Trans Checkride Guide Flashcards
Abort Start (pg. 3-3)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
-
Procedure:
1. PCL – OFF; or STARTER switch –
AUTO/RESET
NOTE: If PCL is past IDLE gate, abort by
placing PCL OFF
2. Perform Motoring Run Procedure
*CAUTION: If start is manually or PMU
aborted w/ ext power, do not attempt subsequent restarts - Why? – Hot, Hung, No Start, 2 Lights (ST READY out, BATT BUS on)*
- In AUTO, PMU should terminate if hot, hung, or no start condition
-
Manual Abort required if:
⮚ ITT likely to exceed 1000°C (hot)
⮚ ITT likely to remain between 871-1000°C for > 5 sec (hot)
⮚ N1 increase is halted (hung)
⮚ No rise of ITT w/in 10 sec of FF, 5 to turn 10 to burn (no start)
⮚ BATT BUS
⮚ PCL moved or ST READY light extinguishes
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
All BF Procedures
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Emergency Engine Shutdown on the Ground
PCL - OFF
FIREWALL SHUTOFF HANDLE - PULL - Abort
PCL - IDLE
BRAKES - AS REQUIRED - Engine Failure Immediately After Takeoff (Sufficient Runway Remaining Straight Ahead)
AIRSPEED - 110 KNOTS (MINIMUM)
PCL - AS REQUIRED
EMER LDG GR HANDLE - PULL (AS REQUIRED) - Engine Failure During Flight
ZOOM/GLIDE - 125 KNOTS (MINIMUM)
PCL - OFF
INTERCEPT ELP - Immediate Airstart (PMU NORM)
PCL - OFF
STARTER SWITCH - AUTO/RESET
PCL - IDLE, ABOVE 13% N1 - Uncommanded Power Changes / Loss of Power / Uncommanded Propeller Feather
PCL - MID RANGE
PMU SWITCH - OFF
PROP SYS CIRCUIT BREAKER (left front console) - PULL, IF Np STABLE BELOW 40% - Inadvertent Departure From Controlled Flight
PCL - IDLE
CONTROLS - NEUTRAL
ALTITUDE - CHECK - Fire In Flight, If Fire is Confirmed:
PCL - OFF
FIREWALL SHUTOFF HANDLE - PULL - <32>PHYSIOLOGICAL SYMPTOMS
BOS PUSH MAN - PRESS ON - <30>OBOGS Failure / Overtemp / Physiological Symptoms/<32>OXY CRIT Annunciator
GREEN RING - PULL (AS REQUIRED)
DESCENT BELOW 10,000 FEET MSL - INITIATE
OBOGS SUPPLY LEVER - OFF (BOTH) - Eject
EJECTION HANDLE - PULL
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Annunciator Causes Red (pg. 3-58)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- BAT BUS - Batt bus inop
- GEN BUS - Gen bus inop
- PMU FAIL - PMU failure
- GEN - Gen inop
- CKPT PX - Cockpit over px, pressure exceeds 3.9 to 4.0 psi
- CANOPY - Canopy unlocked/unsafe
- FUEL PX - Fuel px at or below 10 psi motive flow line
- OIL PX - 3 causes
1. Oil px at or below 15 psi
2. 15 to 40 psi for 5 sec at idle
3. Below 40 psi above idle - OBOGS FAIL - OBOGS system malfunction
- CHIP - Engine chip detector indicates oil contanmination
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Annunciator Causes Amber (pg. 3-58)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- CKPT ALT - Ckpt alt above 19,000 feet
- DUCT TEMP - Enviornmental duct or defog duct above 300 F
- HYDR FL LO - Hydro reservior fluid below 55 cu in or 1 qt
- BUS TIE - Bus tie open or bus tie inop
- FUEL BAL - Fuel imbalance exceeds 30 lbs for 2 min or fuel probe or EDM fail
- EHYD PX LO - Emer hydro pressure at or below 2400 +- 150 psi
- TAD FAIL - Rudder trim aid device fail
- L FUEL LO - Left wing below 110 lbs usable fuel
- R FUEL LO - Right wing below 110 lbs usable fuel
- PMU STATUS - PMU has detected and accomidated a fault in flight or a WOW switch
- OIL PX - Oil px 15-40 psi at idle OR Oil px 40-90 for 10 seconds above idle
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Annunciator Causes Green (pg. 3-58)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- IGN SEL - Ignition on
- M FUEL BAL - FUEL BAL Switch in MANUAL
- ST READY - PCL in st ready
- BOOST PUMP - Boost pump switch on, low fuel px switch on, or starter relay
- ANTI ICE - Probes anti-ice on
- TAD OFF - Rudder trim aid device off
- TRIM OFF - Trim disconnect switch activated
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Annunciator Causes FDR (pg. 3-58)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- FAIL (Amber) FDR - IDARS has failed, notify maintainance
- MAINT (Green) FDR - IDARS memory is 80% full or over G may have occured, notify maintance
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Land As Soon As Possible (pg. 3-3)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
An emergency shall be declared and landing accomplished at nearest suitable field (immediately) considering:
* severity of the emergency
* weather conditions
* field facilites
* ambient lighting
* command guidance
Engine related
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Land As Soon As Practical (pg. 3-3)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Emergency conditions are less urgent, and although mission is CANX, emer is such that immediate landing may not be necessary
Non engine related
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Suitable Landing Area (pg. 3-3)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Hard surface runway, taxiway, or under/overrun. Landing on unpaved surfaces or ditching is not recommended
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Batt Bus Fail Effect on Config/Confirming/TP Stalls
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Plan to extend Ldg Gr w/ EMER LDG GR HANDLE; Emer flaps will be powered by Main batt through Hot Batt Bus (if not failed); If BATT BUS fails but main batt has not failed, flaps will retract; Ldg Gr/Flap indicators will not be powered
Note: STBY Gyro will operate for at least 9 minutes after Batt Bus has failed if off flag appears
Note: OBOGS/Pressurization will be inop
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Gen Bus Fail Effect on Config/Confirming/TP Stalls
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
W/ Gen Bus fail but operational Gen, BUS TIE Switch remains in NORM to keep Batt/Batt Bus alive; Normal Gear/flap operations available; Airspeed/Altimeter will fail necessitating use of Standbys
Note: speed brake, AOA, TAD, VSI, RMU, GPS, EHSI, and warning tones will be inop
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
AOA Comp Fail Effect on TP Stalls
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Procedure:
1. AOA Circuit Breaker (left front console) – Pull
2. Land as soon as Practical - Failure of AOA comp will be most easily recognized during pattern ops through loss of indexers (gear down) and AOA gauge reading less than 0 units; Stick shaker & aural tones/warning for CWS & LDG GR will be inop; Fly known pitch/power settings & airspeeds to safely recover AC when AOA/Stall warning systems are inop
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Hydro Fail Effect on Config/Confirming/TP Stalls
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Normal gear/flaps/speedbrake/NWS ops unavailable when HYDR FL LO and pressure is < 1800 psi; Loss of hydro press w/out annunciator may indicate engine driven pump failure; EMER LDG GR Handle must be used (flap & gear
retraction will be unavailable)
Note: EHYD PX LO indiactes emergency ldg gr and flaps are inop
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
General EP Knowledge (Ch 3)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Non-Boldface Boldface
- MATL
- CAPITAL BOLDFACE LETTERS are considered a CRITICAL ACTION item to be memorized
- If (BOTH) confirm completed in both ckpts
- Resetting circuit breakers: If aircraft can be safely recovered/mission completed without affected equipment, the circuit breaker should not be reset
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Engine Oil Quantity Limits (pg. 5-3, condensed checklist N-27/28)
Note: N-27 is US NAVY ONLY, while N-28 is USAF ONLY
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Oil must be serviced w/in 30 minutes of eng shutdown
- Oil must be checked 15-20 minutes after shutdown (most accurate)
- Normal oil level is between ADD & MAX HOT
- Only use Dipstick for correct level indication (-1 pg. 5-3)
Capacities (CL N-27/28):
* Tank = 10 Quarts
* Oil systems = 18.5 Quarts
* Oil Specification = MIL-PRF-23699
Note: N-27 is US NAVY ONLY, while N-28 is USAF ONLY
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Battery/Starter Limits (pg. 5-3,8)
(Volts, duty cycle, gen limits)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Voltage = 23.5 minimum (Do not connect external pwr if voltage < 22.0)
- Starter Duty Cycle = 20s on, 30s off; 20s on, 2 min off; 20s on, 5 min off; 20s on, 30 min off
- Generator Limits:
Inflight = +50 to -2 AMPS
Ground/Inflight Voltage: 28.0 to 28.5 Volts
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Prop Limits (pg. 5-8)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- 62 – 80% NP sustained is prohibited on ground
(ground resonance) - Overspeed limit = 110% NP
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
VMO, MMO, VG, VO (pg. 5-8,9)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- VMO (Max Operating Speed) = 316 KIAS
- MMO (Max Operating Mach #) = 0.67
- Above 18,769 MSL MMO = 0.67 Indicated Mach # (IMN)
-
VG (Turbulent Air Penetration Speed):
Max = 195 KIAS
Recommended = 180 KIAS -
VO (Maneuvering Speed) = 227 KIAS
Definition: Speed above which full or abrupt movements in 1 axis can cause structural damage - Full rudder deflection above 150 KIAS will exceed limits for rudder system
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
0 G Limit/Neg G Limit (pg. 5-9,10)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Zero G Time Limit = 5 sec max
WARNING: Holding a zero G-loading for >5 sec can cause engine damage & possible failure
NOTE: Due to gauge tolerances, the AC may be at zero G w/ gauge readings between +0.25 & -0.25 G - Negative G Time Limit (including inverted) = 60 sec max
- The following sustained negative G limits ensure recovery of the center section fuel tank:
1. Negative G maneuvers w/in 60 seconds followed by 60 sec upright (positive G) flight before conducting additional negative G maneuvers
2. Do not exceed -2.5 G for negative operation longer than 30 sec
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Prohibited Maneuvers (pg. 5-10)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Inverted Spins
- Inverted Stalls
- Aggravated spins past 2 turns
- Spins w/ PCL above IDLE, Spins w/ ldg gr/flaps/speed brake extended
- Spins w/ PMU off
- Spins below 10,000 ft PA
- Spins above 22,000ft PA
- Abrupt cross-controlled (snap) maneuvers
- Tail slides
- Aerobatic maneuvers/spins/stalls w/ fuel imbalance > 50lbs
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Acceleration Limits (pg. 5-10)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Symmetric
Clean = -3.5 to +7.0 G
Gear and/or flaps extended = 0.0 to +2.5 G - Asymmetric
Clean = -1.0 to +4.7 G
Gear and/or flaps extended = 0.0 to +2.0 G
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Weight Limits (pg. 5-11)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Max Ramp Weight = 6,550 lbs
- Max TO Weight = 6,500 lbs
- Max LDG Weight = 6,500 lbs
- Max Zero Fuel Weight = 5,500 lbs
- Max Weight in Baggage Comp = 80 lbs
- Max Weight on Glareshield = 8.5 lbs
- Fuel Weight = 1100 (SPR) 1200 (OWR)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Barrier Limits (pg. 5-11)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Taxi over arresting cables at as slow a speed as
possible avoiding nose/main gear contact w/ cable support donuts
CAUTION: Nose or main gear contact w/ donuts
may result in damage to gear and/or prop; If
contact occurs, have MX inspect before next flight;
CAUTION: Do not taxi over arresting cables w/ main gear doors open - TO/land beyond arresting cables
- Taxiing over lowered net barriers should be avoided if possible; if unavoidable, reduce power to IDLE &
discontinue braking before crossing. Resume braking after crossing. If webbing catches on AC, may experience directional control problems.
WARNING: A raised web barrier (BAK15) should
never be engaged. Crews will steer around or eject
prior to engaging
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
En-route Limits (pg. 5-13)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Icing
* When operating in areas of known icing Probes
Anti-ice switch shall be ON
* At first icing indication, crews will ascend or
descend from icing layer
* Aerobatics after icing encounter are prohibited
until ice has melted or sublimated
* Maneuvers w/ icing are limited to 30° AOB & 0 to 2 G’s
* For landing config & landing phase, w/ ice
accumulation, approach speed must be increased by 10 KIAS
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Taxi, TO, & Landing Limits (pg. 5-11)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Nose Wheel Steering – Do not use for TO/LDG
- Canopy Defog must be OFF for TO/LDG
- Max Rate of Descent @ touchdown w/ main tires serviced normally (185±5 PSI) = 600 FPM
- Max Rate of Descent @ TD w/ main tires serviced to Max (225±5 PSI) = 780 FPM
- Wind Limits:
Max CW for Dry rwy = 25 knots
Max CW for Wet rwy = 10 knots
Max CW for Icy rwy = 5 knots
Max Tailwind for TO = 10 knots
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Fuel Limits (pg. 5-13)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Fuel Quant Limits
* Aerobatics prohibited when below 150lbs per side (yellow arc)
* Max lateral fuel imbalance = 50lbs
* Fuel Pump Suction Feed Limits
* Eng ops using only the engine-driven high pressure fuel pump w/o both the electric boost pump & eng driven low press pump is limited to 10 hrs
* Max Fuel Flow = 799 pph (all phases of flight)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Miscellaneous (pg. 5-13)
Temp limits, px limits, rwy surface limits, wind limits
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Temperature Limits: -23°C to 43°C
Note: Ground operation during periods exceeding
43°C is permitted for up to 15 minutes for the purpose of taxiing to park - CKPT Pressurization Limits
Normal schedule = 3.6 ± 0.2 psi
CKPT PX illuminates at 3.9 - 4.0 psi
Ckpt ΔP display changes to red and overpress safety valve opens at 4.0 psi - Runway Surface Limits: Aircraft is cleared to operate on hard surfaced rwy’s (concrete, tarmac, or similar) only
- Canopy Wind Limits: Canopy should not be opened on ground when winds exceed 40 knots
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Escape System Limits (5-15)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Ejection Seat Nude BW limits = 103 – 231 lbs
Risk of injury increases for pilot weights outside of specified range - When ejecting over mountainous terrain > 8,000MSL the MOR handle should be used to
manually separate from seat and deploy parachute - WARNING: Ejection seats must never be operated
w/ canopy open
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Type of Stability (pg. 6-4)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Normal Flight Characteristics
* The a/c exhibits positive stability in all configurations throughout the flight envelope
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Miscellaneous (pg. 5-13)
Temperature Limits, CKPT Pressurization Limits
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Temperature Limits: -23°C to 43°C
- Note: Ground operation during periods exceeding 43°C is permitted for up to 15 minutes for the purpose of taxiing to park
- CKPT Pressurization Limits:
Normal schedule = 3.6 ± 0.2 psi
CKPT PX illuminates at 3.9 - 4.0 psi
Ckpt ΔP display changes to red and overpress
safety valve opens at 4.0 psi
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Runway Surface Limits
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Runway Surface Limits: Aircraft is cleared to operate on hard surfaced rwy’s (concrete, tarmac, or similar) only
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Canopy Wind Limits
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Canopy should not be opened on ground when winds exceed 40 knots
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Escape System Limits
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Ejection Seat Nude BW limits = 103 – 231 lbs
- Risk of injury increases for pilot weights outside of specified range
- When ejecting over mountainous terrain >8,000MSL the MOR handle should be used to manually separate from seat and deploy parachute
- WARNING: Ejection seats must never be operated w/ canopy open
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Type of Stability (pg. 6-4)
Normal Flight Characteristics
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
The a/c exhibits positive stability in all configurations throughout the flight envelope
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Glide Perfomance (pg. 6-5)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Best Glide Speed (Clean config) = 125 KIAS
VVI/VSI =1350 fpm - BGS w/ ldg gear & flaps = ~105 KIAS
VVI/VSI = 1500 fpm - Zero thrust power setting = 4 – 6% Torque (simulates a/c performance w/ prop feathered)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Stall Characteristics (pg. 6-5)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Stall Warning (Stick Shaker vs. Buffet)
- Stick shaker activates minimum of 5 knots before stall is reached (varies 5-10 knots prior to stall
during power off, accelerated conditions) - Buffet (natural stall warning) occurs ~3 knots before stall during power off conditions in all configurations; during accelerated/turning stalls, moderate buffet occurs well before actual stall; during accelerated, power-on stall entries, there is little buffet prior to stall
NOTE: Activation of stick shaker is earliest warning for an inadvertent stall; Stick shaker may mask buffet during stall approach & recovery
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Roll-off Tendency >60% Torque
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- A roll-off or wing drop, together w/ increased buffet is the defining characteristic of an upright, wings level stall
- Power-on = Left rolling tendency
- Power-off = Right rolling tendency
NOTE: Above 60% torque, full right rudder and full right aileron may not prevent a left roll-off at stall
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Configuration Effect on Stalls
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Ldg gear position has little effect on stall characteristics
- Extending flaps aggravates roll-off tendency at stall
- Speed brake extension or fuel imbalance ≤50lbs have negligible effects on stall characteristics
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Define OCF & Post Stall-Gyrations
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- OCF (Out-of-control Flight) – a situation in which the a/c does not respond immediately & in a normal sense to application of flight controls; seemingly random motion of a/c about one or more axes
- Post-stall Gyrations – Motions of the a/c about one or more axes immediately following a stall & prior to spin
NOTE: Cycling controls or applying anti-spin
controls prematurely can aggravate a/c motion &
delay spin/OCF recovery
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Identify a Spiral
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Rolling and/or yawing motion of the a/c that is not steady-state in that the airspeed is increasing through 160 KIAS w/ oscillatory motions
- Best response to spiral is IDLE power and neutral controls (OCF BF)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Reasons for No Spins Below 10,000 MSL
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Due to high stresses on prop during spin maneuver w/ prop rpm below 80%
- To prevent high stress, the PMU artificially
maintains prop rpm at 80% w/ PCL at IDLE when a/c is above 10,000ft pressure alt.
NOTE: During a spin, oil press may decrease below
40psi w/ idle power. This is acceptable provided
no ops limits are exceeded
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Erect Spin AOA, Airspeed, Time, Alt Loss
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- After initial turn, nose will pitch to ~60° below
horizon, w/ oscillatory pitch. After ~3 turns, spin
becomes near steady-state w/ following conditions: - AOA = 18+
- Airspeed = 120 – 135 KIAS
- Time = 2 – 3 seconds per turn
- Alt Loss = 400 – 500 feet/turn
- Alt Loss During Erect Spin Recovery
- 1,500 – 2,000ft for normal dive recovery (we do
Neutral Control Recovery)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
How Does RCR/Headwind/Temp/PA affect TOLD?
RCR (Runway Condition Reading)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Used to define braking characteristics for
various rwy surface conditions - Runway Condition ICAO Report RCR:
Dry Good: 23
Wet Medium: 12
Icy Poor: 05 - TO Distance – RCR has no effect (not on chart)
- Max Abort Speed – Increases as RCR increases
- Ldg Distance – Decreases as RCR increases
Headwind - TO Distance – Decreases as HW increases
- Max Abort Speed – Increases as HW increases
- Ldg Distance – Decreases as HW increases
Temperature (hotter = less dense air/less
performance) - TO Distance – Increases as TEMP increases
- Max Abort Speed – Decreases as TEMP increases
- Ldg Distance – Increases as TEMP increases
Pressure Altitude (higher = less dense air) - TO Distance – Increases as PA increases
- Max Abort Speed – Decreases as PA increases
- Ldg Distance – Increases as PA increases
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Maximum Braking Speed (VB) (pg. A3-2)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Max speed from which the a/c can be brought to a
stop w/out exceeding the max design energy
absorption capability of the brakes
If Max abort speed is > (VB – 20knots), then VB – 20
knots becomes the abort speed
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Assumptions for Max Abort Speed (pg. A3-2)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- 3 sec reaction to recognize decision to Abort & put
PCL to IDLE - 3 sec to apply brakes after selecting IDLE
- 20 knots of AS gained during the 6 seconds
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Max Range vs. Max Endurance (pg. A5-2)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- Max Range = Level flight speed which produces the most miles (distance) White Triangle on AOA gage (4.9 units)
- Max Endurance = Speed for minimum fuel flow in level flight (time) White Diamond on AOA gage (8.8 units)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Long Range Cruise Percent of Max Range (pg. A5-2)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
The level flight speed above max range speed that yields 99% of max range
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
AoA Gauge
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- White Triangle 4.9 units (Max Range)
- White Diamond 8.8 units (Max Endurance, diamonds are forever)
- Green arc 10-11 units
- Red Arc 18 (Stall)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Landing Distance Assumptions (pg. A8-2)
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
- A 3° approach to the 50ft obstacle height
- Idle power & threshold speed as determined by chart at 50ft
- 2 second delay from touchdown to initiation of braking
- Max braking once a/c is firmly on the ground through full stop
- The braking friction coefficient for a dry asphalt or concrete rwy corresponds to an RCR of 23
Source: 1T-6A-1 T-6A Flight Manual (Dash One)
Taxi Spacing Restrictions (pg. 10 para 3.2)
Source: 11-2T-6V3 T-6 Ops Procedures
- Taxi interval = 75ft (staggered)
- Taxi interval = 150ft (in trail)
- Spacing may be reduced when holding
short/entering rwy - Aircrews will not taxi if ice/snow is adhering to
taxiways or rwy’s until all portions have been
checked f/ safe ops - When ice/snow is present, taxi on centerline w/
min spacing of 300ft - Night taxi spacing: 300ft
Source: 11-2T-6V3 T-6 Ops Procedures
Use of Helmet Visor, G-suit, & Gloves (pg. 9 para 3.1.4-6)
Source: 11-2T-6V3 T-6 Ops Procedures
- Visor: Will be down any time canopy is closed; clear visor required @ night & optional for low vis conditions
- G-suit: Will be worn when 2 or more Gs are
planned/expected during any portion of sortie;
If G-suit is NOT worn, aircrews will have approved
tethered blade knife in case of ejection - Gloves: Will be worn from eng start until
shutdown; should be worn during ext insp
Source: 11-2T-6V3 T-6 Ops Procedures
FOD Prevention (pg. 9 para 3.1.7)
Source: 11-2T-6V3 T-6 Ops Procedures
To reduce risk of FOD damage, personnel will:
* Not approach/allow others to approach an
operating eng
* Avoid using excessive power
* Avoid prop/jet blast from other a/c
* Ensure loose items are secure in ckpt before
opening canopy
* Not place objects on canopy transparency in
order to prevent damage of canopy
Source: 11-2T-6V3 T-6 Ops Procedures
Joker/Bingo/Normal Recovery Fuel (pg. 10 para 3.3.1.1-3)
Source: 11-2T-6V3 T-6 Ops Procedures
- Joker Fuel: Pre-briefed fuel quant above bingo at which separation, bug out, or event termination should begin & proceed w/ remainder of mission
- Bingo Fuel: Pre-briefed fuel quant that allows a/c to RTB of intended ldg or alternate (if required) using preplanned recovery parameters & arriving w/ norm recovery fuel
- Norm Recovery Fuel: Fuel on initial or at FAF at base of intended ldg or alternate (if required). Will be the higher quant of what is required locally or 200 lbs
Source: 11-2T-6V3 T-6 Ops Procedures
When to Declare Min/Emer Fuel (pg. 10 para 3.3.1.4)
Source: 11-2T-6V3 T-6 Ops Procedures
- Crews will declare min/emer fuel to controlling
agency when it becomes apparent the fuel remaining at final TD will be less than 150 lbs (min dual), 200 lbs (min solo), or 100 lbs or less (emergency) - After declaring, crews will add the fuel status/amount of fuel remaining in minutes to each new ATC facility
- Once in local pattern, crews will add fuel status w/ each radio call
Source: 11-2T-6V3 T-6 Ops Procedures
Use of LDG Flaps (pg. 12 para 3.3.6.2)
Source: 11-2T-6V3 T-6 Ops Procedures
Should be used for full-stop ldg’s when heavy
weight flaps up ldg distance is ≥ 80% of actual field
length
Source: 11-2T-6V3 T-6 Ops Procedures
Low Approach & Restricted Low App (pg. 12 para 3.3.7)
Source: 11-2T-6V3 T-6 Ops Procedures
- Crews will NOT allow the a/c to touch down when cleared low app
- Restricted: Crews will not descend below 500ft
AGL or altitude specified by controller
Source: 11-2T-6V3 T-6 Ops Procedures
Min Rwy Length Normal & Emer (pg. 12 para 3.3.2.1, 4)
Source: 11-2T-6V3 T-6 Ops Procedures
- Normal: 4,000ft x 75ft or HW flaps UP ldg distance + 500ft, whichever is greater (TO, Ldg, T&G)
- Emer: Crews should consider all factors (winds, rwy condition & environment, a/c energy state, emer response availability, etc.) that could affect ability to safely recover to an airfield within normal mins
Source: 11-2T-6V3 T-6 Ops Procedures
WX/cloud Clearance During OCF (pg. 12 para 3.4.2.1-2)
Source: 11-2T-6V3 T-6 Ops Procedures
- 7,000ft minimum above clouds
- For all OCF above clouds, recovery must be
accomplished at min 3,000ft above clouds
Source: 11-2T-6V3 T-6 Ops Procedures
Min Altitudes (pg. 13 para 3.4.4)
(aero, UA, OCF, stalls, SF, Enroute & MOA (Solo), VFR non-local point to point, configured slip)
Source: 11-2T-6V3 T-6 Ops Procedures
Min Altitudes (pg. 13 para 3.4.4)
* Crews will perform all parts of aero maneuvers, UA, OCF recoveries, practice lost wingman, extended trail, stalls & slow flight above 6,000ft AGL
* OCF/spin entry = 13,500 MSL
* Enroute & MOA (solo) = 5,000ft AGL (except in traffic pattern or departure/recovery)
* VFR non-local, point-to-point navigation = 3,000ft AGL
* Configured Slips = 300ft AGL
Source: 11-2T-6V3 T-6 Ops Procedures
Dual Only Maneuvers (pg. 13 para 3.4.5)
Source: 11-2T-6V3 T-6 Ops Procedures
Dual Only Maneuvers (pg. 13 para 3.4.5)
(CURLSSSSSS) 6S
* Contact recoveries
* Uncontrolled airfield ops
* Rolling TO’s
* Low-closed patterns
* Spin entry
* Simulated emer procedures (ELP’s, flaps up
patterns/ldg’s)
* Straight-in approaches
* Stalls
* Slow flight
* Stability Demo
Source: 11-2T-6V3 T-6 Ops Procedures
GPS WX for non-precision approaches (para 3.6.6.1.2)
Source: 11-2T-6V3 T-6 Ops Procedures
- RNAV 1 & RNP APCH procedures: Crews will only accomplish RNAV sections of approaches in day VMC due to KLN-900 limitations
- Crews will only utilize LNAV & Circling lines of
minima iaw the 202V3
Source: 11-2T-6V3 T-6 Ops Procedures
GPS Database Currency (para 3.6.6.2)
Source: 11-2T-6V3 T-6 Ops Procedures
- Crews will check Jeppesen NAVDATA alerts,
change notices, & NOTAMs prior to every flight
when utilizing Jeppesen database - Crews will not use GPS as primary source of IFR
navigation w/ an expired database
Source: 11-2T-6V3 T-6 Ops Procedures
FDE for GPS Use (para 3.6.6.3)
Source: 11-2T-6V3 T-6 Ops Procedures
- Crews will check FDE before using GPS as a
primary source of IFR nav - A loss of FDE constitutes an unacceptable
degradation of system performance; FDE must
indicate “YES” before using GPS as primary source
of IFR nav in the NAS
Source: 11-2T-6V3 T-6 Ops Procedures
RNAV SID/STAR (para 3.6.6.6.3)
can we fly them?
Source: 11-2T-6V3 T-6 Ops Procedures
- Crews will NOT fly SIDs, STARs, & DP’s with “RNAV” in the title
Source: 11-2T-6V3 T-6 Ops Procedures
Uncontrolled Airfield Ops Max a/c in the Pattern (para 3.10.5.2)
Source: 11-2T-6V3 T-6 Ops Procedures
- Crews will NOT operate in a UA pattern w/ more than 4 total a/c (military or civilian)
Source: 11-2T-6V3 T-6 Ops Procedures
Uncrontrolled Airfield Ops Overhead vs. Rectangular Pattern (para 3.10.5.3)
What approaches may be flown, turn direction, w/ civis in patt
Source: 11-2T-6V3 T-6 Ops Procedures
- Instr. Approaches, overheads, rectangular, &
ELP’s may be flown - Crews will make all turns to the Left unless
pubs/light gun signals/visual markings indicate
right patterns - Crews will NOT fly OH patterns w/ civilian a/c in
the pattern
Source: 11-2T-6V3 T-6 Ops Procedures
Max Airspeed at an NTA (para 3.10.5.4)
Source: 11-2T-6V3 T-6 Ops Procedures
- Crews will maintain 200 KIAS or less for pattern/approach ops within 1,500ft AGL & 3
NM of a UA
Source: 11-2T-6V3 T-6 Ops Procedures
High Surface Wind Restriction (pg. 24 para 3.11.2, 3.11.3.2)
Source: 11-2T-6V3 T-6 Ops Procedures
- Units/crews will not conduct flights over land
within their training or operating areas when
steady state surface winds (forecasted or actual) exceed 35 knots - Surface winds >25 knots in training or operating areas require OG/CC approval
Source: 11-2T-6V3 T-6 Ops Procedures
High Swell Restriction (pg. 24 para 3.11.3.1)
Source: 11-2T-6V3 T-6 Ops Procedures
- Over-water flights w/ forecast or actual wave heights exceeding 10ft require OG/CC approval
Source: 11-2T-6V3 T-6 Ops Procedures
Solo Flying Recommendations for….
Engine Malfunction (pg. 26 para 4.4.3)
Source: 11-2T-6V3 T-6 Ops Procedures
- W/ any eng malfunction (eng running) stud should fly a PEL
Source: 11-2T-6V3 T-6 Ops Procedures
Solo Flying Recommendations for…. Engine Failure (pg. 26 para 4.4.4)
Source: 11-2T-6V3 T-6 Ops Procedures
- W/ an eng failure, stud should strongly consider ejection
- Stud may attempt a FL w/ a min ldg distance
available of 4,000ft or HW flaps UP ldg dist plus
500ft, whichever is greater
Source: 11-2T-6V3 T-6 Ops Procedures
Tire Wear Criteria (pg. 4 para 3.2.4)
Source: 111-2T-6V3 47 OG SUP
- Tires will be changed when any tire limit is reached
Do NOT accept an a/c: - W/ a red cord showing for any sortie
- W/ more than 3 cords showing for an O&B
- W/ more than 2 cords showing for a Cross Country
- The wear limit on nose tire is tread remaining
Source: 11-2T-6V3 47 OG SUP
Ejection Seat Pins (pg. 4 para 3.4.3.1)
Source: 111-2T-6V3 47 OG SUP
- After ldg, pilots will insert pin after clearing rwy & prior to taxiing onto the parallel taxiway
- Pins will be fully inserted at all times when a/c is under covered area
Source: 111-2T-6V3 47 OG SUP
Ejection Seat Pins (pg. 4 para 3.4.3.1)
If you drop the pin & cannot retrieve it:
Source: 111-2T-6V3 47 OG SUP
If you drop the pin & cannot retrieve it:
1. Confirm AFTER LANDING checklist is complete
& ISS is in SOLO
2. Remain in current position or taxi to a spot in
run-up area or hot brakes. Coor’d w/ REDSTICK to have mx marshal a/c into non-sheltered parking spot. Wait for confirmation
from REDSTICK to taxi
3. Once stopped, wait for mx to arrive w/ new
seat pin. Shutdown & run all normal checklists.
Open canopy only enough to grab pin. Close &
lock canopy then secure the seat
Source: 111-2T-6V3 47 OG SUP
Contact, Formation, Instrument MOAs (pg. 16 para A11.1)
Which areas are Contact, form, etc.
Source: 111-2T-6V3 47 OG SUP
- Contact Areas: 1,2,6,7,9,10
- Instrument Areas: 3,4,5 (Inst. East); 9,10 (Inst. South)
- Formation Areas: 3,4,5
- FCF/PECOS: 8 high/low & BURR or 9,10 high/low (as last resort)
- Any type of sortie can use Area 8
- When Needed for overflow, RAPCON uses BURR areas
Source: 111-2T-6V3 47 OG SUP
MOA Altitudes (pg. 16 para A11.2)
Source: 111-2T-6V3 47 OG SUP
- Low Areas: 7,000 – 12,000ft
- High Areas: 15,000 – 22,000ft
- Altimeter settings 28.92 to 29.41: HA tops at
21,000ft - Altimeter settings 29.42 to 29.91: HA tops at
21,500ft
Source: 111-2T-6V3 47 OG SUP
Proceeding Direct to Lateral Confines (pg. 16 para A11.3.1)
Source: 111-2T-6V3 47 OG SUP
PIIPE Route: allowed once beyond 15 DME or
established on FORDE & level at 13,000ft
Source: 111-2T-6V3 47 OG SUP
Expected Recovery Altitdue (pg. 17 para A12.1)
Source: 111-2T-6V3 47 OG SUP
- Unless otherwise directed, be at 6,000ft (low
area) or 14,000ft (high area) prior to exiting lateral limits of area - Unless otherwise directed, T-6’s recovering from
low areas 4,5,7,8,9,10 should plan to recover via
HIGH RIO or VFR Direct - T-6’s in low areas 1,2,3,6 should plan to recover
via LOW RIO
Source: 111-2T-6V3 47 OG SUP
Pattern Priorities (pg. 19 para A13.2,3)
Source: 111-2T-6V3 47 OG SUP
Pattern Priorities (EMFREV):
* Emergencies
* Min Fuel
* Formation
* Radar Entries
* Established in pattern
* VFR entry
If multiple a/c on CW w/ inadequate spacing, the a/c that will be established on outside DW first has priority
Every Mexican Farmer Raises Exellent Vegetables
Source: 111-2T-6V3 47 OG SUP
Comm Priorities (pg. 19 para A13.2,3)
Source: 111-2T-6V3 47 OG SUP
Comm Priorities (SCGPR):
* Safety of flight, deconfliction/separation, or
emergency
* Clearances/cancellations or acknowledgments
(i.e TO clearance, Restricted low app, cleared
straight-in)
* Gear down calls
* Position reports
* Requests
Memory help: Side Chicks Get… (the rest is du ma)
Source: 111-2T-6V3 47 OG SUP
When to Turn CW (pg. 20)
Source: 111-2T-6V3 47 OG SUP
Departure Leg
* NET: 1/2 mi past DER
* NLT: 1 mi past DER
Straight Through Initial
* NET: DER
* NLT: DER
Offset
* NET: DER
* NLT: 1/2 past DER
Center RWY Departure Leg
* NET: Cleared
* NLT: Breakpoint and cleared
Source: 111-2T-6V3 47 OG SUP
When not to Break
(A13.11)
Source: 111-2T-6V3 47 OG SUP
DO NOT BREAK:
* W/ traffic conflict on high closed, low closed, or
inside DW
* A/c between 5 & 2 NM on straight-in. Exception:
Crew may request “break for practice breakout”
* A/c between report HK & LK.
Exception: at
Wizard only crew may request “break for practice
breakout,” if direction of break will be east and
another a/c is flying ELP to the west
* A/c orbiting HK
Source: 111-2T-6V3 47 OG SUP
When not to Request Closed/Low Key
(A13.11)
Source: 111-2T-6V3 47 OG SUP
DO NOT TO REQUEST CLOSED/LOW KEY:
* Traffic between 2-mile initial & break
* A/c between 5 & 2 NM on straight-in.
Exception: Crew may request “closed for practice breakout”
* A/c between initial & halfway between HK & LK Exception: at Wizard only crew may request
“closed for practice BO,” if direction of pattern will
be east and another a/c is flying ELP to the west
Source: 111-2T-6V3 47 OG SUP
When not to Request High Key From Initial (A13.11)
Source: 111-2T-6V3 47 OG SUP
DO NOT REQUEST HK FROM INITIAL:
* A/c between 5 & 2 NM on straight-in.
* A/c between report HK & LK.
* When an a/c reports overhead the field direct to VFR entry (HONCHO only)
* W/ an a/c orbiting HK
* W/ an a/c in the high pattern
Source: 111-2T-6V3 47 OG SUP
When not to Request High Key From Elsewhere in Pattern (CW, ODW, etc.)
(A13.11)
Source: 111-2T-6V3 47 OG SUP
DO NOT REQUEST HK FROM ELSEWHERE IN PATTERN:
* When more than 3(HONCHO)/5(WIZARD) a/c in the pattern
* There is an a/c on breakout
* A/c between Report HK/LK
* State position when making request
* At HONCHO remain clear of center rwy groundtrack & associated airspace
Source: 111-2T-6V3 47 OG SUP
Taxi Right of Way (pg. 24 para 3.1.6.1.3)
Source: LAFBI 13-204 Airfield Ops
- A/c exiting the rwy shall give way to a/c taxiing on parallel taxiway (taxiway G)
- A/c on parallel taxiway that are returning to parking shall give way to a/c taxiing for departure out of parking area
Source: LAFBI 13-204 Airfield Ops
Aircraft on Taxiway Alpha (pg. 25 para 3.1.8.1)
Source: LAFBI 13-204 Airfield Ops
- There will be no more than 6 T-38 a/c or a combo of 4 T-6/T-1 a/c holding between rwy’s 13R & 13C at taxiway A
- Spacing allows up to 3 T-38 a/c per side
- If any other airframe is parked on a given side, only 2 a/c max may be present on that side
Yes this is out of date but they haven’t published an update since 2020
Source: LAFBI 13-204 Airfield Ops
What to do if Unable VMC in MOA (pg. 38 para 4.4.1.1)
Source: LAFBI 13-204 Airfield Ops
- Pilots will advise controller if unable to maintain 3 SM vis & CoC
- Standard IFR separation will then be provided until pilot advises 3 SM & CoC can be maintained
- Wingmen will sqawk 0000 as necessary while in MOA
Source: LAFBI 13-204 Airfield Ops
Reduced Same Runway Separation (Attachment 3)
Source: LAFBI 13-204 Airfield Ops
Distances/Procedures
* 3,000ft when alternate rwy side procedures are
used or both formation a/c are on the cold side of the rwy
* 6,000ft at all other times
When Not Applied
* When a T-6 is following a formation, a T-38 or T-1, or when alternate rwy side procedures are not used then min separation is 6,000ft
* When a T-6 formation is following another AETC trainer-type a/c
Source: LAFBI 13-204 Airfield Ops
T-6 Flying Status Criteria (pg. 7) Unrestricted
Source: 47 OG T-6 IFG
Unrestricted Weather conditions allow full use of MOA & Honcho’s pattern, CW’s are w/in solo limits, Honcho controls T-6 pattern
Source: 47 OG T-6 IFG
T-6 Flying Status Criteria (pg. 7) Solo
Source: 47 OG T-6 IFG
Solo Wx is 3100/5 or better, CW’s w/in solo limits
(15 knots), status must be followed by a prefix:
* Inner Rings Area Only: Solos are limited to the
specified areas
* Formation Only: Formations can maintain VMC
during departure, area work, & recovery w/
sufficient ground references to visually navigate
* Pattern Only: Solo’s are restricted to Honcho’s
pattern, or Wizard if wiz is also Solo in pattern
Source: 47 OG T-6 IFG
T-6 Flying Status Criteria (pg. 7) Dual
Source: 47 OG T-6 IFG
Dual Wx is 3100/3 or better, No solos
Source: 47 OG T-6 IFG
T-6 Flying Status Criteria (pg. 7) Restricted
Source: 47 OG T-6 IFG
Restricted Patterns: Wx is 2600/3 or better
- No solo sorties
- Pattern entry is via initial TO, pattern straight-in, or closed/CW from center rwy
- No Breakout capes
- 8 a/c max in pattern
Source: 47 OG T-6 IFG
T-6 Flying Status Criteria (pg. 7) Simultaneous Instr
Source: 47 OG T-6 IFG
Simultaneous Instr Wx is ≥2100/3 but less than that needed for Rest. Patterns, ATIS will inform appropriate recovery, T-6’s recover via GPS-B/VOR-A, unless app to ctr rwy is coor’d w/ SOF & approved by RAPCON
Source: 47 OG T-6 IFG
T-6 Flying Status Criteria (pg. 7) Alternating Instr
Source: 47 OG T-6 IFG
Alternating Instr Wx is ≥ than suitable approach mins, all a/c return for instr app, Multiple radar patterns are allowed during T-6 window w/ prior approval
Source: 47 OG T-6 IFG
Departure/Recovery Proc. (pg. 8-13, 19-24)
Source: 47 OG T-6 IFG
Gotta memorize these
Source: 47 OG T-6 IFG
Pattern Groundtrack & Procedures (pg. 15-18)
Source: 47 OG T-6 IFG
Be able to chairfly in your head
Source: 47 OG T-6 IFG
Insufficient Radar Separation - Dual Status or Better
Source: 47 OG T-6 IFG
Dual Status or Better:
* Climb or descend to 2,600MSL & turn to the west
* Contact RSU – “CS, insufficient radar separation, proceeding to VFR entry”
* Do not cross any published ground tracks until at 2,600MSL
* Enter pattern through VFR entry via normal BO
procedure
Source: 47 OG T-6 IFG
Insufficient Radar Separation - Restricted Patterns
Source: 47 OG T-6 IFG
Restricted Patterns:
* Maintain 2,100MSL & turn toward corner of CW & ODW
* Contact RSU – “CS, insufficient radar separation, proceeding towards outside downwind”
* Enter the pattern on CW/ODW. If conflict arises, avoid w/ a 360° turn to west
Source: 47 OG T-6 IFG
Rwy Change Procedures (pg. 14)
Source: 47 OG T-6 IFG
RCT-15:
* A/c stop taxiing for departure.
* A/c in area hold until RCT
RCT-10: (Restricted Patterns Status only)
* A/c full stop or depart inside pattern.
* Pattern should be empty by RCT-2
RCT-5:
* A/c inside 10 DME continue to restricted
low app to ctr rwy.
* A/c outside 10 DME will be vectored to new rwy. A/c at entry points hold there until RCT.
* Taxiing begins to new rwy at towers discretion.
* T-6’s do not depart OTULE for new rwy until RCT
RCT-2:
* RSU directs all a/c to go straight through
initial.
* All TO’s are stopped
At RCT:
* The new RSU’s & tower direct all pattern
traffic to climb to BO altitude & exit in sequence Below:
* Climb to BO altitude
* Maintain pattern groundtrack
* Exit at 90 to initial (turn away from pattern)
* Descend & reenter for new rwy
Source: 47 OG T-6 IFG
Controlled Ejection (pg. 65)
Source: 47 OG T-6 IFG
- Refer to CONTROLLED EJECTION checklist, if time & conditions permit
- Squawk 7700
- Proceed outbound from DLF VORTAC radial 043 at a min of 3,100MSL
- Eject 1 minute or 4 DME past VORTAC
the 434th is closest to RWY31 (043 at 4 DME to 3100)
Source: 47 OG T-6 IFG
T-6 Flying Status Criteria (pg. 7) Simultaneous Instr
Source: 47 OG T-6 IFG
Simultaneous Instr: Wx is ≥2100/3 but less than that needed for Restricted Patterns, ATIS will inform on appropriate recovery, T-6’s recover via GPS-B/VOR-A, unless app to ctr rwy is coor’d w/ SOF & approved by RAPCON
Source: 47 OG T-6 IFG
T-6 Flying Status Criteria (pg. 7) Alternating Instr
Source: 47 OG T-6 IFG
Alternating Instr Wx is ≥ than suitable approach mins, all a/c return for instr app, Multiple radar patterns are allowed during T-6 window w/ prior
approval
Source: 47 OG T-6 IFG
Departure/Recovery Proc. (pg. 8-13, 19-24)
Source: 47 OG T-6 IFG
Chairfly these with a buddy, should be able to do these from memory
Source: 47 OG T-6 IFG
Pattern Groundtrack & Procedures (pg. 15-18)
Source: 47 OG T-6 IFG
Chairfly these with a buddy, should be able to do these from memory
Source: 47 OG T-6 IFG
Insufficient Radar Separation - Dual Status or Better
Source: 47 OG T-6 IFG
Dual Status or Better:
* Climb or descend to 2,600MSL & turn to the west
* Contact RSU – “CS, insufficient radar separation, proceeding to VFR entry”
* Do not cross any published ground tracks until at 2,600MSL
* Enter pattern through VFR entry via normal BO
procedure
Source: 47 OG T-6 IFG
Insufficient Radar Separation - Restricted Patterns
Source: 47 OG T-6 IFG
Restricted Patterns:
* Maintain 2,100MSL & turn toward corner of CW & ODW
* Contact RSU – “CS, insufficient radar separation, proceeding towards outside downwind”
* Enter the pattern on CW/ODW. If conflict arises, avoid w/ a 360° turn to west
Source: 47 OG T-6 IFG
Rwy Change Procedures (pg. 14)
Source: 47 OG T-6 IFG
RCT-15: A/c stop taxiing for departure. A/c in area hold until RCT
RCT-10: (Restricted Patterns Status only) A/c full stop or depart inside pattern. Pattern should be
empty by RCT-2
RCT-5: A/c inside 10 DME continue to restricted low app to ctr rwy. A/c outside 10 DME will be
vectored to new rwy. A/c at entry points hold there
until RCT. Taxiing begins to new rwy at towers
discretion. T-6’s do not depart OTULE for new rwy
until RCT
RCT-2: RSU directs all a/c to go straight through
initial. All TO’s are stopped
At RCT: The new RSU’s & tower direct all pattern
traffic to climb to BO altitude & exit in sequence
below:
* Climb to BO altitude
* Maintain pattern groundtrack
* Exit at 90 to initial (turn away from pattern)
* Descend & reenter for new rwy
Source: 47 OG T-6 IFG
Controlled Ejection (pg. 65)
Source: 47 OG T-6 IFG
- Refer to CONTROLLED EJECTION checklist, if time & conditions permit
- Squawk 7700
- Proceed outbound from DLF VORTAC radial 043 at a min of 3,100MSL
- Eject 1 minute or 4 DME past VORTAC
434 at 31: R-043 at 4 DME and 3,100 (The 434th parks closer to Rwy 31)
Source: 47 OG T-6 IFG
Local NORDO procedures (UHF/VHF Inop) (pg. 63) Light Gun Signals
Source: 47 OG T-6 IFG
Steady Green
* On Gnd: Cleared for T/O
* In Flight: Cleared to land
Flashing Green
* On Gnd: Cleared for Taxi
* In Flight: Cleared to Return for Landing
Steady Red
* On Gnd: STOP
* In Flight: Give way to other a/c
Flashing Red
* On Gnd: Taxi clear
* In Flight: Do not land
Flashing White
* On Gnd: Return to Start
Alternating Red/Green
* On Gnd and In Flight: Exercise Extreme Caution
Source: 47 OG T-6 IFG
Local NORDO procedures (UHF/VHF Inop) (pg. 63) Ground Procs
Source: 47 OG T-6 IFG
- Flash ldg/taxi lights to alert tower
- Flashing white light from tower = return to parking via taxiway
- Flashing green light = proceed down rwy to next
Source: 47 OG T-6 IFG
Local NORDO procedures (UHF/VHF Inop) (pg. 63) Airborne VMC Procs Dual Status or Better
Source: 47 OG T-6 IFG
Airborne: Squawk 7600 (monitor VOR voice 114.4)
* At night turn ON all exterior lighting
* VMC (Dual or Better Status): Recover to HONCHO via appropriate entry point using IFG altitudes/groundtracks; Maintain 7600 squawk & rock wings at initial
* Look for Steady Green on final from RSU to Lnd
Source: 47 OG T-6 IFG
Local NORDO procedures (UHF/VHF Inop) (pg. 63) IMC (Restricted Patterns or Instrument): RWY 13
Source: 47 OG T-6 IFG
IMC (Restricted Patterns or Instrument):
Rwy 13:
- Intercept 12 DME ARC at last assigned alt
- If in SKI areas descend to 14,000 MSL(high) or 6,000 MSL(low)
- Descend to 3,000 MSL while arcing to IAF for ILS 13C
- If on the west side of the rwy, execute app when FAC is intercepted
Source: 47 OG T-6 IFG
Local NORDO procedures (UHF/VHF Inop) (pg. 63) IMC (Restricted Patterns or Instrument): RWY 31
Source: 47 OG T-6 IFG
IMC (Restricted Patterns or Instrument):
Rwy 31:
- In Ski Areas: proceed to DLF 153/35 or DLF
088/35 at last assigned alt, or 14,000/6,000
(high/low). Descend to 4,000 MSL on appropriate radial while proceeding inbound to 12 DME arc. Descend to 3,000 MSL on arc & arc to IAF for ILS 31C (if west of rwy, start app when intercepting FAC)
- Not in Ski Areas: intercept 12 DME arc at last
assigned alt. Descend to 3,000 MSL on arc
while enroute to IAF for ILS 31C
Source: 47 OG T-6 IFG
Local NORDO procedures (UHF/VHF Inop) (pg. 63) IMC GPS-B Status
Source: 47 OG T-6 IFG
GPS-B Status:
-In Ski Areas: Intercept 18 DME arc & fly GPS-B
-If already cleared the approach: Complete the app & land if VMC encountered. Otherwise, execute missed app & intercept 12 DME arc for ILS 13/31C
Source: 47 OG T-6 IFG
Local NORDO procedures (UHF/VHF Inop) (pg. 63) Rocksprings VOR/GPS
Source: 47 OG T-6 IFG
Rocksprings VOR/GPS:
- If cleared either app: complete the app &
missed app & hold as published. Then depart
RSG at 4,000 MSL direct DLF. When 3 DME
South of RSG, climb to 6,000 MSL by 6 DME.
Intercept DLF 12 DME arc, descend to 3,000
MSL & arc to IAF for ILS 13/31C
Source: 47 OG T-6 IFG
Local NORDO procedures (UHF/VHF Inop) (pg. 63) VOR or DME Unreliable
Source: 47 OG T-6 IFG
VOR or DME Unreliable:
- Use GPS to fly 12 DME arc. If unable squawk 7700. If contact not established over VOR voice, fly a left triangular pattern, 1 minute legs, for a/c intercept
Source: 47 OG T-6 IFG
Local NORDO procedures (UHF/VHF Inop) (pg. 63) KDRT ILS/GPS
Source: 47 OG T-6 IFG
KDRT ILS/GPS:
- If already cleared either app, complete the app & local climbout. Intercept 12 DME arc, maintain 3,000 MSL, and arc to IAF for ILS 13C
Source: 47 OG T-6 IFG
Completion of Checklists, Interruptions, PF (pg. 15 para 1.6)
Source: 11-248 T-6 Primary Flying
- Technique: accomplish a few items from memory, then reference the checklist to verify completion
- It is not necessary to reference checklists during critical phases of flight
- PF is responsible for completion of all checklists
- “BOTH” items must be completed in FCP & RCP (Challenge & Response)
- Once started, attempt to complete checklists w/out interruptions. If interrupted/an item was missed, good technique to start checklist over or start 2 to 3 steps before the missed item. Do not start new checklist until completing previous one
- Do not give lip service to checklist items (actually do them)
Source: 11-248 T-6 Primary Flying
Straight Through & Breakout Procedures (pg. 15 para 5.14.1,2)
Source: 11-248 T-6 Primary Flying
Straight Through:
* Continue through break zone at pattern alt & 200 KIAS
* At end of break zone “CS, breakpoint straight
through”
* At departure end, turn CW (clear inside DW, a/c pulling closed or turning CW)
Breakout:
* MAX power climbing turn away from conflict
* Clean up a/c prior to 150 KIAS
* Level off @ 2,600 MSL (2,500 wiz) unless low B/O IAW IFG
* Maneuver appropriately for VFR entry
* Make radio call (lowest priority)
* Never BO from final turn (go-around)
Source: 11-248 T-6 Primary Flying
Go-around Procedures (pg. 15 para 5.15)
Source: 11-248 T-6 Primary Flying
- Do not delay decision or try to salvage bad app
- Above 500ft AGL power as required, clean a/c & accelerate to 200 KIAS (continued descent may be required) Beware of EOR alt rest. as applicable
-
Below 500ft AGL, power as required, when
certain a/c will not TD & w/ positive climb
indication, clean a/c. - If GA from ldg phase, PCL MAX, positive rate of climb clean a/c (following balloon or bounce, a 2nd TD may occur so avoid over-rotating to tail strike)
Source: 11-248 T-6 Primary Flying
ELPs/HAPLs - ORM 3-2-1 & when it applies (5.18.2.1)
Source: 11-248 T-6 Primary Flying
ORM 3-2-1
Applies during actual eng failure scenario when
deciding to descend below minimum controlled
ejection altitude (2,000 AGL)
Crews will not descend below 2,000ft AGL unless:
- On profile for field of intended ldg
- Runway in sight
- Manuever to lnd (in position to safely)
- 300 AGL final decision to continue or eject
- 200 AGL gear will be confirmed/reported down
- 100 AGL a/c should be on centerline
Source: 11-248 T-6 Primary Flying
ELP/HAPL - When/How to Zoom/Glide, Initial Actions (5.18.3)
Source: 11-248 T-6 Primary Flying
When/How to Zoom/Glide, Initial Actions
When: Engine malfunction at low altitude
How:
- 2G pull to 20° NH until 20 KIAS above glide speed
- Lower nose to maintain glide speed
- At higher altitudes, zoom is based on distance to recovery field
Source: 11-248 T-6 Primary Flying
ELP/HAPL - TCCCBIP
Source: 11-248 T-6 Primary Flying
TCCC BIP:
- Turn to nearest suitable field
- Climb
- Clean
- Check
- Boost pump (if not fire, FOD, frozen)
- Ignition (if not fire, FOD, frozen)
- Plan
Source: 11-248 T-6 Primary Flying
ELP/HAPL - Distance Calculations (5.18.3.3)
Source: 11-248 T-6 Primary Flying
Distance Calculations
* 1/2DME + Key
* ex. 18 miles from the Wiz = 9 DME + 4,000 (HK) = 13,000ft MSL
* 9 DME + 2,600 (LK) = 11,600ft MSL
* At or above altitude from calculation = able to make the field (no wind)
Source: 11-248 T-6 Primary Flying
ELP/HAPL - High Key to Landing (5.18.7.7-11) [FL, SFL, PEL on ldg]
Source: 11-248 T-6 Primary Flying
High Key to Landing
* If on profile at/prior to HK, lower gear
* Turn & use AOB as necessary to LK
* ~20° AOB (offset) ~30° AOB (overhead) (no wind)
Landing:
- FL: Anticipate longer flare & TD due to reduced drag, Use caution when applying brakes
- SFL: Anticipate longer flare & TD because PCL is not reduced to IDLE during flare. Reduce to IDLE after ldg if full stop
- PEL: Reduce PCL to IDLE on after ldg is assured. If rwy remaining after TD is insufficient, go around & attempt to make LK for another PEL attempt. If power is not reliable, consider ejection
Source: 11-248 T-6 Primary Flying
ELP/HAPL - High Key to Landing (5.18.7.7-11) [Position, alt, airspeed, config]
Source: 11-248 T-6 Primary Flying
High key
* Position: Highkey - 1/3 down rwy, wings level, rwy hdg or ldg direction
* Alt: 3,000 AGL
* Airspeed: 129 KIAS min
* Config: Gear Down
Cross key
* Position: Halfway from HK to LK perpendicular to rwy
* Alt: 2,200 to 2,300 AGL
* Airspeed: 120 KIAS min
* Config: Gear Down
Low key
* Position: 2/3 WTD abeam intended point of TD (fuel cap on rwy)
* Alt: 1,500 AGL
* Airspeed: 120 KIAS min
* Config: Gear Down flaps T/O (as req.)
Base key
* Position: 1⁄2 way between LK & Final
* Alt: 600-800 AGL
* Airspeed: 120 KIAS min
* Config: Gear Down flaps LDG (as req.)
Final
* Position: Plan for 1,000ft min final prior to indended point of TD
* Alt: N/A
* Airspeed: 110 KIAS min
* Config:Gear Down flaps LDG (as req.)
Source: 11-248 T-6 Primary Flying
Source: 11-248 T-6 Primary Flying
Source: 11-248 T-6 Primary Flying
Energy Mgmt (5.18.5)
Source: 11-248 T-6 Primary Flying
Energy Mgmt
Slipping:
- May be used at any point in ELP, however it is potentially dangerous in a configured T-6 close to the ground since stall speed is greatly increased
- Slip must be taken out @ 300 AGL minimum for training
- During aggressive slips, fuel low light may come on but should extinguish after slip is finished
IRL consider S-Turns or early configuration to loose energy instead
Source: 11-248 T-6 Primary Flying
Required Checks Prior to Spins/Stalls (6.2.2)
Source: 11-248 T-6 Primary Flying
CLEF check:
* Clear the area & CWS panel
* Loose items stowed
* Engine (within limits)
* Fuel balance (within 50lbs)
Source: 11-248 T-6 Primary Flying
Mission Planning - When can a destination be filed to (pg. 54 para 4.15)
Source: 11-202V3 Flight Ops
When can a destination be filed to
* When WX at destination, from 1 hr before to 1 hr after ETA, is forecasted to be at or above the lowest compatible published app mins
* TEMPO conditions may be below published app mins
* For a straight-in or sidestep app, forecast WX must meet required visibility mins
* For a circling app, forecast WX must meet both ceiling & vis mins
Source: 11-202V3 Flight Ops
Mission planning - When is an Alternate Required (pg. 54 para 4.16)
Source: 11-202V3 Flight Ops
When is an Alternate Required
* When a compatible instr app is not available at destination
* When WX forecast indicate, from 1 hr before to 1 hr after ETA at destination (including TEMPO), are less than:
* A ceiling of 2,000ft above airfield elevation & vis of 3 statute miles
* Forecast CW’s are outside of a/c limits
MAJCOMs may authorize holding for a specified
time in lieu of filing an alternate
* Alternate requirements 1 hr before to 1 hr after ETA, including TEMPO (except those caused by thunderstorms, rain/snow showers):
- A ceiling of 1,000ft or 500ft above lowest
compatible app mins, whichever is higher, & vis
of 2 statute miles or 1 statute mile above
lowest compatible app mins, whichever is
greater
- If there is not a compatible instr app at
alternate, the WX forecast from 1 hr before to 1
hr after ETA (including TEMPO) must be able to
descend from minimum enroute altitude, shoot
app & ldg in VMC (next note does not apply if
using this VMC option)
Source: 11-202V3 Flight Ops
Mission Planning - Do not select an airport as alternate if any of the following exists
Source: 11-202V3 Flight Ops
Do not select an airport as alternate if any of the following exists:
- All compatible approaches require an
unmonitored NAVAID
- The airfield does not report WX observations
- If NA is on all applicable approaches
- Any note disqualifying the airfield or all
compatible approaches in the IFR Alternate
Minimums section
Source: 11-202V3 Flight Ops
Control & Performance Method (pg. 282 A4.2)
Source: 11-202V3 Flight Ops
Control & Performance Method
Performance is achieved by controlling a/c attitude
& power
4 Steps to C&P:
1. Establish pitch & power on control instruments that gives desired performance
2. Trim
3. Cross-check
4. Adjust as necessary
ETMA: Establish, Trim, Moniter, Adjust
Source: 11-202V3 Flight Ops
Navigation Aids - ILS Usable Range (pg. 108 para 8.6.2)
Source: 11-202V3 Flight Ops
ILS Usable Range
* Localizer = 18 nm w/in 10° sector & 10 nm for
remainder of coverage area
* same area applies to a back course when provided
Source: 11-202V3 Flight Ops
Localizer vs. LDA (pg. 108 para 8.7.2) [NAVAID usable range]
Source: 11-202V3 Flight Ops
- Localizer = W/in 3° of rwy centerline (FAA) (ICAO = 5°)
- LDA (localizer type directional aid) = >3° offset from rwy centerline (nickname Localizer Damn Angle)
Source: 11-202V3 Flight Ops
NAVAID Station Passage (pg. 108 para A5.3.1)
Source: 11-202V3 Flight Ops
Station passage occurs when TO-FROM flag flips
Source: 11-202V3 Flight Ops
Established on Track (pg. 170 para 15.23)
Source: 11-202V3 Flight Ops
A/c is not “established on track” until:
- W/in half-full-scale deflection (one dot)
- W/in ± 5° of required bearing for NDB
- W/in full-scale deflection for LOC (case break)
- W/in 1x the required accuracy for RNAV or RNP segments flown
Source: 11-202V3 Flight Ops
Aircraft Category (pg. 58) [A, B, C, D, E Speed KIAS]
Source: 11-202V3 Flight Ops
Category App Speed KIAS
A <91 knots
B 91 – 120 knots
C 121 – 140 knots
D 141 – 165 knots
E ≥166 knots
Source: 11-202V3 Flight Ops
WX for Arrival/WX Changes During Arrival (pg. 146 para 14.2)
Source: 11-202V3 Flight Ops
- Do not begin descent or commence an app when reported WX at destination is below the lowest compatible app mins
- Use prevailing visibility or RVR for straight-
ins/sidestep app’s - Use ceiling & vis in parentheses for a circling app
- If reported WX decreases below lowest compatible app mins after beginning descent/receiving vectors/established on portion of app prior to MAP, the app may be continued/ldg attempted
- Do not fly an app or land at an airport reporting thunderstorms & associated threats such as hail, strong winds, gust fronts, heavy rain, lightning, wind shear, or microbursts unless rwy & flight path are clear of hazards
Source: 11-202V3 Flight Ops
Requirements Prior to Initial Descent (pg. 147 para 14.6)
Source: 11-202V3 Flight Ops
- Review Instrument procedures (arrival/approach plates) & WX
- Check heading & attitude systems (Descent
Check) - Coor’d lost comms procedures (if necessary)
Necessary if you have not filed to an IAF for a
specific app at destination
Source: 11-202V3 Flight Ops
Low Altitude Approaches - NTA Position Reports (pg. 152 para 14.16.2-3)
Source: 11-202V3 Flight Ops
- In addition to required VFR CTAF calls, make positions at following locations on the app:
- Departing FAF inbound
- Established on final app segment or immediately upon being released by ATC
- Completion or termination of app
- Executing Missed app
- VFR pilots may not be familiar w/ fix names so
location should be stated in simplest terms (i.e “5 miles south” instead of EWWOK intersection)
Source: 11-202V3 Flight Ops
Equipment Required for an Approach (pg. 157 para 15.11)
Source: 11-202V3 Flight Ops
- “/” means more than 1 type of equipment may be required to execute final app (VOR/DME)
- Other types of equipment may be needed to execute other portions of procedure(check notes & plan view)
- Notes in Plan view (i.e RADAR REQUIRED) typically indicate equipment that is required to transition from en route environment to the instr. procedure
Source: 11-202V3 Flight Ops
Methods of Executing a Procedure Turn (pg. 178 para 15.28-30)
Source: 11-202V3 Flight Ops
- 45/180
- 80/260
- Teardrop
Source: 11-202V3 Flight Ops
When not to Fly a PT (pg 183 para 15.32)
Source: 11-202V3 Flight Ops
SNERT
* Straight-in
* No-PT depicted on segment
* Established on IB course after executing appropriate entry & cleared app (holding)
* Radar vectors to final
* Timed app from a holding fix
Source: 11-202V3 Flight Ops
HILPT Depiction (pg 182 fig 15.26)
Source: 11-202V3 Flight Ops
Know What a HILPT Plate Looks Like (pg 182 fig 15.26)
Source: 11-202V3 Flight Ops
Final & Missed Approach - DA vs MDA (attachment 1 Terms)
Source: 11-202V3 Flight Ops
-
DA (Decision Altitude) = A specified barometric altitude (MSL) on an instr app procedure at which the pilot decides whether to continue the
app or go missed - MDA (Minimum Descent Altitude) = Lowest altitude (MSL) to which descent is authorized on final or during a circle to lnd on an app w/ no vertical guidance (glideslope)
- Never descend below MDA until visual & ready to land (& at VDP). It is expected that you will likely descend below DA as that is your decision point to execute missed or continue
Source: 11-202V3 Flight Ops
Final & Missed Approach - VDP & How to Calculate (pg. 197 para 16.3.2)
Source: 11-202V3 Flight Ops
- VDP = defined point on final app course of non-precision app straight-in procedure from which a stabilized descent from MDA to TD can start
- Calculation: HAT÷descent angle x 100 - ex. 450÷(3 x 100) = 1.5 miles to descend from MDA to TDZE
Source: 11-202V3 Flight Ops
When is a Missed App Required (pg. 204 para 16.7)
Source: 11-202V3 Flight Ops
Crews will not descend below MDA or DA until sufficient visual reference w/ the rwy environment has been established & a/c is in position to execute safe ldg
Rwy environment consists of:
- Rwy or rwy markings
- REIL’s
- Rwy lights
- Visual glideslope indicators (VASI/PAPI)
- Threshold, TH markings, TH lights
- TDZ, TDZ markings, TDZ lights
- Approach light sys
Pilots will not descend below 100ft above TDZE
using approach lights as a reference unless red
terminating bars or red side row bars are
distinctly visible & identifiable
Note: PAPIs/VASIs alone are not enough to determine rwy enviornment
Source: 11-202V3 Flight Ops
DOD – Gen Info & Legends – US Low
Source: Approach Book Symbols
Read & Memorize these (located in
Foreflight > Documents > DOD > Legends)
Source: Approach Book Symbols
Acceptable VOR tolerance (2-31)
VOT (VOR Test Facility)
Source: Instrument Procedures Handbook
VOT (VOR Test Facility)
* Can be found in chart supplement
* Tolerance = ±4°
To check using VOT:
- Tune station
- Listen for series of dots or continuous tone
- Twist course needle to 0° & confirm FROM flag
w/ CDI centered
- Twist course needle to 180° & confirm TO flag
w/ CDI centered
Source: Instrument Procedures Handbook
Acceptable VOR tolerance (2-31)
Ground Checkpoint
Source: Instrument Procedures Handbook
Tolerance = ±4°
Source: Instrument Procedures Handbook
Acceptable VOR tolerance (2-31)
Airborne Checkpoint
Source: Instrument Procedures Handbook
Tolerance = ±6°
Source: Instrument Procedures Handbook
Acceptable VOR tolerance (2-31)
Dual VOR Check
Source: Instrument Procedures Handbook
For a/c equipped w/ dual VOR’s
Tolerance = ≤4° between the two VOR’s
Source: Instrument Procedures Handbook
Identify Airport Markings & Signs (pg 341 para 14-5)
Source: Pilots Handbook of Aeronautical Knowledge
Review & learn signs/what they mean
Source: Pilots Handbook of Aeronautical Knowledge
