T-6B Memory EPs/Notes, Warnings and Cautions Flashcards.txt

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navyt6
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T-6B Memory EPs/Notes, Warnings and Cautions Flashcards.txt
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2012-02-25 14:28:56
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T-6B Emergency Procedures & Notes, Warnings, and Cautions
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  1. Abort Start Procedure
    1. PCL - OFF or STARTER switch - AUTO/RESET
  2. NOTES, WARNINGS, CAUTIONS
    • N - Note and report to maintenance the degree and duration of any overtemperature.
    • N - If start is initiated with PCL in the OFF position, abort by reselecting AUTO/RESET on the STARTER switch. If start is initiated with PCL out of the OFF position, but not past the IDLE gate, abort by placing the PCL to OFF or reselecting AUTO/RESET on the STARTER switch. If the PCL is past the IDLE gate, abort by placing the PCL to OFF
  3. Emergency Engine Shutdown on the Ground
    • 1. PCL - OFF
    • 2. FIREWALL SHUTOFF HANDLE - PULL
    • 3. Emergency ground egress - As required
  4. Emergency Ground Egress
    • 1. ISS MODE SELECTOR - SOLO
    • 2. EJECTION SEAT SAFETY PIN - INSTALL (BOTH)
    • 3. PARKING BRAKE - AS REQUIRED
    • 4. CANOPY - OPEN IF CANOPY CANNOT BE OPENED OR SITUATION REQUIRES RIGHT SIDE EGRESS:
    • 5. CFS HANDLE - ROTATE AND PULL (BOTH)
    • 6. UPPER FITTINGS, LOWER FITTINGS, AND LEG RESTRAINT GARTERS - RELEASE (BOTH)
    • 7. BAT, GEN, and AUX BAT switches - OFF
    • 8. EVACUATE AIRCRAFT
  5. NOTES, WARNINGS, CAUTIONS
    • N - In a situation requiring immediate ground egress, the ejection system has the capability for 0/0 ejection.
    • W - Failure to ensure that the ISS mode selector is set to SOLO may result in the inadvertent ejection of one or both seats.
    • W - Failure to insert both ejection seat safety pins (if occupied) before ground egress may result in inadvertent activation of ejection sequence and subsequent injury or death when performing emergency ground egress.
    • W - If the canopy fracturing system malfunctions in conjunction with a canopy latch failure in the locked position, ejection may be the only option remaining to exit the aircraft. Aircrew shall ensure shoulder straps, lap straps, and leg restraint garters are still attached prior to pulling ejection handle.
    • W - To prevent injury, ensure oxygen mask is on and visor is down prior to actuating the CFS system
    • W - Each internal CFS handle activates only the CFS charge for the respective transparency. Both internal CFS handles must be activated in order to fracture both transparencies (if required)
    • N - Oxygen hose, emergency oxygen hose, communication leads, and anti-G suit hose will pull free while vacating cockpit and leg restraint lines will pull through leg restraint garter D rings if released with quick release lever.
  6. Abort
    • 1. PCL - IDLE
    • 2. BRAKES - AS REQUIRED

    • NOTES, WARNINGS, CAUTIONS
    • W- After a stop which required maximum effort braking and if overheated brakes are sus­pected, do not taxi into or park in a con­gested area until brakes have had sufficient time to cool. Do not set parking brake.
  7. Engine Failure Immediately After Takeoff
    (Sufficient Runway Remaining Straight Ahead)
    • 1. AIRSPEED -110 KNOTS (MINIMUM)
    • 2. PCL - AS REQUIRED
    • 3. EMER LDG GR HANDLE - PULL (AS REQUIRED)
    • 4. Flaps - As required
  8. NOTES, WARNINGS, CAUTIONS
    • W - If insufficient runway remains to land straight ahead, consider immediate ejection.
    • W - Do not sacrifice aircraft control while trou­bleshooting or lowering gear with emergencysystem.
    • N - The pilot should select IDLE to use the increased drag of the not yet feathered pro­peller or select OFF to reduce the sink rate.
    • N - With a loss of hydraulic pressure, landing gear and flaps cannot be lowered by normal means
  9. Engine Failure During Flight
    • 1. ZOOM/GLIDE -125 KNOTS (MINIMUM)
    • 2. PCL - OFF
    • 3. INTERCEPT ELP
    • 4. Airstart - Attempt if warranted
    • IF CONDITIONS DO NOT WARRANT AN AIRSTART:
    • 5. FIREWALL SHUTOFF handle - Pull
    • 6. Execute Forced Landing or Eject

    • NOTES, WARNINGS, CAUTIONS
    • N - Zoom results with an engine still producing a usable torque (>6%) will be several hundred to several thousand feet higher in altitude gained.
    • N - Each low altitude zoom capability chart depicted in Figure 3-2, Figure 3-3, and Fig ure 3-4 represents a no engine condition. Each chart assumes the pilot will not per form any action prior to actual engine failure.
    • N - Crosscheck N1 against other engine indications to assess condition of engine and determine if an airstart is warranted. At 125KIAS, an engine which has flamed out will rotate below 8% N1 and indicate 0% N1. The engine oil pressure indicator may display oil pressures up to 4 psi with an N1 of 0%.
    • N - If experiencing uncommanded power changes/loss of power/uncommanded propeller feather or compressor stalls, refer to appropriate procedure.
    • N - Propeller will not feather unless the PCL is fully in OFF.
    • W - If a suitable landing surface is available, turn immediately to intercept the nearest suitable point on the ELP. Any delay could result in insufficient gliding distance to reach a landing surface.
    • W - Do not delay decision to eject below 2000 feet AGL.
    • W - Airstart procedure is not recommended below 2000 feet AGL, as primary attention should be to eject or safely recover the aircraft.
  10. Immediate Airstart (PMU NORM)
    • 1. PCL - OFF
    • 2. STARTER SWITCH - AUTO/RESET
    • 3. PCL - IDLE, ABOVE 13% N1
    • 4. Engine instrument - Monitor ITT, N1, and oil pressure
    • IF AIRSTART IS UNSUCCESSFUL:
    • 5. PCL - OFF
    • 6. FIREWALL SHUTOFF handle - Pull
    • 7. Execute forced landing or eject
    • IF AIRSTART IS SUCCESSFUL:
    • 8. PCL - AS REQUIRED AFTER N1 REACHES IDLE RPM (approximately 67% N1)
    • 9. PEL - EXECUTE
  11. NOTES, WARNINGS, CAUTIONS
    • W - Airstart attempts outside of the airstart enve­lope may be unsuccessful or result in engine overtemperature. Consideration should be given to ensure airstarts are attempted within the airstart envelope (125-200 KIAS for sea level to 15,000 feet, or 135-200 KIAS for 15,001 to 20,000 feet).
    • W - Do not delay ejection while attempting airstart at low altitude if below 2000 feet AGL.
    • W - PCL must be in OFF to feather the prop, and ensure proper starter, ignition, boost pump, and PMU operation during airstart.
    • C- Ensure PCL is in OFF; otherwise, fuel may be prematurely introduced during start.
    • W - Movement of the PCL above IDLE before N1 stabilizes at approximately 67% will cause an increase in fuel flow which may cause engine failure due to a severe ITT overtemperature.
    • C - If N1 does not rise within 5 seconds, discon­tinue the airstart attempt and proceed to IF AIRSTART IS UNSUCCESSFUL.
    • C - If there is no rise in ITT within 10 seconds after fuel flow indications, place the PCL to OFF and abort the start.
  12. Uncommanded Power Changes/Loss of Power/ Uncommanded Propeller Feather
    • 1. PCL - MID RANGE
    • 2. PMU SWITCH - OFF
    • 3. PROP SYS CIRCUIT BREAKER (left front console) - PULL IF NP STABLE BELOW 40%
    • 4. PCL - AS REQUIRED IF POWER IS SUFFICIENT FOR CONTINUED FLIGHT:
    • 5. PEL - EXECUTE
    • IF POWER IS INSUFFICIENT TO COMPLETE PEL:
    • 6. PROP SYS CIRCUIT BREAKER - RESET, AS REQUIRED
    • 7. PCL - OFF
    • 8. FIREWALL SHUTOFF HANDLE - PULL
    • 9. EXECUTE FORCED LANDING OR EJECT
  13. NOTES, WARNINGS, CAUTIONS
    • N - Mid range is a physical PCL angle that approximates the midway position between idle and max
    • N - A PCL position above IDLE will provide the best chance for the engine to recover.
    • N - A mid range PCL position will minimize the potential of engine overtorque and/or overtemperature when the PMU is turned off.
    • C - There is a potential for ITT limits to be exceeded if the PMU switch is turned off with ITT >820 °C.
    • C - Ground idle will not be available during landing rollout and taxi. Plan for increased landing distances due to higher IDLE N1 (approximately 67%).
    • N - With constant airspeed and torque, RPM can be considered stable if below 40% with no upward change for a 3 second period.
    • N - If the NP indicator is displaying red X’s, switching the PMU to NORM and back OFF will reset the PMU and should restore the NP indication.
    • N - Propeller should come out of feather within 15-20 seconds
    • W - If rate of descent (indicated on the VSI while stabilized at 125 KIAS with gear, flaps, and speed brake retracted and 4% to 6% torque) is greater than 1500 ft/min, increase torque as necessary (up to 131%) to achieve approximate 1350 to 1500 ft/min rate of descent. If engine power is insufficient to produce a rate of descent less than 1500 ft/min, set PCL to OFF.
    • N - The pilot should consider moving the PCL through the full range of motion to determine power available.
    • C - Consideration should be given to leaving the engine operating with PCL at mid range
    • W - With the prop sys circuit breaker pulled and the PMU switch OFF, the feather dump solenoid will not be powered. The propeller will feather at a slower rate as oil pressure decreases and the feathering spring takes effect. Glide performance will considerably reduced and it may not be possible to intercept or fly the emergency landing pattern.
  14. Compressor Stalls
    • 1. PCL - Slowly retard below stall threshold
    • 2. DEFOG switch - ON
    • 3. PCL - Slowly advance (as required)
    • IF POWER IS SUFFICIENT FOR CONTINUED FLIGHT:
    • 4. PEL - Execute
    • IF POWER IS INSUFFICIENT TO COMPLETE PEL:
    • 5. PCL - OFF
    • 6. FIREWALL SHUTOFF handle - Pull
    • 7. Execute forced landing or eject

    • NOTES, WARNINGS, CAUTIONS
    • N - Setting the DEFOG switch to ON automati­cally selects high bleed air inflow and will alleviate back pressure on the engine com­pressor.
    • W - When the engine is so underpowered that high rates of descent occur, any delay in shutting down the engine to feather the prop may result in insufficient altitude to reach a suitable landing site.
  15. Inadvertent Departure From Controlled Flight
    • 1. PCL - IDLE
    • 2. CONTROLS - NEUTRAL
    • 3. ALTITUDE - CHECK
    • 4. RECOVER FROM UNUSUAL ATTITUDE
  16. NOTES, WARNINGS, CAUTIONS
    • N - Cycling of control positions or applying anti-spin controls prematurely can aggravate air­craft motion and significantly delay recov­ery.
    • W - Recommended minimum altitude for ejec­tion is 6000 feet AGL.
    • C - Power-on and inverted departures or spins will result in high loads on the engine and torque shaft. If an inverted or power-on departure is encountered, land as soon as conditions permit. The pilot should suspect possible engine damage and may experience unusual engine operation accompanied by low oil pressure or CHIP detector warning. In all cases of inverted or power-on depar­tures, the engine shall be inspected by quali­fied maintenance personnel after flight.
  17. Fire In Flight
    • IF FIRE IS CONFIRMED:
    • 1.PCL-OFF
    • 2. FIREWALL SHUTOFF HANDLE - PULL IF FIRE IS EXTINGUISHED:
    • 3. Forced Landing - Execute IF FIRE DOES NOT EXTINGUISH OR FORCED LANDING IS IMPRACTICAL:
    • 4. Eject (BOTH) IF FIRE IS NOT CONFIRMED:
    • 5. PEL - Execute
  18. NOTES, WARNINGS, CAUTIONS
    • W - Illumination of the fire warning light accom­panied by one or more of the following indi­cations is confirmation of an engine fire: smoke; flames; engine vibration; unusual sounds; high ITT; and fluctuating oil pres­sure, oil temperature, or hydraulic pressure.
    • W - A fire warning light with no accompanying indication is not a confirmed fire. Do not shut down an engine for an unconfirmed fire.
    • W - High engine compartment temperatures resulting from a bleed air leak may cause illumination of the fire warning light. Reduc­ing the PCL setting towards IDLE will decrease the amount of bleed air and possi­bly extinguish the fire warning light: how­ever, advancing the PCL might be required to intercept the ELP. Regardless of reducing or advancing the PCL, continue to investigate for indications confirming an engine fire.
    • W - If the fire cannot be confirmed, the fire warn­ing system may be at fault and should be tested as conditions permit. If only one fire loop annunciator is illuminated (top or bot­tom half only), a false fire indication may exist if the other loop tests good.
  19. Chip Detector Warning
    • 1. PCL - Minimum necessary to intercept ELP; avoid unnecessary PCL movements
    • 2. PEL - Execute
  20. NOTES, WARNINGS, CAUTIONS
    C - Higher power settings may aggravate the existing condition
  21. Oil System Malfunction or Low Oil Pressure
    • IF ONLY AMBER OIL PX CAUTION ILLUMINATES:
    • 1 .Terminate maneuver
    • 2. Check oil pressure; if oil pressure is normal, continue operations
    • IF RED OIL PX WARNING ILLUMINATES AND/OR AMBER OIL PX CAUTION REMAINS ILLUMINATED FOR 5 SECONDS:
    • 3. PCL - Minimum necessary to intercept ELP; avoid unnecessary PCL movements
    • 4. PEL - Execute
  22. NOTES, WARNINGS, CAUTIONS
    • N - Use this procedure for any of the following: red OIL PX warning illuminated, amber OIL PX caution illuminated, oil pressure fluctua­tions, or oil temperature out of limits.
    • N - If OIL PX warning illuminates and oil pres­sure indicates <5 psi, check OIL TRX circuit breaker on the battery bus circuit breaker panel (left front console). If the circuitbreaker is open, it may be reset.
    • N - Due to the sensitivity of the signal condition­ing unit, a single, momentary illumination ofthe amber OIL PX caution while maneuver­ing is possible but may not indicate a mal­function.
    • N - Illumination of both red and amber OIL PX message while the oil pressure gage indicatesnormal pressure indicates an SCU failure.
    • C - Higher power settings may aggravate the existing condition.
  23. OBOGS SYSTEM MALFUNCTION
    1. PCL - ADVANCE
  24. NOTES, WARNINGS, CAUTION
    • W - If the battery fails, OBOGS will be inoperative
    • N - Advance PCL as required to extinguish OBOGS FAIL warning. At low bleed air pressure conditions (e.g., PCL idle at high altitudes), bleed air pressure may pressure may drop sufficiently to momentarily illuminate the OBOGS FAIL warning. This does no necessarily indicate an OBOGS failure. If OBOGS FAIL warning extinguishes, continue flight
  25. OBOGS INOPERATIVE
    1. GREEN RING - PULL (AS REQUIRED)
  26. NOTES, WARNINGS, CAUTIONS
    • W - If hypoxia is experienced or suspected, land as soon as possible
    • W - Anytime cabin pressure exceeds 10,000 feet and either OBOGS and/or cabin pressure is lost, an emergency descent to a cabin altitude of 10,000 feet or below must be accomplished. Use of emergency oxygen is required when OBOGS is lost and cabin pressure exceeds 10,000 feet pressure equivalent. Once emergency oxygen is activated, descent to aircraft altitudes at or below 10,000 feet MSL is essential within 10 minutes of activation of emergency oxygen.
    • W - If the battery fails, OBOGS will be inopera­tive. C - When breathing oxygen under increased pressure, breathe at a rate and depth slightly less than normal to preclude hyperventilation.
    • N - When the emergency oxygen system is actu­ated, high pressure air will make verbal com­munication with either the other crewmember or ATC virtually impossible.Once activated, emergency oxygen cannot be shut off and will provide oxygen flow until the cylinder is depleted (10 minutes).
    • N - Once activated, emergency oxygen cannot be shut off and will provide oxygen flow until the cylinder is depleted (10 minutes).
  27. Eject
    1. EJECTION HANDLE - PULL (BOTH)
  28. NOTES, WARNINGS, CAUTIONS
    • W - To avoid injury, grasp handle and pull sharply toward abdomen, keeping elbows against the body.
    • W - The emergency escape system incorporates an explosive canopy fracturing system. The force of detonation blows numerous shards and small fragments outward from the can­opy and into the cockpit. Some metallic frag­ments may be extremely hot and may cause burns upon contact with the skin. Aircrew should ensure exposed skin is covered, the oxygen mask is on, and visor is down prior to ejection or actuating the CFS system to prevent injury from shards and hot frag­ments. W - When ejecting over mountainous terrain exceeding 8000 feet MSL, the manual over­ride (MOR) handle should be used to manu­ally separate from the seat and deploy the parachute.
    • N - If ejecting at low speed, one or both sets of risers may remain velcroed together follow­ing seat separation. This may create a slight increase in descent rate and/or an uncommanded turn. Manually separate the risers if time permits. The steering lines (toggles) are located on the backside of each of the front risers. To counter any uncommanded turns, unstow the opposite steering line or use ris­ers for controllability.
  29. Forced Landing
    • 1. Airspeed - 125 KIAS prior to extending landing gear
    • 2. EMER LDG GR handle - Pull (as required)
    • 3. Airspeed - 120 KIAS minimum until intercepting final; 110 KIAS minimum on final
    • 4. Flaps - As required
    • ACCOMPLISH THE FOLLOWING AS CONDITIONS PERMIT: (NOT MEMORY ITEMS)
    • 5. Distress call - Transmit
    • 6. ELT switch - As required
    • 7. Transponder - 7700 (as required)
    • 8. Harness - Locked (BOTH)
    • 9. Emergency Ground Egress procedure - Execute (as required)
  30. NOTES, WARNINGS, CAUTIONS
    • W - Landing distance will increase with the propeller feathered
    • W - Landing on an unprepared surface may cause structural damage making it impossible toopen the canopy or fracture it using the CFS.
    • W - Engine failure or shutdown will completely disable the bleed air system. Depending on environmental conditions, this may cause significant canopy icing and/or fogging, and severely hamper visibility, especially from the rear cockpit.
    • C - Ejection is recommended if a suitable land­ing area is not available. If circumstancesdictate an emergency landing and ejection is not possible or the ejection system malfunc­tions, the pilot may perform an ELP to an unprepared surface or ditch the aircraft. The aircraft structure can survive either type of forced landing; however, the risk of injury increases significantly due to crash loads and the complexity of ground or water egress.
    • C - Inducing yaw (side slipping) with a known engine/oil malfunction could result in impaired windshield visibility due to oil leakage spraying onto the windshield.
    • W - If landing on an unprepared surface or ditch­ing, do not extend the landing gear. Flaps will not be available without emergency gear extension.
    • N - Normal safe indications with electrical power, when the emergency extension sys­tem has been used to lower the gear, are two green main gear lights, two red main door lights, green nose gear light, and red light in handle.
    • N - Selecting either TO or LDG flaps will extend the flaps to the commanded position if the landing gear has been extended using the emergency extension system and if battery power is available
    • N - Landing gear/flap retraction is not possible when the emergency extension system has been used.
    • N - Nose wheel steering is unavailable with an inoperative engine. Maintain directional con­trol with rudder and differential braking.
  31. Precautionary Emergency Landing (PEL)
    • 1. Turn to nearest suitable field
    • 2. Climb or accelerate to intercept ELP
    • 3. Gear, flaps, speed brake - UP

    • NOTES, WARNINGS, CAUTIONS
    • W - If the engine should fail while flying the PEL, refer to the Engine Failure During Flight checklist, and transition to the Forced Landing procedure.
    • W - If rate of descent (indicated on the VSI while estabilized at 125 KIAS with gear, flaps, and speed brake retracted and 4 to 6% torque) is greater than 1500 ft/min, increase torque as necessary to achieve approximately 1350 to 1500 ft/min rate of descent. If engine power is insufficient to produce a rate of descent less than 1500 ft/min, set PCL to OFF.
    • W - Once on profile, if engine is vibrating exces­sively, or if indications of failure are immi­nent, set PCL to OFF.
    • W - If PEL is being performed with IDLE power, add 500 feet to high, low, and base key alti­tudes to compensate for drag of unfeathered prop.
    • W - Engine failure or shutdown will completely disable the bleed air system. Depending on environmental conditions, this may cause significant canopy icing and/or fogging, severely hampering visibility, especially from the rear cockpit.
    • C - Inducing yaw (side slipping) with a known engine/oil malfunction could result in impaired windshield visibility due to oil leakage spraying onto the windshield.

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