Systems
What does the reduction gearbox do? (1T-6A-1, pg. 1-17)
Reduces rpm from 30,000 to 2,000 rpm
(1T-6A-1, pg. 1-17)
Taxi Spacing Restrictions (11-2T-6V3 Sec. 3.2)
Maintain a minimum of 75 feet when taxiing staggered and 150 feet when in trail.
- When ice or snow are present on the taxiway, aircrews will taxi on the centerline with a minimum of 300 feet of spacing
(11-2T-6V3 Sec. 3.2)
DA vs MDA (11-202v3 Attachment 1)
Decision Altitude
Minimum Descent Altitude
Gear Pin / Personal Equipment Stowage (Columbus T-6 Flying Standards Sec. 3.2)
- The pilot conducting the exterior inspection ensures all three gear pins are stowed in the pouch in the baggage compartment and the fuel card is present.
- Neither pilot will stow items under the ejection seat or on any circuit breaker panel. The FCP pilot will not stow any items on the left side.
Type of Stability (1T-6A-1, pg. 6-4)
The aircraft exhibits positive stability in all configurations through the flight envelope.
Sections of the Engine (1T-6A-1, pg. 1-5)
Gas generator section, Power turbine section, Reduction gearbox
Sections of the Engine (1T-6A-1, pg. 1-5)
Joker fuel, bingo fuel, and normal recovery fuel descriptions. (11-2T-6V3 Sec 3.3)
Joker Fuel: The brevity term for a pre-briefed fuel quantity above bingo at which separation, bug out, or event termination should begin and proceed with the remainder of the mission.
Bingo: The brevity term for a pre-briefed fuel quantity that allows the aircraft to return the base of intended landing or alternate using preplanned recovery parameters and arriving with normal recovery fuel.
Normal Recovery Fuel: The fuel on initial or final approach fix at the base of intended landing or alternate, if required. This fuel quantity will be the higher of what is established locally or 200 pounds
(11-2T-6V3 Sec 3.3)
When not to fly the PT (11-202v3 Sec. 15.32)
Pilots will not execute a course reversal when:
- Cleared straight in
- NoPT depicted on the initial approach segment
- Established on the inbound course after executing the appropriate entry and subsequently cleared for the approach
- A radar vector to the final approach course is provided
- Conducting a timed approach from a holding fix.
(11-202v3 Sec. 15.32)
G-Awareness Exercise (Columbus T-6 Flying Standards Sec. 5.2)
Both pilots will verbalize G's and physical condition after the maneuver. An AFTO form 781 write up will be completed if the G-meters in both cockpits are not within 1 G.
(Columbus T-6 Flying Standards Sec. 5.2)
Stall Warning - Buffet vs. Stick Shaker (1T-6A-1, pg. 6-5)
Stick Shaker: A stick shaker, activated by the angle-of-attack system, provides artificial stall warning in each cockpit a minimum of 5 knots before the stall is reached. The artificial stall warning varies from 5 to 10 knots prior to the stall during power-off unaccelerated conditions.
Natural Stall Warning: Light aerodynamic buffeting, occurs approximately 3 knots before the stall during power-off stalls in all configurations.
*During unaccelerated power on stall entries there is little perceptible natural buffet prior to the stall.
(1T-6A-1, pg. 6-5)
Engine Description (1T-6A-1, pg. 1-5)
Pratt and Whitney, PT6A-68 free-turbine turbo-prop engine
(1T-6A-1, pg. 1-5)
Low approach and restricted low approach definitions. (11-2T-6V3 Sec 3.3)
Aircraft will not allow the aircraft to touchdown when cleared low approach. Aircrews will not descend below 500 feet above ground level or the altitude specified by the controller when cleared restricted low approach.
(11-2T-6V3 Sec 3.3)
VDP and how to calculate (11-202v3 Sec. 16.3)
16.3 The VDP is a defined point on the final approach course of a non-precision approach straight in procedure from which a stabilized descent from the MDA to the runway touchdown point may be commenced
16.3.2 Divide the HAT by the desired descent angle in degrees times 100. For example, a HAT of 450 feet and a desired descent angle to the runway of 3 degrees: 450/(3x100) =1.5 to descend form the MDA to TDZE.
(11-202v3 Sec. 16.3)
Physiological Incident (Columbus T-6 Flying Standards Sec. 7.4)
Return via a straight-in approach. Consideration should be given to landing at a location with appropriate medical capabilities for rapid decompression. Leave life support connected until met by the flight surgeon.
(Columbus T-6 Flying Standards Sec. 7.4)
Define OCF, Poststall Gyrations (1T-6A-1, pg. 6-7)
OCF: A situation in which the aircraft does not respond immediately and in a normal sense to application of flight controls is considered out of control flight (OCF) or a departure. OCF is seemingly random motion of the aircraft about one or more axes...
Poststall Gyrations: The motions of the aircraft about one or more (m)axes immediately following a stall and prior to the incipient spin.
(1T-6A-1, pg. 6-7)
Propeller Description (1T-6A-1, pg. 1-17)
Aluminum 97-inch, four bladed, constant speed, variable pitch, non-reversing, feathering propeller
(1T-6A-1, pg. 1-17)
Operating in high wind or sea states. (11-2T-6V3 Sec 3.11)
3.11.1 Units will restrict flying operations when high winds or sea states would be hazardous to aircrew members or in ejection situations
3.11.2 Units and or aircrews will not conduct flights over land within their training or operating areas when steady state surface winds (forecast or actual) exceed 35 knots
3.11.3 The following require OG approval
- Over water flights with forecast or actual wave heights exceeding 10 feet.
- Surface winds exceed 25 knots in training or operating areas.
- This is not intended to restrict operations when only a small portion of the route or area is affected.
(11-2T-6V3 Sec 3.11)
When is a missed approach required? (11-202v3 Sec. 16.7. Runway Environment)
Aircrews will not descend below the MDA, DA, or DH until sufficient visual references with the runway environment has been established and the aircraft is in position to execute a safe landing.
The Runway environment consists of one or more of the following elements:
The runway or runway markings, the runway end identifier lights, the runway lights, the visual glide slope indicator, the threshold, threshold markings, or threshold lights, the touchdown zone, touchdown zone markings, or touchdown zone lights, the approach light system*.
*The pilot will not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
Aircrew Responsibilities (Columbus T-6 Flying Standards Sec. 7.1)
The PF should continue to fly. Pilots should not accomplish irreversible actions before confirming the action with the other crew member. The PNF will consult the checklist and IFG and back up the PF to the maximum extent or as directed
(Columbus T-6 Flying Standards Sec. 7.1)
Roll-off Tendency >60% Torque (1T-6A-1, pg. 6-5)
Above 60% Torque, full right rudder and full right aileron may not prevent a left roll-off at stall.
(1T-6A-1, pg. 6-5)
When does the RED Oil Px illuminate? (1T-6A-1, pg. 1-7)
1. If oil pressure drops to 40 psi or below when above idle power
2. When oil pressure drops to 15 psi or below at idle power
3. If oil pressure remains between 15 and 40 psi for more than 5 seconds (Amber & Red)
4. SCU Failure
(1T-6A-1, pg. 1-7)
Uncontrolled Airfield Operations (11-2T-6V3 Sec 3.10)
- Max Aircraft in pattern
- Overhead v rectangular pattern
- Max airspeed at an NTA
3.10.5.2 Aircrews will not operate within an uncontrolled airfield pattern with more than four aircraft total, military and or civilian present in the pattern at any time
3.10.5.3 Instrument approaches, overheads, rectangular patterns, and ELP's may be flown. Aircrews will make all turns to the left unless the airport displays approved light signals, visual markings, or flight information publications indicates right turns. Aircrew will not fly overhead patterns with civilian aircraft in the traffic pattern.
3.10.5.4 Aircrews will maintain 200 knots or less for pattern and approach operations within 1,500 feet AGL, and 3 NM of an uncontrolled airfield.
(11-2T-6V3 Sec 3.10)
When is an alternate required (11-202v3_AETCSUP Sec. 4.16)
When is an alternate required? (11-202v3 Sec. 4.16)(11-202v3_AETCSUP Sec. 4.16)
- A compatible instrument approach procedure is not available at the destination airfield
- Weather forecasts indicate, from 1 hour before to 1 hour after the ETA at the destination airfield, including TEMPO conditions, are less than indicated below:
A ceiling of 2,000 feet above the airfield elevation and a visibility 3 statute miles.
Forecast crosswinds are outside of aircraft limitations.
When denial of accommodations to RVSM airspace would prevent a non-RVSM compliant aircraft or flight from reaching its planned destination, a suitable alternate will be designated that does not require accommodation.
The PIC should also consider the following factors when determining if an alternate is required.
All compatible approaches require radar or GPS
Required nav aids will be unmonitored
the destination has no weather reporting capability
The airfields lowest compatible approach weather mins are greater than or equal to 1,500 ft ceiling or 3 statute miles viz.
Clearance and Taxi Procedures (Columbus T-6 Flying Standards Sec. 3.7)
Activate the flight p[lan and obtain a squawk code prior to requesting taxi. Obtain taxi clearance prior to moving the aircraft.
Use the AFPAM 11-205 "Run-Up" signal to alert the crew chief when ready to taxi. During daylight at KCBM, landing/taxi lights will remain off until the Lineup Checklist and turned off after completion of the After Landing Checklist. At other times and locations, these lights should remain on.
The FCP will perform the brake check prior to turning, but not until the winds are clear of the sun shelters and adjacent aircraft.
The pilot doing the takeoff will brief RNEWS outside of congested ramp space.
Taxi at speeds IAW AETCMAN11-248. Speeds up to 30 knots on Taxiway Alpha are up to Aircraft Commander discretion.
Erect Spin AOA, Airspeed, Time, Alt Loss. (1T-6A-1, pg. 6-10)
Entry into idle power, erected spins is characterized by roll and yaw in the direction rudder is applied resulting in a barrel roll maneuver...
Spin rotation rates will stabilize to approximately 2 to 3 seconds per turn will an altitude loss of 400 to 500 feet per turn. The angle of attack will be 18+ and the airspeed will stabilized at 120 to 135knots.
(1T-6A-1, pg. 6-10)