T-6 General Knowledge - Trans Checkride

GK for T-6 flying, current to the T-4490 checkride

65 flashcards · Other · by Tyler Faragallah

  1. Red X status symbol

    This symbol grounds the aircraft: maintenance required is of a serious nature and endangers the operation of the aircraft. No one will authorize or direct that an aircraft will be flown until the red x is properly cleared. 781M: pg 2

  2. Red Dash status symbol

    This symbol indicates the condition of the equipment is unknown and a more serious condition may exist. 781M: pg 2

  3. Red diagonal status symbol

    This symbol indicates that an unsatisfactory condition exists on the aircraft or equipment; but, is not sufficiently urgent or dangerous to warrant grounding the aircraft or discontinuing use of the equipment. 781M: pg 2

  4. How long is a preflight inspection valid

    72 hours or until flown

  5. How long is a through-flight inspection valid

    EODD

  6. How long is a tire pressure check valid

    24 hours

  7. How is configuration affected with a battery bus failure?

    Gear extension requires the emergency extension, emergency flap extension is powered by the main battery through the hot battery bus. If flaps are extended when the bus tie fails the flaps will retract. Gear and flap indicators will not be powered. 1T-6A-1: 3-25

  8. How are TP stalls affected with a battery bus failure?

    AoA, stick shaker, and gear/flap indicators will be inoperative. 1T-6A-1: 3-25

  9. How is configuration affected with a generator bus failure?

    It is not 1T-6A-1: 3-24

  10. How are TP stalls affected with a battery bus failure?

    AoA and stick shaker will be inoperative 1T-6A-1: 3-24

  11. How is configuration affected with a hydraulic failure?

    Emergency extension of the gear and flaps will be available through the emergency hydraulic system and they cannot be retracted once deployed. 1T-6A-1: 3-31

  12. What is the best glide speed and corresponding sink rate when clean?

    125 knots and 1350 feet/min 1T-6A-1: 6-5

  13. What is the best glide speed and corresponding sink rate when the gear are lowered?

    105 knots and 1500 feet/min 1T-6A-1: 6-5

  14. What is Out-of-Control Flight (OCF)?

    A situation where the aircraft does not respond immediately and in a normal sense to application of the flight controls. 1T-6A-1: 6-7

  15. What is a spiral and how is it entered?

    A rolling and/or yawing motion of the aircraft that is often mistaken for a spin, but is not steady-state (airspeed still increasing through 160 KIAS and aircraft is oscillating). Results from a misapplication of anti-spin controls. 1T-6A-1: 6-10

  16. What is aerodynamically required for a spin?

    Stalled AoA with a simultaneous sustained yaw rate 1T-6A-1: 6-10

  17. How does RCR affect TOLD?

    As RCR decreases abort speed is reduced and landing roll increases 1T-6A-1: A3-5 through A3-14

  18. How does headwind affect TOLD?

    As headwind decreases the takeoff and landing distances decrease while abort speed increases 1T-6A-1: A3-5 through A3-14

  19. How does temperature affect TOLD?

    As temperature increases the takeoff and landing distances increase while abort speed decreases 1T-6A-1: A3-5 through A3-14

  20. How does pressure altitude affect TOLD?

    As temperature increase the takeoff and landing distances increase and the abort speed also decreases 1T-6A-1: A3-5 through A3-14

  21. Low approach vs restricted low approach

    Will not descent below 500 AGL (or assigned altitude) during a restricted low approach, the gear cannot touch the ground during a low approach 11-2T-6V3: pg12

  22. Minimum altitude for aerobatics, unusual attitudes, abnormal flight recoveries, lost wingman, extended trail, stalls, and slow flight

    6000 AGL 11-2T-6V3: pg13

  23. Minimum altitude for OCF spin training

    13500 MSL 11-2T-6V3: pg13

  24. Minimum altitude for solo-student sorties (not including pattern, departure, and recovery)

    5000 AGL 11-2T-6V3: pg13

  25. Minimum altitude for VFR non-local, point-to-point navigation missions

    3000 AGL 11-2T-6V3: pg13

  26. Minimum altitude to complete configured aircraft slips for training

    300 AGL 11-2T-6V3: pg13

  27. Dual only maneuvers

    Rolling takeoffs Stalls Slow flight Stability demonstration Contact recoveries Intentional spin entry Simulated emergency procedures (ELPs, no-flap patterns/landings) Straight-in approaches Low-closed patterns Uncontrolled airfield operations 11-2T-6V3: pg13-14

  28. Solo flight - engine failure recommendations

    Consider ejection, however a forced landing may be attempted with a minimum landing distance available of 4,000 feet or heavy weight no flaps landing distance plus 500 feet (whichever is greater) 11-2T-6V3: pg26

  29. OCF altitude recovery limits

    Recovered 3000 feet above the clouds (to include dive recoveries) and recovered by 10000 MSL 11-2T-6V3: pg12

  30. High wind operational limits

    Will not fly when high winds would be hazardous during an ejection situation (not intended to restrict operations when only a small portion of the route is affected) Will NOT fly over land when steady state surface winds (forecast or actual) exceed 35 knots OG/CC approval required when surface winds exceed 25 knots in training / operating areas 11-2T-6V3: pg24

  31. Filing for weather operations

    Aircrews will not file to a destination unless the ceiling and visibility for the estimated time of arrival (plus or minus 1 hour) meets or exceeds the approach minimums 11-2T-6V3: pg15

  32. How many aircraft allowed in the pattern at uncontrolled airfields

    4 total aircraft (military and/or civilian) 11-2T-6V3: pg24

  33. Types of patterns allowed at an uncontrolled airfield

    instrument approaches overheads rectangular patterns (FAA AIM style) ELPs 11-2T-6V3: pg24

  34. Radio calls and position reports while in the pattern at an uncontrolled airport

    Monitor CTAF and make calls IAW AFMAN 11-202v3 11-2T-6V3: pg24

  35. Engine emergencies - ejection considerations

    Primary consideration is preserving life, not the aircraft Solo students at or below 2000 AGL after the completion of the zoom or not on profile for a traditional low key intercept should strongly consider ejection 11-2T-6V3_47OGSUP: pg14

  36. Area operations - altitudes

    Low: 7000 - 12000 AGL High: 15000 - 22000 AGL High: 15000 - 21000 AGL (baro 28.92 to 29.41) High: 15000 - 21500 AGL (baro 29.42 to 29.91) 11-2T-6V3_47OGSUP: pg16

  37. MOA recovery altitudes

    In general, 6000 AGL for low areas and 14000 for high areas Low areas 4/5/7/8/9/10 should plan to recover via "HIGH RIO" or "Direct to the Field" Low areas 1/2/3/6 should plan to recover vis "LOW RIO" 11-2T-6V3_47OGSUP: pg17

  38. RSU pattern priorities

    Emergencies Minimum fuel Formation Radar entries Established in the pattern VFR entries 11-2T-6V3_47OGSUP: pg19

  39. RSU pattern communication priorities

    Safety of flight / deconfliction / aircraft separation / emergencies Clearances / cancellations / acknowledgements Gear down calls Position reports Requests 11-2T-6V3_47OGSUP: pg19

  40. When / where to not break out

    Inside of the final turn Inside of low key Inside of 2 NM on a straight-in 11-2T-6V3_47OGSUP: pg19

  41. Spacing requirements at the perch / low key

    If at the perch or low key and an aircraft on straight-in is inside of 2 NM and not in sight, or in sight without sufficient spacing 11-2T-6V3_47OGSUP: pg20

  42. When to turn crosswind

    Departure leg - 0.5 to 1.0 miles past departure end of the runway Breakpoint straight through - Departure end of the runway Offset - 0.0 to 0.5 miles past the departure end of the runway Center runway departure - When cleared and NLT the breakout point 11-2T-6V3_47OGSUP: pg20

  43. When to NOT request High Key

    Aircraft between 5 and 2 NM on a straight-in Aircraft between report high key and report low key Aircraft reports overhead the field direct to VFR entry (honcho only) Aircraft orbiting at high key Aircraft in the high pattern 11-2T-6V3_47OGSUP: pg22

  44. When can High Key be requested from anywhere in the pattern

    No more than 3 (honcho) or 5 (wizard) aircraft in the pattern No one is on a breakout No aircraft between report high key and report low key 11-2T-6V3_47OGSUP: pg22

  45. When to NOT break from initial

    Traffic conflict on high, closed, low closed, or inside downwind Aircraft between 5 and 2 NM on a straight-in Aircraft between report high key and low key Aircraft orbiting at high key 11-2T-6V3_47OGSUP: pg22

  46. Reduced same runway separation distances - 3000 feet

    3000' separation when T-6 to T6 LAFBI 13-204 pg93

  47. Reduced same runway separation distances - 6000 feet

    6000' separation when T-6 to any other aircraft T-6 to any formation Night operations between trainer type aircraft If the second aircraft is a touch and go and the first aircraft is a full stop If the second aircraft is a low approach and the first aircraft is a touch and go LAFBI 13-204 pg93

  48. Reduced same runway separation distances - Full runway

    Full Runway separation when Aircraft is "cleared for the option" For departures following arrivals Between trainer type aircraft and non-trainer aircraft If aircrew or ATC refuses the reduced same runway separation LAFBI 13-204 pg93

  49. When do reduced same runway separation distances not apply

    When runway is "wet with standing water" LAFBI 13-204 pg33

  50. ORM 3-2-1

    On profile Runway in sight Maneuver to land (safely) 300 AGL - final decision to eject 200 AGL - gear down 100 AGL - on centerline AETCMAN 11-246 pg76

  51. Initial actions during during a forced landing

    Turn Climb Clean Check Then if fuel related Boost Pump Ignition Plan AETCMAN 11-246 pg78

  52. On profile calculations for ELP's

    1000 x (Half the DME) + intended key in AGL AETCMAN 11-246 pg77

  53. Altitude loss during 360* turns

    30* AoB turn - 2000 feet 45* AoB turn - 1500 feet 60* AoB turn - 1000 feet AETCMAN 11-246 pg79

  54. Energy management during an ELP

    Lose energy Early configuration 360* turns Slip Flyoff Gain energy Late configuration Dive on final to ground effect AETCMAN 11-246 pg74 - pg89

  55. PEL vs SFL

    PEL has power available to get on profile, SFL requires 4-6% torque to simulate an engine failure AETCMAN 11-246 pg82

  56. ELP Key Positions

    High key - 3000 AGL Cross key - 2200 to 2300 AGL Low key - 1500 AGL Base key - 600 to 800 AGL All keys are 120 KIAS minimum until on final, then 110 KIAS minimum AETCMAN 11-246 pg84

  57. Zoom then Glide vs Straight then Glide

    Every 10 knots above 140 KIAS can be traded for either 100' vertically or 1000' horizontally AETCMAN 11-246 pg78

  58. Insufficient radar separation on departure

    Dual or better - climb or descent to 2600 MSL and procedure to VFR entry (do not cross published ground tracks until at 2600) Restricted patterns - maintain 2100 MSL and turn towards the corner of crosswind and outside downwind T-6 IFG pg16

  59. Weather recall

    Hold at max endurance, solo students have priority followed by those close to divert fuel. Fly recovery at 250 KIAS T-6 IFG pg7

  60. Unrestricted

    Weather conditions allow full use of the MOA's and Honcho's pattern T-6 IFG pg7

  61. Solo

    3100 MSL / 5 SM T-6 IFG pg7

  62. Dual

    3100 MSL / 3 SM T-6 IFG pg7

  63. Restricted Patterns

    2600 MSL / 3 SM, only 8 aircraft allowed in the pattern T-6 IFG pg7

  64. Simultaneous Instruments (VOR-A)

    Better than 2100 MSL / 3 SM but worse than restricted patterns, will recover via VOR-A unless otherwise coordinated T-6 IFG pg7

  65. Alternating Instruments

    Weather is equal to or better than suitable approach minimums T-6 IFG pg7