Flashcards in T-6 Standard Handout/Standards Deck (41):
As Temp/PA increases your groundspeed for an increase or decrease in IAS?
Abort Speed. The higher the groundspeed allows you to start your abort Earlier or Later?
Abort speed. The greater the headwind which lowers your groundspeed allows you to abort Earlier or Later?
Later, or at an increased indicated airspeed and stop in the remaining runway
As the aircraft weight decreases your momentum Decreases or Increases?
The greater the groundspeed requires you to have a greater or lesser runway length?
A greater runway length to stop than it would an aircraft at a lower Temp/PA (and thus a lower groundspeed)
Standard for 781 Review/Before Exterior Inspection
Students will plan on checking the 781. The 781 must be reviewed by a rated pilot on every sortie except student solos. On instructor development(ID) sorties, the RCP will check the 781 while the FCP performs the Before Exterior Inspection for both cockpits.
Standard for Exterior/Interior Inspection
Students should plan on performing an exterior inspection on each sortie. A rated pilot must perform the exterior inspection on every sortie except student solos.
Standard for Spare Aircraft Procedures
Inform Lowell (UHF/VHFCh.15) of any tail changes.
Standard for Clearance/Taxi Procedures
Obtain ATIS and call Clearance Delivery
prior to calling for taxi. Plan to taxi no later than 10 minutes prior to scheduled takeoff time. Pilots will taxi staggered unless at night or off station. Taxi staggered by placing the exhaust stack on the taxiway centerline or nose gear on the concrete expansion line.
Standard for EOR/Pre-Takeoff Procedures
The pilot taxiing will ensure the aircraft nose gear is on the “T” by referencing the parking spots on either side. Accomplish the Overspeed Governor Check(at a complete stop) in the Taxiway Charlie and Echo hammerheads. Run-ups in other areas may be conducted if it can be determined that the area in front and behind the aircraft is clear.
Standard for Rolling/Static Takeoff
Pilots should perform a rolling takeoff to the max extent possible
Standard for Routing, Altitudes, Airspeeds
Comply with the Vance IFG or Radar Approach Control(RAPCON) directions. Pilots will climb at 160 KIAS. If it is determined a different airspeed is needed or desired, the PF will brief the new airspeed being used.
Standard for TAS
Set TAS to >10NM range “Above” for departure. Change TAS from“ABOVE” to “BELOW” for recovery/prolonged descents or as necessary during sortie duration.
Standard for Power-On Stalls
Students will brief intended entry parameters prior to execution.
Standard for Spins/OCF/Special Syllabus
Students will verbalize the altitude after neutralizing the controls and oil pressure before advancing the PCL. Students will ensure Special Syllabus items are accomplished.
Standard for Recoveries
Students preparing for Mid phase can expect the IP to fly the aircraft into a position requiring a recovery. Post-Midphase students can expect the IP to direct them to“recover”during an aerobatic maneuver.
Standard for Traffic Pattern Stalls/Slow Flight
Students will brief the flap setting prior to execution
Standard for HAPL/Slip
Planon commencing simulated HAPLs from either the CORMI/DLLTA Stereo Routes or MOA Areas adjacent to DOGFACE (if possible) to minimize interference with other flight training. HAPLs maybe conducted to a local non-towered airfield(NTA) listed in AFI11-2T-6V3 VAFB Sup1 (A18.104.22.168.) if not conveniently aligned with Dogface or if the pattern is saturated
Standard for NTA Procedures/Comm
Upon completion of NTA operations, contact RAPCON for an IFR clearance or, as a minimum, VFR flight following. If proceeding to Dogface, contact Dogface no later than 10 miles from pattern entry and state intentions.
Standard for Joke/Bingo/Chock Time
Students will calculate appropriate Joker and Bingo fuels and will be responsible for monitoring their fuel state. The students will verbalize intent to over fly a Joker fuel to gain more training in a particular phase of flight. The student will verbalize the new Joker fuel.
Pilots will annotate the chock time on the MDC. Pilots are
responsible for meeting chock times and will coordinate with Lowell for a chock extension if needed (plan to RTB from Dogface or Area NLT 15 (Rwy 17) or 20 (Rwy 35) minutes prior)
Standard for Touch & Go/Full Stop Flap Setting
IPs should encourage LDG flap Touch & Go training to increase student proficiency. If spacing and/or crosswinds are not a factor, aircrews should plan touch-and-go landings on the“hot side”and full-stop landings on the“cold side.”The PF should plan on using LDG flaps for full-stop landings when practical, and plan to be at 60 knots (maximum) by 2000 feet remaining, and 40 knots (maximum) by 1000 feet remaining.
Standard for NWS/Exiting Runway
Ensure aircraft is at a safe taxi speed before engaging NWS. When taxiing clear from the hot side, ensure the“cold side” is clear.
Standard for A/C Commander/Student Pilot Duties
The IP is the Aircraft Commander. Students should act as the Aircraft Commander while in control of the aircraft. Students will inform the IP if they wish to make any adjustments to the profile, joker/bingo fuels or drop any planned maneuvers.
Standard for Transfer of Aircraft Control
IAW AFMAN11-248 paragraph 1.15.
Standard for Clearing
The PF will make all pattern position reports. To facilitate clearing, the PF will minimize the time spent “belly up” to possible conflicts by using “crisp” turns using a minimum of 60 degree angle of bank while flying in the local traffic
pattern unless safety of flight prohibits such maneuvering.
Standard for In-Flight Checks
The PF will accomplish all checks and will challenge the PNF for any (BOTH) items. IPs will not ignore challenges in an attempt to test students.
Standard for Radio Procedures
All radio calls will be initiated at the appropriate time by the PF. Intervening radio calls made by the aircraft commander does not constitute a transfer of aircraft control
Standard for Simulated EPs
Brief planned simulated emergency procedures to include configurations, airspeeds and anticipated power settings.
Standard for Aircrew Responsibilities
In case of emergency the PF will continue to fly. Do not perform any irreversible actions without first confirming with the aircraft commander. The PNF will consult the checklist and IFG and use CRM to raise the situational awareness within the cockpit.
Standard for Emergency Ground Egress
The aircraft commander will command “EGRESS,EGRESS,EGRESS.” For a right side egress, pilots will leave the canopy closed and locked, remain fully strapped-in with mask up/visor down and will activate their CFS handles.
Standard for Takeoff/Touch&Go EPs/Abort
The command to abort will be “ABORT,ABORT,ABORT.” Brief specific malfunctions that will require a high speed abort considering TOLD and weather conditions. Aircraft commanders should also brief touch-and-go abort decisions to include a brief discussion of runway available, landing performance, etc
Standard for NORDO
"Lost COMM" If communications cannot be established and the sortie is local, recover IAW the IFG. If communication is lost outside the local area, refer to the FIH.
Standard for Intercom Failure/Visual Signals
If all settings/connections check good, attempt communication over the non-primary radio. The FCP is “Alpha” and the RCP is (CallSign) “Bravo.” If unsuccessful and the cockpit altitude is below 10,000 feet, the mask can be lowered in the absence of smoke/fumes and communication established by yelling. If removing the mask is not feasible or desired due to cockpit pressure altitude,consider writing notes on the back of the MDC or other suitable surface. The cockpit mirrors can also be used to establish visual communication
Standard for Emergency Gear Extensions
If the RCP desires the FCP to pull the Emergency Landing Gear Handle and is unable to verbally direct the extension, the RCP will lower and raise the gear handle multiple times then leave the handle in the down position.
Standard for Ejection With and Without Intercom
The aircraft commander will command “BAILOUT,BAILOUT,BAILOUT” over the intercom, or three face curtains without the intercom. The term“ejection” will be used while discussing options
Standard for Ejection Controlled/Uncontrolled
Apply the T.O.1T-6A-1 limits to the applicable terrain elevation.
Standard for Bird Strike
If a bird strike occurs and the aircraft is in position to land, the PF should full-stop. Otherwise, initiate an immediate climb to a safe altitude. If a bird penetrates the wind screen and the intercom is lost, the FCP will give a thumbs-up to the RCP to indicate that they are unhurt. If a thumbs-up is not received, the RCP should assume aircraft control, and coordinate to land at the nearest suitable facility that can provide immediate medical assistance (consider selecting Dual for ejection initiation). If structural damage is suspected and conditions permit, coordinate for a chase ship and conduct a controllability check. Fly a PEL if they suspect a prop strike.
Standard for IMC procedures
Confess spatial disorientation as soon as it is recognized.
Standard for Night Procedures Personal Equipment
All personnel present on the flight line will either wear a reflective vest or belt.
Standard for Night Aircraft/Cockpit/Lighting
Taxi Out. The FCP will turn the Navigation Lights on for engine start. The Landing Light will be turned on to signal ready for taxi. Once taxiing past the marshaller while exiting the chocks, the Taxi Light should be turned on unless safety dictates otherwise. The Anti-Collision Lights will be turned on once established on the parallel taxiway.
Taxi In. The FCP will turn the Anti-Collision Lights off when turning off the parallel taxiway. The Taxi Light will be extinguished prior to executing the turn into the designated parking spot.
HoldingShort. The FCP will keep the Taxi, Landing and Anti-Collision Lights off while the aircraft is not moving in the hold-short area