Chapter 5

Question 1

When gusty winds, what would you increase your approach speed with?

Answer 1

Half the gust factor, but not to exceed +10 knots

Question 2

Speeds with gear down and flaps landing?

Answer 2

Maneuvering airspeed 110 KIAS or on-speed AOA whichever is higher
Final airspeed at 100 KIAS or on-speed AOA whichever is higher

Question 3

What is the crosswindlimit for using landing flaps?

Answer 3

Not greater than 10 knots - in an emergency, limit is however 25 knots

Question 4

Speeds with gear down and flaps T/O?

Answer 4

Maneuvering airspeed 115 KIAS or on-speed AOA whichever is higher
Final airspeed at 105 KIAS or on-speed AOA whichever is higher

Question 5

Speeds with gear down and flaps up?

Answer 5

Maneuvering airspeed 120 KIAS or on-speed AOA whichever is higher
Final airspeed at 110 KIAS or on-speed AOA whichever is higher

Question 6

What is the torque setting on inside downwind to maintain 120 KIAS?

Answer 6

Flaps up: 30%
Flaps T/O: 35%
Flaps LDG: 45%

Question 7

Pitch attitude at inside downwind?

Answer 7

Flaps up: spinner on horizon
Flaps T/O: 1/4 ground, 3/4 sky
Flaps LDG: 1/4 ground, 3/4 sky

Question 8

Torque setting in final turn?

Answer 8

Flaps up: ~ 12%
Flaps T/O: ~ 15%
Flaps LDG: ~ 18%

Question 9

Pitch attitude in final turn?

Answer 9

Flaps up: 1/2 ground, 1/2 sky
Flaps T/O: 2/3 ground, 1/3 sky
Flaps LDG: 2/3 ground, 1/3 sky

Question 10

Torque setting at final?

Answer 10

Flaps up: 12-14%
Flaps T/O: 14-16%
Flaps LDG: 16-18%

Question 11

Pitch attitude at final?

Answer 11

Flaps up: aim point 1/3 up windscreen
Flaps T/O: aim point 1/2 up windscreen
Flaps LDG: aim point 1/2 up windscreen

Question 12

Touchdown speed?

Answer 12

Target and range (target -5/+10)
Flaps up: 90 (85/100)
Flaps T/O: 85 (80/95)
Flaps LDG: 80 (75/90)

Question 13

Target touchdown range?

Answer 13

Flaps up: 500-1,500’
Flaps T/O: 500-1,000’
Flaps LDG: 500-1,000

Question 14

Power setting in the break?

Answer 14

As required (~ 10%)

Question 15

Breakzone range?

Answer 15

Approach end of the runway to 3,000’

Question 16

When should you not start a final turn?

Answer 16

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

Question 17

Which AOB would you use for a final turn?

Answer 17

Plan to use no more than 30 degrees of bank, but do not exceed 45 degrees of bank during final turn (>45 degrees of bank is an automatic go-around)

Question 18

What is the distance of the ‘final leg’ and glidepath angle?

Answer 18

approximately one-half to three-quarters of a mile from the RWY on a 3-to 4-degree glide path as you slow to final approach airspeed.

Question 19

What should your height be halfway through the final turn?

Answer 19

600 ft AGL (~1650’ MSL at Sheppard)

Question 20

When and to what setting should you reduce the power from the final turn?

Answer 20

Begin slowing from final turn speed to final speed when beginning to roll out of bank, initially reducing power (approximately 5 to 10 percent)

Question 21

Approximately how much fuel is considered heavy-weight and how much extra speed would you assume on final?

Answer 21

Above 700 to 800 pounds of fuel weight, approximately 3 to 5 knots above final turn and final airspeed may be required.

Question 22

On a straight in, when should you configure and reduce speed?

Answer 22

Configure prior to 2-mile point and slow to final approach speed once configured and before starting descent on glide path.

Question 23

During landingroll, when will you slowly release backpressure and allow the nosegear to lower?

Answer 23

Below 80 KIAS

Question 24

How long after touchdown, should you confirm that the N1 has reduced from 67% to 60-61%?

Answer 24

4 seconds

Question 25

What is the minimum airspeed and maximum bank in a closed pullup?

Answer 25

140 KIAS min and 90 degrees bank max

Question 26

When should you start power reduction in a closed pullup?

Answer 26

100 feet below pattern altitude for every 10 KIAS exceeding 140 KIAS - ex 180 KIAS = power reduction 400 feet before pattern altitude

Question 27

If traffic does not permit you to break, what would your actions be?

Answer 27

At the end of the breakzone, call: “breakpoint straight through”

Question 28

How do you perform a breakout?

Answer 28

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.

Question 29

Go-around procedure above 500’ AGL?

Answer 29

Use power as required. Raise the gear and flaps, and accelerate to normal pattern airspeed. Continued descent may be required (normally to 500 feet AGL) to comply with local directives.

Question 30

Go-around procedure at or below 500’ AGL?

Answer 30

Use power as required. When certain the aircraft will not touch down and with a positive climb indication, retract the landing gear and flaps.

Question 31

Go-around during landing phase - any hazards?

Answer 31

Do not raise the gear until a positive rate of climb is established and the aircraft is assured of not touching down.

Question 32

Landing irregularities - what is ‘porpoising’?

Answer 32

Incorrect landing attitude and airspeed. At touchdown, the nose gear contacts the RWY before the main gear.

Question 33

Any concerns during purpoising?

Answer 33

Do not raise the landing gear after a porpoise. Structural damage may prevent normal gear operation.

Question 34

What is ‘ORM-3-2-1’?

Answer 34

With an engine malfunction requiring an ELP (PEL - except the ‘3-2-1’ and a forced landing), 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) RWY in sight and in a position to safely (M) maneuver to land. The point to make the final decision to continue or eject is 300 feet AGL (3). 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.

Question 35

The ‘O’ in ORM-3-2-1 is considered as?

Answer 35

Being at sufficient altitude to be able to make an airfield using an engine-out glide is referred to as “being on profile”

Question 36

How much altitude can you trade for 10 KIAS speed?

Answer 36

Ten knots of extra airspeed can be traded for approximately 100 feet of increased altitude. For example, 175 KIAS and 6,000 feet is approximately the same energy level as 125 KIAS and 6,500 feet.

Question 37

Turn-Climb-Clean-Check and Boost pump-Ignition-Plan (T-C-C-C BIP) - describe the ‘climb’

Answer 37

Above 150 KIAS, initiate a zoom climb using a 2-G pull-up to a 20-degree climb angle until approaching 20 KIAS above the desired glide airspeed. Then lower the nose to maintain the desired glide speed. At higher altitudes, the requirement to zoom or simply decelerate to glide speed is based on distance to the selected recovery field.

Question 38

What is the glide ratio clean and with gear down?

Answer 38

At optimum glide airspeeds, the drag of extended landing gear reduces the glide ratio (NM divided by 1,000 feet of altitude) from 2:1 to 1.5:1

Question 39

What is the approximate altitude loss for a 360 degrees turn?

Answer 39

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

Question 40

What is the glide performance for a ‘clean’ T-6?

Answer 40

At 125 KIAS approximates best glide range, should glide 2 miles for every 1,000 feet of altitude lost (2:1 glide ratio), with a VSI of approximately 1,350-1,500 fpm.

Question 41

Where should the High Key in an ELP be located?

Answer 41

In the first 1/3 of the intended landing runway

Question 42

ELP altitudes, speeds and visuals?

Answer 42

High Key - 3,000’ AGL - 120 KIAS minimum, or on-speed AOA, whichever is higher

Cross Key - 2,200-2,300’ AGL - 120 KIAS minimum, or on-speed AOA, whichever is higher

Low Key - 1,500’ AGL - 120 KIAS minimum, or on-speed AOA, whichever is higher - 2/3 Wing Tip Distance abeam intended landing aimpoint. Fuel cap on RWY

Base Key - 600-800’ AGL - 120 KIAS minimum, or on-speed AOA, whichever is higher

Final - N/A - 110 KIAS minimum - Plan for 1,000-foot (minimum) final prior to the intended point of touchdown.