Trans Checkride Guide Flashcards

Question

Taxi, TO, & Landing Limits (pg. 5-11) ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 1

* 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 ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 2

**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) ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 3

* 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 ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 4

* 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 ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 5

Normal Flight Characteristics * The a/c exhibits positive stability in all configurations throughout the flight envelope ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 6

* 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 ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 7

* Runway Surface Limits: Aircraft is cleared to operate on hard surfaced rwy’s (concrete, tarmac, or similar) only ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 8

Canopy should not be opened on ground when winds exceed 40 knots ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 9

* 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 ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 10

The a/c exhibits positive stability in all configurations throughout the flight envelope ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 11

* 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) ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 12

* 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* ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 13

* 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* ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 14

* 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 ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 15

* 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* ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 16

* 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) ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 17

* 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* ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 18

* 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) ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 19

* 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 ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 20

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 ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 21

* 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 ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 22

* 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) ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 23

The level flight speed above max range speed that yields 99% of max range ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 24

* 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) ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 25

* 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 ## Footnote Source: 1T-6A-1 T-6A Flight Manual (Dash One)

Answer 26

* 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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 27

* 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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 28

**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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 29

* **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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 30

* 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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 31

Should be used for full-stop ldg’s when heavy weight flaps up ldg distance is ≥ 80% of actual field length ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 32

* 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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 33

* 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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 34

* 7,000ft minimum above clouds * For all OCF above clouds, recovery must be accomplished at min 3,000ft above clouds ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 35

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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 36

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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 37

* 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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 38

* 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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 39

* 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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 40

* Crews will NOT fly SIDs, STARs, & DP’s with “RNAV” in the title ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 41

* Crews will NOT operate in a UA pattern w/ more than 4 total a/c (military or civilian) ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 42

* 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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 43

* Crews will maintain 200 KIAS or less for pattern/approach ops within 1,500ft AGL & 3 NM of a UA ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 44

* 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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 45

* Over-water flights w/ forecast or actual wave heights exceeding 10ft require OG/CC approval ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 46

* W/ any eng malfunction (eng running) stud should fly a PEL ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 47

* 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 ## Footnote Source: 11-2T-6V3 T-6 Ops Procedures

Answer 48

* 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 ## Footnote Source: 11-2T-6V3 47 OG SUP

Answer 49

* 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 ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 50

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 ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 51

* 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 ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 52

* 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 ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 53

PIIPE Route: allowed once beyond 15 DME or established on FORDE & level at 13,000ft ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 54

* 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 ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 55

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 ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 56

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) ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 57

**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 ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 58

**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 ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 59

**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* ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 60

**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 ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 61

**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 ## Footnote Source: 111-2T-6V3 47 OG SUP

Answer 62

* 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 ## Footnote Source: LAFBI 13-204 Airfield Ops

Answer 63

* 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 ## Footnote Source: LAFBI 13-204 Airfield Ops

Answer 64

* 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 ## Footnote Source: LAFBI 13-204 Airfield Ops

Answer 65

**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 ## Footnote Source: LAFBI 13-204 Airfield Ops

Answer 66

**Unrestricted** Weather conditions allow full use of MOA & Honcho’s pattern, CW’s are w/in solo limits, Honcho controls T-6 pattern ## Footnote Source: 47 OG T-6 IFG

Answer 67

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 68

**Dual** Wx is **3100/3 or better,** No solos ## Footnote Source: 47 OG T-6 IFG

Answer 69

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 70

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 71

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 72

Gotta memorize these ## Footnote Source: 47 OG T-6 IFG

Answer 73

Be able to chairfly in your head ## Footnote Source: 47 OG T-6 IFG

Answer 74

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 75

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 76

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 77

1. Refer to CONTROLLED EJECTION checklist, if time & conditions permit 2. Squawk 7700 3. Proceed outbound from DLF VORTAC radial 043 at a min of 3,100MSL 4. Eject 1 minute or 4 DME past VORTAC **the 434th is closest to RWY31** (043 at 4 DME to 3100) ## Footnote Source: 47 OG T-6 IFG

Answer 78

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 79

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 80

Chairfly these with a buddy, should be able to do these from memory ## Footnote Source: 47 OG T-6 IFG

Answer 81

Chairfly these with a buddy, should be able to do these from memory ## Footnote Source: 47 OG T-6 IFG

Answer 82

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 83

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 84

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 85

1. Refer to CONTROLLED EJECTION checklist, if time & conditions permit 2. Squawk 7700 3. Proceed outbound from DLF VORTAC radial 043 at a min of 3,100MSL 4. 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) ## Footnote Source: 47 OG T-6 IFG

Answer 86

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 87

* 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 ## Footnote Source: 47 OG T-6 IFG

Answer 88

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 ## Footnote Source: 47 OG T-6 IFG

Answer 89

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 ## Footnote Source: 47 OG T-6 IFG

Answer 90

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 ## Footnote Source: 47 OG T-6 IFG

Answer 91

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 92

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 93

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 94

**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 ## Footnote Source: 47 OG T-6 IFG

Answer 95

* 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) ## Footnote Source: 11-248 T-6 Primary Flying

Answer 96

**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) ## Footnote Source: 11-248 T-6 Primary Flying

Answer 97

* 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) ## Footnote Source: 11-248 T-6 Primary Flying

Answer 98

**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 ## Footnote Source: 11-248 T-6 Primary Flying

Answer 99

**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 ## Footnote Source: 11-248 T-6 Primary Flying

Answer 100

**TCCC BIP:** - Turn to nearest suitable field - Climb - Clean - Check - Boost pump (if not fire, FOD, frozen) - Ignition (if not fire, FOD, frozen) - Plan ## Footnote Source: 11-248 T-6 Primary Flying

Answer 101

**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) ## Footnote Source: 11-248 T-6 Primary Flying

Answer 102

**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 ## Footnote Source: 11-248 T-6 Primary Flying

Answer 103

**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.) ## Footnote Source: 11-248 T-6 Primary Flying

Answer 104

## Footnote Source: 11-248 T-6 Primary Flying

Answer 105

**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 ## Footnote Source: 11-248 T-6 Primary Flying

Answer 106

CLEF check: * Clear the area & CWS panel * Loose items stowed * Engine (within limits) * Fuel balance (within 50lbs) ## Footnote Source: 11-248 T-6 Primary Flying

Answer 107

**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 ## Footnote Source: 11-202V3 Flight Ops

Answer 108

**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) ## Footnote Source: 11-202V3 Flight Ops

Answer 109

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 ## Footnote Source: 11-202V3 Flight Ops

Answer 110

**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 ## Footnote Source: 11-202V3 Flight Ops

Answer 111

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 ## Footnote Source: 11-202V3 Flight Ops

Answer 112

* Localizer = W/in 3° of rwy centerline (FAA) (ICAO = 5°) * LDA (localizer type directional aid) = >3° offset from rwy centerline (nickname Localizer Damn Angle) ## Footnote Source: 11-202V3 Flight Ops

Answer 113

Station passage occurs when TO-FROM flag flips ## Footnote Source: 11-202V3 Flight Ops

Answer 114

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 ## Footnote Source: 11-202V3 Flight Ops

Answer 115

Category App Speed KIAS A <91 knots B 91 – 120 knots C 121 – 140 knots D 141 – 165 knots E ≥166 knots ## Footnote Source: 11-202V3 Flight Ops

Answer 116

* 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 ## Footnote Source: 11-202V3 Flight Ops

Answer 117

* 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* ## Footnote Source: 11-202V3 Flight Ops

Answer 118

* 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) ## Footnote Source: 11-202V3 Flight Ops

Answer 119

* “/” 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 ## Footnote Source: 11-202V3 Flight Ops

Answer 120

* 45/180 * 80/260 * Teardrop ## Footnote Source: 11-202V3 Flight Ops

Answer 121

**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 ## Footnote Source: 11-202V3 Flight Ops

Answer 122

Know What a HILPT Plate Looks Like (pg 182 fig 15.26) ## Footnote Source: 11-202V3 Flight Ops

Answer 123

* **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 ## Footnote Source: 11-202V3 Flight Ops

Answer 124

* 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 ## Footnote Source: 11-202V3 Flight Ops

Answer 125

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* ## Footnote Source: 11-202V3 Flight Ops

Answer 126

Read & Memorize these (located in Foreflight > Documents > DOD > Legends) ## Footnote Source: Approach Book Symbols

Answer 127

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 ## Footnote Source: Instrument Procedures Handbook

Answer 128

Tolerance = ±4° ## Footnote Source: Instrument Procedures Handbook

Answer 129

Tolerance = ±6° ## Footnote Source: Instrument Procedures Handbook

Answer 130

For a/c equipped w/ dual VOR’s Tolerance = ≤4° between the two VOR’s ## Footnote Source: Instrument Procedures Handbook

Answer 131

Review & learn signs/what they mean ## Footnote Source: Pilots Handbook of Aeronautical Knowledge

Trans Checkride Guide Flashcards

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