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 15 psi or oil
- OIL PX - Oil px at or below 15 psi or oil
- 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)
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
- 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
- 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
Escape System Limits
- 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
Type of Stability (pg. 6-4)
Normal Flight Characteristics
The a/c exhibits positive stability in all configurations throughout the flight envelope
Glide Perfomance (pg. 6-5)
- 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)
Stall Characteristics (pg. 6-5)
- 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
Roll-off Tendency >60% Torque
- 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
Configuration Effect on Stalls
- 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
Define OCF & Post Stall-Gyrations
- 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
Identify a Spiral
- 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)
Reasons f/ No Spins Below 10,000 MSL
- 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
Erect Spin AOA, Airspeed, Time, Alt Loss
- 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)
How Does RCR/Headwind/Temp/PA affect TOLD?
oRCR (Runway Condition Reading)
§ Used to define braking characteristics for
various rwy surface conditions; KNOW WHAT
THESE ARE ê
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
oHeadwind
§ TO Distance – Decreases as HW increases
§ Max Abort Speed – Increases as HW increases
§ Ldg Distance – Decreases as HW increases
oTemperature (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
oPressure Altitude (higher = less dense air)
§ TO Distance – Increases as PA increases
§ Max Abort Speed – Decreases as PA increases
§ Ldg Distance – Increases as PA increases
How Does RCR/Headwind/Temp/PA affect TOLD?
oRCR (Runway Condition Reading)
§ Used to define braking characteristics for
various rwy surface conditions; KNOW WHAT
THESE ARE ê
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
oHeadwind
§ TO Distance – Decreases as HW increases
§ Max Abort Speed – Increases as HW increases
§ Ldg Distance – Decreases as HW increases
oTemperature (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
oPressure Altitude (higher = less dense air)
§ TO Distance – Increases as PA increases
§ Max Abort Speed – Decreases as PA increases
§ Ldg Distance – Increases as PA increases
