T-6B Boldface Emergency Procedures

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  1. What are the reasons you may abort a start?
    • 1. Hot start
    • 2. Hung start
    • 3. No start
    • 4. Loss of ST READY light
    • 5. Red BATT BUS warning
  2. Abort Start
    • Note
    • Note and report to maintenance the degree and duration of any overtemperature.

    1. PCL-OFF or STARTER switch- AUTO/RESET

    • Note
    • If start is initiatied with PCL in the OFF position, abort by reselecting AUTO/REET on the STARTER switch. If start is initiated with PCL out of the OFF position, but no 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
    • Note
    • In a situation requiring immediate ground egress, the ejection system has the capability for a 0/0 ejection.

    After complete stop and engine shutdown:

    1. ISS Mode Selector-SOLO

    • Warning
    • 1. Failure to ensure that the ISS mode selector is set to SOLO may result in the inadvertent ejection of one or both seats.

    2. Seat safety pin- Installed (BOTH)

    • Warning
    • 1. Failure to insert both ejection seat safety pins (if occupied) before ground egress may result in inadvertent activation of ejection sequence and subsequent injry or death when performing emergency ground egress.

    • 3. Parking Brake- As required
    • 4. Canopy- Open


    5. CFS Handle- Rotate and pull (BOTH)

    • Warning
    • 1. 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 restraing garters are still attached prior to pulling ejeciton handle.

    2. To prevent injury, ensure oxygen mask is on and visor down prior to actuating the CFS system.

    3. 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 transparancies (if required).

    • 6. Upper fitting, lower fittings, and leg restraint garters- RELEASE (BOTH)
    • Note
    • 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.

    • 7. BAT, GEN, and AUX BAT switches- OFF
    • 8. Evacuate aircraft

  5. Abort
    • 1. PCL- IDLE
    • 2. Brakes- As required

    • Warning
    • 1. 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.
  6. Engine Failure Immediately After Takeoff (Sufficient Runway Remaining Straight Ahead)
    • Warning
    • 1. If insufficient runway remains to land straight ahead, consider immediate ejection.

    • 2. Do not sacrifice aircraft control while toubleshooting or lowering gear with emergency system.
    • 1. Airspeed- 110 knots (MINIMUM)
    • 2. PCL- As required
    • Note
    • The pilot should select IDLE to use the increased drag of the not yet feathered prop or select OFF to reduce the sink rate.

    3. EMER LDG GR Handle- Pull (As required)

    • Note
    • With a loss of hydraulic pressure, landing gear and flaps cannot be lowered by normal means.

    4. Flaps- As required
  7. Engine Failure During Flight
    1. Zoom/Glide- 125 knots (MINIMUM)

    • Note
    • 1. Crosscheck N1 against other engine indications to assess condition of engine and determine if an airstart is warranted. At 123 KIAS, an engine which has flamed out will rotate below 8% N1 and indicative 0% N1. The engine oil pressure indicator may display oil pressures up to 4 psi with an N1 of 0%.

    2. If experiencing uncommanded power changes/loss of power/uncommanded propeller feather or compressor stalls, refer to appropriate procedure.

    2. PCL- OFF

    • Note
    • 1. Propeller will not feather unless the PCL is fully in OFF.

    3. Intercept ELP

    • Warning
    • 1. 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.

    2. Do not delay decision to eject below 2,000 feet AGL.

    4. Airstart- Attempt, if warranted

    • Warning
    • 1. Airstart procedure is not recommended below 2000 feet AGL, as primary attention should be to eject or safely recover the aircraft.


    • 5. Firewall Shutoff Handle- Pull
    • 6. Execute forced landing or eject
  8. Immediate Airstart (PMU Norm)
    • Warning
    • 1. Airstart attempts outside of the airstart envelop may be unsuccessful or result in engine overtemperature. Consideration should be given to ensure airstarts are attempted withing the airstart envelope (125-200 KIAS for sea level to 15,000 feet, or 135-200 KIAS for 15,001 to 20,000 feet.

    1. PCL- OFF

    • Warning
    • 1. Do not delay ejection while attempting airstart at low altitude if below 2,000 feet AGL.

    2. PCL must be in OFF to feather the propeller, and ensure proper starter, ignition, boost pump, and PMU operation during airstart.

    • Caution
    • 1. Ensure PCL is in OFF; otherwise, fuel may be prematurely introduced during start.

    • 2. Starter switch- AUTO/RESET
    • 3. PCL- Idle, Above 13% N1

    • Warning
    • 1. 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 sever ITT overtemperature.

    • Caution
    • 1. If N1 does not rise within 5 seconds, discontinue the airstart attempt and process to IF AIRSTART IS UNSUCCESSFUL.

    4. Engine Instruments- Monitor ITT, N1, and oil pressure


    5. PCL- OFF

    • Caution
    • 1. If there is no rise in ITT within 10 seconds after fuel flow indications, place the PCL to OFF and abort the start.

    • 6. Firewall Shutoff Handle- Pull
    • 7. Execute forced landing or eject


    • 8. PCL- As required, after N1 reaches idle RPM (approximately 67% N1)
    • 9. PEL- Execute

  9. Uncommanded Power Changes/ Loss of Power/ Uncommanded Propeller Feather
    1. PCL- Mid Range

    • Note
    • 1. Mid range is a physical PCL angle that approximates the midway position between IDLE and MAX.
    • 2. A PCL position above IDLE will provide the best chance for the engine to recover.
    • 3. A mid-range PCL position will minimize the potential engine overtorque and/or overtemperature when the PMU is turned off.

    2. PMU switch- OFF

    • Caution
    • 1. There is a potential for ITT limits to be exceeded if the PMU switch is turned OFF with ITT >= 820 degrees C.

    2. Ground idle will not be available during landing rollout and taxi. Plan for increased landing distances due to higher IDLE N1 (approximately 67%).

    3. PROP SYS Circuit Breaker (left front console)- Pull, if NP stable below 40%

    • Note
    • 1. With constant airspeed and torque, RPM can be considered stable if below 40% and no upward change for a 3-second period
    • 2. If 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.
    • 3. Propeller should come out of feather withing 15-20 seconds.

    4. PCL- As required

    • Warning
    • 1. If rate of descent (indicated on the VSI while stablized 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 approximately 1350 to 1500 ft/min rate of descent. If engine power is insufficient to produce a rate of descent less thatn 1500 ft/min, set PCL to OFF.

    • Note
    • 1. The pilot should consider moving the PCL through the full range of motion to determine power available.


    5. PEL- Execute


    • Caution
    • 1. Consideration should be given to leaving the engine operating with PCL at mid range.

    6. PROP SYS Circuit Breaker- Reset, as required

    • Warning
    • 1. 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 be considerable reduced and it may not be possible to intercept of fly the emergency landing pattern.

    • 7. PCL- OFF
    • 8. Firewall Shutoff Handle- Pull
    • 9. Execute forced landing or eject.
  10. Compressor Stalls
    • 1. PCL- Slowly retard below stall threshold
    • 2. DEFOG switch- ON

    • Note
    • 1. Setting the DEFOG switch to ON automatically selects high bleed air inflow and will alleviate back pressure on the engine compressor.

    3. PCL- Slowly advance (As required)


    4. PEL- Execute


    5. PCL- OFF

    • Warning
    • 1. When the engine is so underpowered that high rates of descent occur, any delay in shutting down the engine to feather the propeller may result in insufficient altitude to reach a suitable landing site.
    • 6. Firewall Shutoff Handle- Pull
    • 7. Execute forced landing or eject
  11. Inadvertent Departure from Controlled Flight
    • 1. PCL- IDLE
    • 2. Controls- Neutral

    • Warning
    • 1. Improperly positioning the control stick/elevator aft of the neutral position may significantly delay or prevent the aircraft from recovering from an OCF/spin which could result in the loss of aircraft and/or crew

    • Note
    • 1. Cycling of control positions or applying anti-spin controls prematurely can aggravate aircraft motion and significantly delay recovery.

    3. Altitude- Check

    • Warning
    • 1. Recommended minimum altitude for ejection is 6,000 feet AGL.

    4. Recover from unusual attitude.

    • Caution
    • 1. 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 condition 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.
  12. Fire in Flight

    • Warning
    • 1. Illumination of the fire warning ligh accompanied by one or more of the follwoing indications is confirmation of an engine fire: smoke; flames; engine vibration; unusual sounds; high ITT; and fluctuating oil pressure, oil temperature, or hydraulic pressure.

    • 1. PCL- OFF
    • 2. Firewall Shutoff Handle- Pull


    3. Forced Landing- Execute


    4. Eject (BOTH)


    5. PEL- Execute

    • Warning
    • 1. A fire warning light with no accompanying indication is not a confirmed fire. Do not shut down an engine for an unconfirmed fire.

    2. High engine compartment termperatures resulting from 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 extinghuish 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.

    3. 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.
  13. Chip Detector Warning
    1. PCL- Minimum necessary to intercept ELP; avoid unnecessary PCL movements

    • Caution
    • 1. Higher power settings may aggravate the existing condition.

    2. PEL- Execute

  14. Oil System Malfunction or Low Oil Pressure
    • Note
    • 1. 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.
    • 2. 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 circuit breaker is open, it may be reset.
    • 3. Due to the sensitivity of the signal conditioning unit, a single momentary illumination of the amber OIL PX caution while maneuvering is possible but may not indicate a malfunction.
    • 4. Illumination of both red and amber OIL PX message while the oil pressure gauge indicates normal pressure indicates an SCU failure.


    • 1. Terminate maneuver.
    • 2. Check oil pressure; if oil pressure is normal, continue operations


    3. PCL- Minimum necessary to intercept ELP; avoid unnecessary PCL movements

    • Caution
    • 1. Higher power settings may aggravate the situation.

    4. PEL- Execute
  15. Low Fuel Pressure
    1. PEL- Execute

    • Note
    • 1. If the FUEL PX warning remains illuminated, the engine-driven high pressure fuel pump is suction feeding. Engine operation with high pressure pump suction feeding is limited to 10 hours.
  16. OBOGS System Malfunction
    • Warning
    • 1. If the battery fails, OBOGS will be inoperative.

    1. PCL- Advance

    • Note
    • 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 drop sufficiently to momentarily illuminate the OBOGS FAIL warning. This does not necessarily indicate an OBOGS failure. If OBOGS FAIL warning extinguishes, continue flight.

  17. OBOGS Inoperative
    • Warning
    • 1. If hypoxia is experience or suspected, land as soon as possible.

    2. Antime 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.

    3. If the battery fails, OBOGS will be inoperative.

    1. Green Ring- Pull (As required)

    • Caution
    • 1. When breathing oxygen under increased pressure, breathe at a rate and depth slightly less than normal to preclude hyperventilation.

    • Note
    • 1. When the emergency oxygen system is actuated, high pressure air may make verbal communication with the other crewmember or ATC more difficult.
    • 2. Once activated, emergency oxygen cannot be shut off and will provide oxygen flow until the cyclinder is depleted (10 minutes).
  18. Eject
    1. Ejection Handle- Pull (BOTH)

    • Warning
    • 1. To avoid injury, grasp handle and pull sharply toward abdomen, keeping elbows against body.

    2. The emergency escape system incorporates an explosive canopy fracturing system. the force of detonation blows numerous shards and fragments outward from the canopy and into the cockpit. Some metallic framents 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 of hot fragments.

    3. When ejetion over mountainous terrain exceeding 8,000 feet MSL, the manual overrid (MOR) handle should be used to manually separate from the seat and deploy the parachute.

    • Note
    • 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 incommanded turn. Manually separate the risers if time permits. The steering lines (toggles) are located on the backside of each of the from risers. To counter any uncommanded turns, unstow the opposite steering line or use risers for controllability.
  19. Forced Landing
    • Warning
    • 1. Landing distance will increase with the propeller feathered.

    2. Landing on an unprepared surface may cause structural damage making it impossible to open the canopy or fracture it using the CFS.

    3. 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 severly hamper visibility, especially from the rear cockpit.

    • Caution
    • 1. Ejection is recommended if a suitable landing area is not available. If circumstance dictate an emergency landing and ejection is not possible or the ejection system malfunctions, the pilot may perform an ELP to an unprepared surface or dith 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 of water egress.

    2. Inducing yaw (side slipping) with a known engine/oil malfunction could result in impaired windshield visibility due to oil leakage spraying onto the windshield.

    • 1. Airspeed- 125 KIAS prior to extending landing gear
    • 2. EMER LDG GR Handle- Pull (As required)

    • Warning
    • 1. If landing on an unprepared surface of ditching, do not extend the landing gear. flaps will not be available without emergency gear extenstion.

    • Note
    • 1. 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 gear lights, green nose gear light, and red light in handle.

    • 3. Airspeed- 120 KIAS minimum until intercepting final; 110 KIAS minimum on final
    • 4. Flaps- As required

    • Note
    • 1. 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.
    • 2. Landing gear/flap retraction is not possible when the emergency extension system has been used.
    • 3. Nose wheel steering is unavailable with an inoperative engine. Maintain directional control with rudder and differential braking.
  20. Precautionary Emergency Landing (PEL)
    • Warning
    • 1. If the engine should fail while flying PEL, refer to the Engine Failure During Flight checklist, and transition to the Forced Landing procedure.

    2. 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, increasing torque as necessary (up to 131%) to achieve approximately 1350 to 1500 ft/min rate of descent. If engine power is insufficient to prodcue a rate of descent less thatn 1500 ft/min, set PCL to OFF.

    3. Once on profile, if the engine is vibrating excessively, or if indications of failure are imminent, set PCL to OFF.

    4. 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.

    5. Engine failure or shutdown will completely disable the bleed air system. Depending on environmental conditions, this may cause significant canopy icing and/or fogging, severly hampering visibility, especially from the rear cockpit.

    • Caution
    • 1. Inducing yaw (side slipping) with a known engine/oil malfunction could result in impaired windshield visibility due to oil leakage spraying onto the windshield.

    • 1. Turn to nearest suitable field
    • 2. Climb or accelerate to intercept ELP
    • 3. Gear, flaps, speed brake- Up
Card Set:
T-6B Boldface Emergency Procedures
2013-02-07 03:47:02
6B Boldface Emergency Procedures EPs

Here is a list of the boldface emergency procedures for the T-6B, including Notes, Warnings, and Cautions.
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