AETCMAN 11-248 Flashcards
1.15.2. In the event of intercom failure, the PF signals the desire to relinquish aircraft control by
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
1.16. Clearing. The three primary tools for clearing in the T-6 are
eyes, radios, and the Traffic Advisory System (TAS)
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
“traffic, right 2 o’clock low, 2 miles, tracking right to left.”
1.16.3. What separation is “well clear of other aircraft?”
500 feet
1.16.6.1. What are Choke Points in the Pattern? (military and civilian)
Military: 90-to-initial, VFR entry, closed downwind, high-to-low key, and the perch point.
Civilian: pattern entry, downwind, and final.
1.16.6.2. Consider using the “___” function of the TAS when in a climb and the “___” function when in level flight or descent.
above (climb)
below (descent)
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 - Aircraft Control
A - Analyze the situation
B - Boldface
C - Checklists
D - Declare, with a plan
E - Egress/Ejection
F - Follow the Plan
1.20.3.1. A —Aircraft Control. “Maintain aircraft control”
Contact Phase?
Low-level navigation?
Formation?
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.
1.20.3.2.2. FEVER check for engine problems:
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.
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,
perform the first four steps of the precautionary emergency landing (PEL) checklist (turn, climb, clean, check or “TCCC”)
2.2. Control Effects. Where do the three axes of rotation meet?
The pilot is the approximate pivot point about which all changes of attitude occur.
2.3. Use of Controls. Control forces are directly proportional to
airspeed and control deflection and provide feedback to the pilot
2.3.4.3. Proper hand placement on the PCL is critical to safe operations. Place the
palm of the hand on the PCL. Never place your wrist on the PCL
2.4.2. Trim tabs are small movable surfaces attached to
rudder and elevator
2.4.2 When trimming the ailerons the
entire control surface is moved to equalize the pressure
2.4.2.5. Trim in the following order:
rudder, elevator, ailerons
2.4.2.6. The trim aid device (TAD)
assists rudder trim to help maintain coordinated flight during power and airspeed changes
2.6.1. Slipstream Effect. As the power is increased by moving the PCL forward with the left hand, the right foot must
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.
2.6.2. P-factor is another effect of the propeller. It is caused by? This occurs when?
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.
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
Left (power increased)
Right (power decreased)
2.6.4. Gyroscopic Effect. Gyroscopic precession causes an applied force to
act in a plane 90 degrees from that in which it was applied (it is applied in the same direction as the rotation).
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…
left -> pitch up
right -> pitch down
pitched down -> left yaw
pitched up -> right yaw
2.7.4.5. In clear flight conditions, devote approximately “” percent to outside references (and clearing) and “” percent to inside references (flight instruments).
80% outside
20% inside
2.9.1.5. if the PCL is retarded to slow from 200 to 120 KIAS in level flight, the nose of the aircraft
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.
2.10.1. A shallow turn is a turn of approximately
30 degrees bank or less
2.10.1. A steep turn is a turn of approximately
45-60 degrees bank or greater
2.10.1.2. T-6 reference commonly used to maintain a level turn.
Dragging the TAS antenna, located just in front of the windscreen, across or slightly below the horizon (depending on seat height)
2.10.1.4. To correct nose-low (or nose-high) attitudes in a steep turn,
reduce (or increase) the AOB with coordinated aileron and rudder pressure. Cross-check the VSI to detect nose-low or nose-high attitudes.
2.10.1.5. Rollout from a turn is much the same as the entry
Apply aileron and rudder pressure in the direction of the rollout (toward the high wing).
2.10.1.6. Lead point for turns.
45º or greater:
45º or less:
10º of lead point
5º of lead point
2.11.1. Adverse yaw is
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
2.11.2. Adverse yaw is overcome by use of the rudder. Use rudder input as long as
the bank is changing. Aileron drag effect is present during recovery from a turn as well as during the entry.
2.12.2. Skids are dangerous due to
the possibility of inadvertent roll at slow airspeeds
2.12.3. Indication of a slip is when the slip indicator ball displaces to
the inside of the turn
3.2.3.1. Where does the walkaround checklist begin and how does it flow?
behind the left wing and moves about the aircraft in a clockwise direction.
3.2.2. Before Exterior Inspection. After opening the canopy, ensure that
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.
3.9.1. When the before-taxi checklist is complete
clear to the front and rear; then signal the crew chief when ready to taxi IAW local procedures.
3.9.1. When parked under sun shelters, slowly pull out from the shelter
before checking brakes
3.9.1. After a successful brake check, the PF states,
“My brakes check, check yours.”
3.9.3. Normal taxi speed should not exceed (in congested and uncontested areas?)
5-7 Knots in congested
15 knots in uncongested
3.9.7. Prepare for takeoff and departure while taxiing in uncongested areas. A widely used acronym is R-
NEWS:
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
4.2. Lineup Check. A common technique to remember the checklist steps is the acronym TP PLAN:
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.
4.3.2.1. Airspeed – rotate at “ ___” with no wind or add “______” on takeoffs
85 knots
add 1/2 the gust factor to a maximum of 10 knots
4.3.3. Procedure. Do not accept takeoff clearance until?
ready for takeoff and the departure
4.3.3.1. Static Takeoff. Clear down the runway and advance the PCL to “_____” before coming to a stop
25 to 30% Torque
4.3.3 How long to wait after applying max power to check engine instruments?
Approx. 3 seconds
4.3.3.3. Takeoff Roll. Without any crosswind, you will need to deflect the control stick
to the right slightly to compensate for the torque generated at MAX power
4.3.3.3. Takeoff Roll. At 60 knots…
check that actual torque at least matches minimum power calculated during the Before Takeoff checklist.
4.5. After Becoming Airborne. Retract the gear and flaps when?
safely airborne with a positive climb rate, the engine is stabilized in MAX, and the engine instruments are checked within limits
Gear and flap retraction should be a conscious, deliberate act. Before moving the gear handle, the PF makes an intercockpit “______” call
Gear Clear
4.8. Turns After Takeoff. Climb straight ahead until
past the departure end of the runway (EOR) (or as directed)
4.8. Attain a minimum of what airspeed and altitude before the first turn after takeoff?
140 KIAS and 400 feet above ground level (AGL) (or per local directives)
*400 AGL restriction does not apply to the VFR pattern
4.9. Climbs. Initiate the climb check passing?
10,000 feet MSL
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
1000 ft per NM
4.9.3.3. Level off. The standard method to achieve a smooth level off is to use a lead point that is approximately
10% of the VSI
4.9.3.3.1. Operations Check. Conduct an Operations Check (ops check) at
initial level-off
4.9.3.3.2. Ops Check Technique. Perform an ops check approximately
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
5.1 In any traffic pattern, what is the primary visual reference?
the runway
5.2.4.2 Before the traffic pattern entry point, use the GUTS check:
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
5.2 What is letdown?
Letdown is the transition from the enroute structure to the traffic pattern
5.3 How do you adjust final approach and touchdown speeds in gusty winds?
Add 1/2 the gust spread for a maximum of 10 knots
5.3 Normally touch-and-go landings are practiced with flaps in what position?
Takeoff
5.3.1 Final turn and on final airspeed for Gear - Down, Flaps - LDG?
110 and 100
5.3.2 Final turn and on final airspeed for Gear - Down, Flaps - TO?
115 and 105
5.3.3 Final turn and on final airspeed for Gear - down, Flaps - up?
120 and 110
5.5 Airspeed and power setting for initial?
200 KIAS and 50% + altitude
5.6.3.1 The break zone is between
the approach end and 3,000 feet down the runway
5.6.3.2 Procedure for the break. Smoothly roll into how much bank and reduce the PCL to what setting?
45-60 degrees of bank and approx 10% PCL
5.6.3.2 What kind of turn is the break?
A level decelerating turn
5.6.3.3 On inside downwind, continue to slow to what airspeed?
120 (minimum) to 150 KIAS
5.7.3.1 On inside downwind, with airspeed below 150 KIAS, what callout is required?
“Gear clear”
5.7.3.3 With the gear down and flaps TO, what power setting will maintain 120 KIAS minimum?
35% (45% for LDG and 30% for No-flap)
5.7.3.4 No wind spacing on inside downwind is approximately?
0.7 to 1.0 mile
5.7.4.1 Upon arrival on inside downwind, a common pneumonic is TTTT
T - Torque: 10-20%
T - Track: adjust for wind
T - Talk: radio call
T - Trim: as required while slowing down
5.8.1 What is the final turn?
A descending 180-degree turn to align the aircraft with the runway. The final turn is complete when wings level on final
5.8.2 For a no-wind pattern, the desired perch point is?
When the runway threshold is 45 degrees off your shoulder
5.8.3.1 Confirm aircraft configuration (flaps and gear) prior to when?
The perch
5.8.3.2 Begin the final turn (perch point) to allow for what kind of final?
1/2 to 3/4 mile final (assuming no wind)
5.8.3.3 Pattern status permitting, you should break out from inside downwind using local procedures if:
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.
5.8.3.4 Start the final turn by adjusting power, lowering the nose, and rolling into how many degrees of bank?
30 degrees
5.8.3.5 When able after starting the final turn, what call should be made?
Gear down
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?
Higher airspeed
5.8.3.7 In the final turn, plan to use no more than how much bank? However, never exceed how much bank? Why?
30 degrees and 45 degrees (b/c increasing bank angle increases stall speed)
5.8.3.8 Approximately how far from the runway should you be once you roll out on final?
1/2 to 3/4 of a mile
5.8.3.8 What is the desired glide path on final?
3 to 4 degrees
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?
Pitch: 2/3 ground 1/3 sky
Power: 15%
Roll: 30 degrees of bank
5.8.4.3 Halfway through the final turn (when perpendicular to the runway), altitude should be roughly “___” for a 1,000 foot pattern?
600 feet AGL. This allows for a 1/2 mile final at 200 feet AGL
5.9.3.2. The aimpoint is usually about “___” feet short of the intended touchdown point. The aimpoint is usually the?
500 feet short
runway threshold
5.9.3.3 Can you land the T-6 with crab?
No, you cannot land the T-6 with crab
5.9.3.4 At higher aircraft weights, how should the airspeed vary on final to maintain an on-speed (amber donut)?
Airspeed should increase with aircraft weight on final (by 3-5 knots)
5.10.3.2 For a straight-in approach, descent to “___” feet AGL before the “____” mile radar point
500 feet AGL before the 5-mile radar point
5.10.3.3 For a straight-in approach, configure the aircraft prior to which point?
The 2-mile point
5.10.4.1 Straight-in technique. With flaps landings or takeoff, when should you begin the descent to the runway?
When the threshold of the runway (the aim point) is in the lower 1/3 of the windscreen
5.10.4.2 Using the GPS for a straight-in approach, how far away should you begin your descent?
1.25 and 1.67 miles from the aim point (3 to 4 deg glide path from 500 ft AGL)