T-6B Emergency Procedures (Memory Items)

Front 1

Reasons for abort start (auto start)

Back 1

ITT rate of increase appears likely to exceed 1000 °C
Normal N1 increase is halted (hung start)
No rise of ITT evident within 10 seconds after fuel flow indications (no start)
Red BATT BUS warning (really, all power will be lost)
PCL is moved or ST READY light extinguishes during start

Front 2

EMERGENCY ENGINE SUTDOWN ON THE GROUND

Back 2

1. PCL - OFF
2. FIREWALL SHUT OFF HANDLE - PULL
3. Emergency ground egress - As required

Hint 2

Note: In a situation requiring immediate ground egress, the ejection system has the capability for 0/0 ejection.

Front 3

Emergency ground egress

Back 3

1. ISS mode selector - SOLO
2. 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, leg restraint garters - Release (both)
7. BAT, GEN, AUX BAT switches - OFF
8. Evacuate aircraft

Hint 3

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

Warning: 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.

Warning: If the CFS 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

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

Each internal CFS handle activates only the CFS charge for the respective transparency. Both internal handles must be activated in order to fracture both transparencies.

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.

Front 4

Abort takeoff

Back 4

1. PCL - IDLE
2. Brakes - as required

Front 5

Engine failure immediately after takeoff (sufficient runway remaining straight ahead)

Back 5

1. AIRSPEED - 110 KNOTS (MINIMUM)
2. PCL - AS REQUIRED
3. EMER LDG DG HANDLE - PULL (AS REQUIRED)
4. Flaps - As required

Front 6

Engine Failure During Flight

Back 6

1. ZOOM/GLIDE - 125 KNOTS (MINIMUM)
2. PCL - OFF
3. INTERCEPT ELP
4. Airstart - Attempt if warranted
IF CONDITION DO NOT WARRANT AN AIRSTART
5. FIRWALL SHUTOFF Handle - PULL
6. Execute Forced Landing or Eject

Front 7

IMMEDIATE AIRSTART (PMU NORM)

Back 7

1. PCL - OFF
2. STARTER SWITCH - AUTO/RESET
3. PCL - IDLE, ABOVE 13% N1
4. Engine instruments - Monitor ITT, N1, and oil pressure
IF AIRSTART IS UNSUCCESSFUL
5. PCL - OFF
6. FIRWALL 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
(non-memory):
10. Confirm the position of the following:
a. boost pump switch - on
b. ignition switch norm
11. starter switch - norm
12. bleed air inflow switch - norm
13. gen switch - verify on, reset if necessary
14. obogs as required

Front 8

UNCOMMANDED POWER CHANGES/LOSS OF POWER/UNCOMMANDED PROPELLER FEATHER

Back 8

1. PCL - MID RANGE
2. PMU SWITCH - OFF
3. PROP SYS CIRCUIT BREAKER - 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. FIRWALL SHUTOFF Handle - PULL
9. Execute Forced Landing or Eject

Hint 8

Note:
• Mid range is a physical PCL angle that approximates the midway position between IDLE and MAX.
• A PCL position above IDLE will provide the best chance for the engine to recover.
• A mid-range PCL position will minimize the potential of engine overtorque and/or overtemperature when the PMU is turned OFF.
Caution:
• There is a potential for ITT limits to be exceeded if the PMU switch is turned OFF with ITT ≥820 °C.
• Ground idle will not be available during landing rollout and taxi. Plan for increased landing distances due to higher IDLE N1 (approximately 67%).
Note:
• With constant airspeed and torque, RPM can be considered stable if below 40% and no upward change for a 3-second period.
• 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.
• Propeller should come out of feather within 15-20 seconds.

Front 9

Compressor Stalls

Back 9

1. PCL - Slowly retard to 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

Hint 9

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

Warning: When the engine is so underpowered that high rates of descent occur, any delay in shutting hown the engine to feather the propellor may result in insufficient altitude to reach a suitable landing site.

Front 10

INADVERTENT DEPARTURE FROM CONTROLLED FLIGHT

Back 10

1. PCL - IDLE
2. CONTROLS - NEUTRAL
3. ALTITUDE - CHECK
4. Recover from unusual attitude

Hint 10

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

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

Warning: Recommended minimum altitude for ejection is 6000 feet AGL

Caution: Power-on and inverted departures or spins will result in hight 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.

Front 11

FIRE IN FLIGHT

Back 11

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

Hint 11

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

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.

If the fire connot 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 a false fire indication may exist if the other loop tests good.

Front 12

CHIP DETECTOR WARNING

Back 12

Illumination of the CHIP warning indicates possible metal
contamination in the engine oil supply. If the contamination
is severe, the engine may fail with little or no further warning.
When the CHIP warning illuminates, accomplish the
following:
* 1. PCL - Minimum necessary to intercept ELP; avoid
unnecessary PCL movements
Caution: Higher power settings may aggravate the
existing condition.
* 2. PEL - Execute

Front 13

OIL SYSTEM MALFUNCTION OR LOW OIL PRESSURE

Back 13

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

Hint 13

Note: Use this procedure for any of the following: red OIL PX warning or amber OIL PX caution illuminated, oil pressure fluctuations, or oil temperature out of limits.

If OIL PX warning illuminates and oil pressure indicates <5 psi, check OIL TRX circuit breaker on the battery bus panel. If the circuit breaker is open, it may be reset

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.

Illumination of both red and amber OIL PX messages while the oil pressure gage indicates normal pressure indicates and SCU failure.

Caution: Higher power setting may aggravate the existing condition.

Front 14

LOW FUEL PRESSURE

Back 14

1. PEL - Execute
(nm:)
BOOST PUMP switch - ON

Hint 14

Note: If the FUEL PX warning remains illuminated, the engine-driven high pressure fuel pump is suction feeding. Engine operations with high pressure pump suction feeding is limited to 10 hours.

Caution: Unless a greater emergency exists, do not reset BOOST PUMP circuit breaker (left from console) if open

Front 15

OBOGS SYSTEM MALFUNCTION

Back 15

1. PCL - Advance
(NM:)
2. OBOGS - CHECK (BOTH):
a. supply lever - ON
b. concentration lever - MAX
c. pressure lever - EMERGENCY
IF OBOGS FAIL WARNING REMAINS ILLUMINATED:
3. OBOGS inoperative procedures - Execute.

Hint 15

Warning: If the battery fails, OBOGS will be inoperative.

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.

Warning: It is possible to experience hypoxia symptoms if OBOGS has malfunctioned and cabin altitude is above 10,000 feel.

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

Note: The OBOGS FAIL warning will illuminate if both supply evers are set to OFF with the engine running.

Front 16

OBOGS INOPERATIVE

Back 16

1. GREEN RING - PULL (AS REQUIRED)
(nm:)
2. Descent below cabin altitude 10,000 feet - Initiate
3. Disconnect main oxygen supply hose from CRU-60/P
4. OBOGS - OFF (BOTH)
5. Land as soon as practical

Hint 16

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

Note: When the emergency oxygen system is actuated, high pressure air may make verbal communication with the other crewmember or ATC more difficult.

Note: Once activated, emergency oxygen cannot be shut off and will provide oxygen flow until the cylinder is depleted (10 minutes)

Note: Avoid inadverently disconnecting COMM cable when disconnecting main oxygen hose.

Disconnecting the main exygen supply hose from the CRU-60/P is recommended as it improves breathing capability by providing pressure relief and improves anti-suffocation capability by reducing resistance.

Front 17

EJECT

Back 17

1. EJECTION HANDLE - PULL (BOTH)

WARNING: To avoid injury, grasp handle and pull sharply toward abdomen, keeping elbows against the body.

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 extreemely hot and may cause burns upon contact with the skin. Aircrews 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.

When ejecting over mountainouse terrain exceeding 8000 feet MSL, the manual overide (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 uncommanded turn. Manually separate the risers if time permits. The steering lines (toggles) are located on the backslide of each of the front risers. To counter any uncommanded turns, unstow the opposite steering line or use risersfor controllability

Front 18

FORCED LANDING

Back 18

1. Airspeed - 125 KIAS prior to extending landing gear
2. EMER LDG DG handle- Pull (as required)
3. Airspeed - 120 KIAS minimum until intercepting final; 110 KIAS minimum on final
4. Flaps - As required.
(nm:)
ACCOMPLISH AS CONDITIONS PERMIT:
5. Distress call - Transmit
6. ELT switch - As required
7. Transponder - 7700 (as required)
8. Harness - Locked (both)
9. Emergency Ground Egress procedures - Execute (as required)

Hint 18

WARNING: Landing distance will increase with the propellor feathered.

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

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 fromt he rear cockpit.

Caution: Ejection is recommended if a suitable landing area is not available. If circumstances 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 ditch the aircraft. The aircraft structure can survive either type of forced landing; however, the rish of injury increases significantly due to crash loads and complexity of ground or water egress.
Introducing yaw with a known engine/oil malfunction could result in impaired windshield visibility due to oil leakage spraying onto the windshield.

WARNING: If landing on an unprepared surface or ditching, do not extend the landing gear. Flaps will not be available without emergency gear extenstion

Note: 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.

Front 19

PRECAUTIONARY EMERGENCY LANDING

Back 19

1. Turn to nearest suitable field
2. Climb or accelerate to intercept ELP
3. Gear, flaps, speed brake - UP
(nm:)
4. Conduct a systematic check of aircraft and instruments for additional signs of impending engine failure. Evaluate status of egnine as time and conditions permit. Look especially for signs of impending engine failure such as fluctuating oil pressure, excessive noise or vibration. Check engine instruments.
5. BOOST PUMP switch - As required
6. Ignition switch - As required
7. Plan to intercept emergency landing pattern at or below high key in appropriate configuration and a minimum airspeed of 120 KIAS

Hint 19

INSERT NOTES/WARNS/CAUTIONS