is terminated.

A

2,000 fpm
below the horizon
fuel low

159
Q

5.18.5.3 What must a pilot do before reversing the control inputs during a slip?

A

Neutralize the controls

160
Q

5.18.7.5.1 What is the primary reference during an ELP?

A

the runway
cross-check energy level with position

161
Q

5.18.7.6 What are the two methods of high key placement?

A

Offset method: use approx 1/4 wingtip distance displacement from the runway, away from the intended ELP turn direction
Overhead method: establish position directly over the runway

162
Q

5.2 What altitude is ideal for High Key?
5.18.7.7 If on profile at or prior to high key?

A

3000 feet AGL
lower the landing gear

163
Q

5.18.7.7 When turning from High key to Low key, about how much bank do you need if using the offset method or the overhead method?

A

Offset: 20 deg bank
Overhead: 30 deg bank
(assuming no wind)

164
Q

5.18.7.8 Where should you be at Cross Key?

A

Check for 2,200-2,300 feet AGL, with the aircraft approximately perpendicular to the landing runway.

165
Q

5.18.7.9.1 Where is Low Key?

A

Low key is located approximately two thirds WTD (fuel cap on runway), abeam the intended point of touchdown with approximately 10 knots of headwind
Low key is approximately 1,500 feet AGL and 120 KIAS minimum

166
Q

5.18.7.9.3 What should you do with the wings at Low Key?

A

At low key, level the wings momentarily and check for proper spacing and altitude. Avoid excessive wings level time and use caution if past abeam to the last usable landing surface. This is especially important if there will be a strong headwind component on final.

If energy is assessed to be adequate to make the runway, lower TO flaps

167
Q

5.18.7.9.4 For Low key to Base key, maintain what airspeed? What is Base Key?

A

120 KIAS minimum
Fly the aircraft perpendicular to the runway (base key) at 600-800 feet AGL. Altitude is not the only indication of proper energy management; the distance from the runway must also be assessed and the effect of winds taken into account. When landing is assured, lower flaps to LDG.

168
Q

5.18.7.9.5. Hold the aim point (500-1,000 feet short of intended landing point–no wind) and observe the airspeed. If the airspeed is increasing above 120 KIAS?

A

it is a good indication that the energy state is sufficient to reach the landing point. Consider the winds and lower LDG flaps.

169
Q

5.18.8.1.5 What is a method of estimating wings at high key given the surface winds?

A

Double the surface wind velocity to estimate winds at high key as wind is typically stronger at altitude than at the surface.

170
Q

5.18.8.3 How does turning away from the Wind at High Key differ from Turning into the Wind at High Key?

A

Away from the wind: the headwind departing low key allows more time for decision making during the last, critical stages of the ELP, but could result in a low energy situation. Remember, “base, wind in your face.”

Into the wind: The turn from low key will be aided by the crosswind component. Although this compresses the time from low key to final and can result in an overshoot, it can provide an extra energy cushion.

171
Q

5.18.8.4. Headwinds. Move the high key position into the wind ____ feet for every 10 knots of wind. Start the turn from low key to base key ____ than normal and use an aim point ____ to the intended point of touchdown. Expect a ____ and ____ final. Consider delaying lowering of full flaps longer than you would for no-wind conditions.

A

1,000 feet
earlier
closer aimpoint
shorter and steeper

172
Q

6.2.1 When is a FENCE check typically performed?

A

when entering or exiting a hostile area. It ensures aircraft systems are set for combat

during T-6 training, a FENCE check is performed when entering the MOA (FENCE- in) and again when leaving the MOA (FENCE-out)

173
Q

6.2.1 What does FENCE stand for?

A

F: Fuel (balance and quantity)
E: Engine (within limits); emergency airfield ops
N: NAVAIDs (GPS/EHSI set)/TAS (check range and clear airspace)
C: Communication (frequencies set, radio call); checklists complete
E: Equipment (G-suit test (as required) and loose items stowed)

174
Q

6.2.2 What is a CLEF check used for? What is it?

A

memory aid for checklist steps required prior to stalling, spinning, or aerobatic maneuvers
C: Clear the area (and CWS panel)
L: Loose items stowed
E: Engine (within limits)
F: Fuel balance (within 50 pounds)

175
Q

6.3 What must be performed before accomplishing any maneuver that may require three or more Gs?

A

G-awareness exercise or AGSM demonstration

176
Q

6.3 When does the most intense G loading changes occur?

A

during maneuvers that start in a very nose-down attitude at relatively low airspeed but transition to high G at increasing airspeeds, such as nose-low recoveries, spin recoveries, and split-S maneuvers

177
Q

6.3.1 How often should you breathe during an AGSM (Anti-G straining maneuver)

A

approx. every 2-3 seconds

178
Q

6.3.1.1 When should you start the AGSM?

A

before the onset of G forces
maintain the strain throughout the period of increased G loading. The amount of strain required varies with the amount of applied G force. An effective AGSM uses full muscle contraction and keeps constant breathing cycles.

179
Q

6.3.1.2 The AGSM demonstration consists of a series of ____, each at a ____ G level, with a break between turns for critique and rest. The maneuver is flown at gradually increasing G levels, starting at 2 Gs and increasing to 4 Gs, depending on proficiency. The AGSM cycle should last from __ - __ seconds with at least __ to __ breathing cycles.

A

turns
increasing G level
10-15 seconds
4 to 5 breathing cycles

180
Q

6.3.2.1 The G-awareness exercise should be a level or slightly _____ turn, using ____ power. Begin the maneuver with sufficient airspeed to sustain __ Gs. (For planning purposes, use approximately 200-220 knots minimum for a level to slightly descending turn where the nose remains within 10 degrees of the horizon.) The G-onset rate should be slow and smooth. Increase to approx. __ G’s

A

slightly descending turn
use max power
4 G’s

181
Q

6.4.1.1 How does the Center Radial (Course) Method work to maintain area orientation?

A

Set the center radial or center course of the area in the course selector window (CSW) of the EHSI. When center radial is set, the course arrow points away from the NAVAID; when center course is set, the course arrow points toward the NAVAID. The center of the area (laterally) is always toward the course deviation indicator (CDI). This method is best suited for areas that are 20 radials wide or less.

182
Q

6.4.1.2 How does the Pie-in-the-sky method work to maintain area orientation?

A

Best used in wide areas (20 radials wide or more). Set one boundary (course) in the CSW and mark the other boundary (course) with the heading marker. Keep the head of the bearing pointer, which always falls, between the head of the course arrow and the heading marker. In Figure 6.1, if heading remains constant, the aircraft will exit the area due to the DME range. A left turn to approximately 130 degrees makes the bearing pointer fall toward the 046-degree course and makes the DME decrease.

183
Q

6.5.2 In a typical MOA, optimum energy for aerobatic maneuvering is ?

A

180-200 KIAS at an altitude midway between the top and bottom area limits

184
Q

6.5.3 How can you decrease your energy in a MOA?

A

A simple way to lose energy is to perform a constant speed descent until the desired energy level is reached.
(Low power settings, increased drag, or increased AOA)

185
Q

6.5.4 How can you increase energy in a MOA?

A

low AOA and high power
climb at 140-160 KIAS with MAX power

186
Q

6.5.5 What maneuvers are energy losers?

A

spin, traffic pattern stalls, cloverleaf, split-S, nose-low recovery ELP stalls, and high G turns with lower power settings

187
Q

6.5.5 What maneuvers are energy gainers?

A

power-on stalls, nose-high recovery, stability demonstration, and Chandelle

188
Q

6.5.5 Constant awareness of total energy state aids in correct maneuver selection and effective profile management which allows a smooth flow between maneuvers with minimum delay. For example, airspeed exiting a Cuban Eight will be very close to entry airspeed for?

A

a loop

189
Q

6.5.5 If trying to exit the area for return to base (RTB) at the bottom of the area, have sufficient energy near the end of the profile to accomplish what as the last item?

A

ELP stalls as the last item. ELP stalls lose energy, and the lower altitude and slow airspeed at the completion of the maneuver may help expedite recovery.

190
Q

6.6.2 During a power-on stall, an entry speed of 160 KIAS results in how much altitude gain?

A

1500-2000 feet altitude gain

191
Q

6.6.2 What is the Airspeed, Power, Pitch, Bank, and Visual Reference for entry and recovery of a Power-on Stall?

A

Airspeed: As required (160 KIAS entry as an example)
Power: 30-60% for entry and MAX for recovery
Pitch: 15-40 degrees NH for entry
Bank: 0 degrees for straight-ahead stall, 20-30 degrees for turning
FCP visual references: crook of front windscreen on horizon for entry
Initially firelight on horizon for recovery

192
Q

6.6.3.1. Straight-ahead Stall. Raise the nose to a pitch attitude between __ degrees and __ degrees. Adjust the PCL to __ to __ percent torque prior to first indication of stall. Maintain attitude using increasing back pressure. Keep the wings level with coordinated rudder and aileron. Initiate recovery when _______ is lost. An uncommanded _____, despite increased back pressure, or an uncommanded _____ indicates loss of control effectiveness. Do not attempt to maintain pitch attitude or bank angle after control effectiveness is lost. In almost all cases, full aft stick will not occur before recovery is required. While it is possible under certain conditions to maintain a nose high pitch attitude and counteract a rolling motion with aileron inputs, if the stick has reached the aft stop and the aircraft is losing altitude (aft stick stall), the aircraft is fully stalled and a recovery should be initiated.

A

15 degrees and 40 degrees
PCL to 30-60% torque
initiate recovery when control effectiveness is lost
uncommanded nose drop or rolling motion

193
Q

6.6.3.1.1 Straight-ahead Stall Recovery. Simultaneously and smoothly ____ back stick forces as necessary to break the stall, advance the PCL to ____, and use coordinated rudder and aileron to level the wings. As AOA decreases and stall is broken, positive pressure is felt in the controls. Minimize altitude loss by maintaining recovery AOA until recovery is complete. While the recovery AOA is approximately 15.5-18 units, the primary reference for maintaining recovery AOA is a positive, vertical nose track. Recover with a _____ loss of altitude. Recovery is complete when the aircraft is?

A

relax back stick pressure
PCL to MAX
recover with a minimum loss of altitude
Recovery is complete when: wings level, safely climbing, and not decelerating

194
Q

6.6.3.1.2 How does lower pitch attitudes (between 15 and 30 degrees) change the power-on stall characteristics and recoveries compared to higher pitch attitudes (between 30 and 40 degrees)?

A

At lower pitch attitudes (between 15 and 30 degrees), the aircraft stalls at a higher airspeed and regains flying airspeed faster. At higher pitch attitudes (between 30 and 40 degrees), the stall speed is slower and a greater pitch reduction is necessary to regain flying airspeed.

195
Q

6.6.3.2 How is a turning power-on stall different than a straight-ahead stall?

A

Setup is the same as the straight-ahead stall, except 20-30 degrees of bank in either direction is added. Hold the bank angle with rudder and aileron pressure until control effectiveness is lost. Recovery is the same

196
Q

6.6.4.1 What is the memory jogger for Power-On Stalls?

A

“MAX, Relax, Roll”

197
Q

6.6.4.2 After actions to break the stall, pull nose up until?

A

the firelight is on the horizon. If the nose begins to stop tracking before the firelight reaches the horizon, release back pressure slightly momentarily to let airspeed increase to avoid a secondary stall. As power and airspeed increase, increased back pressure is needed to establish a climb.

197
Q

6.7 ELP Stalls. A full series of ELP stalls may take approx how much altitude?

A

4,000 feet

198
Q

6.7.3 Glide to High Key (ELP stall). Establish glide at ___ KIAS with wings level and power set __ to __ percent torque. Raise the pitch attitude slightly and allow airspeed to decay until the ______ sounds (approximately 120 KIAS). Recover by lowering the pitch attitude slightly below the normal glide picture (_____ on the horizon, approximately __ degrees nose low). Reestablish glide at 125 KIAS. Altitude loss is approximately ___ feet.

A

glide at 125 KIAS
PCL 4-6% torque
gear warning horn sounds

half-prop arc on the horizon
4 degrees NL
altitude loss is ~300 feet

199
Q

6.7.3.2. Glide Between High and Low Key (ELP stall). Configure with gear ___ and flaps ___. Establish a ____ KIAS glide with ___ degrees bank and power set to __ - __ percent torque. Raise pitch attitude (approximately level flight turn picture) and allow airspeed to decay until the _____ is activated or an approach-to-stall indication is noted. Maintain the turn or profile ground track and recover by lowering the pitch attitude to put the _____ on the horizon (approximately __ degrees nose low) until ____ KIAS regained. Altitude loss is approximately ___ feet.

A

gear down and flaps UP
Establish 120 KIAS glide with 30 degrees of bank
PCL 4-6% torque
stick shaker is activated

prop arc on the horizon
8 degrees NL
altitude loss is ~800 feet

200
Q

6.7.3.3. Glide Between Low Key and the Runway (ELP stall). Configure with gear ___ and flaps ___. Establish a ___ KIAS glide with __-degree bank turn and power set to __ to __ percent torque. Raise pitch attitude (approximately _____ turn picture) and allow airspeed to decay until the stick shaker is activated or an approach-to-stall indication is noted. Maintain the turn or profile ground track and recover by lowering pitch attitude to put the _____ on the horizon (approximately __ degrees nose low) until 120 KIAS regained. Altitude loss is approximately ____ feet.

A

Gear down and flaps TO
120 KIAS glide with 30 degree bank turn
level flight turn picture

prop arc on the horizon
8 degrees NL
altitude loss is ~900 feet

201
Q

6.8 What are the five different traffic pattern stalls?

A

Overshooting (nose low) Final-turn stall
Undershooting (nose high) Final-turn stall
Landing Attitude Stall
Closed Pull-up Stall (simulator only)
Break Stall (simulator only)

202
Q

6.8.3. For all traffic pattern stalls, when should you recover?

A

at approach-to-stall indication, which is considered to be activation of the stick shaker or aircraft buffet, whichever occurs first

203
Q

6.8.3.1. Overshooting (Nose Low) Final-turn Stall. Fly a simulated downwind leg, configure for an overhead pattern, and perform the _____ checklist. At ___ KIAS minimum, initiate a normal final turn. After the turn is established, retard the PCL to ___, steadily increase bank and back pressure to simulate an overshooting final turn, inducing an approach to an accelerated stall. To recover, simultaneously and smoothly advance the PCL to ____, ____ back stick pressure, and use coordinated rudder and aileron to ____ the wings level. Recovery is complete when the aircraft is ____ and safely ____.

A

perform the before-landing checklist
120 KIAS minimum
retard the PCL to idle and increase bank and back pressure

PCL to MAX
RELAX back stick pressure
ROLL the wings level
recovery is complete when wings level and safely climbing

204
Q

6.8.3.2 Undershooting (Nose High) Final-turn Stall. Fly a simulated downwind leg, configure for an overhead pattern, and perform the _____ checklist. At ___ KIAS minimum, initiate a normal final turn. After the turn is established, retard the PCL to idle, raise the nose slightly, and shallow out the bank. Continue the turn until achieving an approach-to-stall indication. Recovery is the same as for the overshooting final-turn stall; however, since airspeed is initially lower, recovery takes slightly _____.

A

before landing checklist
120 KIAS
recover takes slightly longer

205
Q

6.8.3.3. Landing Attitude Stall. Establish a simulated final approach at __-__ knots above final approach airspeed commensurate with flap setting. Retard the PCL to _____ and execute a simulated roundout for landing. Hold the landing attitude constant until an _____-to-stall indication occurs. Recovery is similar to the final turn stalls. While it is appropriate to relax back stick pressure, use caution to ensure that the aircraft would not touch down in a three-point attitude or nose gear first.

A

5-10 knots above final approach airspeed
Retard PCL to idle
hold until approach-to-stall indication

206
Q

6.8.3.4. Closed Pull-up Stall (Simulator Training Only). On departure leg, with ___ KIAS, roll and pull, simulating an overly aggressive closed pattern. At the first _____- to-stall indication, recover by reducing back stick pressure and rapidly rolling _____ with rudder and aileron. A reduction in power may be necessary during a left closed pattern. If the aircraft departs controlled flight, _____.

A

140 KIAS
first approach-to-stall indication
rapidly roll wings level
if departing controlled flight -> eject

207
Q

6.8.3.5. Break Stall (Simulator Training Only). At ___ KIAS, retard the PCL to approximately ___ percent torque and enter a ___-degree bank turn. Midway through the turn, increase the bank and back stick pressure until an approach-to-stall indication is recognized. Recovery by using stick forces as necessary to decrease the AOA. Adjust the bank angle as necessary and continue the turn to a simulated downwind leg.

A

200 KIAS
10% torque
60-degree bank turn

208
Q

6.8.4.3. Propeller and gyroscopic effects will force the nose to the ____ when the power is increased from idle to MAX at slow speed. Counter the tendency of the nose to move to the left by using _____ as torque increases. Find a point far in front of the aircraft and use right rudder to keep the nose from moving left. Anticipate left nose movement to start approximately ___ seconds after moving the PCL to MAX. The slower the airspeed at recovery, the ____ pronounced the yaw will be at engine spool up.

A

nose moves left
use right rudder
2 seconds after moving the PCL
slower the airspeed, the more pronounced the yaw will be

209
Q

6.9 Why do secondary stalls happen and how do you resume the recovery if they occur?

A

Secondary stalls the effect of an overly aggressive return to level flight after a stall or spin recovery. If encountered, release back pressure slightly to decrease AOA, allow the airspeed to increase, and then resume the recovery.

210
Q

6.10.2 What is the airspeed, gear, and flaps configurations for slow flight?

A

Airspeed: 80-85 (LDG)
85-90 (TO)
90-95 (UP)
Gear: Down
Flaps: As desired

211
Q

6.10.3 When is slow flight conveniently flown?

A

Before or after traffic pattern stalls

212
Q

6.10.3 How do you generally set up for Slow Flight?

A

Slow below 150 KIAS, configure the aircraft as briefed, and perform the before landing checklist. Maintain altitude as airspeed decreases and adjust power to maintain target airspeed.

213
Q

6.10.3.1 What are SCATSAFE maneuvers?

A

S: Straight an Level
C: Coordination
A: Adverse Yaw
T: Torque and Turns
S: Steep Turns
A: Abrupt Control Movement
F: Flap Retraction
E: Effectiveness of Controls

214
Q

6.10.3.1.1 What does the “S” in SCATSAFE mean?

A

S - Straight and Level. During operation on the back side of the power curve, increased AOA results in increased drag and a stall if not carefully flown. Note the pitch attitude, torque, and rudder deflection required to maintain straight-and-level flight. This is the picture a pilot should see at rotation during takeoff or just prior to touchdown during landing.

215
Q

6.10.3.1.1 What does the “C” in SCATSAFE mean?

A

C – Coordination Exercise. Conduct a series of left and right turns, using 15- to 20-degrees of bank. Keep the ball centered using coordinated rudder. Approximately two inches of right rudder is required to maintain straight-and-level, coordinated flight. Right turns require approximately twice the rudder deflection to maintain coordination. Left turns require approximately one-half inch of right rudder to maintain coordination.

216
Q

6.10.3.1.1 What does the “A” in SCATSAFE mean?

A

A - Adverse Yaw. A lack of coordinated rudder during a turn results in weaving or “S-ing” on final. Select two points: one directly in front of the aircraft, and one approximately 20 degrees to the right of the nose. Without applying rudder, initiate a rapid right turn with 20-degree bank. Note the initial tendency of the nose to yaw left. After approximately 20 degrees of turn, roll out rapidly without using rudder. The nose continues past the selected rollout point then comes back. Next, initiate a right turn, using coordinated rudder. Notice that the nose immediately tracks in a coordinated manner. After 20 degrees of turn, roll out using properly coordinated rudder and note that the nose stops on the selected rollout point.

217
Q

6.10.3.1.1 What does the “T” in SCATSAFE mean?

A

T - Torque and Turns. The T-6 initially tends to pitch up, yaw, and roll left if positive control is not maintained during full power takeoffs and landings. To demonstrate this, quickly increase power to MAX from straight-and-level, coordinated slow flight and release the controls. The nose tracks up, yaws, and rolls left, and approaches a stall. Recover from the buffet, prior to stall. Reestablish slow flight and increase power to MAX again. This time, hold proper takeoff pitch and apply coordinated rudder to maintain a proper nose track. Positive control of the aircraft ensures safe takeoffs, touch-and-go landings, and go-arounds.

218
Q

6.10.3.1.1 What does the second “S” in SCATSAFE mean?

A

S - Steep Turns. High angles of bank at slow airspeeds increase stall speed and cause rapid turn rates. Slowly increase bank toward 60 degrees while adding power and back pressure to maintain level flight. Look at a point on the ground and watch the wingtip appear to pivot around the selected point. The AOA quickly increases, progressing into a stall. Roll out of the bank to recover from the impending stall.

219
Q

6.10.3.1.1 What does the second “A” in SCATSAFE mean?

A

A - Abrupt Control Movement. Fixation on the aim point during landing can cause an abrupt flare. Late recognition of the rapidly approaching runway causes the pilot to abruptly raise the nose of the aircraft, causing an approach-to-stall condition, a hard landing, or both. The stick shaker activates, but there is no decrease in sink rate. To demonstrate this, abruptly apply back stick pressure to 20 degrees nose high to simulate snatching the control stick in the flare. The AOA rapidly increases and the aircraft progresses toward a full stall. Release back pressure to recover. To avoid this condition on landing, view the total landing environment and apply controls in a smooth, positive manner.

220
Q

6.10.3.1.1 What does the “F” in SCATSAFE mean?

A

F - Flap Retraction. Flap retraction prior to the recommended airspeeds causes the aircraft to lose lift and develop a sink rate. From straight-and-level coordinated slow flight, raise the flaps from landing to UP without pausing at the TO position. While retracting the flaps, increase the pitch attitude to maintain altitude. Initially airspeed increases (due to reduced drag as flaps begin to retract), but as flaps retract toward UP, the AOA increases and a stall results. Recover from the stall by selecting landing flaps.

221
Q

6.10.3.1.1 What does the “E” in SCATSAFE mean?

A

E – Effectiveness of Controls. Rapid control inputs, especially in the flare, often do not give the aircraft sufficient time to respond. Move the ailerons with small, rapid movements. Notice that even with aileron movement, there is little effect on heading or bank during slow flight. In slow flight, smooth, positive inputs are required to effectively control the aircraft as there is less airflow over the control surfaces at slow airspeeds.

222
Q

6.10.3 Approach-to-stall indications (stick shaker or light buffet) are common while executing slow flight; however, if the aircraft actually stalls during slow flight, how do you recover?

A

recover the aircraft by alleviating the condition that caused the stall (decrease the AOA, lower the flaps, decrease bank, etc.). This is not the primary method of stall recovery and is used only during slow flight

223
Q

6.11 Stability Demonstration. The stability demonstration shows the low speed flight characteristics of the aircraft in extreme attitudes. Although airspeed is below level-flight stall speed, the aircraft will not?

A

stall if there is no attempt to attain level flight (the aircraft will also not depart controlled flight if not stalled)

224
Q

6.11.2 What is the entry and recovery airspeeds, power settings, attitudes, altitude required, and recovery for Stability Demonstration?

A

Airspeed: Entry - 160 KIAS
Recovery: 80 KIAS or stick shaker
Power: Entry - 60%
Recovery - Idle
Attitude: Raise the nose to 40-45 degrees pitch attitude wings level
Altitude Required: 2000 feet above entry
Recover: Select idle power and neutralize controls, avoid 0 +/- 0.25 Gs

225
Q

6.11.3 What is the procedure for a stability demonstration?

A

Perform pre-stall checks (CLEF). Accelerate to 160 KIAS, set 60% torque, and clear the area. Raise the nose to a 45-degree pitch attitude. Maintain coordinated wings-level flight. Hold this attitude until flying airspeed is depleted to approx. 80 KIAS, or stick shaker activation, whichever comes first. Recover by setting idl power and neutralizing all controls. Allow the nose to lower until positive pressure is felt on the controls. This indicates the aircraft is regaining flying airspeed. Recover to level flight without stalling the aircraft. The maneuver is complete when the aircraft is returned to level flight. Avoid near zero-G flight for greater than 5 seconds due to engine operating limitations.

226
Q

6.11.4 Stability demonstration technique. Estimate __ degrees nose high by visualizing the ____ on the horizon. Use memory aid, “____, _____” to guide recovery actions at __ KIAS (or stick shaker). Cross-check the G meter and maintain slightly more than ____ Gs with a small amount of back pressure on the control stick to avoid exceeding engine operating limits. To avoid near zero-G flight for greater than __ seconds, start a mental count once the control stick is neutralized. Before reaching the “5” count, ensure the pilot flying is putting positive-G (backstick pressure) on the aircraft. Visually confirm the neutral elevator stick position when checking the flight controls on the ground during pre-flight.

A

45 degrees nose high
visualizing feet on the horizon
memory aid: “idle-ize, neutralize”
80 KIAS
maintain slightly more than 0.25 Gs
5 seconds

227
Q

6.12.1 The aircraft is in OCF if it?

A

Does not respond immediately and in a normal manner to control inputs. If in OCF, apply the boldface recovery procedure (OCF recovery) to return the aircraft to level flight.

228
Q

6.12.1 The OCF recovery is accomplished by? After the controls are neutralized, expect the nose to

A

simultaneously reducing the PCL to idle, positively neutralizing the flight controls, and checking the altitude to ensure that the aircraft is above the minimum uncontrolled ejection altitude
After the controls are neutralized, expect the nose to lower as the aircraft seeks to regain flying airspeed. Initially, aircraft control authority is minimal, but it returns to normal as airspeed increases in the dive. Allow the nose to lower until positive control pressure is felt.

229
Q

6.13.2 Due to the potential for aeration of the oil system during spin entry, do not push to less than 1 G or allow the aircraft to sink before intentionally entering a spin. Allow ___ of stabilized 1-G flight prior to spin entry

A

5 seconds

230
Q

6.13.2.1 What are the Spin entry parameters? (Airspeeds, Pitch, Power)

A

Airspeed: 120 KIAS (minimum) to initiate; enter spin ~80 KIAS
Power: Idle
Pitch: 15 to 40 degrees
Flight controls at spin entry: Rudder - Full deflection; Elevator - Full aft; Ailerons - Neutral

231
Q

6.13.3 What is the procedure for intentional spin entry?

A
  1. Accomplish CLEF check
  2. Level flight at 120 KIAS (minimum) and raise the nose to 15 to 40 deg NH
  3. Reduce PCL to idle, maintain ~1G, and silence gear warning horn
  4. At ~80 KIAS (with 15-40ºNH), apply full rudder in direction of spin and full aft stick

Initiate Recovery
1. PCL - idle
2. Controls - neutral
3. Altitude - check
4. Verbalize oil pressure before advancing PCL

232
Q

6.15.1 Nose-high Recovery Procedure (Contact)

A
  1. Set power to MAX (or as required for low airspeed situations) and initiate a coordinated roll towards the nearest horizon
  2. Add backstick pressure once past 90 degrees of bank to bring the nose down to the nearest horizon
  3. As the canopy bow approaches the horizon, roll to an upright attitude
    *Depending on initial airspeed and aircraft attitude, a wings-level, inverted attitude may be reached.
    ** If the airspeed is low, the rollout may be delayed until the nose is definitely below the horizon. In some cases, the nose has to be flown well below the horizon to regain enough airspeed to feel positive pressure on the controls.
233
Q

6.15.2 Nose-low Recovery Procedure (Contact)

A
  1. Roll the aircraft towards the nearest horizon
  2. Level the wings
  3. Pull-up to obtain level flight using up to the maximum allowable G force
    (utilize idle and speed brake if approaching 200 KIAS or greater)
234
Q

6.15.2.4 When should Idle + Speed Brake be used in a Nose-low recovery?

A

Approaching 200 KIAS or greater

235
Q

6.15.3 Inverted Recovery Procedure

A
  1. Roll to the “nearest blue” (shortest direction to become upright)
  2. Add power as required to obtain wings-level, upright flight
236
Q
A

Airplane Stuff (14 decks)

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