T–6 By The Numbers
CHAPTER 1
4900 lbs – Empty weight
6500 lbs – Max takeoff weight
1100 – Max Shaft Horsepower
18 quarts – oil capacity
40 psi – OIL PX annunciator with PCL above idle 15 psi – OIL PX annunciator with PCL at idle 30,000 RPM – turbine output shaft speed
2000 RMP – prop operating speed
60% N1 – ground mode at idle
67% N1 – flight mode at idle
80% N1 – PMU managed minimum above 10K
50% N1 – ignition and boost pump deactivated during auto start 10 psi – fuel pressure switch limit, turns on BP 20 seconds – manual motor after aborted start/inverted flight limit 530 lbs – normal wing tank capacity
40 lbs – collector tank capacity
1100 lbs – SPR refueled full fuel load
1200 lbs – over wing refueled full fuel load
30 lbs – (for 2 minutes) imbalance where FUEL BAL annunciator illuminated
20 lbs – auto fuel balance
445 (+ 50) lbs – middle fuel probe
308 (+ 50) lbs – inner fuel probe
1 to 1.5 psi – collector tank pressurized by transfer jet pumps 110 lbs – L or R FUEL LO annunciator illuminated 28 VDC (300 amp) – starter/generator output
24 VDC (40A HR) – main battery output
24 VDC (5 A HR) – aux battery output
3000 psi – hydraulic pressure
1.25 gal – hydraulic system total capacity
0.6 gal – hydraulic reservoir capacity
1800 psi – min hydraulic pressure to operate NW steering, gear, flaps, speed brake
40 psi – fuel pressure supplied by engine driven low pressure fuel pump
700 psi – fuel pressure supplied by engine driven high pressure fuel pump
45 cubic inches – max hydraulic volume allowed past the hydraulic fuse 3250 to 3500 psi – hydraulic pressure relief valve opens 2400 (+ 150) psi – EHYD PX LO annunciator illuminates
1 qt – HYDR FL LO annunciator illuminates
6 seconds – normal gear extension/retraction time 87% N1 – gear warning horn sounds if A/S is below 120 24; – NWS range
23; – flap deflection in TO
50; – flap deflection in LDG
70; – speed brake deflection when deployed 80 knots – TAD active with no weight on wheels 0.40 Mach – Below this Mach is blanked on A/S ind 18 AOA – stall
10 to 11 AOA – on speed
1.3 VS – on speed AOA
8.8 AOA – max endurance
4.9 AOA – max range
1 knot/100 lbs – Optimum approach speed decrease rate 25,000’ MSL – Optimum max range AOA altitude
5 - 10 kts (15.5 units) – Pre-stall stick shaker
0’/0 KIAS to 35,000’/370 KIAS – Ejection seat limits
10,000’ to 18,000’ MSL – Automatic seat man separation 0.37 seconds – ISS BOTH rear seat ejection delay
<7500’ MSL – Bleed air inflow prevented with A/C clutch engaged 8000’ cockpit P/A – automatically maintained until 18,069’ MSL (3.6 + 0.1 psid)
19,000’ cockpit P/A – CKPT ALT annunciator illuminated
3.9 + 0.1 psid – CKPT PX annunciator illuminated
300; F – DUCT TEMP annunciator illuminated
20 seconds – RMU cursor automatically reverts to UHF field 20 frequencies – UHF/VHF memory
10 frequencies – NAV memory
50 hours – ELT transmission limit (battery limited) > +30;/-20; pitch or 65; roll – EADI declutters
< +25;/-15; pitch and 60; roll – Full EADI presentation reappears after unusual attitude
7 seconds – NACWS display time limit after trigger is released 1.5 NM range – NACWS landing mode
+ 2700’ – NACWS vertical separation alert (enroute mode) + 500’ – NACWS vertical separation alert (landing mode) < + 300’ – NACWS rectangle with digits
> + 400’ to 900’ – NACWS upward/downward pointing triangle with digits > + 1000’ to 2700’ – NACWS upward/downward pointing triangle with no digits 34.5 NM, 315 DTK, 130; bearing – GPS self test indications
250 – GPS user defined waypoints
25 – GPS stored flightplans
30 – max waypoints per flight plan
20 seconds – flash prior to turn to next waypoint + 5 NM – CDI full scale deflection, enroute mode + 1 NM – CDI full scale deflection, approach arm + 0.3 NM – CDI full scale deflection, approach active 30 NM – Approach arm
2 NM – Approach active
80% full – FDR annunciator illuminates
<50% capacity – AUX BAT test light will not illuminate 200; F – OBOGS TEMP annunciator illuminates 25% to 70% – NORMAL O2 concentration, sea level to 15,000’ MSL
45% to 95% – NORMAL O2 concentration, 15,000’ to 31,000’ MSL
95% – O2 concentration, MAX selected
3 minutes – OBOGS warm-up time (after engine start) < 2 minutes – OBOGS FAIL annunciator extinguishes during BIT test 80 lbs – baggage compartment weight limit
.5 pint/ 50 gal fuel – icing inhibitor mix
28 to 28.5 VDC/1000 to 1500 Amps – external power requirements 225 + 5 psi – main gear tire pressure
120 + 5 psi – nose wheel tire pressure
CHAPTER 2
17 Static wicks – 4 on each wing, 9 on elevator
23.5 VDC – sufficient battery voltage for start
2.0 inches – Minimum main gear strut extension
2.5 inches – Minimum nose gear strut extension
0.37 second – delay between ejections w/ISS in both
10.5 units – LOW AOA (amber donut)
18 units – HIGH AOA (green chevron)
121 degrees C – PMU limit for start
80 degrees C – use HIGH IOAT START procedure
130 degrees C – max ITT for auto start
20 seconds – time for STARTER SWITCH MANUAL to cool IOAT or clear residual fuel 3 feet – stay clear area from aircraft with engine running 60% N – minimum idle on ground 1
62 –80% N – prohibited range of stabilized prop speed on the ground P
67% N – idle with PMU off during overspeed gov check 1
100% – N at approximately 30% torque during overspeed gov check P
100 + 2% – N limit with PMU off during overspeed gov check P
+50 amps – max amps limit for T/O
15.5 feet – radius for inside gear w/NWS 0.0 feet w/differential braking
radius for nose wheel w/NWS 8.3 feet w/differential braking 18.0 feet –
19.6 feet – radius for outside gear w/NWS 8.6 feet w/differential braking 33.2 feet – radius for wingtip w/NWS 21.0 feet w/differential braking 25-30% torque – setting to check engine instruments for T/O check 8-10 – degrees nose up for rotation
? gust factor (up to 10 knots) – gusty wind T/O
140 KIAS – climbout speed (160-180 KIAS for better forward visibility in climb) 10-15 degrees NH – climbout pitch attitude
15 degrees nose high and 140 KIAS – pitch and speed for obstacle clearance climb 10,000 feet – check OBOGS and defog
40 degrees C – increase in ITT w/defog on at any PCL setting 820 degrees C – ITT limit as controlled by PMU
3.6 + 0.1 psi – required pressure differential above 18,000 feet MSL 50 lbs – max fuel imbalance for pre-stall, spinning and aerobatic checks 200-250 KIAS and 4000 fpm – power and descent rate desired for enroute descent
(8,000 – 11,000 fpm acceptable with idle/speed brake) 120 –150 KIAS recommended holding speed
2000 –4000 fpm and 200-250 KIAS (penetration descent parameters) 150 KIAS – speed on instrument approach before configuring and during missed approach
110 KIAS – speed on instrument final w/gear and flaps T/O 200 KIAS – speed on outside downwind (clean)
200 KIAS – speed on initial (USAF/USN)
120 KIAS – min speed on downwind (USAF)
110 KIAS – min speed in final turn (USAF/USN)
100 KIAS – speed on final with full flaps (USAF/USN)
105 KIAS – speed on final with T/O flaps (USAF/USN)
110 KIAS – speed on final with no flaps (USAF/USN)
? gust factor (up to 10 knots) – gusty wind threshold and touchdown speeds 80-95 KIAS – normal touchdown speed (depending on flap setting) 80 KIAS – braking above to be done with great caution
30 minutes – check oil within after landing to be max hot 10 seconds – max time to apply power to pitot/AOA heating elements on ground
0.1-0.15% – min volume of MIL 85470 ice inhibitor to be added to fuel (? pint/50 gal) 3 degrees – max slope approved for fueling
10 seconds – time limit for LH and RH single point refueling precheck valves to shut 28-28.5 VDC /1000 amps for 5 sec/500 amps for 2 min/300 amps continuous – ground power required
225+5 psi – main gear tire pressure
120+5 psi – nose gear pressure
80 knots – wind speed to consider hangaring A/C
80 degrees – max nose wheel deflection while towing
CHAPTER 3
1000 degrees C – max ITT for start
10 seconds – time for ITT to start rising after fuel flow indication during start 0/0 – altitude/airspeed parameters for ejection seat
120 KIAS – minimum speed to maintain while maneuvering to intercept ELP 0% within 5 seconds – N with engine flameout (speeds below 8% not indicated) 1
125 KIAS – engine out glide speed 2 10 minutes – duration of emergency O 220,000 MSL – consider rapid descent above this altitude if using emer O to prevent depletion
125 KIAS – glide rotates N below 8% (indicate 0%) if engine flamed out (oil px = 0 psi) 1
2000 feet AGL – airstart not recommended below
20,000 feet MSL – airstarts are demonstrated below
1200 feet – altitude lost during airstart procedure (at 125 KIAS glide) 40 seconds – time to complete airstart sequence
135-200 KIAS – airstart envelope (above 15,000 feet MSL)
125-200 KIAS – airstart envelope (at or below 15,000 feet MSL)
15-20 seconds – time for prop to unfeather after N reaches approximately 45% 1
13% N – PCL to idle for PMU off airstart (look for ITT rise w/in 10 seconds or abort) 1
75- 80 – initial fuel flow during airstart
amp reading after airstart Above 30 Amps –
10 minutes – time for starter to drain battery if generator is not reset 15-20 seconds – time for prop to come out of feather after prop sys CB is pulled 6000 feet AGL – minimum altitude uncontrolled ejection
120 – 135 KIAS and AOA 18+ indicate a steady state spin
9 minutes – time standby attitude indicator will provide accurate info after loss of power 30 minutes – time aux battery provides stby instruments/lighting, fire 1 and standby UHF 60% – torque max with CHIP or OIL PX lights illuminated
90-120 psi – normal sustained oil pressure limits
30 minutes – time battery will last with bus tie open
25 volts and ammeter discharging – generator is considered inoperative
0 volts 0 amps – reading if battery bus fails
10 psi – engine feed fuel pressure below causes boost pump to automatically engage 10 hours – max engine time with high pressure fuel pump suction feeding 20 lbs – auto fuel balancing keeps fuel balance within
30 lbs – fuel imbalance for two minutes triggers FUEL BAL light (fault in auto system) 110 lbs (16 gallons) – level of fuel that triggers L or R FUEL LO annunciator 2400 + 150 psi – EHYD PX LO light illuminates below
1 qt – HYDR FL LO light illuminates below
1800 psi - 2880 psi – pressure hydraulic system functions at a reduced capacity & speed 2880-3120 psi – hydraulic pressure w/in green arc
6000 ft AGL – minimum altitude for controllability check
90 KIAS – minimum speed during controllability check (or stick shaker or max deflection) 20 KIAS – add to minimum controllable speed on final with structural damage
110 KIAS – touchdowns in landing configuration have been accomplished up to this 100 KIAS – touchdowns above this cause increased directional sensitivity & longer landing 300 degrees F – in environmental systems or defog duct triggers the DUCT TEMP light 25,000 feet MSL – descend below with environmental system/pressurization failure 110-150 KIAS – speed to attain with runaway trim
10 lbs – stick pressure at approach speed with elevator trim failure at high speed cruise 5 lbs – stick pressure at approach speed with aileron trim failure at high speed cruise 20 lbs – stick pressure at approach speed with rudder trim failure at high speed cruise 150 KIAS – max speed with canopy shattered/damaged/gone or CANOPY light on 3.9+ 0.1 psi – CKPT PX light illuminates with this pressure differential 19,000 MSL – cabin alt triggers CKPT ALT annunciator
20,000 feet MSL – decompression above may trigger OBOGS light due to mode compensation 2000 feet AGL – recommended minimum ejection altitude (controlled)
6000 feet AGL – recommended minimum ejection altitude (uncontrolled)
>8,000 feet AGL – Use MOR handle to deploy parachute & separate from seat in mtns. 125-180 KIAS – speed range for controlled ejection
4.37 sec (FRONT)/4.00 sec (REAR) – Ejection seat time to full chute
(based on ISS BOTH, 271 pound pilots, 250 KIAS) 0/0 – min altitude/airspeed for successful ejection with up to a 10,000 fpm sink rate 850 feet AGL – min ejection altitude with 90 degree dive and 250 KIAS 180 feet AGL – min ejection altitude inverted (level flight) with 250 KIAS Add 1% – additional terrain clearance to above numbers for each 1000 ft MSL of altitude 8000 feet MSL – ejection seat chart not accurate above
125 KIAS – glide to high key
120 KIAS – min speed until intercepting final on ELP
110 KIAS – min speed on final during ELP
Above 25 knots – ditch into the wind instead of parallel the swells
500 feet – add to high, low, and base key with engine in idle due to no feathering 1350 fpm – max descent rate for 125 KIAS glide, 4-6% torque, clean. 3000 feet AGL – high key
1500 feel AGL – low key
600-800 feet AGL – base key
4-6% – torque to set for ELP, PEL, or to simulate zero thrust 100 lbs – minimum fuel to burn down to for landing with gear malfunction 13% Nminimum – set PCL to fuel flow indication (expect 70-80 pph) for PMU off ground start 1
10 seconds after fuel flow indications – if no rise in ITT, place PCL off and abort start 67% N – approximate idle for PMU off ground start 1
60% N – placing PCL in idle before during manual start may cause eng damage/overtemp 1
<10 psi fuel px – FUEL PX light illuminates
<40 psi above idle or 15 psi at idle – OIL PX light illuminates
200 degrees F – OBOGS TEMP light illuminates
110 lbs or 16 gallons (respective tank) – fuel level which triggers L/R FUEL LO
80% memory full – MAINT FDR light illuminates
CHAPTER 5
316 KIAS/0.67 Mach – Maximum allowable airspeed
100% – Maximum torque for T/O
131% – Maximum torque transient for 20 seconds 820; C – Maximum ITT for T/O
750; C – Maximum ITT idle
1000; C – Max ITT for start (5 seconds)
870; C – Max transient ITT (20 seconds)
104% – Max N1
100 + 2 % – Max Np, PMU off
110% – Emergency Max Np
90 - 120 psi – Normal oil pressure range
200 psi – Max oil pressure during start
40 - 130 psi – Transient oil pressure range, aerobatics and spins only
15 psi – Minimum oil pressure, at t idle, aerobatics and spins only (5 seconds max)
10; to 105; C – Normal oil temperature range
-40; C – Min oil temperature for start
106; - 110; C – Acceptable oil temperature, transient power, 10 minutes max
1800 - 3000 psi – Normal hydraulic pressure
20 seconds – starter duty cycle
30 seconds – cooling period before second start attempt
cooling period before third start attempt 2 minutes –
5 minutes – cooling period before fourth start attempt 30 minutes – cooling period before fifth start attempt 150 KIAS – gear/flap extension limit
195 KIAS – Max turbulence penetration A/S
227 KIAS – Symmetric Vo
177 KIAS – Asymmetric Vo 5 seconds – Intentional zero g limit +7.0 to -3.5 G – Symmetric, clean
+2.5 to 0 G – Symmetric, gear/flaps extended
+4.9 to -1.0 G – Asymmetric, clean
+2.0 to 0 G – Asymmetric, gear/flaps extended <10,000’ MSL – Spins prohibited
>22,000’ MSL – Spins prohibited
Check CG when: 1) Rear pilot exceeds 260 lbs, 2) Combined crew weight exceeds 500 lbs,
3) Fuel exceeds 1100 lbs, 4) Baggage compartment is used 6550 – Max ramp weight
6500 – Max takeoff/landing weight
5500 – Max zero fuel weight
780 fpm – Max descent rate at touchdown
25 knots – Max crosswind
10 knots – Max tailwind for takeoff
<150 lbs/side – Aerobatics prohibited
50 lbs – Max fuel imbalance
10 hrs – High pressure fuel pump only limit -23; C (-9.4; F) to +43; C (109.4; F) – Ground ops temperature limits 35; C (95; F) – Apply equipment cooling chart
4.0 + .1 psi – Pressurization Safety valve opens 40 knots – Canopy wind limit
103 - 245 lbs – Min / Max Pilot weight (Nude) for ejection seat 121- 271 lbs – Min / Max Pilot weight (with equipment) for ejection seat
CHAPTER 6
>180 KIAS – utilize half lateral stick inputs or less performing sustained elevated G rolls
125 KIAS – best glide, clean
1100 to 1300 fpm – sink rate at best glide, clean
105 KIAS – best glide, gear down, flaps/SB up
1500 fpm – sink rate at best glide w/gear down
4 to 6% torque – zero thrust power setting
>60% torque – full right rudder and full right aileron may not prevent a left roll off at stall
4500’ – altitude loss during six turn, steady-state spin 15; to 20; – nose high pitch for best spin entry
2 - 3 seconds, 400’ to 500’, 120 KIAS, 18 AOA – per turn, stabilized spin 70; nose down, 280;/second turn – aggravated spin
500’/turn, 1500’ to 200’ dive recovery – altitude loss for spins
CHAPTER 7
180 KIAS – Recommended turbulence/t –storm penetration airspeed V + (up to)10 – Windshear T/O ROT
V + (up to) 10 – Windshear approach APP
V + 10(min) – Approach/landing speed with ice accumulation on aircraft APP
15; pitch/110 KIAS min/10.5 AOA max/PCL MAX – Windshear recovery
5; C/41; F (or below) – Operations in visible moisture should be avoided <0.1 inch of slush or water – hydroplaning can occur
MPH ？ 1.15 = Knots
>85 knots – nose tire hydroplane
>115 knots – main tire hydroplane
<-21; C (-6; F) – Power-up of the digital instruments may shorten instrument service life
-29; C (-20; F) – Remove battery
APPENDIX
;F = (;C ； 1.8) + 32
15;C (59;F) – Standard day, sea level
29.921 – Standard day, sea level
23 RCR – Dry
12 RCR – Wet
5 RCR – Ice/Standing Water
3.96 Million Foot-lbs – Maximum brake energy absorption capability 6 seconds (3 sec decision/3 sec application) – Max abort speed reaction time 20 knots – Airspeed increase during 6 second reaction at max abort speed
25 knots – Max crosswind
10 knots – Max crosswind, wet
5 knots – Max crosswind, ice
T/O speed + 50% of gust (max of 10) – Takeoff speed in gusty winds 140 KIAS – Charted performance climb speed
15,000’ MSL – Climb above this altitude may not be possible except clean configurations 250
KIAS/0.67 Mach – Penetration descent, idle power, clean 316 KIAS/0.67 Mach – Rapid descent, idle power, speed brake extended 220 KIAS/4000 fpm – Enroute descent, power as required, clean 180 KIAS/1500 fpm descent – Max range descent, power as required, clean 5% – Decreased range for each 10 knots of headwind, clean V/LND + 50% of gust(max of 10) – Gusty wind landing APP
3; – Charted landing distance glidepath