T-6 Spins

By Jim Parker,2014-12-12 01:15
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T-6 Spins

    T-6 Study Guide

Pre-Stall /Spin check: CHEF + CLEAR

Canopy Loose Items Stowed

    Harness secured

    Engine indications

    Fuel less than 50 lbs imbalance


    - 7000’ min of airspace

    - clear of clouds

    - complete spin (incld recovery) within 4000’ from entry pt - 6000’ AGL (min alt to complete spin) - 13500’ MSL (min alt o begin spin)

    - 10000’ MSL (below 10k prohibited due to)

    o high propeller stress when RPM below 80%

    o PMU keeps prop RPM at 80% above 10k MSL


    - any situation where A/C doesn‘t respond immediately and in a normal sense to application of flight controls

    - 3 categories

1. Post stall gyrations (may be aggravated by continued pro-stall controls or bad stall recovery)


    a. Uncommanded motion about any axis

    b. Controls = ineffective

    c. AOA ~18 (stalled/near stall)

    d. Airspeed = transient/erratic

    e. turn needle = random deflections

    2. Incipient Spins (kinda like a spin)


    a. pitch, roll, yaw oscillations

    b. nose fluctuation below horizon

    c. yaw rate = increasing

    d. turn needle = pegged (fully deflected)

    e. AOA = 18 (stalled)

    f. Airspeed = increases to ~ 120 KIAS

    g. Lasts about 2 turns

    3. Steady state spins (after about 3 turns) lose ~4500‘ for a 6 turn spin


    a. Sustained yaw rate

    b. AOA = pegged (18+)

    c. Airspeed = 120-135 KIAS

    d. Turn needle = deflected

     stSPIRALS (results from not enough rudder or aft stick in pro-spin controls) recover w/ 1 2 steps of

    OCF recovery


     Airspeed = increases

     Oscillatory motions

     AOA < 18



    1. Complete pre-spin checks

    2. 15 -50 nose high (30 = corner of glare shield) 3. PCL = idle, apply before shaker/buffet st4. At 1 stall indication, apply slow & smooth back stick and rudder to direction of spin

    ( Full rudder and full back stick should occur simultaneously

Recovery (start once into incipient spin, wait longer and you get excessive alt loss)

    1. PCL = idle

    2. Flight controls = neutral

    3. altitude = check

    a. determine if in a spin (does spinning continue?)

If in a spin:

    4. Turn needle = check (plus use outside references to determine spin direction)

    5. Rudder = full opposite and hold (until spinning stops) 6. stick = forward (until spinning stops)

    7. stick = back (to recover from dive)


    Demonstrates aircraft won‘t spin except from an aggravated stall. Need yaw & stall. Yaw from engine torque. No stall = no spin.

    1. Pre-stall checks

    2. 160 KIAS = 60% pwr

    3. 60 nose high, wings level st4. 80 KIAS or 1 stick shaker

    5. PCL = IDLE

    6. Flight controls = neutral

    7. Recover from dive to level flight


    Decision to eject is based solely on the pilot. Be able to back up your reasoning.

    1. 6000‘ AGL (dash 1 says 6k)

    2. 3000‘ AGL (0/0 seat, takes 3000‘ to recover fully from spin)

    SPINS (require stall + yaw)

    Best entry 15 -20 nose high

    Right hand power-on spins take longer to develop

    Left Aileron at the stall will prevent right hand spin


    1. Erect sta. Barrel roll entry to a near level attitude after 1 turn

    b. Oscillating pitch ~ 60 below horizon

    c. 3 turns = near steady state spin

    d. 2-3 sec/turn

    e. 400‘ - 500‘loss/turn

    f. AOA = 18 (pegged)

    g. Airspeed ~ 120 KIAS

    h. Turn needle = pegged in spin direction

Aileron effects

    ( In spin direction: rot/roll/yaw increases oscillations

    ( Opp spin direction: oscillations dampen out, spin reaches steady state in all axes

RECOVERY: OCF/spin recovery

    ( Stick = forward (results increase in pitch and spin rate, requires 50 lbs of force)

    ( Spinning will stop within 1.5 after applying controls

    ( Controls neutral when spinning stops

    o 500‘ loss/turn

    o 1500‘-2000‘ normal dive recovery

     ( OCF vs. spin recovery can increase # of turns by up to 4

    ( Neutral control recoveries spins will stop w/n 2 additional turns

    2. Progressive (caused by misapplication of recovery controls)

    a. Caused by reversing rudder without releasing backstick pressure

    b. Attitude = nose low increases after rudder is reversed

    c. Spin = continues for ~1.5-2 turns

    d. Airspeed = increases to 175 KIAS

RECOVERY: OCF recovery

    3. Aggravated: (caused by misapplication of recovery controls)

    a. Caused by releasing backstick pressure but no full opposite rudder

    b. Attitude = immediate increase in nose low and roll rate

    ( Pitch = slightly oscillatory ~ 70 nose low

    ( Roll rate ~ 280/sec

    c. Can get disorienting

RECOVERY: OCF recovery

    4. Inverted: (intentional inverted departures and spins prohibited)

    a. Caused by releasing @ 60-90 nose high, Max pwr, and 50 KIAS

    b. Torque rolls aircraft left to near inverted, nose level attitude

    c. Enters a right spin 120/sec after 2 turns

    d. Spin flatter than erect spins

    e. Slight pitch oscillations ~ 30 nose low

    f. Airspeed = 0

    g. AOA = 0

    h. –1.5G‘s normal