Flight Training Instruction: Naval Air Training Command

NAVAL AIR TRAINING COMMAND
NAS CORPUS CHRISTI, TEXAS CNATRA P-880 (New 11-17)
FLIGHT TRAINING
INSTRUCTION
SNFO T-6A AIRCRAFT SYSTEMS

2017
FLIGHT TRAINING INSTRUCTION
FOR
SNFO T-6A AIRCRAFT SYSTEMS
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LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:

Original...0...06 Nov 17 (this will be the date issued)
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INTERIM CHANGE SUMMARY
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TABLE OF CONTENTS
LIST OF EFFECTIVE PAGES .................................................................................................. iv

INTERIM CHANGE SUMMARY...............................................................................................v
TABLE OF CONTENTS ........................................................................................................... vii
TABLE OF FIGURES ...................................................................................................................x
CHAPTER ONE - INTRODUCTION TO AIRCRAFT SYSTEMS .................................... 1-1

100. INTRODUCTION ..................................................................................................... 1-1
101. OVERVIEW .............................................................................................................. 1-1
CHAPTER TWO - FLIGHT CONTROLS ............................................................................. 2-1

200. INTRODUCTION ..................................................................................................... 2-1
201. PRIMARY FLIGHT CONTROLS ............................................................................ 2-1
202. SECONDARY FLIGHT CONTROLS ...................................................................... 2-8
CHAPTER THREE - THE HYDRAULIC SYSTEM ............................................................ 3-1

300. INTRODUCTION ..................................................................................................... 3-1
301. PRIMARY SYSTEM................................................................................................. 3-1
302. EMERGENCY HYDRAULIC SYSTEM ................................................................. 3-7
303. LANDING GEAR ................................................................................................... 3-11
304. FLAPS...................................................................................................................... 3-18
305. SPEED BRAKE ....................................................................................................... 3-21
306. NOSE WHEEL STEERING .................................................................................... 3-23
307. WHEEL BRAKES ................................................................................................... 3-25
CHAPTER FOUR - FLIGHT INSTRUMENTS .................................................................... 4-1

400. INTRODUCTION ..................................................................................................... 4-1
401. ELECTRONIC FLIGHT INSTRUMENT SYSTEM ................................................ 4-2
402. STANDBY FLIGHT INSTRUMENTS .................................................................... 4-3
403. EFIS ........................................................................................................................... 4-6
404. EHSI........................................................................................................................... 4-8
405. AIR DATA SYSTEM .............................................................................................. 4-16
406. STANDBY INSTRUMENTS .................................................................................. 4-18
407. CENTRAL WARNING SYSTEM .......................................................................... 4-26
CHAPTER FIVE - COMMUNICATIONS ............................................................................. 5-1

500. INTRODUCTION ..................................................................................................... 5-1
501. RADIOS ..................................................................................................................... 5-1
502. ICS ............................................................................................................................. 5-4
503. AUDIO CONTROL PANEL ..................................................................................... 5-5
504. RMU .......................................................................................................................... 5-6
505 TRANSPONDER .................................................................................................... 5-11
506. VHF NAV ................................................................................................................ 5-12
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CHAPTER SIX - NAVIGATION SYSTEMS ......................................................................... 6-1
600. INTRODUCTION ..................................................................................................... 6-1
601. VOR/ILS .................................................................................................................... 6-1
602. DME SYSTEM .......................................................................................................... 6-4
603. TRANSPONDER ...................................................................................................... 6-5
604. TAS ............................................................................................................................ 6-8
605. GLOBAL POSITIONING SYSTEM ...................................................................... 6-12
CHAPTER SEVEN - ELECTRICAL SYSTEM .................................................................... 7-1

700. INTRODUCTION ..................................................................................................... 7-1
701. PRIMARY POWER .................................................................................................. 7-1
702. ELECTRICAL DISTRIBUTION .............................................................................. 7-3
703. SECONDARY POWER ............................................................................................ 7-7
704. AIRCRAFT LIGHTING ............................................................................................ 7-9
CHAPTER EIGHT - FUEL SYSTEM .................................................................................... 8-1

800. INTRODUCTION ..................................................................................................... 8-1
801. FUEL STORAGE ...................................................................................................... 8-1
802. ENGINE FEED .......................................................................................................... 8-3
803. FUEL CONTROL AND INDICATORS ................................................................... 8-7
CHAPTER NINE - PROPULSION SYSTEMS ...................................................................... 9-1

900. INTRODUCTION ..................................................................................................... 9-1
901. ENGINE ..................................................................................................................... 9-1
902. IGNITION SYSTEM ................................................................................................. 9-5
903. POWER CONTROL LEVER (PCL) ......................................................................... 9-6
904. POWER MANAGEMENT UNIT ............................................................................. 9-8
905. ACCESSORY GEARBOX ...................................................................................... 9-11
906. OIL SYSTEM .......................................................................................................... 9-14
907. PROPELLER ........................................................................................................... 9-18
908. ENGINE DATA MANAGER ................................................................................. 9-20
909. FIRE WARNING SYSTEM .................................................................................... 9-29
CHAPTER TEN - ENVIRONMENTAL SYSTEMS ........................................................... 10-1

1000. INTRODUCTION ................................................................................................... 10-1
1001. VENTILATION SYSTEM ...................................................................................... 10-3
1002. HEATING SYSTEM ............................................................................................... 10-5
1003. DEFOGGING SYSTEM ......................................................................................... 10-9
1004. AIR CONDITIONING SYSTEM.......................................................................... 10-11
1005. PRESSURIZATION SYSTEM ............................................................................. 10-12
1006. ANTI-G .................................................................................................................. 10-16
1007. OBOGS .................................................................................................................. 10-18
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CHAPTER ELEVEN - CANOPY AND EJECTION SYSTEMS ....................................... 11-1
1100. INTRODUCTION ................................................................................................... 11-1
1101. NORMAL CANOPY OPERATIONS ..................................................................... 11-4
1102. CANOPY FRACTURING SYSTEM ...................................................................... 11-8
1103. EJECTION SEAT SYSTEM ................................................................................. 11-11
1104. INTERSEAT SEQUENCING SYSTEM .............................................................. 11-16
1105. EJECTION SEAT PROCEDURES ....................................................................... 11-18
1106. THE EJECTION SEQUENCE .............................................................................. 11-23
APPENDIX A - LIST OF ACRONYMS ................................................................................ A-1
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TABLE OF FIGURES
Figure 1-1 Aircraft Directional Axes .................................................................................. 1-2

Figure 1-2 Secondary Flight Controls ................................................................................ 1-2
Figure 1-3 Electrical Power ................................................................................................. 1-3
Figure 1-4 Fuel Tanks .......................................................................................................... 1-3
Figure 1-5 Environmental System....................................................................................... 1-4
Figure 1-6 Instruments ......................................................................................................... 1-5
Figure 1-7 Canopy ................................................................................................................ 1-5
Figure 1-8 Ejection ............................................................................................................... 1-6
Figure 1-9 T-6A in Formation ............................................................................................. 1-6
Figure 2-1 Lateral, Longitudinal, and Vertical Axes ........................................................ 2-1

Figure 2-2 TAD Control ....................................................................................................... 2-2
Figure 2-3 Ailerons ............................................................................................................... 2-3
Figure 2-4 Aileron Control .................................................................................................. 2-3
Figure 2-5 Aileron Weight Location ................................................................................... 2-4
Figure 2-6 Elevator Components ........................................................................................ 2-5
Figure 2-7 Elevator Effects .................................................................................................. 2-5
Figure 2-8 Rudder Components .......................................................................................... 2-6
Figure 2-9 Rudder Adjustment ........................................................................................... 2-6
Figure 2-10 Rudder Pedals .................................................................................................... 2-7
Figure 2-11 Rudder Horn ...................................................................................................... 2-7
Figure 2-12 Trim Tabs ........................................................................................................... 2-8
Figure 2-13 Trim Interrupt Button ....................................................................................... 2-9
Figure 2-14 Trim Indicators .................................................................................................. 2-9
Figure 2-15 Elevator Trim Limits ....................................................................................... 2-10
Figure 2-16 TAD Inputs ....................................................................................................... 2-11
Figure 2-17 Trim Positioning............................................................................................... 2-12
Figure 2-18 Gust Lock .......................................................................................................... 2-13
Figure 3-1 Hydraulic Gear................................................................................................... 3-1

Figure 3-2 Hydraulic Layout ............................................................................................... 3-2
Figure 3-3 Hydraulic Service Window ............................................................................... 3-3
Figure 3-4 Hydraulic Flow and Reservoir .......................................................................... 3-4
Figure 3-5 Emergency Hydraulic Operation ..................................................................... 3-5
Figure 3-6 Five Selector Valves ........................................................................................... 3-6
Figure 3-7 Color Scale of Displays ...................................................................................... 3-7
Figure 3-8 Emergency Gear and Flaps ............................................................................... 3-8
Figure 3-9 Emergency Selectors .......................................................................................... 3-9
Figure 3-10 Hydraulic System Chart .................................................................................. 3-10
Figure 3-11 Emergency Check Valve.................................................................................. 3-11
Figure 3-12 Landing Gear and Doors ................................................................................. 3-12
Figure 3-13 Nose Gear Components ................................................................................... 3-12
Figure 3-14 Landing Gear Controls.................................................................................... 3-13
Figure 3-15 Gear Position Indicators.................................................................................. 3-14
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Figure 3-16 Aural Warning Silence Button ....................................................................... 3-15
Figure 3-17 Downlock Override Button ............................................................................. 3-16
Figure 3-18 Emergency Landing Gear Handle.................................................................. 3-16
Figure 3-19 Landing Gear Indicator and Handle ............................................................. 3-17
Figure 3-20 Hydraulic Flow Chart...................................................................................... 3-18
Figure 3-21 T-6A Flaps ........................................................................................................ 3-19
Figure 3-22 Flaps Hydraulic Supply ................................................................................... 3-19
Figure 3-23 Flap Selector ..................................................................................................... 3-20
Figure 3-24 Flap Sequence ................................................................................................... 3-20
Figure 3-25 Flap Visual ........................................................................................................ 3-21
Figure 3-26 Speed Brake ...................................................................................................... 3-22
Figure 3-27 Speed Brake Switch and Indicator ................................................................. 3-22
Figure 3-28 Nose Wheel Steering Controls ........................................................................ 3-24
Figure 3-29 Nose Wheel Castor ........................................................................................... 3-24
Figure 3-30 NWS Actuator .................................................................................................. 3-25
Figure 3-31 Toe Brakes ........................................................................................................ 3-26
Figure 3-32 Parking Brake Handle ..................................................................................... 3-26
Figure 4-1 ILS Signal ........................................................................................................... 4-1

Figure 4-2 EFIS ..................................................................................................................... 4-2
Figure 4-3 AHRS Control Panel.......................................................................................... 4-3
Figure 4-4 Standby Instruments ......................................................................................... 4-4
Figure 4-5 Primary and Secondary Pitot Systems ............................................................. 4-5
Figure 4-6 Standby Instruments Power.............................................................................. 4-6
Figure 4-7 Normal EFIS Displays ....................................................................................... 4-7
Figure 4-8 Unusual Attitude Displays................................................................................. 4-8
Figure 4-9 EHSI Display ...................................................................................................... 4-9
Figure 4-10 Heading Knob and Indicator .......................................................................... 4-10
Figure 4-11 Course Knob and Indicator ............................................................................ 4-10
Figure 4-12 Bearing Pointers ............................................................................................... 4-11
Figure 4-13 MAP Mode ........................................................................................................ 4-12
Figure 4-14 ARC Map Mode ............................................................................................... 4-13
Figure 4-15 Composite Mode............................................................................................... 4-14
Figure 4-16 Approach Mode ................................................................................................ 4-15
Figure 4-17 Faults ................................................................................................................. 4-16
Figure 4-18 TA/VSI Display ................................................................................................ 4-17
Figure 4-19 Airspeed Indicator ........................................................................................... 4-17
Figure 4-20 Altimeter ........................................................................................................... 4-18
Figure 4-21 Standby Instruments Location ....................................................................... 4-19
Figure 4-22 Standby Attitude OFF Flag............................................................................. 4-19
Figure 4-23 Secondary Pitot System ................................................................................... 4-20
Figure 4-24 Standby Turn and Slip Indicator ................................................................... 4-20
Figure 4-25 Instrument Lighting Control .......................................................................... 4-21
Figure 4-26 AOA Components ............................................................................................ 4-22
Figure 4-27 AOA Gauge....................................................................................................... 4-23
Figure 4-28 AOA Indexer .................................................................................................... 4-23
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Figure 4-29 AOA Test .......................................................................................................... 4-24
Figure 4-30 Accelerometer ................................................................................................... 4-25
Figure 4-31 Clock.................................................................................................................. 4-25
Figure 4-32 Central Warning System ................................................................................. 4-27
Figure 4-33 Aural Tones ...................................................................................................... 4-28
Figure 4-34 IDARS Components......................................................................................... 4-29
Figure 5-1 Radio Control Components .............................................................................. 5-1

Figure 5-2 Transmit Switch ................................................................................................. 5-2
Figure 5-3 UHF Backup Control ......................................................................................... 5-2
Figure 5-4 Preset Mode ........................................................................................................ 5-3
Figure 5-5 UHF Antennas .................................................................................................... 5-4
Figure 5-6 Ground Crew ICS .............................................................................................. 5-4
Figure 5-7 Front Cockpit Audio Panel ............................................................................... 5-5
Figure 5-8 RMU .................................................................................................................... 5-7
Figure 5-9 Selector Knobs .................................................................................................... 5-8
Figure 5-10 RMU with REMOTE....................................................................................... 5-10
Figure 6-1 Navigation Chart Symbols ................................................................................ 6-1

Figure 6-2 To/From Symbols ............................................................................................... 6-2
Figure 6-3 ILS EFIS Display ............................................................................................... 6-3
Figure 6-4 DME Display ...................................................................................................... 6-4
Figure 6-5 ILS NAV DME Hold and Display .................................................................... 6-5
Figure 6-6 ATC Radar ......................................................................................................... 6-6
Figure 6-7 Mode C Components ......................................................................................... 6-7
Figure 6-8 TAS Controls ...................................................................................................... 6-8
Figure 6-9 TAS Airspace Display Selector Switch ............................................................ 6-9
Figure 6-10 TAS Test Display............................................................................................. 6-11
Figure 6-11 GPS Display ...................................................................................................... 6-12
Figure 6-12 GPS EHSI Display ........................................................................................... 6-13
Figure 6-13 GPS Default Display ........................................................................................ 6-14
Figure 6-14 GPS INT Page .................................................................................................. 6-15
Figure 6-15 GPS Outer Knob .............................................................................................. 6-15
Figure 6-16 GPS INT Name ................................................................................................. 6-16
Figure 6-17 Message Page .................................................................................................... 6-16
Figure 6-18 GPS Flight Plan Page....................................................................................... 6-17
Figure 6-19 Flight Plan Storage .......................................................................................... 6-18
Figure 6-20 Use Flight Plan ................................................................................................. 6-18
Figure 6-21 Methods of Selections ...................................................................................... 6-19
Figure 6-22 Selecting Names ................................................................................................ 6-20
Figure 6-23 Nearest Display................................................................................................. 6-21
Figure 6-24 Nearest Airport Criteria.................................................................................. 6-21
Figure 6-25 Airport Page 1 .................................................................................................. 6-22
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Figure 6-32 Intersection Page .............................................................................................. 6-27
Figure 6-33 Nav 1 Page ........................................................................................................ 6-28
Figure 6-34 Super Nav 1 CDI Display ................................................................................ 6-29
Figure 6-35 MSA/ESA Altitudes ......................................................................................... 6-30
Figure 6-36 NAV 5 Display .................................................................................................. 6-31
Figure 6-37 Super Nav 5 Display......................................................................................... 6-32
Figure 6-38 Super NAV 5 Runway Diagram ..................................................................... 6-33
Figure 6-39 Flight Plan Displays ......................................................................................... 6-33
Figure 6-40 Direct To Options............................................................................................. 6-34
Figure 6-41 Direct To Procedures ....................................................................................... 6-35
Figure 7-1 Circuit Breakers ................................................................................................. 7-1

Figure 7-2 Starter/Generator .............................................................................................. 7-2
Figure 7-3 Electrical Power Switches ................................................................................. 7-2
Figure 7-4 Generator Bus Distribution .............................................................................. 7-3
Figure 7-5 Generator Avionics Bus Distribution ............................................................... 7-4
Figure 7-6 Battery Bus Systems and Instruments ............................................................. 7-5
Figure 7-7 Battery Avionics Bus.......................................................................................... 7-5
Figure 7-8 Hot Battery Bus .................................................................................................. 7-6
Figure 7-9 Open Circuit Breaker ........................................................................................ 7-7
Figure 7-10 Secondary Power System .................................................................................. 7-8
Figure 7-11 Aux Power Test Switch ...................................................................................... 7-8
Figure 7-12 Aircraft Lighting Controls ................................................................................ 7-9
Figure 7-13 Brightness Controls ......................................................................................... 7-10
Figure 7-14 Landing and Taxi Lights ................................................................................. 7-11
Figure 7-15 Navigation and Anti-Collision Light Controls .............................................. 7-12
Figure 8-1 Fuel Storage and Filling .................................................................................... 8-2

Figure 8-2 Single-Point Fueling Access .............................................................................. 8-2
Figure 8-3 Fuel Flow and Pumps ........................................................................................ 8-4
Figure 8-4 Shutoff Valves..................................................................................................... 8-4
Figure 8-5 Fuel Flow Transmitter ....................................................................................... 8-5
Figure 8-6 Ten PSI Low Pressure Switch........................................................................... 8-6
Figure 8-7 Fuel Gauge .......................................................................................................... 8-7
Figure 8-8 Fuel System Annunciators ................................................................................ 8-8
Figure 8-9 Fuel System Switches (Front Cockpit) ............................................................. 8-9
Figure 8-10 Manual Fuel Balance ....................................................................................... 8-10
Figure 9-1 PT6A-68 Engine System .................................................................................... 9-1

Figure 9-2 Air Flow .............................................................................................................. 9-2
Figure 9-3 Engine Sections................................................................................................... 9-3
Figure 9-4 Gas Generation Section ..................................................................................... 9-3
Figure 9-5 Power Turbine Section ...................................................................................... 9-4
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Figure 9-6 Exhaust Stack ..................................................................................................... 9-4
Figure 9-7 Ignition System ................................................................................................... 9-5
Figure 9-8 Ignition Switches ................................................................................................ 9-6
Figure 9-9 PCL Location ..................................................................................................... 9-6
Figure 9-10 PCL Interconnection ......................................................................................... 9-7
Figure 9-11 Proper PCL Hand Position ............................................................................... 9-8
Figure 9-12 PMU Location .................................................................................................... 9-8
Figure 9-13 FMU Connection ................................................................................................ 9-9
Figure 9-14 PMU Effect ......................................................................................................... 9-9
Figure 9-15 PMU Switch ...................................................................................................... 9-10
Figure 9-16 PMU annunciators ........................................................................................... 9-11
Figure 9-17 Permanent Magnet Alternator ....................................................................... 9-11
Figure 9-18 Starter/Generator ............................................................................................ 9-12
Figure 9-19 Starter Switch ................................................................................................... 9-13
Figure 9-20 Starter Circuit breaker.................................................................................... 9-14
Figure 9-21 Oil System Components .................................................................................. 9-14
Figure 9-22 Oil Pump Pickup While Inverted ................................................................... 9-15
Figure 9-23 Scavenge Pump................................................................................................. 9-15
Figure 9-24 Oil Filter Bypass ............................................................................................... 9-16
Figure 9-25 Oil Level Checks .............................................................................................. 9-16
Figure 9-26 Oil System Indicators ...................................................................................... 9-17
Figure 9-27 Reduction Gearbox .......................................................................................... 9-18
Figure 9-28 Propeller Pitch Angle ....................................................................................... 9-19
Figure 9-29 Pitch Mechanism .............................................................................................. 9-20
Figure 9-30 EDM Location .................................................................................................. 9-21
Figure 9-31 PEDD and PMU ............................................................................................... 9-21
Figure 9-32 PEDD ................................................................................................................. 9-22
Figure 9-33 ITT for Start ..................................................................................................... 9-23
Figure 9-34 Normal ITT Scale ............................................................................................. 9-23
Figure 9-35 NP Out Of Limits .............................................................................................. 9-24
Figure 9-36 AEDD Location ................................................................................................ 9-24
Figure 9-37 AEDD and PEDD Displays ............................................................................. 9-25
Figure 9-38 Cockpit Altitude Exceeds 19,000 ft................................................................. 9-26
Figure 9-39 Engine Systems Display ................................................................................... 9-27
Figure 9-40 Oil Pressure Chart ........................................................................................... 9-28
Figure 9-41 Voltage Out Of Limits ..................................................................................... 9-28
Figure 9-42 Fire Warning Components.............................................................................. 9-29
Figure 9-43 Fire Warning Display ...................................................................................... 9-30
Figure 9-44 Fire System Test ............................................................................................... 9-30
Figure 10-1 Environmental Controls .................................................................................. 10-1

Figure 10-2 System Operation Components ...................................................................... 10-2
Figure 10-3 Evaporator Control Switches.......................................................................... 10-3
Figure 10-4 Ground Ventilation .......................................................................................... 10-4
Figure 10-5 Ram Air Flow Switch (Airborne) ................................................................... 10-5
Figure 10-6 Ventilation Distribution .................................................................................. 10-5
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Figure 10-7 Bleed Air Supply .............................................................................................. 10-6
Figure 10-8 Heat Exchanger ................................................................................................ 10-6
Figure 10-9 Heat Exchanger Bypass ................................................................................... 10-7
Figure 10-10 Firewall Shutoff To Bleed Air ......................................................................... 10-8
Figure 10-11 Temperature Sensors ....................................................................................... 10-8
Figure 10-12 Defog Bleed Air Supply ................................................................................... 10-9
Figure 10-13 Heating System Ejector and Vent Control Lever ....................................... 10-10
Figure 10-14 Cockpit Temperature Sensors ...................................................................... 10-11
Figure 10-15 Air Condition System .................................................................................... 10-12
Figure 10-16 Pressurization Bleed Air Flow ...................................................................... 10-13
Figure 10-17 Pressure Control ............................................................................................ 10-13
Figure 10-18 Pressurized Cockpit Altitude ........................................................................ 10-14
Figure 10-19 AEDD Pressure Gauge .................................................................................. 10-14
Figure 10-20 Safety Valve .................................................................................................... 10-15
Figure 10-21 Cockpit Pressure Ram Dump ....................................................................... 10-15
Figure 10-22 Pressurization Annunciators......................................................................... 10-16
Figure 10-23 Anti-G Bleed Air Source ............................................................................... 10-17
Figure 10-24 Anti-G Air Flow ............................................................................................. 10-17
Figure 10-25 Anti-G Components ....................................................................................... 10-18
Figure 10-26 OBOGS Bleed Air Source ............................................................................. 10-18
Figure 10-27 OBOGS Regulator ......................................................................................... 10-19
Figure 10-28 Regulator Pressure Lever.............................................................................. 10-20
Figure 10-29 Oxygen Flow Indicator .................................................................................. 10-20
Figure 10-30 Anti-Suffocation Valve .................................................................................. 10-20
Figure 10-31 OBOGS Annunciator..................................................................................... 10-21
Figure 10-32 Emergency Oxygen Location ........................................................................ 10-22
Figure 10-33 Emergency Oxygen Green Ring ................................................................... 10-22
Figure 11-1 Canopy Components ........................................................................................ 11-1

Figure 11-2 Open Canopy .................................................................................................... 11-2
Figure 11-3 Locking/Latching System ................................................................................ 11-2
Figure 11-4 Defog System .................................................................................................... 11-3
Figure 11-5 Canopy Fracture System Controls ................................................................. 11-4
Figure 11-6 Exterior Canopy Controls ............................................................................... 11-5
Figure 11-7 Interior Canopy Uplock Release Lever.......................................................... 11-5
Figure 11-8 Internal Canopy Handle .................................................................................. 11-7
Figure 11-9 Canopy Annunciator ....................................................................................... 11-7
Figure 11-10 CFS System ....................................................................................................... 11-8
Figure 11-11 Cockpit CFS Handle ........................................................................................ 11-9
Figure 11-12 CFS Detonators ................................................................................................ 11-9
Figure 11-13 Shielded MDC ................................................................................................ 11-10
Figure 11-14 Canopy FLSC and MDC ............................................................................... 11-10
Figure 11-15 T-6A Ejection Seat ......................................................................................... 11-11
Figure 11-16 Ejection Seat Pin ............................................................................................ 11-11
Figure 11-17 Stowed Pin in Canopy Handle ...................................................................... 11-12
Figure 11-18 MOR Handle .................................................................................................. 11-12
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Figure 11-19 Leg Garter Quick Release ............................................................................. 11-13
Figure 11-20 Ejection Posture Using PIRD ........................................................................ 11-14
Figure 11-21 Headbox Deployment..................................................................................... 11-15
Figure 11-22 ISS Selector Lever .......................................................................................... 11-16
Figure 11-23 Seat Height Adjustment Switch .................................................................... 11-17
Figure 11-24 Ejection Seat Rails ......................................................................................... 11-18
Figure 11-25 Rocket Motor .................................................................................................. 11-19
Figure 11-26 Dive Angle Chart............................................................................................ 11-19
Figure 11-27 Bank Angle Chart .......................................................................................... 11-20
Figure 11-28 Sink Rate Chart.............................................................................................. 11-20
Figure 11-29 Dual Ejection .................................................................................................. 11-21
Figure 11-30 Two Hand Grip .............................................................................................. 11-22
Figure 11-31 Single Hand Grip ........................................................................................... 11-23
Figure 11-32 Step 2 of Ejection ........................................................................................... 11-24
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CHAPTER ONE
INTRODUCTION TO AIRCRAFT SYSTEMS
100. INTRODUCTION
This Flight Training Instruction (FTI) Workbook is a Naval Air Training Command directive in
which the Chief of Naval Air Training (CNATRA) publishes information and instructions
relative to all Instructors and Student Naval Flight Officers (SNFOs) operating T-6A aircraft in
the Primary Phase of SNFO training. It is very important that the material contained in this FTI
be thoroughly studied and retained. This FTI is designed to complement Computer-Aided
Instruction (CAI), Mediated Interactive Lecture (MIL) and the information found in the T-6A
NATOPS Flight Manual.
This FTI should in no way be your sole source for study and preparation. Rather, this FTI
provides a focal point and reference manual for other sources of information, outlining and
amplifying flight procedures where necessary. Every effort has been made to remain in
accordance with current fleet procedures and techniques whenever possible and to provide
references to the NATOPS Flight Manual where available. It is important to note that the
emergency procedures shown are to aid in the topic discussion. For all emergencies, the
NATOPS is the final authority.
101. OVERVIEW
The T-6A aircraft has several subsystems that this workbook will cover. It is important that all
aviators know the systems in the plane and how they interact. This will aid in the
troubleshooting of malfunctions that may occur during flight. As you progress to fleet aircraft,
systems will become more complex and you will fly many Partial Mission Capable (PMC)
aircraft. You will need to know the limitations that will be placed on you and the mission you
need to accomplish. Since the basic systems of the T-6A have commonality with virtually all
other aircraft, we will develop that knowledge base now.
The Primary Flight Controls of the T-6A control the aircraft movements around the lateral,
longitudinal, and vertical axis (pitch, roll, and yaw) (Figure 1-1). The Elevator controls the
lateral axis or pitch, the Ailerons control the longitudinal axis or roll, and the Rudder controls the
vertical axis or yaw. The primary flight controls can be mechanically locked into position using
the Gust Lock located in the front cockpit. Locking the flight controls prevents damage to them
caused by wind when the aircraft is parked.
INTRODUCTION TO AIRCRAFT SYSTEMS 1-1

CHAPTER ONE SNFO T-6A AIRCRAFT SYSTEMS
Figure 1-1 Aircraft Directional Axes
The Secondary Flight Controls of the T-6A are designed to lessen the forces required to maintain
normal flight attitudes. These include the Elevator Trim, the Aileron Trim, the Rudder Trim, and
the Trim Aid Device (TAD) (Figure 1-2). The TAD compensates for yaw forces that a propeller
driven aircraft experiences to give the aircrew a more “jet-like” feel in performance.
Figure 1-2 Secondary Flight Controls
The Propulsion System provides the thrust for the aircraft and powers sub-systems, such as the
electrical, hydraulics, and fuel pumps. The engine powers these items through the accessory
gearbox. The hydraulic system operates the Landing Gear, the Inboard Main Gear doors, the
Flaps, the Speed Brake, and the Nose Wheel Steering (NWS). The electrical system provides the
aircraft’s power using the Starter/Generator, the Main Battery, and the Auxiliary Battery.
Additionally, external power can be used by connecting it to the aircraft through a fuselage
receptacle (Figure 1-3).
1-2 INTRODUCTION TO AIRCRAFT SYSTEMS

SNFO T-6A AIRCRAFT SYSTEMS CHAPTER ONE
Figure 1-3 Electrical Power
The aircraft Fuel System provides fuel storage via tanks in the wings and the fuselage
(Figure 1-4). It has a means to provide that fuel to the engine using plumbing and pumps. It also
maintains a fuel balance between the fuel tanks.
Figure 1-4 Fuel Tanks

The Environmental Systems maintain an acceptable cockpit environment for temperature and
pressure (Figure 1-5). It also provides a defog system for the canopy.
Figure 1-5 Environmental System
The Communication Systems work to provide the aircraft and its crew with communication
between themselves and to Air Traffic Control Agencies. The Radio Management Unit (RMU)
controls the UHF and VHF transceivers and the Transponder. The Intercom system provides
communication between aircrew and with ground personnel. The RMU also controls the
Navigation equipment for the aircraft through the VHF Navigation system and Distance
Measuring Equipment (DME). The KLN-900 control panels control the Global Positioning
System (GPS). Also embedded in the Comms system is the Attitude Heading Reference System
(AHRS) and the Traffic Advisory System (TAS).
The aircraft’s flight condition is monitored by the aircrew using the Primary and Standby Flight
Instruments. The Primary instruments include the Electronic Attitude Director Indicator (EADI),
the Electronic Horizontal Situation Indicator (EHSI), the Airspeed indicator, the Altimeter, and
the Vertical Speed Indicator (VSI). In the event of an instrument malfunction, there are Standby
Flight Instruments. These are the Standby Airspeed indicator, the Standby Attitude indicator, the
Standby Altimeter, the Standby Turn and Bank indicator, and the Standby Magnetic Compass
(Figure 1-6).

SNFO T-6A AIRCRAFT SYSTEMS CHAPTER ONE
Figure 1-6 Instruments
Figure 1-7 Canopy
The T-6A is equipped with a single, side-opening canopy for both cockpits and a forward
windscreen for bird-strike protection (Figure 1-7). It provides both a pressure and weather
seal for the interior of the aircraft. A Canopy Fracturing System (CFS) provides for ejection
and emergency ground egress. The aircraft is equipped with Martin-Baker ejection seats.
During operation, the seats are ejected from the cockpit by gas cartridges and rocket motors
(Figure 1-8).

Figure 1-8 Ejection
Summary
Together, these systems work to complete an aerobatic, pressurized, all-weather training aircraft.
It is important that you learn how these systems work and how one system may affect the
operation of the other systems. Once you get to the simulator and the aircraft events, your
instructors will be quizzing your knowledge of these systems. The requirement for proficiency
in this type of knowledge does not stop at the training commands. You will be expected to know
aircraft systems and limits for every aircraft throughout your career. Take ownership of the
aircraft early and you will be a more confident student and eventually, a better mission
commander.
Figure 1-9 T-6A in Formation

CHAPTER TWO
FLIGHT CONTROLS
200. INTRODUCTION
This chapter discusses the controls with which you will operate the aircraft about the three axes
of motion (Figure 2-1) and how to use them effectively. It also discusses aerodynamic effects
from the T-6A engine and propeller. To maneuver an airplane, the pilot must have some way to
redirect the forces acting on the aircraft’s wing and tail assembly. Flight controls are the means
by which control is accomplished. Using the control surfaces, the pilot can create independent or
combined motion in any of the three separate axes of flight: longitudinal (roll), vertical (yaw),
and lateral (pitch).
201. PRIMARY FLIGHT CONTROLS
Aircraft can employ a wide variety of flight control components and configurations. In every
aircraft, the various components can be divided into two categories; primary flight controls and
secondary flight controls. To maneuver an aircraft, you control its movement about its lateral,
longitudinal, and vertical axes (Figure 2-1). This is accomplished by the use of flight controls
(elevators, ailerons, and rudder), which can be deflected from their neutral position into the flow
of air as the aircraft moves forward. In flight, the controls have a natural live feel due to the
force of the airflow around them. The primary flight controls are the Ailerons, the Elevator, and
the Rudder. The T-6A’s primary flight controls are all manually operated using mechanical
linkages.
Figure 2-1 Lateral, Longitudinal, and Vertical Axes
FLIGHT CONTROLS 2-1

CHAPTER TWO SNFO T-6A AIRCRAFT SYSTEMS
The secondary flight controls are electromechanically operated and controlled. These are the
Aileron Trim, Elevator Trim, Rudder Trim, and Trim Aid Device (TAD) (Figure 2-2). The
elevator, rudder, and TAD utilize trim tabs; while aileron trim is accomplished through
positioning of the actual aileron control surfaces and manually adjusted trim tabs. Inputs from
both the rudder trim system and the TAD are sent to the rudder trim tab.
Figure 2-2 TAD Control
Ailerons
The ailerons control the aircraft’s movement about its longitudinal (roll) axis. The components
that make this movement possible are the two control sticks, the Interconnect tube, the push-pull
rods, and the bellcranks (Figure 2-3). There are two ailerons (left and right), one at the trailing
edge of each wing near the wingtips. They are movable surfaces hinged to the wing’s rear spar
and are linked together by cables so that when one aileron is deflected down, the opposite aileron
moves up. The ailerons are statically mass balanced with weights installed on the leading edges
of each aileron. Push-pull rods and bellcranks are used to transmit the pilot’s lateral stick
deflection to the ailerons. An interconnect tube also connects the control sticks.
2-2 FLIGHT CONTROLS

SNFO T-6A AIRCRAFT SYSTEMS CHAPTER TWO
Figure 2-3 Ailerons
When you move the control stick to the left, the right aileron surface deflects downward and the
left aileron deflects upward. The force exerted by the airflow on the deflected surfaces raises the
right wing and lowers the left wing. This happens because the downward deflection of the right
aileron changes the wing camber and increases the wing’s Angle of Attack (AOA) and lift on
that wing. Simultaneously, the left aileron moves upward changing the wing’s effective camber,
resulting in a decreased AOA and less lift. Thus, decreased lift on the left wing and increased lift
on the right causes the aircraft to bank to the left (Figure 2-4).
Figure 2-4 Aileron Control
FLIGHT CONTROLS 2-3

The ailerons have deflection limits of 20° up and 11° down. Each aileron has a ground
adjustable trim tab located on its inboard trailing edge. They are used by maintenance personnel
to adjust for stick neutral trim input to the controls. Aircrew should not tamper with these.
Each primary flight control surface on the T-6A is “mass balanced.” This simply means that the
center of gravity of each control surface falls along its pivot or hinge line. Mass balancing is
used to regulate control pressures, prevent control flutter, and improve control stability. Since
most of the aileron’s mass is behind the hinge line, small weights are installed along the leading
edge to achieve a mass balance condition (Figure 2-5).
Figure 2-5 Aileron Weight Location
Elevators
The elevators control the aircraft’s movement about its lateral (pitch) axis. They form the rear
part of the horizontal stabilizer. The elevator system consists of the elevator, the two control
sticks, push-pull rods, interconnect tube, bellcranks, elevator cables, downsprings, and a
bobweight. The push-pull rods, cables, and bellcranks function together to transmit fore and aft
control stick deflections to the elevator (Figure 2-6). Applying forward pressure on the stick
causes the elevator surface’s trailing edge to move downward. The flow of air striking the
deflected elevator surfaces exerts an upward force on the tail, pushing it upward and rotating the
nose downward. Conversely, exerting backpressure on the control causes the elevator surface’s
trailing edge to move up; exerting a downward force on the tail, pushing it downward, and
rotating the nose upward (Figure 2-7). Two downsprings are attached to the aft elevator
bellcrank to provide a balanced control feel and a tendency to return the control stick to the
neutral position. Like the aileron system, the interconnect tube between the control sticks
prevents conflicting inputs.
2-4 FLIGHT CONTROLS

Figure 2-6 Elevator Components
The bobweight is simply a series of metal plates attached to the base of the front control stick.
This extra weight provides a heavier stick force whenever G-loading is increased. Heavier stick
forces enhance control feedback to help prevent overstressing the airframe. The maximum travel
of the elevator trailing edge is 18° up and 16° down. Elevator balancing is much like the aileron
system. It uses weights that are installed in both elevator horns just forward of the hinge line.
Figure 2-7 Elevator Effects
The rudder controls the aircraft’s movement about its vertical (yaw) axis. The rudder system
consists of the rudder, two sets of rudder pedals, rudder cables, pulleys, bellcranks, tie rods, and
centering springs (Figure 2-8). Like the other primary flight control surfaces, the rudder is a
movable surface hinged to the trailing edge of a fixed primary flight surface. Left and right
rudder pedals control rudder movement. The rudder’s action is much like that of the elevator,
FLIGHT CONTROLS 2-5

except the motion is side to side instead of up and down. When the rudder is deflected to one
side, it protrudes into the airflow, causing a horizontal force to be exerted in the opposite
direction. For example, pressing on the left rudder causes rudder deflection into the airflow on
the left side of the vertical stabilizer, causing a horizontal force to be exerted on the tail to the
right. Consequently, the tail of the aircraft moves right and the nose moves to the left.
Figure 2-8 Rudder Components
When using the rudder pedals, pressure should be applied smoothly and evenly just like using the
brakes of an automobile. When pressure is applied to one pedal, pressure on the other must be
relaxed proportionally. For positioning, comfortably rest the balls of your feet against the lower
portion of the rudder pedals while supporting the weight of your feet on the cockpit deck. The
pedals should be adjusted so that full throw is available and still you have a slight flex in the
knee (Figure 2-9).
Figure 2-9 Rudder Adjustment
Cables, pulleys, and bellcranks provide the connection between the rudder pedals and the rudder
control surface. The front and rear rudder pedals are interconnected with tie rods. Centering
springs are installed to provide a tendency for the rudder to return to the neutral position and to
enhance control feedback. The rudder pedals can be adjusted with the hand crank located on the
2-6 FLIGHT CONTROLS

lower portion of the center console. There is a total of seven inches from full forward to full aft
position of pedal adjustment. On the ground, the T-6A rudder pedals control the nose wheel
steering (if engaged); which is used to directionally control the aircraft while taxiing.
Figure 2-10 Rudder Pedals
Like the ailerons and elevator, the rudder is mass balanced (Figure 2-11). Rudder balancing is
achieved with a weight located in the rudder horn, just forward of the hinge line. Total rudder
travel is limited to 24° left and right.
Figure 2-11 Rudder Horn
FLIGHT CONTROLS 2-7

202. SECONDARY FLIGHT CONTROLS
The secondary flight control systems of the T-6A are comprised of trim devices designed to
lessen the control forces needed by the pilot to maintain normal flight attitudes. Each of the
primary flight control surfaces has an electromechanical trim system associated with it
(Figure 2-12). A properly trimmed aircraft can greatly reduce the pilot workload and fatigue.
Having the airplane properly trimmed is essential to prevent over controlling.
The elevator and aileron trim actuators are controlled by a combined roll/pitch trim switch
located on top of each control stick. Fore and aft movement of this switch will actuate the
elevator trim while left and right movement controls aileron trim inputs. Control of the rudder
trim is by a rocker switch installed on the front side of the Power Control Lever (PCL) in each
cockpit. The rear cockpit trim switch has priority in the event of conflicting inputs between
cockpits.
Figure 2-12 Trim Tabs
In the event of a trim system malfunction, a trim interrupt button is available for rapid disconnect
of all trim inputs (Figure 2-13). The button is located left of the elevator/aileron trim switch on
top of each control stick. Pressing and holding the button in either cockpit will interrupt all
power to the aileron, elevator, and rudder trim actuators. Additionally, the TRIM OFF
annunciator light will illuminate. When activated, the trim interrupt button also allows the Trim
Aid Device (TAD) to disengage. When the button is released, power is restored to the trim
actuators. However, the TAD will remain disengaged until the aircrew manually resets it.
2-8 FLIGHT CONTROLS

Figure 2-13 Trim Interrupt Button
Activation of the trim system is reflected on the front and rear cockpit trim control panels. These
panels are on the left control consoles, just forward of the PCL (Figure 2-14). On the bottom
right side of the trim control panel is a switch labeled “NORM” and “TRIM DISCONNECT.”
With the switch in “NORM,” the aileron, rudder, and elevator trim systems are available for
actuation. When the switch is in “TRIM DISCONNECT,” the “TRIM OFF” annunciator light
illuminates and the trim systems are not available for actuation. The “TAD OFF” light will also
be illuminated.
Figure 2-14 Trim Indicators
Each of the T-6A’s trim systems are electrically actuated and controlled. Two circuit breakers
associated with the trim system are located on the battery bus circuit breaker panel on the front
cockpit’s port console. The AIL/EL TRIM circuit breaker controls power to the aileron and
elevator systems. The RUD TRIM circuit breaker controls the electrical power to the rudder trim
system.
FLIGHT CONTROLS 2-9

Trim Characteristics and Indicators
Aileron trim inputs are transmitted to an actuator in the center of the wing. This actuator
repositions the aileron center bellcrank to set and hold both ailerons in a deflected position.
Maximum trim displacement of the ailerons is limited to one aileron at 6° trailing edge up, with
the opposite aileron at 6° trailing edge down. The elevator trim system uses an
electromechanical actuator to drive a small tab surface installed on the trailing edge of the
starboard side of the elevator. Elevator trim tab movement is limited to 5.5° up and 22° down
(Figure 2-15). The rudder trim system uses an electromechanical actuator located in the vertical
stabilizer. This actuator drives a small tab surface on the rudder’s trailing edge. With the rudder
at neutral, maximum travel of the trim tab is 9° left and right.
Figure 2-15 Elevator Trim Limits
The trim positions are visually depicted on the aircraft’s trim position indicators. The green band
markings are the takeoff trim setting positions. These indicators are located on the trim control
panels in each cockpit.
Trim Aid Device (TAD)
A rudder Trim Aid Device (TAD) is installed on the T-6A to assist the pilot in maintaining
directional trim, reduce out-of-trim rudder forces, and maintain coordinated flight. The TAD
does this by automatically adjusting rudder trim to compensate for airspeed and power changes.
The TAD computer interfaces with the rudder trim system and controls TAD operation. The
computer calculates inputs to the rudder trim based on pitch rate, altitude, airspeed, and engine
torque. Once the computer determines a setting, it relays a signal to the rudder trim tab actuator
(Figure 2-16). The actuator then deflects the trim tab to match the computed setting.
2-10 FLIGHT CONTROLS

Figure 2-16 TAD Inputs
When turned ON, the TAD inputs a pre-calculated takeoff setting to the rudder trim tab. No
further inputs are made by the TAD until the aircraft reaches 80 KIAS and there is no weight on
the wheels. Once those conditions are met, the TAD provides automatic rudder trim inputs to
compensate for airspeed and power changes. Although the TAD system provides a great deal of
directional stability, pilot trim and rudder inputs are also required to keep the aircraft in balanced
flight and properly trimmed. These inputs are added to the TAD setting.
After a landing or during a touch and go, when the aircraft is on the ground (weight on wheels)
and the airspeed is less than 80 knots, the TAD will set the rudder trim to takeoff position.
Again, no further inputs are made until airspeed increases to greater than 80 knots and no weight
on wheels.
FLIGHT CONTROLS 2-11

Figure 2-17 Trim Positioning
Operation of the TAD system is controlled by an electromagnetically held switch labeled “TRIM
AID” located on the trim control panel in the front cockpit. With Avionics Master Switch ON
and the switch in the “TRIM AID” position, the TAD system is activated. When the system is
turned off, the green “TAD OFF” annunciator light will illuminate. The trim interrupt button on
the control stick, like the TRIM DISCONNECT switch, will interrupt power to the
electromagnet and allow the switch to move to OFF securing the TAD. The TRIM OFF
annunciator light illuminates until the button is released and the trim aid switch moves to the
OFF position causing the TAD OFF annunciator to illuminate. TAD operation is restored simply
by moving the TAD switch to “TRIM AID.”
NOTES
1. During phases of flight involving high rates of power (torque),

airspeed, or pitch changes, the trim aid computer will make
changes to the rudder trim tab that the pilot may notice as rudder
pedal movement.
2. The trim aid system will not completely trim the aircraft in
yaw.

The Gust Lock is located in the front cockpit (Figure 2-18). It is a mechanical device used to
prevent excess wear and damage to the primary flight controls when the aircraft is parked. When
engaged properly, the gust lock holds the aileron and rudder surfaces in a neutral position. The
elevator is also locked, but in a nose down configuration. To engage the gust lock, the occupant
in the front cockpit moves the control column aft, lifts the gust lock yoke from its stowed
position, and then lowers it onto the control column adapter. With the yoke assembly engaged,
the control column is locked in place preventing movement of the elevator and ailerons. The
rudder latch assembly and barrel lock hold the rudder cable and prevent movement of the rudder
control surface. The gust lock is disengaged by lifting the yoke, moving the control stick to the
side and then aft, and lowering the yoke to the stowed position. When disengaging the gust lock,
make sure that you always check for complete disengagement from the control column. Also,
check the wings and control surfaces prior to moving them to ensure that personnel are clear.
Figure 2-18 Gust Lock
FLIGHT CONTROLS 2-13


CHAPTER THREE
THE HYDRAULIC SYSTEM
300. INTRODUCTION
This chapter discusses the purpose, components, and functions of the T-6A primary and
emergency hydraulic systems, as well as the disc brake system. Landing gear
extension/retraction, landing gear controls and indications, and emergency landing gear
extensions are also addressed (Figure 3-1). Generally, aircraft use hydraulics (pressurized fluids)
or pneumatics (compressed gases) to operate various systems like the landing gear and flaps.
The T-6A has a hydraulic system that uses fluid pressurized to 3000 +/- 120 pounds per square
inch (psi).
Figure 3-1 Hydraulic Gear
A basic hydraulic system consists of a few components: A pump produces hydraulic pressure
that is retained within the system until an electrical selector valve is opened, releasing the
pressure necessary to operate an actuator. The actuator then uses mechanical force to move the
desired aircraft component like the flaps or landing gear. Consequently, the hydraulic system
can be referred to as electro-hydromechanical.
301. PRIMARY SYSTEM
The T-6A’s hydraulic system includes a primary hydraulic system and, in the event of a primary
system failure or electrical failure, an emergency system. The primary system operates the
landing gear and main landing gear inboard doors, the flaps, the speed brake, and the nose wheel
steering (Figure 3-2).
THE HYDRAULIC SYSTEM 3-1

CHAPTER THREE SNFO T-6A AIRCRAFT SYSTEMS
Figure 3-2 Hydraulic Layout
Many of the hydraulic system components are located in the hydraulic service bay on the
starboard side of the aircraft aft of the wing. It contains controls and indicators used to service
the hydraulic system on the ground. Part of your preflight will include inspecting this area. This
is where you will visually check the hydraulic system fluid level (Figure 3-3). The hydraulic
reservoir fluid level indicator rod can be seen in the window and it indicates the fluid level in the
reservoir and not in the total system If the rod shows in the green areas labeled FULL (AC)
(Accumulator Charged) or FULL (AD) (Accumulator Discharged), then the system is fully
serviced. If the indicator shows outside of either green marked area, maintenance should be
notified. An indication between FULL (AC) and FULL (AD) may require the system to be
discharged using the manual pressure relief handle located below the indicator.
3-2 THE HYDRAULIC SYSTEM

SNFO T-6A AIRCRAFT SYSTEMS CHAPTER THREE
Figure 3-3 Hydraulic Service Window
To understand how the T-6A primary hydraulic system operates, it is best to begin with the
source for the system’s critical 3000 +/- 120 psi pressure, the engine driven-pump. The engine
driven pump is located in the engine compartment. It is simply a hydraulic pump that is driven
by the engine accessory gearbox. The pump creates and distributes pressure to the reservoir in
the lower package, onward to the individual selector valves in the selector manifold, and to the
emergency system accumulator (Figure 3-4). Once pressure in the system exceeds 1800 psi, the
system can be used to power nose wheel steering, landing gear, main gear inboard doors, flaps,
and speed brake operations.
The hydraulic fluid reservoir is an important part of the power package. It provides pressurized
fluid back to the pump to keep the pump “charged” with fluid. Because the pump produces 3000
+/- 120 pounds of pressure, the fluid pressure flowing back through the pump must be reduced so
the pump itself is not damaged. This problem is solved by using a piston that steps down the
return side of the reservoir to 50 psi. To prevent foaming of the fluid due to low pressure, a
cylinder provides pressure to maintain 50 psi in the reservoir.

Figure 3-4 Hydraulic Flow and Reservoir
Located in the hydraulic service bay, the power package contains a pressure release valve that
operates at 3250 to 3500 psi. Similar to the reservoir piston, this valve helps to avoid any
damage caused by hydraulic overpressure. The power package also has a slide valve assembly
that is spring loaded in the normal operating position. The purpose of the slide valve is to isolate
the hydraulic pressure coming from the engine-driven pump, through the power package, from
the rest of the hydraulic system when the emergency system is activated.
Pulling the landing gear emergency extension handle activates the emergency system and the
slide valve moves to the closed position (Figure 3-5). The main hydraulic system is then isolated
and emergency accumulator pressure is released to extend the landing gear and allow extension
of the flaps. The hydraulic pump pressure is prevented from energizing any hydraulic
components except for the nose wheel steering actuator that is plumbed into the pressure line
from the pump upstream of the power pack. Once accumulator pressure is released, hydraulic
pressure from the pump is not available to recharge the accumulator. The hydraulic system
cannot return to normal mode operation without maintenance resetting the landing gear
emergency extension handle and emergency selector manifold. The selector manifold is located
in the hydraulic service bay and allows the hydraulic system, the cockpit controls, and the
aircraft devices operated by the hydraulic system to work together.

Figure 3-5 Emergency Hydraulic Operation
Specifically, the selector manifold contains an assembly of five electrical selector valves
(Figure 3-6). Each electrical selector valve connects to an actuator that physically moves the
landing gear, main landing gear inboard doors, flaps, or speed brake. Note that the nose wheel
steering is not a part of the manifold.

Figure 3-6 Five Selector Valves
As a device is activated, such as the landing gear, an electrical switch sends a signal to the
selector manifold. The selector manifold opens the appropriate electrical selector valve
associated with the landing gear and main gear inboard doors. Hydraulic pressure produced by
the pump is released through selector valves and moves through the primary hydraulic lines
leading to the respective actuator. The increased hydraulic pressure activates the respective
actuator strut that extends/retracts, forcing the landing gear down/up. A separate strut also
extends and retracts the main gear inboard doors.
The Engine/Systems instrument display provides information about the condition of the
hydraulic pressure in the primary hydraulic system in both Analog Scale and Digital Counter
(Figure 3-7). The display is placarded HYDR PRESS and it has a scale with three colors. Green
is within normal operating limits, ranging from 2880 to 3120 psi, in increments of 10. The
digital counter will be white. The white is an extended scale, within safe operating limits. The

digital counter remains white. Amber indicates that pressure is at a cautionary level and deserves
special attention. The digital counter displays black characters on an amber background.
Figure 3-7 Color Scale of Displays
If the hydraulic fluid level in the reservoir drops below one quart, the annunciator panel will
display an amber HYDR FL LO light. When the HYDR FL LO light illuminates on the
annunciator panel, the amber MASTER CAUT switch light on the master caution/warning panel
in each cockpit will flash, and you will hear an audible warning tone. These indications will also
alert you to the possibility that the emergency system, rather than the primary hydraulic system,
may need to be used to operate the landing gear and the main inboard doors, and the flaps.
302. EMERGENCY HYDRAULIC SYSTEM
The emergency hydraulic system is independent from the primary system. It is pressurized at the
time of engine start-up and will be used for emergency extension of the landing gear and flaps
(Figure 3-8). Failure of the primary hydraulic system, engine failure, or a battery bus failure are
situations that would require the use of the emergency hydraulic system. The emergency system
provides sufficient pressure for a one-time lowering of the landing gear, the inboard gear doors,
and the flaps. Once lowered by emergency system, neither can be retracted in flight.

Figure 3-8 Emergency Gear and Flaps
The major components of the emergency system are also called the emergency package. The
emergency system does not have a pump like the primary system (Figure 3-9). The emergency
system gets its pressure to move the actuators from a major system component called the
accumulator. The accumulator is pressurized on engine start-up. Specifically, pressure from the
primary system presses a metal bellows that in turn compresses helium gas stored inside the
emergency accumulator. After engine start, the primary system will continuously keep the
emergency system pressurized through a one-way check valve. The compressed helium provides
the emergency pressure needed to move the stored hydraulic fluid through the actuators without
relying on pump power.

Figure 3-9 Emergency Selectors
The emergency system has other components, including its own set of two selector valves. One
valve activates the landing gear and landing gear doors, and the other activates the flaps.” The
emergency system has separate and independent hydraulic lines that ensure gear and flap
operation if there is no pressure available in the primary system’s hydraulic lines. The pressure
release handle is located in the hydraulic service bay, and allows for the manual reduction of
hydraulic pressure in the emergency accumulator by maintenance personnel. The pressure
release valve is located in the emergency package. It operates automatically to release excessive
pressure if it reaches 3500 psi.

Figure 3-10 Hydraulic System Chart
When the emergency system is activated, the emergency extension selector valve in the
emergency selector manifold opens, releasing stored pressure from the emergency accumulator.
This pressure moves fluid through the independent emergency hydraulic lines to the specified
actuator, which then activates the device. A check valve in the emergency manifold prevents
back flow from the emergency system to the primary system, allowing the landing gear and flaps
to be lowered using the emergency system (Figure 3-11). If there is a leak within the emergency
system, and the leak rate exceeds 0.25 gallons per minute, a hydraulic fuse located between the
primary hydraulic system and the emergency selector manifold allows a maximum volume of
20-30 cubic inches (about 1 pint) to pass and then shuts off any further flow to the emergency
system. This prevents the loss of all hydraulic fluid from the main system to the emergency
system.

Figure 3-11 Emergency Check Valve
If the pressure in the emergency accumulator drops below 2400 +/- 150 psi, the amber EHYD
PX LO light illuminates on the annunciator panel. The MASTER CAUT switchlight will flash
and you will hear an audible tone, until you reset the MASTER CAUT switch.
303. LANDING GEAR
The T-6A has fully retractable, tricycle style landing gear and requires power from the hydraulic
system. The extension and retraction system is hydraulically actuated, electrically sequenced,
and mechanically operated. Electrical power for the landing gear controls is provided through
the circuit breaker placarded LDG GR CONT, located on the battery bus circuit breaker panel in
the front cockpit. The landing gear system not only raises and lowers the wheels, but also
operates the landing gear doors; however, four of the doors are mechanically operated, while the
two main landing gear inboard doors are hydraulically raised and lowered (Figure 3-12). Each
gear leg is an oleo-pneumatic shock absorber, with a folding strut that has one end connected to
the gear and the other end attached to a main spar on the aircraft.

Figure 3-12 Landing Gear and Doors
The inboard gear doors operate differently than the outboard doors. The hydraulically operated
main gear inboard doors share a single actuator that turns a torque tube and bellcrank. The
mechanically operated main gear outboard doors are connected directly to the strut. These doors
are simply pulled along as the strut is lowered and raised by their individual actuators that
convert hydraulic pressure to mechanical force.
The nose gear has two doors that are hinged at the fuselage and are held in place by the nose gear
when retracted. Just like the main gear outboard doors, the nose wheel doors are simply pulled
along with the nose strut as it lowers and raises. The major components for the nose gear include
the spring strut, the nose leg actuator, and the nose gear door (Figure 3-13). Unlike the main
gear, the nose gear retracts rearward pulling its doors along with the nose strut.
Figure 3-13 Nose Gear Components
When retracted, the main wheels retract into the wings and the nose wheel rearward into the
nose. Once retracted, the main gear are covered by the main gear doors, but the nose wheel does
not completely retract into the wheel well and is not completely covered by the nose gear doors.
Once lowered, the main inboard gear doors close and must reopen before the gear can be raised.
A normal gear extension/retraction sequence takes approximately six seconds.

During a main gear retraction, an actuator opens the inboard door and then the main gear
actuator activates the strut to pull in the landing gear. The main gear up-lock engages when the
main doors are closing and disengages when they are opening. Internal locks in the main gear
actuators engage to lock the main gear in the down position.
When the nose gear is raised, the actuator retracts and the doors are pulled with the strut. The
doors are locked into position by the actuator. The tire is exposed to the outside of the aircraft
skin. As the actuator extends the strut to extend the nose gear, the doors open and remain open
while the gear is extended. The spring-strut locks the strut in the down position.
Besides the various cockpit indicators used to monitor the hydraulic system, several controls and
indications aid in the operation of the landing gear. In each cockpit, there is a landing gear
control handle for raising and lowering the gear, a gear position indicator, and an unsafe gear
aural warning tone (Figure 3-15). The position indicator depicts three types of information about
the landing gear: when the extension or retraction of the landing gear and doors is complete, the
main inboard gear doors are not closed, and if the landing gear and/or doors are in transit
(Figure 3-14).
Figure 3-14 Landing Gear Controls
To prevent inadvertent movement of the landing gear control handle, you must move it over a
detent as it is raised. The gear handle will illuminate red to indicate one of the following
conditions: the main gear inboard doors are not closed or the PCL is approaching IDLE with the
gear handle up. Each gear has its own position indicator light. A red light is illuminated
whenever the nose gear is in transit, the main gear inboard doors are not closed or the PCL is
approaching IDLE and the gear handle is UP (regardless of airspeed). A green light is displayed
only when the gear is down and locked. When the gear doors are fully retracted and the PCL is
not at IDLE, there will be no lights illuminated.

Figure 3-15 Gear Position Indicators
To operate the landing gear, simply move the landing gear control handle to the desired position.
Make sure that your airspeed is below 150 KIAS anytime the gear is not up and locked.
The aural warning system is for a landing gear position warning. This aural tone safeguards
against a gear-up landing and is heard directly through the headset if any of the following
conditions exists:
1. Gear handle is not DOWN (regardless of gear indications), PCL below a mid-range
position (approximately 87% N1), airspeed is below 120 KIAS, and flaps in UP or TAKEOFF
position.
2. All gear not indicating down and locked with flaps in LDG (regardless of gear door
position, power setting, or airspeed).
3. There is weight on the wheels with the gear handle not DOWN.
When the aural warning is activated, it may be silenced by the WARNING SILENCE button on
the landing gear control panel (Figure 3-16). It cannot be silenced if the gear is UP and the flaps
are in LDG position or if the gear handle is UP with the aircraft on the ground.

Figure 3-16 Aural Warning Silence Button
If LDG flaps are not selected, pressing the WARNING SILENCE button will prevent the
warning horn from activating when pressed above 120 knots, PCL below mid-range position
(approximately 87% N1), and subsequently the aircraft is slowed below 120 knots. The aural
warning will reset only if the PCL is moved above 87% N1, then retarded below 87% N1. An
airspeed sensor prevents warnings above 120 KIAS, gear and flaps UP, regardless of PCL
position.
NOTE
Gear warning tone will automatically silence when the gear handle
is lowered with flaps up or takeoff, regardless of gear position.
Checking actual gear down indication is essential to confirming
proper safe gear configuration.
When the Weight-On-Wheels (WOW) switch senses the aircraft on the ground, the downlock
solenoid prevents movement of the landing gear select handle.

Figure 3-17 Downlock Override Button
When the aircraft is airborne and the use of the downlock override button is necessary
(emergency), the landing gear selector handle can be raised and the landing gear will retract
(Figure 3-17).
Emergency Extension
The purpose of the emergency package is to allow a one-time lowering of the landing gear if
there is a failure of the primary hydraulic system or a battery bus failure. The manual emergency
landing gear extension handle, placarded EMER LDG GR (Figure 3-18), activates the
emergency system, extending the landing gear. This handle is located on the lower left side of
the front cockpit instrument panel.
Figure 3-18 Emergency Landing Gear Handle

Pulling this handle will extend the landing gear regardless of the position of the landing gear
selector handle. However, for emergency operations you should first set the landing gear
selector handle to DOWN. This is an important part of the procedure since there is some chance
that the primary hydraulic system may work and you will not need to activate the emergency
system. Once you extend the landing gear and flaps, using the emergency system, they cannot
be retracted until serviced on the ground.
Figure 3-19 Landing Gear Indicator and Handle
When the emergency system is activated, the landing gear emergency extension selector valve is
mechanically activated. The selector valve opens, releasing pressure from the emergency
accumulator. Pressure moving through the emergency lines activates four landing gear actuators.
These are the main gear inboard doors, the left main gear, the right main gear, and the nose gear.
The flaps will also be able to be lowered, if the Hot Battery Bus is powered and the flap switch is
moved to TO or LDG. You should be aware that the extension time using the emergency system
will take longer than the usual 5-6 seconds. When you use the emergency system, the main
inboard gear doors will extend and remain extended. The lights for the doors and the light in the
handle will remain illuminated.

Figure 3-20 Hydraulic Flow Chart
304. FLAPS
The T-6A flap system allows you to control the flap settings to achieve various approaches and
landings. The T-6A uses a split flap concept with an inboard and outboard panel on each wing
(Figure 3-21). Flaps are used to produce an increase or decrease in the aerodynamic forces
called lift and drag. Very simply, lift works against the weight of the aircraft to lift it up, and
drag works against thrust to slow the motion of the aircraft. Given the three possible flap
settings, the takeoff setting will produce the greatest amount of lift with the least drag to shorten
the takeoff ground run. Using flaps for landing allows you to maintain the approach glidepath
while reducing your approach airspeed. As a result of reduced approach airspeeds and
touchdown airspeeds, landing ground roll distance is decreased by using flaps.

Figure 3-21 T-6A Flaps
The flaps are electrically controlled and hydraulically operated. Electrical power for the flap
system is provided through a circuit breaker placarded FLAP CONT on the battery bus circuit
breaker panel in the front cockpit. The flaps are operated by the primary hydraulic system and
the emergency hyrdraulic system. Besides the flap indicators and the flap selectors in each
cockpit, the flap system includes two selector valves, an emergency extension selector solenoid,
a flap actuator, a flap torque tube, and associated microswitches (Figure 3-22).
Figure 3-22 Flaps Hydraulic Supply

Flap position is controlled by a three-position flap selector located on the left console in each
cockpit (Figure 3-23). To operate the flaps, simply move the flap selector on the PCL quadrant
to one of the three positions. The flap selectors are interconnected so the movement of one will
be duplicated by the other. The switch can be set to UP, TO (Takeoff), or LDG (Landing). You
can monitor the position of the flaps using the flap indicator in each cockpit.
Figure 3-23 Flap Selector
When a flap position is selected on the PCL quadrant, the electrical system sends a signal to the
electrical selector valve in the manifold to open or close (Figure 3-24). Pressure released by the
selector valve moves through the hydraulic line to the flap actuator. The flap actuator drives the
flap actuator strut which rotates the torque tube and the flaps to the selected setting. As the
torque tube rotates, a cam on the torque tube activates position sensing microswitches to drive
the flap indicator in each cockpit. Ensure that your speed is below 150 KIAS before you operate
the flaps.
Figure 3-24 Flap Sequence

Should the primary hydraulic system fail, the emergency hydraulic system operates the flaps for
a one-time only extension. Emergency flap extension is activated by a soleniod powered by the
HOT BATTERY bus and located in the power system emergency package. Once extended, the
flaps cannot be retracted. However, emergency flap extension can only be operated after the
emergency landing gear extension handle has been activated. When the handle is pulled, stored
pressure from the emergency accumulator is released allowing the flaps to be lowered.
Normal flap operation and position indications are unavailable when the battery bus has failed.
Neither normal nor emergency flap operation and position indication is available when the
auxillary battery is the only source of electrical power. Should the flap position indicator fail,
you cannot visually confirm the position of the flaps from inside of the cockpit (Figure 3-25). If
the hydraulic system is operating properly, as you extend the flaps, you will detect a slight
tendency for the nose of the aircraft to pitch up.
Figure 3-25 Flap Visual
305. SPEED BRAKE
The speed brake is a device used on many high performance aircraft. Its purpose is to allow you
to selectively increase drag (Figure 3-26). By increasing drag, you can decelerate more rapidly
and increase the descent rate without increasing airspeed or further decreasing power. The speed
brake operates using both the electrical and the hydraulic systems.

Figure 3-26 Speed Brake
The speed brake system receives electrical power through a circuit breaker placarded SPEED
BRAKE on the generator bus circuit breaker panel. It is electrically controlled by the speed
brake switch, located on the PCL in each cockpit. An indicator illuminates when the speed brake
is extended (Figure 3-27). The speed brake switch is a three position, momentary switch.
Moving the speed brake switch to the aft position lowers the speed brake. Moving the switch
forward retracts the speed brake. Each time the switch is moved, it will return to its spring
loaded center position when released.
Figure 3-27 Speed Brake Switch and Indicator
As the speed brake switch is moved, the selector manifold operates a selector valve that controls
hydraulic pressure to the actuator. The selector valve then opens or closes. The actuator uses the
pressure from the primary hydraulic system to create a mechanical force that will be used to
extend or retract the speed brake. The actuator has an internal hydraulic uplock to keep the
speed brake retracted when the engine is off. The actuator strut works to extend or retract the
speed brake.

There are some operating constraints for the speed brake. The speed brake will not extend if the
flaps are already extended. Once extended, the speed brake remains extended until one of the
following actions occur:
1. A speed brake switch is moved forward
2. The flaps are extended to the TO (Takeoff) or LDG (Landing) position
3. The PCL is moved to MAX
The speed brake is NOT operated by the emergency hydraulic system. Should the primary
hydraulic system fail, you will not be able to use the speed brake. Because there is a speed brake
switch in both cockpits, it is important to note that the speed brake will respond to whoever
makes the last input.
When the speed brake is extended, it will cause the nose of the aircraft to pitch up slightly. This
becomes more pronounced as airspeed increases. The opposite is true when it is retracted. To
help counteract this pitch change, the speed brake is interconnected to the elevator trim tab
actuator through a flexible cable system designed to automatically input pitch trim changes when
the speed brake is operated. These inputs will counteract some, but not all of the pitch change
tendencies. Therefore, when operating the speed brake, you may still need to anticipate these
pitch changes and adjust the elevator trim as required.
306. NOSE WHEEL STEERING
There are three methods of steering the aircraft when on the ground: through the operation of the
Nose Wheel Steering (NWS), through the application of differential braking, and/or through use
of the rudder (with sufficient airflow). The NWS system operates using electrical, mechanical,
and hydraulic power. It receives its electrical power through the NWS circuit breaker on the
generator bus circuit breaker panel in the front cockpit. The NWS is activated/deactivated with a
push button on the bottom front of the control stick grip. A green indicator illuminates on the
left side of the instrument panel when NWS is activated. NWS is mechanically operated by a
flexible push/pull cable connected to the rudder pedals (Figure 3-28). After activating the NWS,
you steer the aircraft by simply pushing the left or right rudder pedal to turn the nose wheel in
the desired direction.

Figure 3-28 Nose Wheel Steering Controls
The nose wheel is free castoring and can turn on its own up to 80° in either direction when the
NWS is off and the rudder or differential braking is used. When selecting the NWS, you control
the amount of movement of the nose wheel up to 12° in either direction (Figure 3-29). Although
you have a greater turn radius than using the brakes, NWS is more sensitive and you must take
care not to over control the aircraft on the ground.
Figure 3-29 Nose Wheel Castor
The primary hydraulic system supplies the necessary pressure to steer the nose wheel. Most of
the NWS components are located in the actuator assembly at the top of the nose wheel strut. The
rotary actuator is the device that mechanically turns the nose wheel strut. The NWS selector
control valve is located in the actuator assembly (Figure 3-30). An electrical solenoid controlled

from the cockpit opens the valve that provides hydraulic pressure to the actuator. The servo
valve has a small lever that is connected to the rudder pedals by a push-pull cable. When you
push on a pedal, the lever moves back and forth, rerouting hydraulic pressure to turn the rotary
actuator. Finally, internally within the actuator, there is a centering valve. It returns the wheel to
a centered position when the aircraft is airborne and the nose gear is not up and locked.
Figure 3-30 NWS Actuator
The NWS system is not serviced by the emergency system and is not part of the selector
manifold. This means that you should expect to use rudder and/or differential braking to control
the aircraft if the primary hydraulic system fails. The NWS is to be used at ramp speeds only.
307. WHEEL BRAKES
The wheel brakes allow you to control the aircraft in two ways. The primary purpose of the
wheel brakes is to slow and/or stop the aircraft on the ground. The other function is to turn the
aircraft on the ground in case a tight turning radius is required. It is important to note that the T-
6A wheel brake system is a non-boosted, mechanically actuated system that operates using an
independent hydraulic system and is not part of the aircraft’s primary hydraulic system. The
brake system is not affected by primary hydraulic system failure.
You will use the toe brakes by applying pressure to the top of each rudder pedal. You can use
the same or different amounts of pressure on each toe brake to stop and/or turn the aircraft
respectively. Master cylinders located on a bulkhead frame forward of the aft instrument panel
are interconnected to both forward and rear cockpit rudder pedals (Figure 3-31). Toe activated
pedals mounted to the rudder pedals in each cockpit operate the corresponding master cylinder
and apply pressure to the disk brake unit on the desired main wheel. The master cylinders
receive their hydraulic fluid from a reservoir that contains the fluid.

Figure 3-31 Toe Brakes
Each brake unit is a disc brake assembly with six pistons and two discs. There is a brake unit for
the left and right main gear only. Pressure moving through the hydraulic line from the master
cylinder activates the respective disc brake unit. Since the front and rear cockpit brake pedals
are interconnected, by sharing a master cylinder for the left and right rudder pedals, the
individual applying the most force on the pedal(s) will determine the amount of braking that will
occur.
Parking Brake
The parking brake is used once the aircraft is stopped. It is activated by simply applying the toe
brakes while simultaneously pulling and rotating the parking brake handle 90° clockwise. The
parking brake handle is located on the right side of the lower instrument panel in the front
cockpit only (Figure 3-32). To release the parking brake you need to turn the handle 90°
counterclockwise. Take care to not let the handle slam back into the console as you turn and
release it to help avoid any damage.
Figure 3-32 Parking Brake Handle

The parking brake system is quite simple. When you push on the toe pedals while pulling and
turning the handle, an attached cable closes a brake check valve that prevents fluid/pressure
return. The brake discs are then locked in place by trapped pressurized hydraulic fluid from the
brake system and the wheels cannot rotate.
WARNING
Do not touch the parking brake handle shaft when actuating or

releasing the parking brake. Injury may result from the sharp edges
along the handle shaft.


CHAPTER FOUR
FLIGHT INSTRUMENTS
400. INTRODUCTION
Before beginning the discussion on the flight instruments, you need to have a basic knowledge of
some of the navigation systems associated with the flight instruments in the T-6A. These
navigation systems will be discussed in-depth in a later lesson.
The T-6A has the capability to navigate via VOR and RNAV and to fly VOR, RNAV, and ILS
approaches. A remotely mounted navigation receiver in the starboard avionics bay processes
signals provided by antennas located on the vertical stabilizer and on the bottom of the fuselage.
Control and display of these systems is available in both front and back cockpits.
VOR stations transmit beams, called radials, in every direction. The VOR receiver in the T-6A
is used to detect these signals and display the radial on which the aircraft is located on the
Electronic Horizontal Situation Indicator (EHSI). The EHSI will be discussed later in this
lesson. Some VOR stations add Distance Measuring Equipment (DME) information and are
indicated in flight publications as VOR/DME.
VORTAC facilities are co-located VOR and TACAN stations that provide VHF azimuth (VOR),
UHF azimuth (TACAN), and UHF distance (DME). As mentioned earlier, a VOR station
broadcasts its signal in every direction, as does the TACAN. These broadcasts are accurate to a
tolerance of one full degree, so 360 radials are available. The 360° radial of each station is
oriented to magnetic north, so each radial represents a magnetic course away from the station.
The ILS system is composed of three distinct signals, which guide the aircraft to the runway.
The localizer signal provides course guidance to the runway centerline, the glideslope signal
provides vertical guidance to help maintain the proper approach angle, and the marker beacons
provide indications of progress along the approach path (Figure 4-1).
Figure 4-1 ILS Signal
FLIGHT INSTRUMENTS 4-1

CHAPTER FOUR SNFO T-6A AIRCRAFT SYSTEMS
Distance Measuring Equipment (DME) in the T-6A sends paired signal pulses on UHF
frequencies. These pulses are received by a ground station and then retransmitted to the aircraft.
The DME system measures the time required for this round trip and calculates a slant range
distance in nautical miles from the aircraft to the ground station. Remember that DME range is
NOT actual horizontal (ground) distance.
That is the basics of the navigation systems associated with the T-6A. The following is an
overview of flight instruments. They consist of three systems: The Electronic Flight Instrument
System (EFIS), the Air Data System (ADS), and the Standby Instruments.
401. ELECTRONIC FLIGHT INSTRUMENT SYSTEM
The EFIS consists of a control panel and two five-inch LCDs in each cockpit (Figure 4-2). The
top display is configured as the Electronic Attitude Director Indicator (EADI), and the bottom is
configured as the Electronic Horizontal Situation Indicator (EHSI). In the composite mode, both
attitude and heading information can be displayed on either the EADI or EHSI. This will be
discussed later in the EFIS topic.
Figure 4-2 EFIS
Both the EADI and EHSI receive their information from the Attitude Heading and Reference
System (AHRS). The AHRS is an all attitude inertial sensor system that provides aircraft
attitude, heading, and flight dynamics information to the aircraft systems and displays. Although
the AHRS is fully automatic and the pilot does not normally need to interact with the system, the
system does have a control panel (Figure 4-3). This panel is located on the lower right-hand side
of the front cockpit instrument panel and allows the pilot to control the heading information
displayed on the EHSI.
The primary switch on the AHRS control panel is the mode control switch. This lever-locked
switch should be left in the SLVD (slaved) position for the AHRS to provide the most accurate
4-2 FLIGHT INSTRUMENTS

SNFO T-6A AIRCRAFT SYSTEMS CHAPTER FOUR
heading information to the EHSI. The meter provides slave error indications when the AHRS is
operating in the DG (Directional Gyro) mode. When there is no slave error, the meter line will
be in the horizontal position as shown in this display. With a slave error, the meter line will be at
an angle.
Figure 4-3 AHRS Control Panel
When the mode control switch is moved to the DG position, the EHSI basically becomes a
compass card with inaccurate heading information. This position could be used in an emergency
where basic heading information is required. The spring-loaded slew control switch only works
when the mode control switch is in the DG position. Moving the slew control switch to the CW
(clockwise) or CCW (counterclockwise) position allows the EHSI compass card to be rotated in
either direction to a desired heading.
Primary air data information is provided by the ADS (Air Data System) consisting of three
Electronic Instrument Displays (EIDs) in each cockpit. These are configured as an Airspeed
Indicator (ASI) to the left of the EADI, an altimeter to the right, and a Vertical Speed Indicator
(VSI) to the right of the EHSI below the altimeter. Each EID receives sensor data from the Air
Data Computer (ADC) and extracts, decodes, and filters the data for its respective display
function. The ADC sends data to the instruments over multiple data buses using ADC channels
A and B.
402. STANDBY FLIGHT INSTRUMENTS
In the lower center of the instrument panel in each cockpit are the mechanical standby airspeed,
attitude, altitude, and turn and bank indicators. A magnetic compass is provided on the upper
right side of each glare shield (Figure 4-4). These provide backup indications if either the
electronic flight instruments or the aircraft electrical system should fail.

Figure 4-4 Standby Instruments
Two independent pitot static systems provide airspeed/Mach, altitude, and vertical speed data to
both the electronic and standby instrument systems. The pitot probes are protected from icing by
electrical heating elements; power for these elements is provided through a circuit breaker
labeled PITOT HT located on the generator bus circuit breaker panel in the front cockpit and
controlled by the PROBES ANTI-ICE switch in the front cockpit.
The primary pitot probe under the starboard wingtip and primary static ports on the sides of the
aft fuselage provide necessary pressures to the ADC (Figure 4-5). The ADC uses this data and
develops airspeed, altitude, and climb rate information for use by the primary flight instruments.
However, be aware that the ADC does not provide information corrected for temperature,
position, or instrument error.

Figure 4-5 Primary and Secondary Pitot Systems

The standby instruments receive pitot and static pressure from the secondary pitot probe under
the port wingtip and static pressure ports on both sides of the aft fuselage.
Power for the EHSI and EIDs is supplied through the generator bus, and controlled by the
generator bus circuit breaker panel in each cockpit. Power for the ADC is controlled by the
generator bus circuit breaker panel in the front cockpit. Power for the EADI is supplied through
the battery bus, and controlled by the battery bus circuit breaker panel in each cockpit
(Figure 4-6).
The standby instruments normally receive their power from the battery bus. If the battery bus
should fail, the standby instruments can then be powered by the auxiliary battery, which is
activated with the AUX BAT switch on the starboard forward switch panel in the front cockpit.
Figure 4-6 Standby Instruments Power
403. EFIS
The EFIS indicators are five-inch active matrix liquid crystal displays backlit by fluorescent
lamps. Intensity of the backlighting is controlled by a rocker type switch labeled BRT/DIM on
the upper left corner of each indicator in conjunction with an ambient light sensor on the bezel.
A composite mode switch (CMP) is located on the lower left corner of each instrument to allow
composite display on one instrument if either should fail. A GPS approach mode switch is
located on the lower right corner of each instrument (Figure 4-7).

Figure 4-7 Normal EFIS Displays
Both the EADI and EHSI operate in the enroute mode and the approach mode. Operational
mode is automatic based on the active navigation source selected. In the enroute mode, the
EADI displays a roll scale and sky pointer that indicates left or right banks in degrees and a
moving pitch scale referenced to the aircraft symbol. The scale is graduated in 2.5° increments
within 30° of the horizon line, and in 5° increments from 30° to 85° from the horizon line. A
moving white simulated horizon line with blue sky above and black ground below and a fixed
amber aircraft reference symbol (W) with a hollow circle in the center, called a pipper. At the
bottom of the EADI is a rate of turn scale composed of three evenly spaced unfilled white
rectangles, and a rate of turn pointer that is a white filled T. In a standard rate turn, the pointer is
displaced outward to the right or left scale mark.
If in the approach or composite mode, the EFIS is designed to declutter the EADI and EHSI in
unusual aircraft attitudes. The presentation is simplified to provide information regarding the
attitude of the aircraft when the pitch or roll values exceed predefined limits. If the pitch angle
exceeds +30° or -20°, or the roll angle exceeds 65°, only the attitude presentation will remain
and all other information is removed. When the aircraft returns to a pitch orientation of less than
25° up or 15° down, and the bank angle is less than 60°, the normal EADI/EHSI presentation
will reappear.

Figure 4-8 Unusual Attitude Displays
If the pitch values approach their limits, red chevrons are used to indicate the nearest direction
for a level attitude recovery. The chevrons appear in the black ground area when pitch attitude is
between 40° and 90° (nose low), and in the blue sky area when pitch attitude is between 40° and
90° (nose high) (Figure 4-8). If the aircraft continues past the top or bottom limits, the displayed
attitude will roll over to indicate the inverted attitude.
404. EHSI
In either enroute or approach mode, the EHSI has five display formats available: direction gyro
(DG) only, HSI compass rose, HSI map, ARC compass rose, and expanded navigation map. In
DG only, HSI compass rose, or HSI map formats, the EHSI displays a 360° rotating compass
card divided into 5 and 10-degree increments and referenced to a white triangular heading index
lubber line (Figure 4-9).

Figure 4-9 EHSI Display
In the enroute mode (with GS and TTG selected), the upper left corner of the EHSI shows
distance to the next selected point, aircraft Groundspeed (GS), and Time-To-Go (TTG) to the
next point. The upper right corner displays, in digital degrees, the selected navigation course
(CRS) for VOR/LOC/GPS or desired track (DTK) for GPS, and the aircraft heading (HDG)
dialed in under the heading bug. On the left side of the EHSI, a vertical three letter alphanumeric
readout indicates the primary navigation source selected. The bottom corners of the EHSI
display the bearing pointer NAV source and distance for the selected number 1 and number 2
bearing pointers.
A white TO/FROM triangle is displayed in the center of the EHSI. It points toward the head of
the course pointer if the selected navigation course takes you toward the station and toward the
tail if the selected navigation course takes you away from the station. A course deviation scale
provides a reference for the course deviation bar to indicate the centerline of the selected course
relative to the aircraft symbol.
An amber heading bug, manually set by the HDG (heading) knob on the control panel, rotates
with the compass card to display desired heading. Turning the HDG knob rotates the heading
bug and the digital heading value on the EHSI to the desired position. Pulling out on the HDG
knob resets the HDG bug to the present aircraft heading (Figure 4-10).

Figure 4-10 Heading Knob and Indicator
Turning the CRS (course) knob rotates the course pointer and the digital course readout on the
EHSI to the desired course. Pulling out on the CRS knob resets the CRS pointer and the digital
readout on the EHSI to a direct course to the selected NAVAID (VOR) or waypoint (GPS)
(Figure 4-11).
Figure 4-11 Course Knob and Indicator

The Horizontal Situation Indicator (HSI) button on the control panel toggles the EHSI display
between the navigation data page and Directional Gyro (DG) data page. If the EHSI is in the
map mode, pressing the HSI button returns the display to the HSI normal navigation data page
mode.
The NAV source selector (NAV) button is used to select the primary navigation source that is
indicated on the left side of the EHSI. When a primary NAV source is shown, the distance in the
upper left corner, selected course, course pointer, and deviation bar are all referenced to this
source (Figure 4-12). The selections, in order, are as follows: VOR and DME without GS and
TTG; VOR and DME with GS and TTG; GPS and ATD without GS and TTG; and finally GPS
and ATD with GS and TTG.
The bearing pointer select buttons control which navigation source is displayed on the associated
EHSI bearing pointer. You also use these buttons to select “declutter mode” which removes the
associated bearing pointer and navigation source information from the EHSI display. The two
available navigation sources are VOR and GPS. The number 1 and number 2 bearing pointer
buttons function identically. The number 1 pointer is the single line white needle while the
number 2 pointer is the double lined magenta needle. Either needle can display VOR, GPS, or
decluttered. Both needles can display the same information.
Figure 4-12 Bearing Pointers
When the EHSI is in HSI normal mode, pressing the map button (MAP) changes the display to
the navigation map mode. If the primary NAV source is VOR, the active VOR and the selected
course are displayed with the inbound course segment green and the outbound segment white
and course deviation displayed at the bottom between the bearing pointer source indicators.

If the EHSI is displaying a GPS source, the displayed inbound course segment will be blue and
the outbound segment white, pressing the MAP button (Figure 4-13) cycles through the
following display objects:
1. Waypoints
2. Waypoints with ground stations (NAVAIDS)
3. Waypoints with airports
4. Waypoints with ground stations and airports
Pressing the HSI button returns the display to HSI normal mode from map mode.
Figure 4-13 MAP Mode
The increase range (RNG) and decrease range (RNG) buttons select the next higher or lower
range scale to be displayed on the EHSI while in NAV MAP mode. Half-range selections,
shown on the inner circle, are 2.5, 5, 10, 20, 40, 80, 120, 160, and 500 NM scales. Doubling
these scales provides the full depiction ranges of 5, 10, 20, 40, 80, 160, 240, 320, and 1000 NM
on the edge of the compass rose. Pressing the RNG UP button increases the half-range display to
the next higher increment. Pressing the RNG DOWN button decreases the half-range display to
the next lower increment.

Pressing the arc (ARC) button in either 360° HSI mode (DG or normal) will present a large
scale view of that mode showing the top 85° of the compass card (Figure 4-14). If the EHSI is in
NAV MAP mode, pressing the ARC button will present the ARC MAP mode. In this mode, the
MAP button is used to cycle through the same display objects as in the HSI map mode. Pressing
the HSI button returns you to MAP mode and then to normal mode.
Figure 4-14 ARC Map Mode
EFIS composite mode can be displayed on the EADI or EHSI by pressing the composite (CMP)
button in the lower left corner of respective instrument case. If either cockpit selects composite
mode, both cockpits display this format. The composite display uses the standard EADI
presentation as a foundation. It then adds the following elements (Figure 4-15):
1. Course pointer/course deviation bar
2. Selected course (CRS)
3. Selected heading (HDG)
4. TO or FROM information
5. Distance information
6. GS/TTG or DME HOLD annunciation

Figure 4-15 Composite Mode
The EADI and EHSI in approach mode display the same graphics as in enroute mode, plus add
glideslope and localizer displays (Figure 4-16). The EADI also displays a marker beacon
enunciation (when received) which indicates the aircraft’s progress down the final approach
path. A lateral deviation scale is displayed at the bottom of the EADI in white, with four hollow
circles and a center diamond. A course deviation bar represents the relationship of the selected
navigation or localizer course to the symbolic aircraft (diamond).
For ILS glidepath, a stationary vertical scale is displayed on the right side of the instruments with
a green deviation pointer which moves in relation to the scale to indicate glidepath center with
respect to aircraft position (center of the scale). Marker beacon information (when received) is
displayed in a box in the lower right corner of the EADI. The indications are OM (outer marker)
in blue, MM (middle marker) in amber, and IM (inner marker) in white.

Figure 4-16 Approach Mode
Marker beacons have a rated power output of 3 watts or less and an antenna array designed to
produce an elliptical pattern perpendicular to the localizer final approach course (with
dimensions at 1000 feet above the antenna, approximately 2400 feet in width, and 4200 feet in
length). As you pass over the marker beacons, you will hear the following auditory tones:
1. OM - - -
2. MM . - . -
3. IM. . . .
To aid the flight crew in detecting malfunctions, the EFIS system displays red indicators to
advise of loss of signal or failure of equipment. If pitch or roll attitude failure should occur, the
EADI removes the blue-sky field, the horizon line, the sky pointer, and the roll and pitch scales.
The aircraft reference symbol, air data, and navigation related items will remain. Also, the
words ATTITUDE FAIL in red letters enclosed in a red box are displayed at the top center of the
screen (Figure 4-17).

If heading data becomes unavailable or invalid, the EHSI will display the red letters HDG in a
red box at the top of the indicator. In both instruments, red Xs will cover glideslope, localizer
indications, course, and heading data if these sources fail.
Figure 4-17 Faults
405. AIR DATA SYSTEM
The Traffic Advisory/Vertical Speed Indicator (TA/VSI) shows the vertical speed and direction
of the aircraft. In other words, it tells the pilot if the aircraft is climbing or descending, and at
what rate. The VSI receives electronic input from the Air Data Computer (ADC) and shows
climbs or descents in Feet Per Minute (FPM) from 0 to 6000, with 0 FPM (level flight) located
on the left side of the instrument at the “9 o’clock” position (Figure 4-18). Positive indications
(top of the instrument) indicate a climb, while negative indications (bottom of the instrument)
show a descent.

Figure 4-18 TA/VSI Display
The Airspeed Indicator (ASI) displays indicated airspeed, Mach number, and maximum
operating airspeed (VMo) (Figure 4-19). As with TA/VSI, air data information for the ASI is
supplied by the ADC. The ASI displays indicated airspeed in 5-knot increments from 40 to 320
knots, and 10-knot increments from 320 to 400 knots. A window in the center of the ASI
displays Mach number beginning at .40 Mach. The window is blanked below this airspeed. A
striped red and white “barber pole” pointer indicates VMo. As altitude increases, VMo will
decrease, so the pointer will move downward.
Figure 4-19 Airspeed Indicator
The altimeter receives electronic input from the ADC and displays baro-corrected altitude both
with a needle pointer, which indicates hundreds of feet in 20-foot increments, and numerically in
a window using 10,000, 1000, and 100-foot counters (Figure 4-20). The 10,000 feet counter is
covered by a striped flag when the aircraft is below 10,000 feet. The altimeter also displays
baro-set data in two windows below the pointer in both millibars (MB) and inches of mercury
(IN HG). The pilot uses the baro-set correction knob on the lower right corner of the instrument
to set pressure settings in these two windows to provide correct altitude indications. Setting one
automatically sets the other.

Figure 4-20 Altimeter
As covered earlier, the EIDs receive data over multiple channels from the ADC. If an ADC
output is bad or if a channel fails, the affected EID will show ADC A FAIL or ADC B FAIL. If
the ADC fails, the EIDs will display the words ADC FAIL.
Power for the electronic flight instruments is supplied through circuit breakers on the generator
bus circuit breaker panel in each cockpit. The ASI circuit breaker is labeled ASI, the breaker for
the altimeter is labeled ALTM, and the VSI breaker is labeled TA/VSI.
406. STANDBY INSTRUMENTS
The standby flight instruments located in the lower center of the instrument panel in each cockpit
consist of the following: Airspeed indicator, Attitude indicator, Altimeter, and Turn and Bank
indicator. There is also a magnetic compass located on the upper right side of each glare shield
(Figure 4-21).
The standby airspeed indicator displays airspeeds from 60 to 350 knots. Airspeed is shown in
5-knot increments from 60 to 250 knots, and labeled every 20 knots up to 200 knots. From 250
to 350 knots, airspeed is depicted in 10-knot increments labeled every 50 knots. Indicated
Airspeed (IAS) is depicted by a white pointer and Maximum Operating Airspeed (Vmo) by a
striped red and white “barber pole” pointer.
The airspeed indicator is operated by pitot and static pressure from the secondary pitot/static
system. These pressures are not fed to the ADC as with the primary system.
The standby attitude indicator displays pitch and roll information on an attitude barrel in relation
to an adjustable indicating reference plane representing the aircraft. The blue portion of the
barrel represents above the horizon (climb) while the black portion represents below the horizon
(descent). The attitude indicator gyro needs to be caged and locked in a neutral position, prior to
applying or removing power to the instrument. This is done by pulling out the PULL TO CAGE
knob and turning it clockwise. The attitude barrel will move to wings level and 0° pitch and lock
in that position. To unlock and uncage the gyro, pull the knob out and rotate it counterclockwise
then release it.

Figure 4-21 Standby Instruments Location
When the attitude indicator has lost electrical power, a red OFF flag will be visible on the left
side of the indicator (Figure 4-22). When the flag becomes visible after electrical failure, the
indicator will continue to provide pitch and roll indications within 6° for at least nine minutes.
The OFF flag will also be visible when the gyro is caged and locked.
Figure 4-22 Standby Attitude OFF Flag
The standby altimeter displays baro-corrected altitude both on numerical drums (10,000, 1000,
and 100 foot counters) and with a needle pointer which indicates hundreds of feet in 20 foot
increments. To alert the aircrew that altitude is below 10,000 feet, the 10,000-foot counter is
covered by a hatched pattern. Unlike the ASI EID, the standby altimeter is barometrically
adjusted in ‘inches of mercury’ only. The standby altimeter is operated by static pressure from
the secondary pitot/static system.

Figure 4-23 Secondary Pitot System
The turn and bank indicator shows turn rate information using a large white needle at the top of
the instrument. Slip information is indicated by the ball at the bottom. If a red dot is showing in
the upper left corner of the indicator, turn rate information is not available (Figure 4-24). Slip
information is always available since this indicator is mechanical.
Figure 4-24 Standby Turn and Slip Indicator
The conventional magnetic compass is located on the upper right side of the glare shield in each
cockpit. A mechanical instrument, the compass can be used in case of total electrical failure, or
as an instrument crosscheck.
A compass correction card is located on the right canopy rail near each compass. This card
indicates deviations in compass readings with avionics and radios operating. Typically, these
cards are updated and corrected when the aircraft has an inspection. Compass readings should
only be taken during level, unaccelerated flight because errors are caused by turning,
acceleration, or deceleration.

The standby instruments requiring electrical power to operate are normally powered by the
battery bus. If the battery bus fails, the instruments can be powered by the auxiliary battery
using the AUX BATT switch on the right forward switch panel.
Power for the standby instruments is supplied through circuit breakers on the battery bus circuit
breaker panel in each cockpit. The standby attitude indicators receive power through circuit
breakers labeled GYRO. Power for the standby altimeters is provided by the ALTM circuit
breakers, and power for the turn and bank indicator gyro is provided by the TURN RT circuit
breakers. Lights for the standby instruments are powered by a circuit breaker labeled STBY on
the LIGHTS portion of the battery bus circuit breaker panel in the front cockpit. An instrument
panel dimmer switch on the front port console panel in each cockpit controls instrument lighting
level (Figure 4-25).
Figure 4-25 Instrument Lighting Control
System Instrumentation
The heart of the AOA (Angle-of-Attack) system is the AOA computer, located on the avionics
shelf under the front cockpit glare shield. The computer receives inputs from the AOA vane near
the port wing tip, the flap position micro-switch, and the landing gear (when extended)
(Figure 4-26).

Figure 4-26 AOA Components
The computer uses these inputs to generate angle-of-attack information and stall warning at
various flap and landing gear configurations. During all flight conditions, the AOA computer
generates a signal for the AOA gauges and will adjust this signal accordingly based on a discrete
flap position signal. When the landing gear is down, the computer also activates the AOA
indexers. Should the aircraft angle-of-attack approach the angle for stall, the AOA computer
also activates the stick shaker, providing stall warning.
Angle-of-attack can be used to fly the aircraft on optimum airspeed in the landing pattern (green
band on the gauge, amber donut on the indexer), if crosschecked and verified with airspeed. It
can also be used for maximum range (white triangle at 4.9 units on the AOA gauge) and
maximum endurance (white diamond at 8.8 units). The information provided by the system is
valid for all combinations of aircraft weight, configuration, and steady state bank angles.
The wedge-shaped AOA vane is attached to a post on the leading edge of the port wing. The
vane remains aligned with the relative airflow over the wing and through a belt and pulley
system drives a potentiometer, which provides an electronic signal to the AOA computer. The
AOA gauge continuously displays aircraft angle-of-attack, from zero lift through maximum lift,
in a linear scale from 0 to 18 units (Figure 4-27). The higher the number, the greater the
angle-of-attack.

Figure 4-27 AOA Gauge
The fixed marks on the gauge are a white triangle at 4.9 units (indicating max range AOA),
a white diamond at 8.8 units (indicating max endurance AOA), a green arc from 10 to 11 units
(indicating optimum approach speed), and a red radial at 18 units (indicating stall). The
significance of the AOA indications will be discussed in other lessons. The AOA Indexer
provides a heads-up display of angle-of-attack information using three illuminated signals when
the landing gear is down and locked (Figure 4-28). These signals indicate distinct AOA
conditions and represent the difference between indicated angle-of-attack and optimum angle-of-
attack.
The center amber circle, or donut, lights when the aircraft is in the optimum angle-of-attack
range for landing (on-speed). The lower (red) and upper (green) chevrons indicate that the
angle-of-attack is too low (fast approach speed) or too high (slow approach speed) respectively.
These chevrons also indicate, by the direction of the chevron angle, in which direction to change
pitch attitude to achieve the best angle-of-attack for approach.
Figure 4-28 AOA Indexer
For a normal approach, the optimum approach speed (amber donut) is approximately 100 KIAS
at maximum landing weight. This optimum approach airspeed decreases approximately one knot
for every 100 pounds of fuel used.

A stick shaker provides stall warning and is activated by the AOA computer at 5 to 10 knots
above stall speed (15.5 units). The stick shaker consists of a small electric motor, attached to the
control stick interconnect tube just forward of the rear stick, which drives an eccentric weight
that shakes both front and rear control sticks. Be aware that there is NO AUDIBLE STALL
WARNING indication in the T-6A.
The AOA gauge and stick shaker are normally inhibited when the aircraft is on the ground, and
only the red chevron will show on the indexers. An operational test of the system can be
performed using the AOA switch on the system test switch panel in the front cockpit (Figure
4-29). LOW position is tested first, followed by the HIGH position. Then the switch is released.
Figure 4-29 AOA Test
Holding the test switch to the LOW position will: deactivate the red chevron on the indexers,
activate the amber donut, and set the AOA gauges to the 10.5 unit position (plus or minus 0.25
units).
Holding the test switch to the HIGH position will: deactivate the red chevron, activate and
deactivate the amber donut on the indexers, activate the green chevron, set the AOA gauges to
the 18.0 units position (plus or minus 0.25 units), and activate the control stick shaker.
Releasing the test switch will return the system to the normal operating mode, light the red
chevron, and deactivate the green chevron and stick shaker.
AOA system power is provided through a circuit breaker labeled AOA on the front cockpit
battery bus circuit breaker panel. AOA vane anti-ice heat power is provided through a circuit
breaker labeled AOA HT located on the generator bus circuit breaker panel in the front cockpit
and controlled by the PROBES ANTI-ICE switch in the front cockpit.
A recording accelerometer (Figure 4-30) is installed in the left side of the instrument panel in
each cockpit. This instrument displays instantaneous normal acceleration (G load) from -6 to
+10G. Two resettable pointers indicate the maximum deviation above and below +1G

experienced during a flight. The pointers are reset by pushing the PUSH TO SET knob at the
lower left corner of the accelerometer face. The center pointer will move up or down as the
aircraft maneuvers, indicating current G load.
Figure 4-30 Accelerometer
A digital clock is installed on the left side of the instrument panel in each cockpit (Figure 4-31).
The clock provides aircrew selectable displays of Greenwich Mean Time (GMT) in 24-hour
format, Local Time (LT) in 24-hour format, a resettable Elapsed Time (ET) counter, operating
from 1 second to 99 hours and 59 minutes, and a count-down timer, operating from 1 second to
1 hour with a flashing display alarm.
NOTE:
The Flight Time (FT) display does not function in this clock
installation.
On the clock face below the numeric display is a SELECT (SEL) button, and a CONTROL
(CTL) button. Each press of the SEL button steps through the available clock functions. The
CTL button is pressed to set time for GMT, LT, and ET count down, and to start and reset
Elapsed Time (ET).
Figure 4-31 Clock

For example, to set GMT, press the SEL button until the function indicator is over the GMT
label.
Pressing both the SEL and CTL buttons simultaneously (first press and hold SEL, then press
CTL) will enter the set mode and the tens of hours digit will flash. Press CTL until the proper
tens hour digit is indicated. Now, pressing the SEL button will stop the tens hour from flashing
and the ones hour digit will flash. Press CTL until the proper ones hour is indicated. Press SEL
to move the flashing to the tens minute digit. Press CTL until the proper tens minute is
indicated. Press SEL to move the flashing to the ones minute digit. Press CTL until the proper
ones minute is indicated. Now press SEL to exit the set mode.
Local time (LT) hours are set using the same procedures with LT selected when SEL and CTL
are pressed simultaneously.
NOTE
In local time, minutes are synchronized to the GMT clock, and

cannot be set.
To initiate an elapsed time (ET) count up, press the SEL button until the function indicator is
over the ET label.
Press the CTL button to start the count up. The counter will count up from 0000 to 59 minutes,
59 seconds, then display hours and minutes to a limit of 99 hours 59 minutes. Pressing the CTL
button will reset the ET counter to zero.
To initiate a countdown in elapsed time (ET) mode, press the SEL button until the function
indicator is over the ET label. Press the SEL and CTL buttons simultaneously to enter set mode,
then set the desired count down time the same as you would if setting GMT. Countdown can be
set for up to 59 minutes, 59 seconds. Press the SEL button to exit set mode. Press the CTL
button to start (or halt) the countdown. The counter will count down to 0000, then the display
will begin flashing and the counter will count up.
The digital clock is electrically hardwired to the hot battery bus. There is no circuit breaker
provided in the cockpit for the clock. You will learn information on the hot battery bus later in
the electrical lesson.
407. CENTRAL WARNING SYSTEM
The Central Warning/Caution/Advisory and Annunciator System (CWS) includes annunciators

and switchlights located on the instrument panels and glare shields in both cockpits (Figure 4-
32), as well as an aural tone generator to quickly identify malfunctions and/or status of major
aircraft systems. The main annunciator panel, located on the lower right side of the instrument
panel in both cockpits, displays red warning legends, amber caution legends, and green systems
status legends. Individual annunciator displays and their meanings are covered in detail in the
relevant systems lessons.

Figure 4-32 Central Warning System
The main annunciator panel interconnects with the resettable master warning and master caution
switchlights. These switchlights, along with the fire warning annunciator, are located under the
lip of the glare shield in both cockpits. They illuminate:
1. MASTER WARN in red
2. MASTER CAUTION in amber
3. FIRE in red
Anytime a warning or caution annunciator on the main annunciator panel in either cockpit
illuminates, the respective MASTER WARN or MASTER CAUTION switchlights will flash in
each cockpit and a decaying tone will be heard on the Intercommunications System (ICS).
Pressing the flashing master warning or caution switchlight in either cockpit will extinguish the
lamp, silence the tone, and rearm the switchlight. After the master switchlight has been reset, the
specific annunciator on the main annunciator panel will remain illuminated until the malfunction
or failure has been corrected.
NOTE
The FUEL BAL annunciator remains illuminated. You will learn

how to correct this condition in the Fuel System lesson.
Any time the red FIRE annunciator illuminates, the MASTER WARN switchlight will flash, and
the master warning tone is triggered. Various aircrew warning tones are output by an electronic
tone generator located in the AOA computer under the front cockpit glare shield (Figure 4-33).
These tones are routed through audio amplifiers and then to the aircrew’s helmet audio
connections. The table provides tone descriptions and the purpose of each tone.

Figure 4-33 Aural Tones
Power for the main annunciator panel, master warning and caution switchlights, and the fire
annunciator is controlled by redundant circuit breakers labeled CWS and are located on the
battery and generator bus circuit breaker panels in the front cockpit. Tone generator unit power
is provided by a circuit breaker labeled AURAL WARN on the front cockpit generator bus
circuit breaker panel.
IDARS
The Integrated Data Acquisition Recording System (IDARS) is a multifunction processing

system which includes a crash survivable integrated recorder, a data transfer module, a data
transfer module receptacle, a recorder/maintenance annunciator, and a maintenance connector
(Figure 4-34). All IDARS functions are software controlled.

Figure 4-34 IDARS Components
The Flight Data Recorder (FDR) portion of IDARS is located in the port avionics bay. The
recorder provides monitoring and acquisition of data signals, and stores airframe, engine, and
built-in test (BIT) data to the data transfer module. It also provides various outputs for status and
BIT data. The Data Transfer Module (DTM) is a portable memory cartridge used for digital
information storage, loading, and retrieval. The DTM has the primary purpose of storing IAT,
structures, engine, documentary, and BIT data in non-volatile memory. A data transfer module
receptacle (DTMR) is a permanently mounted receptacle for the DTM and provides the interface
between the DTM and IDARS.
Power for both the DTM and DTMR is provided by the IDARS system. A combined recorder/
maintenance annunciator, placarded FDR, is installed outboard of the anti-G suit connection near
the firewall shutoff handle on the port console of the front cockpit. The green maintenance
annunciator (MAINT) illuminates in the upper half of the annunciator when the IDARS reaches
approximately 80% full. The amber recorder annunciator in the lower half of the annunciator
illuminates as FAIL when the IDARS has failed. Power for IDARS is controlled by a circuit
breaker labeled FDR on the front cockpit battery bus circuit breaker panel.


CHAPTER FIVE
COMMUNICATIONS
500. INTRODUCTION
The T-6A has both UHF and VHF radio systems for voice communication. Each radio provides
air-to-air, ground-to-ground, and air-to-ground communication. Remotely mounted control units
are located in the port and starboard avionics bays aft of the cockpit. Primary control of these
remote units is provided by the instrument panel mounted Radio Management Unit (RMU) in
each cockpit. A UHF backup control unit on the center console of the front cockpit provides
UHF transceiver tuning if the RMU fails or the battery bus is lost (Figure 5-1).
Figure 5-1 Radio Control Components
501. RADIOS
The UHF radio transmits and receives in a frequency range of 225.00 to 399.975 Megahertz
(MHz) in 25 Kilohertz (kHz) increments, providing 7000 available channels. When reading a
frequency, the numbers to the left of the decimal are megahertz, and the numbers to the right of
the decimal are kilohertz. For example if you have a frequency of 399.975 MHz, you have 399
MHz and 975 KHz. The UHF transceiver allows for the simultaneous and continuous
monitoring of both the primary operating frequency and the UHF GUARD frequency (243.00
MHz).
The VHF radio transmits and receives voice communications over a frequency range of 118.00
to 151.95 MHz, in 25 kHz increments, providing 1358 channels. Unlike the UHF radio, the
VHF radio must be tuned to the VHF guard frequency (121.50 MHz) in order to monitor that
frequency. In addition to its voice communications capability, the T-6A also has a VHF
navigation receiver for VOR, localizer, glideslope, and marker beacon signals.
COMMUNICATIONS 5-1
CHAPTER FIVE SNFO T-6A AIRCRAFT SYSTEMS
The UHF/VHF rocker button toggle switch located on the inboard face of either PCL is used to
transmit over the UHF or VHF radios (Figure 5-2). Press the top of the rocker button to transmit
on UHF, and the bottom for VHF. The toggle switch will automatically return to the neutral
position when released.
Figure 5-2 Transmit Switch
A UHF backup control unit is located in the center console of the front cockpit only (Figure 5-3).
The unit provides tuning of the UHF communications transceiver in case of RMU failure or loss
of the battery bus. The UHF backup control unit is activated by rotating the OFF/PUSH TEST
knob clockwise. Pushing this knob will also disable the squelch. Pressing the PUSH TONE
button will key the transmitter and generate a 1 kHz tone on the selected frequency.
Figure 5-3 UHF Backup Control
The channel mode select button, located below the ON/OFF/PUSH TEST knob and labeled
CHAN, selects between preset or manual tuning. In preset mode (Figure 5-4), a channel number
between 1 and 20 (up to 20 preset channels are allowed) will be displayed in the upper left of the
display preceded by the letters CH. Just below the channel indicator the actual frequency is
displayed. Rotating either the inner or outer frequency/channel select knobs will cycle through
preset channels.
5-2 COMMUNICATIONS
SNFO T-6A AIRCRAFT SYSTEMS CHAPTER FIVE
To select manual mode, press the channel mode select button. In manual mode, the preset
channel number is not displayed. Frequency selection is accomplished by rotating the
frequency/channel select knobs. Rotating the outer knob will tune the frequency in 1 MHz
increments. The inner knob will fine-tune the frequency in 25 kHz increments.
Figure 5-4 Preset Mode
Pressing the receive MODE select button, located on the right side, will toggle through the
following available receiver modes:
1. Main (MN)
2. Both (MN & GD)
When in main mode, you will be able to transmit and receive on the displayed frequency. The
letters MN will be displayed in the upper right side of the display (Figure 5-4). With the
transceiver set to Both mode, it will continually scan both main and Guard frequencies and stop
on whichever frequency has an active signal. Transmit capability is provided on the selected
frequency. Both MN and GD will show on the display when in this mode. When you transmit
with the UHF backup control unit, the letters TX will appear in the upper right hand corner of the
display.
There are two UHF antennas (Figure 5-5), an upper UHF antenna mounted on the upper fuselage
aft of the canopy, and a combined VHF/UHF communications antenna located on the lower
fuselage. An antenna selector switch, located in the port avionics bay, provides for automatic
switching between the upper UHF antenna and the lower VHF/UHF communications antenna.
This selector switch provides for optimum UHF transmission and reception. Since the selector
switch is automatic, the aircrew has no capability to manually select an antenna.
COMMUNICATIONS 5-3
Figure 5-5 UHF Antennas
Power for the VHF radio is provided through a circuit breaker labeled VHF COMM, located on
the generator bus circuit breaker panel in the front cockpit only. Power for the UHF is provided
through a circuit breaker labeled UHF COMM, located on the battery bus circuit breaker panel in
the front cockpit only. Additionally, power for the backup UHF control unit for emergency
operation is also available via the auxiliary battery.
502. ICS
The Intercommunications System (ICS) allows communication within the cockpit and with the
ground crew. The interphone control switch, labeled INTPH, is located on the rear cockpit audio
control panel, and controls interphone microphone operation. In HOT mode, both microphones
are active without pressing ICS Keys on either PCL. In COLD mode, pressing one of the ICS
KEY switches on either PCL will activate the respective microphone. The KEY/MUTE switch
on the front of the PCL activates both microphones and mutes any external incoming audio
signals. The ICS KEY switch below the SPEED BRAKE switch and aft of the UHF/VHF
transmit rocker switch will activate the microphone but will still allow for external incoming
audio.
A ground crew headset jack (Figure 5-6) is located on the port side of the fuselage, just below
the avionics bay. This jack allows communication with the ground crew through the interphone
system. Ground crew volume control is controlled via volume knobs on the headset. Power is
supplied to the ground crew interphone when the battery switch in either cockpit is activated.
Figure 5-6 Ground Crew ICS
5-4 COMMUNICATIONS
Power for the intercommunications system is controlled through a circuit breaker labeled
AUDIO located on the battery bus circuit breaker panel in each cockpit.
503. AUDIO CONTROL PANEL
An audio control panel (Figure 5-7) is located in the lower left corner of the instrument panel in
each cockpit. These panels provide aircrew with the capability to select the desired audio
source(s), adjust volume for each system selected, and to select alternate audio in case of
malfunctions.
Figure 5-7 Front Cockpit Audio Panel
The available sources include: UHF and VHF communication (UHF and VHF), VHF navigation
(NAV), Marker beacon (MARKER), Distance Measuring Equipment (DME), and Interphone
(INTPH) volume.
To select any audio source (except INTPH) simply pull out the desired control. The ICS is
always active. To increase or decrease the volume of the selected source(s), rotate the knobs
clockwise or counterclockwise respectively.
VHF navigation signals have a voice and/or Morse code identifier associated with them. A
toggle switch on the audio control panel allows you to select which identifier to monitor. The
switch has the following three labeled positions:
1. V - voice only
2. R - recognition (Morse code) only
3. BOTH - both voice and Morse
COMMUNICATIONS 5-5
In the event of an audio amplifier failure, a bypass switch is available. This switch is located on
the right side of each control panel and is labeled ALTN and NORM. This switch is usually left
in the NORM position. Moving it to the ALTN position bypasses the amplifier and provides raw
audio (unamplified and no volume control) for UHF comms and aural warnings. When ALTN is
selected, the intercom system becomes inoperative.
The front cockpit audio control panel has a marker beacon switch, labeled MKR (Figure 5-7).
During normal operation, the switch is used to select the receiver sensitivity level for marker
beacon signals (HI and LO positions). In the TEST position, signal is provided to test beacon
function, IM, MM, and OM displayed on the EADI.
Power for each audio control panel is controlled through a circuit breaker labeled AUDIO on the
battery bus circuit breaker panel in both cockpits.
504. RMU
The RMU (Figure 5-8) is located near the center of each instrument panel and serves as an
interface to the following communication and navigation systems:
1. UHF Transceiver
2. VHF Transceiver
3. Transponder
4. VOR Receiver
5. DME
The RMU display is divided into five fields. From top to bottom, they are:
1. UHF Communication
2. VHF Communication
3. ATC Transponder
4. Blank
5. VHF Navigation
RMU controls and displays are multi-functional and page defined. In other words, controls will
perform different functions depending on what page is active. Five field select keys are located
on the left side of the display. Each of these keys corresponds to the display field to the right.
5-6 COMMUNICATIONS
Figure 5-8 RMU
The field select keys are used to select the system to be used. After a system has been selected
you may change frequencies, switch between modes, or access system specific special function
pages.
When a field select key has been pressed, a rectangular cursor will appear in the corresponding
field. When the cursor is displayed, the information in the cursor box can be adjusted. The
default location for the cursor box is in the UHF field. If no inputs are made in the selected field
for 20 seconds, the cursor will return to the default location.
Three transfer switches and three mode switches are located on the right side of the display.
Transfer switches are labeled with a white diamond and mode switches with a white rectangle.
The operation of these switches will be discussed in more detail with applicable RMU functions.
Each system maintains an active and standby frequency. Pressing the transfer switch replaces
the active frequency with the standby frequency.
At the bottom of the RMU are six special function keys. The PAGE key will display the special
functions page for the selected system. DMEH places a hold on the current DME frequency.
The IDT key transmits an identification pulse via the transponder. This should only be used
when requested by Air Traffic Control (ATC). The SQ switch is used to enable/disable squelch
on the UHF/VHF radios. The letters “SQ” will be displayed in the lower right corner of the
system field when squelch is disabled.
The MEM switch is used to access the memory functions of the RMU. When the MEM switch
is pressed, the last used memory frequency will replace the standby frequency. In addition, the
letter “M” and the memory channel number are displayed on the left side of the system display
field, above the standby frequency within the cursor box.
COMMUNICATIONS 5-7
The final special function key is the DIM switch. This switch is used to adjust the brightness of
the RMU display. When the DIM switch is pressed the letters “DIM” will appear in the center
(field 3) of the display. The large outer knob provides a coarse brightness adjustment, while the
inner knob provides for a fine adjustment. Rotating the knobs clockwise increases the brightness
of the display, counterclockwise will decrease brightness. The DIM annunciation in the center of
the display will remain on screen until a key other than the DIM key is pressed. It is
recommended that you use a field select key since it will not change any settings. The aircraft’s
dimmer bus controls the backlighting of the RMU display.
Two tuning and data entry knobs are located in the lower right corner of the RMU (Figure 5-9).
You can change frequencies, ATC codes, or other information highlighted with the cursor by
rotating these knobs. The two knobs function as three separate switches. For example, for UHF
communication, the larger knob will adjust frequencies in ten (10) MHz increments. When
pushed in, the smaller knob will adjust the UHF in one (1) MHz increments. By pulling the
small knob out, you will be able to adjust UHF frequency in twenty-five (25) kHz increments.
Figure 5-9 Selector Knobs
Power to the RMU is controlled by a circuit breaker labeled RMU located on the generator bus
circuit breaker panel in each cockpit.
When the RMU is initially powered up, it performs a preflight self-test to check the integrity of
each system. While performing this test, the RMU will display the preflight test page, which is
identified by the letters PFT in the upper field. The fields below will display PASS or FAIL for
5-8 COMMUNICATIONS
each respective system. The preflight test should only take about one minute. If all systems pass
the preflight test, the RMU will display the preflight test page for five seconds before
automatically returning to the normal operating page.
To cancel the preflight test results page, press the key adjacent to the RETURN message in the
lower right corner of the display. Pressing the RETURN key will take you to the normal
operating page. If any of the systems fail to pass the preflight test, the RMU will remain on the
preflight test page. Secure and reapply power to the avionics system and retry the preflight test.
If the test fails again, at the instructor’s discretion, press the key next to the ACCEPT message to
override the system and accept the failures. Once the ACCEPT key has been pressed, the RMU
will return to the normal operating page.
UHF Comm Page
As mentioned earlier, each system is represented by its own field on the normal operating page.
Each field is separated by a dashed line. The UHF Comm field is located on the top of the
display and can be identified by the letters “UHF” located in the upper left corner of the field.
The following information may be displayed in the UHF Comm field on the normal operating
page: Active frequency, Standby frequency, Mode annunciator, Memory channel annunciator,
Transmit message (TX), Squelch indicator (SQ), and Guard mode annunciator (GUARD).
UHF comm has two available modes, MAIN & BOTH. When operating in the MAIN mode, the
UHF radio will transmit and receive on the frequency currently selected in the active position. If
BOTH mode is selected, the UHF transceiver will scan both the active frequency and Guard
frequency (243.0 MHz). When a signal is detected on either frequency, the transceiver will stop
on that frequency. If a GUARD transmission is not being received, the transmitter will always
transmit on the currently selected active frequency.
To change the current UHF mode, ensure the cursor is in the UHF field, then press the PAGE
special function key located at the bottom of the RMU. This will display the UHF special
functions page #1. Press the #1 field select key to toggle between the available modes, MAIN or
BOTH. After selecting the desired mode, push the RETURN or PAGE key to return to the
normal operating page.
To transmit on GUARD, you must manually tune 243.0 MHz or select GUARD frequency
mode. At the UHF special functions page #1, press the #3 field select key adjacent to GUARD.
This toggles the Guard mode ON or OFF. With Guard mode ON, the active frequency is
replaced with Guard frequency (243.00 MHz) and the word “GUARD” is displayed in the lower
right corner of the UHF field. The standby frequency will remain the same.
There are several ways to change the UHF frequency. In addition to using the MEMORY mode,
you can manually tune the UHF standby frequency and transfer it to the active frequency or tune
the active frequency directly from the normal operating page. Holding the transfer switch down
for more than three seconds will make the standby frequency disappear and move the cursor to
the active frequency. The knobs may now be used to tune the desired frequency. You can
COMMUNICATIONS 5-9
quickly switch between active and standby frequencies by pressing the UHF transfer switch.
When not in the MEMORY mode the standby frequency will replace the active, and the active
frequency will move to the standby location. When in the MEMORY mode the standby memory
frequency replaces the active and the active frequency disappears.
If the backup UHF radio control unit is activated, the word REMOTE will be displayed in the
UHF field on the RMU (Figure 5-10).
Figure 5-10 RMU with REMOTE
You can also quickly change UHF frequencies using the memory channels. The RMU allows
storage of up to 20 frequencies in memory channels that can be accessed from the normal
operating page. To select a memory channel, press the appropriate UHF field select key, then
press the MEM key located at the bottom of the RMU. This will display the last used memory
channel in the standby frequency. Additionally, the letter “M” and an associated memory
channel number will be displayed just above the standby frequency. With the cursor box over
the letter “M” and channel number, you may cycle through the available channels using the
tuning knobs. When the desired memory channel is displayed, press the UHF transfer key. The
memory channel frequency is now the active frequency.
A test tone can be transmitted on the UHF radio by pressing the field select key next to TONE on
the special functions page #1. During the transmission, the “TX” message is displayed in the
UHF field. The tone will be transmitted until the TONE key is released. To return to the normal
operating page from the special functions page, press the mode select key next to RETURN or
PAGE button on the bottom of the RMU.
5-10 COMMUNICATIONS
If squelch is disabled for either the UHF or the VHF, the “SQ” will display below the active
frequency annunciator and the audio received will be noisier (more white noise) than usual.
With squelch disabled, the selected receiver is more sensitive and may pick up weaker signals
that might be missed in the less sensitive squelch enabled mode. The letters “TX” will be
displayed in the same location when you are transmitting. Because there is only enough room
for one of these indications, the transmit annunciator (TX) will override the squelch annunciator
(SQ). When in the UHF Guard mode, “GUARD” is displayed below the active frequency and
above TX/SQ.
VHF radio functions, such as frequency selection, memory page functions, and others are very
similar to those in the UHF system. One main difference is the VHF transceiver cannot
simultaneously monitor an enroute AND Guard frequency. In order to receive or transmit on
VHF Guard, you must set 121.50 into the VHF active frequency field.
505. TRANSPONDER
The third field on the RMU is used to display transponder information. The transponder
transmits aircraft position data to ground stations and other aircraft. The transponder normal
operating page display provides the following information:
1. ATC identifier
2. Current transponder code
3. Selected mode
By pressing the mode select key next to the transponder field, the transponder can be set to one
of the following modes:
1. STBY - the transponder does not transmit
2. ON (Mode A) - the transponder will transmit the entered transponder code
3. ALT (Mode C) - the transponder will transmit the entered transponder code and aircraft
altitude information
To change the ATC transponder code, select the ATC Field Select Key to position the cursor
over the ATC code field. Turn the knobs to set the desired code.
The transponder has a special functions page that will store a single code for recall. Typically,
the VFR code of 1200 is stored for quick recall. The stored code is recalled by pressing the ATC
Field Select Key for 3 seconds.
The transponder also has a built-in self-test (BIT) that is activated automatically on power-up or
from the special functions page. To start the test again after completion of the automatic test,
press the field select key adjacent to the START TEST message. This message will change to
COMMUNICATIONS 5-11
TEST STARTED, indicating that the test is in progress. Upon completion of the test, the display
will revert to START TEST. Report any discrepancies to maintenance. Press the mode select
switch next to the RETURN message or the PAGE switch to go back to the normal operating
page.
506. VHF NAV
The last field on the RMU is used to display VHF NAV information including:
1. NAV indicator
2. Current NAV frequency
3. Standby frequency
4. DME Hold annunciator
VHF NAV operation is very similar to UHF/VHF radio operations. Frequency setting and
memory functions are identical, with one exception; VHF NAV memory will store a maximum
of 10 preset channels instead of 20.
The RMU allows you to hold DME information from one navigation facility while using another
Nav facility for primary navigation. To apply DME hold, press the DMEH key located at the
bottom of the RMU (Figure 5-10). “DME HOLD” will appear on the display in the VHF NAV
field.
5-12 COMMUNICATIONS
CHAPTER SIX
NAVIGATION SYSTEMS
600. INTRODUCTION
You were previously given an overview of the T-6A navigation systems. In this lesson, you will
be given in-depth information on these systems. The T-6A has the capability to navigate via
VOR or GPS and to fly VOR, ILS, or GPS approaches. A remotely mounted navigation receiver
in the starboard avionics bay processes signals provided by antennas located on the vertical
stabilizer and on the bottom of the fuselage. Control and display of these systems is available in
both front and back cockpits.
601. VOR/ILS
VOR stations transmit beams, called radials, in every direction (Figure 6-1). The VOR receiver
in the T-6A is used to detect these signals and display the radial on which the aircraft is located
on the EHSI. Some VOR stations add DME information, and are indicated in flight publications
as VOR/DME. VORTAC facilities are co-located VOR and TACAN stations that provide VOR
azimuth, TACAN azimuth, and TACAN distance (DME).
Figure 6-1 Navigation Chart Symbols
VOR stations operate within the 108.0 to 117.95 MHz frequency range. The signals are subject
to line-of-sight restrictions and their reception range varies with the altitude of the receiving
aircraft. VORTAC stations transmit in a frequency pairing scheme which allows the VOR
portion to be received by the T-6A VOR receiver. DME information from a VOR/DME or
VORTAC is received and processed by the DME receiver that will be discussed in the DME
topic.
As mentioned earlier, a VOR station broadcasts its signal in every direction. These broadcasts
are accurate to a tolerance of one full degree, so 360 radials are available. The 360° radial of
each station is oriented to magnetic north, thus each radial represents a magnetic course away
NAVIGATION SYSTEMS 6-1

CHAPTER SIX SNFO T-6A AIRCRAFT SYSTEMS
from the station. Depending on the course being flown and aircraft position relative to the VOR
station, the aircraft is flying either toward or away from the station. This is indicated by the
TO/FROM white triangles on the EHSI (Figure 6-2).
Figure 6-2 To/From Symbols
The VOR signal is received through the combination Navigation(VOR)/Glideslope/Instrument

Landing System (NAV/GS/ILS) antennas mounted, one on each side of the vertical stabilizer.
The signal received by these antennas, is routed to, and processed by the VHF NAV receiver
located in the starboard avionics bay.
VOR stations are tuned using the RMU. At the RMU normal operating page, the cursor will
usually be over the standby UHF Comm frequency. To access the standby Nav frequency, you
must press the field select key next to the NAV field. This will move the cursor to the standby
VHF NAV frequency. The desired VOR frequency is selected by use of the tuning knobs. The
large outer knob tunes the MHz field in 1 MHz increments, while the small inner knob changes
the KHz field in 25 kHz increments. When the desired frequency is set in the standby position,
press the right mode select/transfer switch to move the frequency to the active position. The
current active frequency will move to the standby position.
The ILS system is composed of three distinct signals that guide the aircraft to the runway. The
localizer signal operates in the 108.10 to 111.95 MHz VHF frequency range and provides course
guidance to the runway centerline. The glideslope operates in the UHF range from 329.15 to
335.00 MHz and provides vertical guidance to help maintain the proper approach angle. Marker
beacons operate at 75 MHz, providing LF indications of progress along the approach path.
6-2 NAVIGATION SYSTEMS

SNFO T-6A AIRCRAFT SYSTEMS CHAPTER SIX
The ILS localizer and glideslope signals are received and processed through the same antennas
(on the sides of the vertical stabilizer) and receiver (in the starboard avionics bay) as the VOR
system. The marker beacon antenna is located on the bottom of the fuselage just forward of the
ventral stabilizer. The marker beacon signals are also processed by the VHF NAV receiver in
the starboard avionics bay.
To display the localizer information on the EHSI, VOR must be selected as the navigation data
source using the NAV button on the EFIS control panel (Figure 6-3).
On the RMU, the localizer frequency is entered in the standby Nav frequency position using the
same method as the VOR. Since glideslope signals are paired with localizers, this setting will
tune both receivers. The mode/transfer switch is then pressed to make it the active frequency.
With the localizer frequency active, the localizer distance and time-to-go replaces the VOR data
in the EHSI upper left corner (if DME is available), and LOC replaces VOR as the navigation
source. When the glideslope signal is received, the glideslope scale will be displayed without a
big red X on the right side of the EHSI.
Figure 6-3 ILS EFIS Display
Displayed on the EADI will be a glideslope scale and pointer on the right side, a localizer scale
and lateral position indicator at the bottom, and finally a marker beacon annunciator at the lower
right of the instrument when a marker beacon signal is being received.
Power to the navigation receiver is controlled by a circuit breaker labeled VHF NAV on the
generator bus circuit breaker panel in the front cockpit. The EHSI and RMU are controlled by
circuit breakers labeled EHSI and RMU on the generator bus circuit breaker panels in both
cockpits. The EADI is powered via a circuit breaker labeled EADI on the battery bus circuit
breaker panels in both cockpits.

602. DME SYSTEM
DME equipment in the T-6A sends paired signal pulses on UHF frequencies in the 962 to 1213
MHz range. These pulses are received by a ground station and then retransmitted to the aircraft.
The DME system measures the time required for this round trip and calculates a slant range
distance in nautical miles from the aircraft to the ground station. Remember, DME range is slant
range and NOT actual horizontal (ground) distance. This slant range can be displayed in the
upper left hand corner of the EHSI (Figure 6-4), VOR or LOC as primary NAV source.
Figure 6-4 DME Display
It should also be noted that the difference between the DME displayed slant range and the
horizontal distance to the station increases as the aircraft gets closer to the station. Further, the
error is more pronounced with higher aircraft altitudes. This is evidenced by the fact that the
minimum DME as the aircraft passes over a station is its AGL altitude (slant range = altitude)
expressed in nautical miles, even though the horizontal distance is zero. Since it operates in the
UHF range, DME is a line-of-sight signal, reliable up to 199 nautical miles depending on aircraft
altitude.
The DME antenna is located on the bottom of the aircraft, forward of the marker beacon antenna.
The DME receiver is located in the starboard avionics bay.
When a navigation facility with DME capability (such as a VOR/DME) is tuned in the RMU, the
DME information is provided automatically and is displayed on the EHSI. This information
includes distance (slant range), groundspeed, and time-to-go to the station (if that display mode
is selected by the pilot). The same information (DME distance, groundspeed, and time-to-go)
will be displayed in the upper left corner on the EADI in the composite mode.
The DME HOLD feature on the RMU is used when flying an approach that requires DME
information from a different facility. When it is necessary to switch from the facility providing
the DME to the approach course facility, press the DMEH button on the RMU. This will hold

the DME (only) for the currently selected active station. Then press the right mode select button
to set the new frequency in the primary Nav position.
Figure 6-5 ILS NAV DME Hold and Display
When the DME Hold is activated, the frequency (in white) of the held facility followed by an
amber ‘H’ will replace the groundspeed readout below the distance field in the upper left corner
of the EHSI (Figure 6-5). The time-to-station field will be blank. The words “DME HOLD”
will be displayed on the RMU below the primary Nav frequency. To release DME HOLD and
return to normal DME tuning, press the DMEH button again.
Power for the DME system is controlled through a circuit breaker label DME on the generator
bus circuit breaker panel in the front cockpit.
603. TRANSPONDER
ATC uses two types of radar to control airborne traffic; primary and secondary. Primary radar
operates by sending out radio waves from a ground-based antenna that are reflected back to the
ground antenna off the target (aircraft). These signals may be adversely affected by terrain,
distance, and atmospheric phenomena such as heavy precipitation. These problems are
overcome by use of secondary radar, which uses a transponder beacon broadcast to interrogate a
transponder for additional positional data (Figure 6-6).

Figure 6-6 ATC Radar
The ATC radar station transponder interrogation system can transmit a query to an aircraft’s
transponder using a specific frequency. Any aircraft within radar line-of-sight and equipped with
a transponder responds automatically by sending back a coded signal. When received by the
ground station, the aircraft’s position and other information are displayed distinctly on the
controller’s scope. The other information provided by the aircraft’s transponder is determined by
which modes the aircraft is squawking.
Mode A
ATC uses transponder Mode A (ON) to assign one of 4096 unique four digit codes to each
airborne target. These individual codes allow the controller to know which aircraft is being
interrogated and where it is in that controller’s area of responsibility when viewed on the
radarscope. ATC will assign this unique code, or “SQUAWK,” to each aircraft under their
control as part of the aircraft’s initial clearance. The aircrew will set this code into their
transponder and begin squawking prior to takeoff.
Mode C
Transponder Mode C (ALT) adds automatic altitude reporting to the basic Mode A (ON)
identification feature. In the T-6A, altitude (air data) information is provided by the air data
computer via the data bus for altitude encoding and transmission by the transponder. A
controller’s request for you to “SQUAWK ALTITUDE” is your cue to switch the transponder to
Mode C (ALT) operation through the RMU.

Figure 6-7 Mode C Components
In heavy air traffic environments, or to establish an aircraft’s position and ID after takeoff,
controllers will sometimes request aircrew to “Squawk Ident” or simply “Ident.” This is done by
pressing the IDT button on the RMU. This causes the transponder to transmit a special pulse,
which generates a distinct identification image on the controller’s screen. The controller is then
able to quickly and easily identify that aircraft’s location among the other traffic on the screen.
The transponder, located in the starboard avionics bay, sends and receives signals through an
antenna located on the bottom of the fuselage just forward of the wing (Figure 6-7).
The transponder is controlled through the RMU. To enter an assigned code, press the field select
button next to the transponder field to position the cursor over the ATC code field, and then use
the tuning knobs to input the desired code. The outer knob changes the first two digits of the
code, while the inner knob changes the third and fourth digits.
To “Squawk Altitude” (Mode C), press the mode select switch on the right side of the field to
change the mode from “STBY” to “ON” and then again to change the mode from “ON” to
“ALT”. When requested to “IDENT,” press the IDT button on the RMU. The IDT annunciation
will show in the lower left corner of the ATC field and the signal will transmit for 20 seconds
after the button is released. When the 20-second timing is complete, the transponder will return
to its previous mode and the IDT annunciation will extinguish.
NOTE
The transponder will not IDENT while in the STBY mode.
Power to the transponder is controlled via a circuit breaker labeled “XPDR” on the generator bus
circuit breaker panel in the front cockpit.

604. TAS
The Traffic Advisory System (TAS) provides the T-6A with traffic advisories that are displayed
on the Traffic Advisory/Vertical Speed Indicator (TA/VSI) in both cockpits. It also provides
aural warnings over the aircraft audio system. TAS detects and tracks other aircraft by
interrogating their transponders and then analyzing the replies to determine range, bearing, and
relative altitude (if the intruding aircraft is reporting altitude). If TAS determines that a collision
hazard exists, visual advisories will be displayed as symbols on the TA/VSI and aural advisories
will sound on the audio system.
TAS is enabled or disabled by using the TAS PUSH ON/OFF alternate action switch/annunciator
on the right side of either instrument panel (Figure 6-8). Pushing the switch/annunciator,
extinguishes the blue OFF annunciator, which indicates TAS is no longer OFF and is now
operational. The TAS panel in the front cockpit also has an additional
STANDBY/NORM/TEST switch used to put the TAS processor in a standby mode, select
normal operation, or initiate the Built-In Test (BIT).
Figure 6-8 TAS Controls
Display brightness is automatically controlled in each cockpit by an ambient light sensor on the
lower left corner of the TA/VSI. Display brightness can be further adjusted using the brightness
control knob on the lower right corner of the instrument.
A Normal/Below/Above pushbutton mode selector switch is located on the control stick grip
(Figure 6-8) and used to select the displayed airspace vertical volume limits. The selected
volume, Normal/Below/Above, is indicated in the upper left corner of the TA/VSI.

Figure 6-9 TAS Airspace Display Selector Switch
In the Normal (Blank) mode, traffic between 2700 feet above and 2700 feet below the aircraft is
displayed. This mode is normally used during the enroute phase of flight. In the Above mode,
which is usually used during climbs, traffic from 8700 feet above to 2700 feet below the aircraft
is displayed. The Below mode is normally used in descents and displays traffic between 2700
feet above and 8700 feet below the aircraft.
Range UP/DN select buttons on the right side of the TA/VSI are used to select the displayed
range on the traffic display. Range selections are 3, 5, 10, 20, and 40 NM. As the range
changes, the new range will display in the upper right corner of the instrument and the 2 NM
range ring will change in size relative to the actual range selected. Note that at 40 NM, the range
ring disappears. TAS display range is not a tandem function and is independently selected in
each cockpit.
The TAS processor is located on a lower shelf in the port avionics bay. The processor performs
receiver, transmitter, and computer functions. It receives altitude and speed data from the air
data computer, heading data from the AHRS, and present position data from the GPS.
TAS is powered via a circuit breaker labeled TAS on the generator bus circuit breaker panel in
the front cockpit. The TA/VSI indicators are protected by TA/VSI circuit breakers on the front
and rear generator bus panels.
The TAS uses two antennas. The upper antenna is mounted to the top of the engine cowling,
while the lower antenna is mounted to the bottom of the fuselage forward of the speed brake.
TAS tracks aircraft within a 40 NM radius, and 10,000 feet above or below the aircraft. Aircraft,
within the selected altitude block (NORM/BEL/ABV) and range, are displayed on the TA/VSI
indicators. The system provides two levels of warning, proximate traffic and traffic advisory.
TAS also tracks “other traffic” which is intruders that do not qualify as either proximate traffic or
a traffic advisory.

Traffic Warnings
Proximity traffic is displayed as a filled white diamond indicating the intruding aircraft is within
±1200 feet relative altitude and within 5 NM range, but is not considered a threat. Altitude in
hundreds of feet above (+XX) or below (-XX) your altitude. Trend arrows are displayed to
indicate whether traffic is climbing or descending relative to your aircraft.
Traffic Advisories (TA) are shown as a filled in yellow circle indicating the intruding aircraft is
considered potentially hazardous. Altitude in hundreds of feet above (+XX) or below (-XX)
your altitude. Trend arrows are displayed to indicate whether traffic is climbing or descending
relative to your aircraft. A voice message, “Traffic, Traffic,” will be heard over the audio
system.
NOTE
TAS audio message will be inhibited when the landing gear are
extended.
TAS separates the airspace surrounding the aircraft into two altitude layers with different
sensitivity levels for issuing traffic advisories. TAS is in Sensitivity Level A when the landing
gear is extended. A TA will be issued when one of the following conditions is met:
1. TAS calculates that if current closing rate with intruder aircraft is maintained, vertical
separation of less than 600 feet will occur in 20 seconds.
2. Vertical separation from intruder is less than 600 feet and horizontal separation is less than
0.2 NM.
3. Horizontal separation from non-altitude reporting intruder is within 15 seconds or 0.2 NM.
TAS is in Sensitivity Level B when the landing gear is retracted. A TA will be issued when one
of the following conditions is met:
1. TAS calculates that if current closing rate with intruder aircraft is maintained, vertical
separation of less than 800 feet will occur in 30 seconds.
2. Vertical separation from intruder is less than 800 feet and horizontal separation is less than
0.55 NM.
3. Horizontal separation from non-altitude reporting intruder is within 20 seconds or 0.55

NM.
Other traffic is displayed as an open white diamond indicating the intruder’s relative altitude is
greater than ±1200 feet, or its distance is beyond 5 NM. Threat aircraft that are beyond the
selected display range will be indicated by half of the traffic symbol at the edge of the display.
The position of the half symbol represents the bearing to the intruder.

The TAS Built-In Test can be initiated by placing the STANDBY/NORM/TEST switch in the
TEST position. Test indications are will appear on the TAS display (Figure 6-10) as follows:
1. A Traffic advisory annunciator (yellow filled circle) will appear at the 9 o’clock position at
2 NM range, 200 feet below and climbing.
2. A Proximity traffic annunciator (solid white diamond) appears at the 1 o’clock position at
3.6 NM, 1000 feet below, descending.
3. Another traffic annunciator (open white diamond) will appear at the 11 o’clock position,
3.6 NM range, 1000 feet above and in level flight.
If the self-test is passed, an audible “TAS SYSTEM TEST OK” is heard on the audio system.
“TAS SYSTEM TEST FAIL” will be heard if the test is not successful.
WARNING
1. Do not use TAS as the primary means of avoiding traffic

conflicts. Only aircraft with operable transponders will be detected
and displayed.
2. TAS is only an aid for detecting other aircraft and a means to

visually acquire and avoid aircraft that may pose a collision threat.
It is not a replacement for ATC or see-and-avoid procedures.
Aircrew must still visually scan the surrounding airspace.
Figure 6-10 TAS Test Display

605. GLOBAL POSITIONING SYSTEM
The T-6A GPS system provides navigation capability using global positioning satellites, monitor
stations, ground antennas, and aircraft on-board equipment. A GPS navigation system can
provide very accurate position, velocity, and time information to a wide variety of users
throughout the world.
Figure 6-11 GPS Display
The T-6A receives the GPS satellite signals through an antenna located at the top front edge of
the vertical stabilizer. The GPS control units are located on the left side of the instrument panel
in each cockpit (Figure 6-11). The front cockpit unit must be on and functioning properly for
either of the units to be used. Data is displayed both on the GPS control unit and on the EHSI (if
GPS selected) in each cockpit.
Primary power for the front cockpit GPS control unit is controlled by a circuit breaker labeled
GPS located on the battery bus circuit breaker panel. Power for the rear cockpit GPS control unit
is controlled by a circuit breaker labeled GPS on the generator bus circuit breaker panel.
The GPS control units contain a battery to maintain flight plans and certain user input data in
nonvolatile memory. The GPS system is activated by pressing the power/brightness knob
labeled BRT/PUSH ON. A “Turn-On” page will be briefly displayed, followed by a Self-Test
page. Use the BRT/PUSH ON knob to adjust the display brightness, turning it clockwise to
brighten and counter-clockwise to dim.
The information on the left side of the self-test page will always be the same:
1. DIS (distance to waypoint), it reads 34.5 NM

2. OBS (Omni Bearing Selector) IN and OBS OUT, reads in degrees 315
3. RMI (Radio Magnetic Indicator) reads in degrees 130
4. ANNUN ON displayed
The same indications appear on the EHSI, with the azimuth card and course pointer at 315° and
the GPS bearing pointer at 130° (Figure 6-12).
Figure 6-12 GPS EHSI Display
If TEST FAIL replaces ANNUN ON on the control unit display, recycle power to the unit. If
TEST FAIL still appears, the unit cannot be used for navigation and should be reported to
maintenance.
Date and time information on the right side of the display should be correct since it is stored in
battery-backed memory. The baro setting from when the unit was last operating is stored also,
and can be changed to the current setting with the right knobs as explained later in the data entry
section.
To accept the self-test results, turn the right outer knob to put the cursor over APPROVE? Then
press the ENT key.
A page will be displayed showing the currently loaded database expiration date, with the cursor
over ACKNOWLEDGE? If the database is current, press the ENT key to acknowledge and go
to the default display (Figure 6-13).
Assuming all is working well to this point, the screen will display the NAV 2 page as the default
page for the left side of the display, and the right side will display the waypoint page for the
waypoint active when the unit was previously turned off.

Figure 6-13 GPS Default Display
NOTE
On initial activation, data on the NAV 2 page may be replaced

with dashes until satellite signals are acquired.
The left and right CRSR buttons activate or deactivate the cursor on the respective page. When
the cursor highlights text on a page, that text can be manipulated as necessary by the knob on
that page’s side of the panel. When the cursor is on, a CRSR annunciation replaces the page
name in the lower corner screen segments.
NOTE
If a page does not allow data entry, pressing the CRSR button will
have no effect.
The large outer knobs on the left and right sides of the panel are used to select the page types for
the left and right sides of the screen respectively. Rotating the knobs clockwise will select the
various page types. Rotating counterclockwise will select these same page types but in the
opposite order. There are no mechanical stops on the knobs, and the page type selection will
wrap around from the bottom to the top.
On the GPS in Figure 6-14, KOTTI intersection is currently displayed. To illustrate the process
for changing a displayed item, KOTTI will be replaced with ROOMY intersection.

Figure 6-14 GPS INT Page
The first step in making any change is to ensure you are on the correct GPS page. Since INT is
displayed in the lower right screen segment and ROOMY is an intersection, you are already on
the correct page.
To find ROOMY, first press the CRSR button. Since you want to change data in the right screen
display, you must press the right CRSR button refer to Figure 6-15.
Figure 6-15 GPS Outer Knob
Once the cursor is activated, you can turn the right outer knob to move it over the item you want
to change, clockwise moves it to the right and down, counterclockwise moves it to left and up.
In this case, you want to change what intersection is displayed so the cursor needs to be over the
“K” in KOTTI.
Next you turn the right inner knob, in either direction, to cycle through the alphanumeric
characters, clockwise “a thru z and 0 thru 9”, counterclockwise “9 thru 0 and z thru a”, and set
“R” (for ROOMY) in the first character display. The GPS automatically displays the first item
stored in its database that begins with the characters under and to the left of the cursor. At this
point, there is nothing to the left of the cursor so the GPS is displaying the first intersection in its
database that begins with “R.”

To continue loading ROOMY, use the outer knob to move the cursor to the next character
position and turn the inner knob to select desired letter (Figure 6-16). Since ROOMY is the first
intersection in the database beginning with the letters “ROO,” it is now displayed on your screen.
The cursor can now be deactivated by pressing the right CRSR button and ROOMY remains.
Figure 6-16 GPS INT Name
The procedures used to change a displayed intersection also works for loading an airport, VOR,
NDB, or programmed waypoint. Simply press the appropriate cursor button, use the outer knob
to position the cursor, and the inner knob to select the desired alphanumeric characters.
Figure 6-17 Message Page
When a flashing MSG alert appears in the lower center screen area to the right of the ENR-LEG
annunciator (Figure 6-17), it alerts you that there is a situation which may require your attention.
You can view the message by pressing the MSG button. The message will appear in the entire
upper portion of the screen. After you have read the message, press the MSG button again to
read the next message or if that is the last message, return to the previously displayed pages.
The SAVE button can be used to create a user-defined waypoint at your current position.
Pressing the SAVE button displays the SAVE page with the cursor over the IDENT field. Use

the knobs as previously described to change the IDENT field (if desired), then press the ENT
button to save your new waypoint.
The Direct To (D with the arrow through it) button is used to display the Direct To page, while
the CLR button will clear data at the cursor, or turn off portions of a display for decluttering.
These functions will be discussed in detail in later lessons.
The OBS (Omni Bearing Selection) button switches the unit from ENR-LEG (enroute leg) mode
to OBS mode, which allows you to define the course to the active waypoint. This is used
primarily for holding, approaches with course reversals, or when receiving vectors to the final
approach course.
The NRST (nearest) button is used in emergency situations to locate the nine nearest airports
that meet the airport criteria of runway surface and length previously set using SETUP 3 (SET 3)
page.
The GPS system provides a great deal of navigation information and capability to the aircrew.
The capability you will use most is the flight plan (Figure 6-18) since it offers a number of
advantages:
1. Provides more information
2. Reduces enroute workload
3. Entire flight route can be created and stored prior to departure
4. Frequently used routes can be created once, stored, and recalled as required
Figure 6-18 GPS Flight Plan Page
The GPS can store up to 25 flight plans in memory. Each flight plan may contain up to 30
waypoints. Stored flight plans are numbered 1 through 25, and the active flight plan is always
FPL 0 (Figure 6-19).

Figure 6-19 Flight Plan Storage
To activate a desired flight plan, turn the left outer knob on the GPS control panel to select the
flight plan (FPL) type pages. Rotate the left inner knob to scroll through the available flight
plans. When on the desired flight plan, the selections “USE?” and “INVERT?” will appear at the
top of the selected page. Press the left CRSR button to activate the cursor over “USE?” (Figure
6-20). Then press the ENT button and a copy of the selected flight plan will be displayed as FPL
0. If you wish to use the selected flight plan in reverse order, use the outer knob to place the
cursor over “INVERT?” before pressing ENT.
Figure 6-20 Use Flight Plan
As you have seen, the GPS provides immense navigational capabilities. We have only discussed
some of the basic concepts here. You will learn more as you progress through future lessons,
conduct events in the simulator, and in the aircraft during your flights.
The GPS system uses five types of waypoints or information from the database:
1. Airports
2. VORs

3. NDBs
4. Intersections
5. Supplemental
Waypoints in the published database (the cartridge in the unit) will all fall into the first four
types. User created waypoints are stored in the supplemental page.
Figure 6-21 Methods of Selections
To select a specific waypoint at a waypoint page (Figure 6-21), you can:
1. Enter the waypoint identifier directly
2. Scan through identifiers alphabetically
3. Enter the waypoint name
4. You can also enter a city name where an airport is located to access an airport waypoint

Entering an identifier is the most direct way of selecting a waypoint. To select an airport
waypoint, start by selecting the APT 1 page on the right screen half using the right selection
knobs. Press the right CRSR button to put the cursor over the first character in the airport
identifier at the top of the screen (Figure 6-22).
Figure 6-22 Selecting Names
Use the right inner knob to select the first letter of the identifier, then the outer knob to move to
the next letter. Continue this process until the entire identifier is entered.
As you enter letters, the database will display the first waypoint, which begins with the
characters up to, and including the cursor. Using the tuning knobs, continue to enter letters until
the ICAO identifier for the desired point is displayed. Once you have the desired point
displayed, pressing the CRSR button will exit the selection mode and enable all eight of the
available APT pages.
To scan through waypoints, use the right outer knob to select the desired waypoint type (APT,
VOR, NDB, INT, or SUP). Now, pull the right inner knob out and turn it. This will scan
through the available waypoints in alphanumerical order (knob clockwise 0-9 then a-z) or
reverse alphanumerical order (knob counterclockwise z-a then 9-0). The faster the knob is
turned, the faster the scan.
The waypoint scan list consists of two sub-lists, the nearest list, and the complete list. While the
complete list contains all the waypoints in the database, the nearest list contains the nine
waypoints of the selected type nearest your present position. Nearest scan is available for APT,
VOR, or NDB waypoint types, but not INT or SUP.
The nearest list occurs in front of the complete list. To get to it, you must turn the right inner
knob counterclockwise and scan backward through the complete list. The complete list will not
wrap to the nearest list in a forward scan. The nearest list is indicated by a flashing “NRn” in the
top right of the waypoint page, with “n” being 1-9. NR 1 is the waypoint nearest your position,
while NR 9 is the ninth nearest waypoint.

Figure 6-23 Nearest Display
The nearest waypoint display replaces the latitude and longitude of a complete waypoint display
with the bearing and distance to the displayed waypoint. Nearest APT waypoints also show the
length, surface, and lighting of the longest runway at that airport. It is possible to select the nine
nearest airports based on certain airport characteristics. These characteristics can be set on the
Setup 3 page (SET 3) (Figure 6-24).
Figure 6-24 Nearest Airport Criteria
In an emergency, you can press the NRST button on the panel. Based on preselected airport
criteria, the waypoint for the airport nearest your present position will be displayed on the right
side of the screen. Once there, you can use the right inner knob (pulled out) to scan through the
other nearest airports, or (in the “in” position) to view the remaining APT pages for the selected
airport.
If kept in the right display, the “NR 1” airport will change to NR 2, NR 3, etc. as you fly your
flight plan and move further from that airport. To have the NR 1 facility update as you fly, press
the CRSR button to activate the cursor and use the right outer knob to put the cursor over NR 1.

Now as your flight progresses, and as long as the cursor is kept in this position, the display will
continuously update to show the airport nearest your flight path.
If you know the name but not the identifier of a desired waypoint, you can scan for it by entering
that name. For instance, to find a VOR by name, turn the right outer knob to the VOR waypoint
type. Press the CRSR button and turn the right outer knob to put the cursor over the first
character of the displayed VOR name. Turn the right inner knob (pushed in) to display the first
character of the name. Continue entering successive characters until the name you want is
displayed. The identifier will then be displayed.
If you know the city, you can find the airport waypoint using the same method. Select APT with
the right outer knob then set the APT 2 page with the right inner knob. Press the CRSR button
and turn the right outer knob to place the cursor over the first character of the displayed city.
Turn the right inner knob to display the first character of the desired city’s name. Continue
entering successive characters until the city’s full name is displayed.
With the city’s name displayed, pull out and turn the right inner knob to scan through the airports
in the GPS database that are associated with the displayed city. Press ENT once you have the
desired airport displayed.
There are eight airport pages (APT 1-8) for every airport in the published database. The
database contains public use and military airfields with a runway at least 1000 feet long.
The APT 1 page (Figure 6-25) shows the Airport ICAO identifier (preceded by an arrow if it is
the active waypoint) and Airport name. The page further displays the appropriate flag if the
airport underlies the outer boundary of class B (CL B), class C (CL C), Control Area (CTA), or
Terminal Area (TMA) airspace.
Figure 6-25 Airport Page 1
The letters MILTRY, PRIVAT, or HELIPT appear to the right of the flag if the field is a military
or private airfield, or a heliport respectively.
If displayed as NRST airport, the APT 1 page will display:
1. The identifier followed by “NRn” where n is a number from 1 to 9 corresponding to the

airport’s relative distance from your present position, 1 being the closest

2. Length, surface, and lighting of the longest runway
3. Bearing and distance to the airport
APT 2
APT 2 page (Figure 6-26) displays more airport location and descriptive information, including:
1. Airport identifier
2. City and state where the airport is located
3. Field elevation
4. Time in relation to UTC (Zulu); daylight savings time relation will show in parentheses
The APT 2 page also displays instrument approach information as follows:
1. “ILS” - airport has an ILS approach
2. “MLS” - airport has an MLS (Microwave Landing System) approach
3. “ILS/MLS” - airport has both an ILS and MLS approach
4. “NP APR” - airport has a non-precision approach but no ILS or MLS
5. “NO APR” - airport does not have an instrument approach
The symbol “(R)” indicates that the airport is serviced by an Approach/Departure control facility
having radar capability.

APT 3
Most APT 3 pages will display a North up runway diagram for the chosen airfield, followed by
the information below for up to five runways, beginning with the longest.
Nonstandard Traffic Pattern
‘RT’ - this code is displayed preceding the designation of any runway(s) that normally use
nonstandard right hand traffic. Figure 6-27 shows that both runways 13R and 31R at KDLF
normally use a right pattern.
1. Runway lighting
a. “L” - Available sunset to sunrise
b. “LPC” - Lighting is pilot controlled
c. “LPT” - Lighting is part time or on request
2. Runway length
3. Runway surface
– “HRD” - Hard Surface
In the event that there is no runway information for an airport, ‘RUNWAY DATA NOT
AVAILABLE’ will be displayed on APT 3 page.

APT 4
APT 4 pages (Figure 6-28) are the communications frequencies pages, and provide frequencies
for all airport control and service facilities such as control tower, ATIS, ground control, approach
and departure control, etc.
APT 5
You can create, store, and display your own airport-related remarks of up to three lines of eleven
characters each on the APT 5 page.
To enter airport remarks, simply press the CRSR button and use the right outer knob to position
the cursor on the third screen line. With the right inner knob select characters for each position,
and press ENT at the end of each line. When your remarks are complete, press the CRSR button
to turn off the remarks function.
APT 6
Available airport aeronautical services are shown on the APT 6 page (Figure 6-29). This page
will show you fuel and oxygen availability, customs information, and whether or not the airport
has a landing fee.

APT 7
APT 7 pages (Figure 5-30) show available Standard Instrument Departure (SID) and Standard
Terminal Arrival Route (STAR) procedures for the airport, if any. If none is available, the
display will indicate that fact.
APT 8
Finally, the APT 8 page (Figure 6-31) displays the non-precision approaches available, if any. If
none is available, the display will indicate that fact.
VOR Page
You can find information about VOR facilities on the VOR page. This page will display:
1. VOR identifier, followed by a “D” if DME is available
2. Name of the VOR
3. Class of the VOR (T - terminal, L - low altitude, H - high altitude, U - undefined)
4. VOR frequency (MHz)
5. Published magnetic variation of the VOR

6. Latitude and longitude of the VOR
When a VOR page is displayed from the nearest VOR list, the latitude and longitude readout is
replaced by bearing and distance to the displayed VOR.
NDB Page
The NDB pages will display the NDB:
1. Identifier
2. Name
3. Frequency (kHz)
4. Latitude and longitude
When an NDB is displayed from the nearest NDB list, the latitude and longitude readout is
replaced by bearing and distance to the displayed NDB.
INT Page
Intersection (INT) pages (Figure 6-32) contain the named low altitude, high altitude, approach,
SID, or STAR intersections along with outer markers and outer compass locators. INT pages
will show:
1. The facility name
2. The location expressed as a radial and distance from a nearby VOR
3. The latitude and longitude of the intersection, outer marker, or outer compass locator
Figure 6-32 Intersection Page
SUP Page
SUP (supplemental) waypoint page is used to enter, edit, use, and delete user-defined waypoints
that display the same information as the INT pages outlined previously.

NAV Pages
The GPS system has seven NAV (navigation) pages displaying information relative to aircraft
navigation such as:
1. Current navigation leg
2. Present position
3. Supplementary navigation information
4. Altitude alerting and vertical navigation (N/A in T-6A)
5. Navigation graphics
Two of the pages, NAV 1 and NAV 5, offer a Super NAV setting which displays page contents
on the entire screen. These are the only pages that will display on the full screen.
NAV 1 Page (Figure 6-33)
The NAV 1 page displays, top to bottom, the active Nav leg with the “FROM” and active “TO”
waypoint identifiers.
Figure 6-33 Nav 1 Page
EXCEPTION: when operating in Direct To mode, only the “DIRECT TO” identifier is
displayed.
The NAV 1 page also displays a course deviation indicator (CDI) where each dot represents one
nautical mile deviation from course. A course deviation bar and a center TO/FROM arrow are
also displayed. Below the CDI, the page shows:
1. DIS (distance) to the active waypoint
2. GS (groundspeed)
3. ETE (estimated time enroute) to the active waypoint

4. BRG (bearing) to the active waypoint
Figure 6-34 Super Nav 1 CDI Display
When the NAV 1 page is selected on both left and right knobs, the Super NAV 1 page is
displayed (Figure 6-34). This page has the same information as the NAV 1 page, but displays it
on the entire screen.
NAV 2 Page
The NAV 2 page displays the aircraft’s present position using two formats: Distance/radial from
a nearby VOR and latitude/longitude.
NAV 3 Page
NAV 3 pages show supplementary navigation information such as:
1. DTK (desired track), the great circle course between two waypoints. The EHSI DTK
readout is referenced to this DTK. In the OBS mode, the selected course is displayed.
2. TK (actual track), the aircraft’s present track over the ground.
3. Cross track error correction showing the direction and distance the aircraft must correct to
get back on course.
The last two entries on the NAV 3 page show:
1. MSA (Minimum Safe Altitude), which provides altitude clearance for all points in an area
one degree of latitude by one degree of longitude (Figure 6-35). The clearance provided is 1000
feet where the points are 5000 feet MSL or lower, and 2000 feet where points are 5001 feet MSL
or higher.

Figure 6-35 MSA/ESA Altitudes
2. ESA (minimum Enroute Safe Altitude), the highest MSA sector altitude from the present
position to the active waypoint (Figure 6-35).
WARNING
The MSA and ESA altitudes displayed are advisory in nature only.
They should not be relied upon as the sole source of obstacle and
terrain avoidance information. Refer to current aeronautical charts
for appropriate minimum clearance altitudes.
NAV 4 Page
Not applicable in the T-6A
NAV 5 Page
The NAV 5 page (Figure 6-36) shows you a picture of where you are on your route. It is
displayed in one of four map orientations:
1. North up, the map is oriented with North always up.
2. Desired track up, the map turns so your current course line is always up.
3. Actual track up, the map turns so your current track over the ground is always up.
4. Heading up, the map turns so the current heading is always up.

Figure 6-36 NAV 5 Display
With NAV 5 tuned in the left or right screen, these orientations are chosen by pressing the
appropriate CRSR button and using the outer knob to put the cursor over the field in the lower
left corner of the screen, then turning the inner knob to select the desired setting. While here,
you can move the cursor to the lower right field and set the range scale, which indicates the
distance from the aircraft’s position to the top of the screen in nautical miles.
In Super NAV 5, the left CRSR button allows you to change the range scale and the right CRSR
button allows you to change the orientation.
Waypoints are displayed as numbers according to their position in the active flight plan. Lines
connect the waypoints, and an arrow shows the current leg and points to the active waypoint.
When the NAV 5 page is displayed on the left side and any waypoint page is selected on the
right side, the selected waypoint will be indicated by a + sign on the NAV 5 page, if the selected
range scale allows it.
If you are in North up or DTK up modes, the aircraft is depicted as a diamond shape. In TK up
or HDG up mode, it appears as an aircraft symbol.
By selecting NAV 5 on both sides of the display, you will display the Super NAV 5 page (Figure
6-37), a moving map display of your present position and route of flight along with route
information on the left side of the page. This information includes:
1. Distance to the active waypoint
2. The active waypoint identifier
3. Mode of operation
4. Groundspeed

Figure 6-37 Super Nav 5 Display
The Super NAV 5 page also shows:
1. Estimated time enroute, cross track error, or VNAV status
2. Desired track, bearing to active waypoint, or radial from active waypoint
3. Actual track, bearing to active waypoint, or radial from active waypoint
The options in these last three items are selectable by pressing the left CRSR button and using
the left knobs.
The map scale is displayed in the lower left corner of the map display. You can set the map
scale you desire by pressing the left cursor button, placing the cursor over the map scale symbol,
and turning the left inner knob until the desired scale is displayed. In Super NAV 5 mode, the
map scale choices are the same as NAV 5 except there is an additional choice of AUTO, which
is located between the 1NM scale factor and the 1000 NM scale factor. When you select the
AUTO scale position, the GPS will automatically choose the smallest scale that will display the
active waypoint and, if there is one, the waypoint after the active waypoint. This helps keep
screen clutter to a minimum.
In the 1 or 2 NM scales of the Super NAV 5 mode, the map display will show airport runway
diagrams with designators (Figure 6-38). This can be a very useful feature in the landing pattern
or while taxiing around an unfamiliar airport.
Notice that in Super NAV 5 mode, the track display shows alphanumeric waypoint identifiers
instead of numbers as in NAV 5. Also by pressing the right CRSR button, you can bring up a
menu that allows you to add VOR, NDB, and/or APT symbols. This pop-up menu is also where
the map orientation may be changed and where the track value is displayed for DTK or TK
orientations.

Figure 6-38 Super NAV 5 Runway Diagram
If you get confused with all these items added to the screen, you can press the CLR button to
instantly “declutter” the screen by removing the VOR, NDB, and APT selections. Pressing CLR
again will add them back.
Direct To
When you want to navigate directly from your present position to your destination (rather than
via published routings), you can use the Direct To feature of the GPS. To initiate Direct To
operation you simply press the Direct To button (‘D’ with the arrow through it) on the GPS panel
and the Direct To page will be displayed on the left side of the display with a flashing cursor
over the waypoint identifier. Which identifier appears is determined according to certain rules.
Direct To Conditions One and Two
If the Flight Plan 0 active flight plan page is displayed on the left side and the cursor is over a
waypoint identifier when the Direct To button is pressed, that identifier will appear on the Direct
To page (Figure 6-39 top). When the Enter (ENT) button is pressed, waypoint RMY will be
skipped and the course will change to direct to waypoint JCT.
Figure 6-39 Flight Plan Displays

If you’re on the Super NAV 5 page with the right inner knob out, the waypoint in the lower right
corner of the display will be the default waypoint (Figure 6-39 bottom left) and when the Direct
To button, MXE will be displayed in the Direct To page (Figure 6-39 top right. When Enter
(ENT) is pressed, the track will change to the track depicted in the bottom right of Figure 6-39.
Direct To Conditions Three and Four
If conditions one or two do not apply, but there is a waypoint page (APT, VOR, NDB, INT, or
SUP) showing on the right side of the screen when the Direct To button is pressed, the identifier
for that waypoint page will be displayed on the Direct To page (Figure 6-40 top).
If that condition is not met, the identifier for the current active waypoint will be displayed when
the “Direct To” button is pressed (Figure 6-40 bottom). If the active waypoint is a Missed
Approach Point and the aircraft is on the “from” side of the waypoint, the display will show the
first waypoint of the missed approach procedure.
Figure 6-40 Direct To Options
Direct To Condition Five
If there is no active waypoint when the button is pressed, the Direct To page will display blanks.
If the waypoint displayed by pressing the Direct To button is the desired destination, simply
press the ENT button to display the waypoint page for that identifier on the right side of the
screen. Press ENT again to display the NAV 1 page for that waypoint on the right side, and the
left side will return to the page displayed when the Direct To button was pressed (Figure 6-41).
If you want to select another waypoint, use the left outer and inner knobs to select characters for
the desired identifier, then press the ENT button.
If you have selected the desired waypoint page on the right side using one of the procedures
explained in the previous topic, you can simply press the Direct To button to display that

waypoint identifier on the left side. Now pressing the ENT button will display the NAV 1 page
for that waypoint on the right side, and the left side will return to the page previously displayed.
Figure 6-41 Direct To Procedures
You can cancel a Direct To operation at any time by pressing the Direct To button, the CLR
button, and then the ENT button.
About 36 seconds before you reach a Direct To waypoint, the arrow in front of the waypoint
identifier on the page for the active waypoint will start to flash. If you are on a NAV or
Distance/Time page, the arrow before the active waypoint will also flash. If you are on the
Super NAV 5 page, the entire waypoint identifier will flash. When the flashing stops, start the
turn to the next waypoint.


CHAPTER SEVEN
ELECTRICAL SYSTEM
700. INTRODUCTION
The T-6A electrical system includes a 28 VDC, 300-ampere (amp) starter/generator, a 24 VDC
lead acid battery, a 24 VDC auxiliary battery, and an external power receptacle. The
components of the electrical system are electrically tied together through a battery bus, a
generator bus, and a bus tie switch. The bus tie switch also allows isolation of these buses if
required.
Each electrical distribution circuit is protected by a circuit breaker. All circuit breakers are
grouped on panels according to the bus from which they receive power. These panels are located
on side consoles in the front and rear cockpits (Figure 7-1).
Figure 7-1 Circuit Breakers
701. PRIMARY POWER
Primary aircraft electrical power is provided by the generator function of the starter/generator
(Figure 7-2), located on the engine accessory gearbox at the rear of the engine. The generator
provides 28 VDC power and is capable of supplying 300 amps. This capacity is sufficient to
operate all equipment on both the generator and battery buses.
There is sufficient excess power from the generator to charge the battery and the aux battery to
24 VDC.
ELECTRICAL SYSTEM 7-1

CHAPTER SEVEN SNFO T-6A AIRCRAFT SYSTEMS
Figure 7-2 Starter/Generator
The starter/generator is regulated and monitored by a generator control unit located under a panel
in the aft cockpit. This unit provides voltage regulation, over-voltage and under-voltage
protection, plus generator overload protection by tripping the generator off-line in the event of a
malfunction.
Power from the generator is controlled by a generator control switch, placarded GEN, located in
the right front portion of each cockpit on the right forward switch panel (Figure 7-3).
Figure 7-3 Electrical Power Switches
The generator control switches are electromagnetically held ON, spring-loaded OFF, and
electrically interlocked. This allows the generator to be controlled from either cockpit. The
occupant of either cockpit may move the respective generator switch to ON, which interrupts
power to the electromagnet holding the switch ON in the other cockpit allowing it to spring load
to OFF. Once control has been transferred in this manner, generator function is controlled by
whichever switch is set to ON.
7-2 ELECTRICAL SYSTEM

SNFO T-6A AIRCRAFT SYSTEMS CHAPTER SEVEN
Power for the generator control switches is provided by a circuit breaker labeled GEN SW on the
front cockpit generator bus circuit breaker panel. T-6A electrical power is normally distributed
across two buses, the generator bus and the battery bus.
702. ELECTRICAL DISTRIBUTION
The front cockpit generator bus (systems and instruments) controls power to aircraft systems and
instruments, as well as power to the rear cockpit generator bus. The rear cockpit generator bus
(systems and instruments) primarily carries power for rear cockpit systems and instruments. See
Figure 7-4 for a list of items on each generator bus.
The rear cockpit generator bus is controlled by a circuit breaker labeled AFT GEN on the front
generator bus circuit breaker panel. Both front and rear cockpit generator avionics buses are
controlled by the Avionics Master switch and protected by circuit breakers, labeled FWD AVI
and AFT AVI, on the front cockpit generator bus circuit breaker panel.
Figure 7-4 Generator Bus Distribution

The front and rear cockpit generator avionics buses supply power for the avionics shown in
Figure 7-5.
Figure 7-5 Generator Avionics Bus Distribution
Like the generator bus, the battery bus also consists of a front and rear bus for the respective
cockpits. Each cockpit battery bus has a bus for avionics. The rear cockpit battery bus receives
power from the front cockpit battery bus. The rear cockpit battery avionics bus receives power
from the front cockpit battery avionics bus.
The front cockpit battery bus (systems and instruments) controls power to aircraft systems and
instruments listed in the top half of the table in Figure 7-6, as well as power to the rear cockpit
battery bus. The rear cockpit battery bus (systems and instruments) primarily carries power for
rear cockpit systems and instruments listed in the bottom portion of the table in Figure 7-6.

Figure 7-6 Battery Bus Systems and Instruments
The front cockpit battery avionics bus supplies power for those avionics listed in the top portion
of the table in Figure 7-7. The rear cockpit battery avionics bus controls the avionics shown in
the bottom portion of the table in Figure 7-7.
Figure 7-7 Battery Avionics Bus

The rear cockpit battery bus is controlled by a circuit breaker labeled AFT BAT on the front
cockpit battery bus circuit breaker panel. Both front and rear cockpit battery avionics buses are
controlled by the Avionics Master switch and protected by circuit breakers, labeled FWD AVI
and AFT AVI, on the front cockpit battery bus circuit breaker panel.
The battery is connected directly to and powers the hot battery bus whenever the battery is
installed in and connected to the aircraft (Figure 7-8). Regardless of the position of either battery
switch, the hot battery bus provides continuous essential power to components that are required
to operate continuously or may be necessary in an emergency. Each of these components is
protected by individual circuit breakers on the Hot Bat Bus circuit breaker panel located on the
port side of the Engine Accessory Section, inside the engine cowling.
Figure 7-8 Hot Battery Bus
Power for all avionics and radio systems in both cockpits (except the backup UHF control unit
and UHF transceiver) is controlled through an avionics master switch labeled AVIONICS
MASTER on the right forward switch panel in the front cockpit.
When the avionics master switch is placed in the ON position, it de-energizes relays, allowing
the forward and aft avionics buses to be powered by the battery and generator buses. A circuit
breaker labeled AVI MSTR on the front cockpit battery bus circuit breaker panel allows the
avionics master switch to be activated. When the AVI MSTR circuit breaker is pulled or trips,
turning the avionics master switch to the OFF position will NOT turn off power to the avionics.
The bus tie switch (placarded BUS TIE) on the front right forward switch panel, is used to tie the
battery and generator buses together for normal operation. When the switch is engaged
(NORM), the generator feeds both generator bus powered items and battery bus powered items.
If the bus tie switch is set to OPEN, or if the bus tie fails, the battery and generator buses are

isolated and each power source powers only equipment attached to its respective bus. In each
cockpit, the amber BUS TIE light on the annunciator panel will illuminate, the MASTER
CAUTION light flash, and the aural warning tone will sound.
Circuit breakers that protect systems and equipment operating from the battery bus are located on
the port console panel in each cockpit. Those protecting generator bus systems and equipment
are located on the starboard console panel in each cockpit. Circuit breakers are grouped on each
bus panel by systems and components protected.
Each circuit breaker is marked with the maximum current load, in amperes; that it allows to pass
before popping and opening the circuit.
Figure 7-9 Open Circuit Breaker
All circuit breakers are normally left in, or activated, at all times. If a component or circuit
malfunction occurs, the affected circuit breaker should “pop,” or open, shutting off current flow
to that component or circuit. Figure 7-9 shows a popped circuit breaker for the aft cockpit
battery avionics bus, which indicates a problem in that particular circuit.
703. SECONDARY POWER
T-6A secondary power components (Figure 7-10) consist of:
1. A 24 VDC, 42 ampere-hour battery
2. A 24 VDC, 5 ampere-hour auxiliary battery
3. An external power receptacle
The primary battery provides power for engine starts and is capable of powering all electrical
systems (except air conditioning that is automatically shed) in the event of generator failure with
the bus tie closed. Battery power is controlled by the battery switch, labeled BAT, located on the
right forward switch panel in each cockpit.

Figure 7-10 Secondary Power System
As with the generator control switches, the battery switches are electromagnetically held ON,
spring loaded OFF, and electrically interlocked. This allows the battery to be controlled from
either cockpit. Inter-cockpit operation of the battery switches is identical to that of the generator
switches. Power for the battery switches is provided through a circuit breaker labeled BAT SW,
located on the battery bus circuit breaker panel in the front cockpit.
The auxiliary battery will power a minimum number of aircraft systems and avionics in the event
of failure of the generator and primary battery. The auxiliary battery is controlled by the lift and
throw ON/OFF auxiliary battery switch, placarded AUX BAT, on the right forward switch panel
in the front cockpit.
The auxiliary battery is tested during preflight checks (before application of battery power) by
the auxiliary battery test switch (Figure 7-11). This switch is labeled AUX BAT and is located
on the port console test panel in the front cockpit. The AUX BAT test indicator light is above
the switch. Position the AUX BAT switch forward and hold for a minimum of five seconds,
then release. Verify the AUX BAT test indicator light illuminates when the switch is moved to
the forward position, remains illuminated while the switch is held forward, and extinguishes
when the switch is released. You will have an opportunity to practice this later during you
checklist lessons.
Figure 7-11 Aux Power Test Switch

An external power receptacle is installed in the bottom of the aft fuselage, below the port
avionics bay door. The external power system is capable of powering all T-6A systems, to
include engine start. External power is distributed on the battery bus, and is controlled by the
battery switch (BAT) on the starboard forward switch panel. This switch must be set to ON for
external power to be accepted by the aircraft. A voltage sensor is located between the external
power connector and the external power relay. If the external voltage level exceeds a nominal
level, the overvoltage relay will automatically disconnect the external power from the aircraft
electrical system.
704. AIRCRAFT LIGHTING
All instruments, control panels, and displays in both cockpits are lighted for operation during
night or reduced light conditions. In each cockpit, area (flood) lights are provided on the
bulkheads above the circuit breaker panels. A locatable utility light, powered by a coiled power
cable, is stowed at the rear of the starboard console. The utility light can be moved from its
normal stowed location mounting to mountings on the canopy rail, for area/chart lighting, or
hand held for area lighting. Also, kneeboard lights are mounted on the front of each cockpit’s
instrument glare shield.
Balanced light output from the instruments, control panels, and displays can be adjusted by using
dimming controls on the trim control panel located on the forward port console in each cockpit
(Figure 7-12). Instrument panel lights are controlled through a knob labeled INSTR PANEL.
Side console panel back lighting is controlled by a knob placarded SIDE, and area lights are
controlled by the knob labeled FLOOD.
Figure 7-12 Aircraft Lighting Controls
Power for instrument panel lighting is provided through a circuit breaker labeled INST on the
battery bus circuit breaker panel in the front cockpit, and labeled INST LT on the battery bus
panel in the rear cockpit. Side console lighting power is provided through circuit breakers
labeled SIDE (front cockpit) and SIDE LT (rear cockpit), both on the generator bus circuit
breaker panels. Power for area lighting (floodlights) is provided through a circuit breaker
placarded FLDT located on the battery bus circuit breaker panel in each cockpit.

Lighting controls for EFIS displays, the RMU, the AOA indexer, and the GPS control panel are
mounted on the individual units. In addition, the electronic air data EIDs incorporate an
automatic brightness control function that adjusts the displays to maintain an optimum brightness
contrast and balance for the lighting environment during daylight operation (Figure 7-13). To set
the instrument panel lighting brightness level, adjust the instrument panel rheostat clockwise
while watching the AOA gauge. Set the AOA gauge to the desired level. The electronic
displays will transition to match the brightness of the AOA gauge.
Figure 7-13 Brightness Controls
Utility lights are located on the starboard console in each cockpit. These lights can be detached
and relocated to the right canopy rail for use as an area or map light, or hand-held for local light
as required. A variable dimmer control on the back of the light is integral to each utility light.
The front lenses of the light can be rotated to select white flood or spot and red flood or spot.
The lights are powered through a coil cord allowing freedom of movement throughout the
cockpit. Two alternate mounting brackets are located on the starboard canopy rail to allow
additional lighting for the kneeboard.
Kneeboard lights are located under the leading edge of each cockpit’s instrument glare shield.
Each light is swivel-mounted and can be positioned as desired. These lights are controlled
individually and are turned on when the assembly is rotated downward for use. Light intensity is
adjusted using a rotating bezel assembly. The light is turned off by rotating it back to the stowed
position.
NOTE
When fully extended, the kneeboard lights interfere with the

ejection envelope by 0.568 inch in the front cockpit and 0.102 inch
in the rear cockpit. When using kneeboard lights, do not extend
past the edge of the glare shield. When not in use, ensure the
kneeboard lights are in the stowed position.

Power for the utility lights and kneeboard lights is provided through circuit breakers labeled
UTIL on the front cockpit battery bus circuit breaker panel and UTIL LT on the rear cockpit
battery bus circuit breaker panel.
Exterior Lights
The landing light is located aft and inboard of the port main landing gear strut, and is exposed as
the landing gear is extended. Power to the landing light is controlled by a bump-capped switch
placarded LDG, located on the trim control panel in the front cockpit (Figure 7-14). After the
switch has been turned on, the light will only come on when the gear is down and locked.
NOTE
The head of the landing light switch has a plate attached with three
bumps to assist you in identifying the switch by feel.
Figure 7-14 Landing and Taxi Lights
The taxi light is located aft and inboard of the starboard main landing gear strut, and is exposed
as the gear is extended. Power to the taxi light is controlled by a switch located inboard of the
landing light switch on the trim control panel in the front cockpit and labeled TAXI. Like the
landing light, the taxi light will only illuminate when the switch is on and the gear is down and
locked. The lights are oriented to provide ground illumination and visibility during landing and
taxi operations.

The landing light power supply is provided through a circuit breaker labeled LDG, located on the
battery bus circuit breaker panel in the front cockpit. Power is supplied to the taxi light through
a circuit breaker labeled TAXI, located on the generator bus circuit breaker panel in the front
cockpit.
The T-6A is equipped with navigation lights at the leading and trailing edges of each wing tip, as
well as anti-collision strobe lights at each wing tip near the leading edge. When switched on, the
red navigation light on the port wing tip and the green navigation light on the starboard wing tip
are constantly illuminated. The white position lights at the trailing edge of each wing tip are also
constantly illuminated. The anti-collision strobe lights at each wing tip flash synchronously at a
rate of about 45 +/- 5 times per minute.
The anti-collision strobe lights are controlled with a switch placarded ANTI-COLL on the front
cockpit trim control panel. Navigation lights are controlled by a switch labeled NAV, also on the
trim control panel in the front cockpit (Figure 7-15). The anti-collision lights receive power
from a circuit breaker labeled COLL on the front cockpit battery bus circuit breaker panel. A
circuit breaker labeled NAV on the front cockpit generator bus circuit breaker panel provides
power for the navigation lights.
Figure 7-15 Navigation and Anti-Collision Light Controls

CHAPTER EIGHT
FUEL SYSTEM
800. INTRODUCTION
The T-6A fuel system uses three integral fuel tanks built into the single-piece wing to store
approximately 1100 pounds of usable fuel. The wing tanks are refueled either simultaneously by
pressure refueling through a single point adapter on the left front fuselage, or individually by
gravity fill through ports in each outer wing panel.
Fuel is fed to the engine by a motive flow system. Motive flow results as fuel moves through the
fuel lines and jet pumps, creating a pressure differential between the fuel lines and fuel tanks.
This pressure differential causes lower static pressure in the fuel lines and creates a “siphoning”
effect that draws fuel from the tanks.
Jet pumps in the fuel tanks are driven by motive flow to provide fuel to the collector tank and the
engine-driven low-pressure fuel pump. An electric boost pump is provided for engine start and
in case the engine-driven low pressure fuel pump fails. A fuel pickup (flip-flop) valve in the
central collector tank supplies fuel feed during flight. During inverted or negative G flight, a
weighted rod in the pickup valve closes off the normal pickup and opens the inverted flight
pickup. The system is fitted with an auto-balancing system that maintains approximately equal
fuel quantity in the two wing tanks.
The AEDD (Alternate Engine Data Display) on the instrument panel in both cockpits provides
indications of fuel flow and fuel quantity. Switches on the front cockpit right forward switch
panel provide the pilot with control of the fuel system. Six annunciators indicate fuel system
status.
801. FUEL STORAGE
Fuel is stored in three separate tanks (Figure 8-1): Port wing tank, Collector tank, Starboard
wing tank.
In aviation, fuel is referred to by weight in pounds (lbs) rather than by volume in gallons (gals).
In the T-6A, it is possible for the fuel tanks to hold a maximum of 1200 pounds (179 gallons) of
usable JP-8 fuel; however, when using the primary T-6A refueling method (single point
pressure), the total amount of usable fuel pumped into the tanks is reduced to approximately
1100 pounds. Using the primary T-6A refueling method, the port and starboard wing tanks each
will be fueled to approximately 530 lbs each. Since the central collector tank stores
approximately 40 lbs, you will have a total of approximately 1100 lbs of fuel.
FUEL SYSTEM 8-1

CHAPTER EIGHT SNFO T-6A AIRCRAFT SYSTEMS
Figure 8-1 Fuel Storage and Filling
Single Point Refueling
The T-6A can be refueled by two methods, single point pressure or over the wing gravity. Single
point pressure refueling is the primary method of refueling the aircraft. The single point
refueling/defueling adapter is located on the port side of the fuselage just forward of the wing
(Figure 8-1).
Figure 8-2 Single-Point Fueling Access
8-2 FUEL SYSTEM

SNFO T-6A AIRCRAFT SYSTEMS CHAPTER EIGHT
The single point adapter (Figure 8-2) permits filling of the wing tanks simultaneously. The
collector tank normally remains full since most flights will not use the total volume of fuel. This
is due to the collector tank being replenished via gravity feed from the wing tanks. Using single
point pressurized refueling from a fuel truck or fuel pit, the tanks can be filled in approximately 3
to 5 minutes.
Refueling shutoff is controlled automatically by the level control pilot valves located at the
outboard tip of each wing. These valves close when fuel reaches them, causing the level control
shutoff valves to close, halting fuel flow.
Pre-check valves next to the single point adapter route fuel directly to the respective pilot valve
to test the automatic shutoff function. When each valve is opened by ground personnel prior to
refueling, fuel flows directly to the respective pilot valve, which in turn will shut down refueling
in a matter of seconds.
Defueling or removal of fuel from the aircraft is usually performed prior to extensive
maintenance on the aircraft. The aircraft can be defueled in approximately 5 minutes by
applying suction through the single point adapter which causes the defuel valve in the collector
tank to open. Fuel in the wing tanks gravity feed to the collector tank.
The secondary refueling method is over the wing gravity refueling. This method uses two ports;
one located on the top outboard end of each wing tank, and is akin to how an automobile is
refueled. Fuel capacity is approximately 50 pounds greater in each wing (100 lbs total) using
this method if each wing tank is filled to the base of the filler neck. There is no automatic
shutoff for this method and the aircraft cannot be defueled from the over wing gravity refueling
ports.
802. ENGINE FEED
An electric boost pump located in the collector tank provides fuel delivery for initial engine
startup (Figure 8-3). A redundant circuit in the starter relay activates the boost pump whenever
the starter is activated, regardless of fuel pressure. The boost pump also serves as a backup to
the engine-driven low-pressure fuel pump.
A manifold valve located at the front of the collector tank connects both the electric boost pump
and the primary jet pump to the engine feed line. The fuel is pumped through the engine feed
line to the fuel filter, which is installed to prevent contaminants from reaching the main fuel
pumps or engine. The filter is equipped with a fuel bypass that enables fuel flow to the engine if
the filter becomes restricted.
FUEL SYSTEM 8-3

Figure 8-3 Fuel Flow and Pumps
The engine feed line incorporates two shutoff valves as shown in Figure 8-4. The firewall
shutoff valve is actuated by the firewall shutoff handle in the front cockpit and stops fuel flow to
the engine. A maintenance shutoff valve is provided to isolate the fuel system for engine or fuel
filter maintenance.
Figure 8-4 Shutoff Valves
8-4 FUEL SYSTEM

Fuel Pumps
From the fuel filter, fuel continues down the engine feed line to the engine-driven low-pressure
fuel pump. The engine-driven low-pressure fuel pump feeds fuel to the engine-driven
high-pressure fuel pump.
The engine-driven high-pressure fuel pump routes fuel to the Fuel Management Unit (FMU) that
controls fuel delivery to the engine. A fuel flow transmitter (Figure 8-5) is activated and sends a
signal to the Alternate Engine Data Display. This will be covered in detail in the Fuel Controls
and Indicators topic.
Figure 8-5 Fuel Flow Transmitter
From the FMU, most fuel will be sent to the engine. Excess fuel not used by the engine is sent
from the FMU through a purge line back to the inlet side of the high-pressure pump. Fuel
remaining in the high-pressure pump on engine shutdown is sent back to the collector tank via a
purge line.
Some fuel is routed from the engine-driven low-pressure fuel pump down the motive flow line
and used to drive the primary and transfer jet pumps. These pumps are discussed later in this
topic. A ten (10) psi pressure switch (Figure 8-6) senses fuel pressure in the motive flow line
and activates the electric boost pump anytime fuel pressure drops below 10 psi and the PCL is
above the start ready position. The switch will also illuminate the FUEL PX (low fuel pressure)
annunciator.
FUEL SYSTEM 8-5

Figure 8-6 Ten PSI Low Pressure Switch
Fuel delivered by the motive flow line drives the primary jet pump that then begins to deliver
fuel from the collector tank to the engine-driven low-pressure fuel pump.
As fuel is drawn from the collector tank by the primary jet pump, transfer jet pumps in the wing
tanks direct fuel from the wing tanks to the collector tank. This keeps the collector tank full and
pressurized.
Both the primary jet pump and transfer jet pumps operate by venturi flow. Fuel is forced through
a tapered restriction in the pumps, causing an increase in the velocity of the fuel flow. This
creates a suction effect, which draws additional fuel from the tanks.
During normal flight, fuel gravity flows toward the collector tank due to the dihedral of the
wings. The primary jet pump, located near the bottom of the collector tank, is enveloped in fuel.
However, during inverted flight, the fuel flows into the wing tips away from the collector tank.
The fuel in the collector tank flows by gravity to the top of the tank away from the primary jet
pump.
The T-6A is equipped with a flip-flop valve in the collector tank, which allows fuel to feed to the
engine during inverted or negative G flight. Because fuel in the wing tanks is pulled away from
the collector tank and usable fuel is limited to that in the collector tank, inverted flight should be
limited to 15 seconds.
8-6 FUEL SYSTEM

803. FUEL CONTROL AND INDICATORS
There are seven fuel level probes in the T-6A fuel tanks, three in each wing tank and one in the
collector tank. These probes send a signal to the AEDD on the right side of the instrument panel
for visual display of left and right wing tank FUEL QTY (fuel quantity). The probe in the
collector tank also provides temperature compensation and fuel density measurements.
Fuel quantity is displayed in the lower left corner of the AEDD as shown in Figure 8-7. The
arrows and numbered scales indicate fuel quantity (times 100 pounds) for the left and right fuel
tanks. Fuel in the collector tank is split between the two wing tank indications. The displayed
fuel quantity in Figure 8-7 indicates a total of 600 pounds of fuel in the tanks (including the
collector tank) since the left arrow indicates a “3” (300 pounds) and the right arrow indicates “3”
(300 pounds). The arrows are white until they enter the amber arcs (150 pounds remaining) at
which time they turn amber. Two amber arrows indicate the total fuel quantity is below 300
pounds.
Figure 8-7 Fuel Gauge
Fuel low-level sensors, completely separate from the seven fuel probes, are located at the rear
edge of the inboard ends of the wing tanks. These sensors illuminate the “L FUEL LO” or “R
FUEL LO” annunciators when the fuel level falls below 110 pounds in the respective tank.
FF - The fuel flow display is located in the lower right corner of the AEDD (Figure8-7) and
receives its input from the fuel flow transmitter (Figure 8-5). It measures the fuel flow in pounds
per hour (PPH) that the engine is using at that particular moment. A reading of 350 PPH is a
typical indication for cruise power settings.
FUEL SYSTEM 8-7

The six annunciators displayed in Figure 8-8 indicate fuel system status.
FUEL PX - This annunciator indicates low fuel pressure delivery to the high-pressure fuel pump,
and is illuminated by activation of the low-pressure switch (below 10 psi) n the motive flow line.
Figure 8-8 Fuel System Annunciators
L FUEL LO - This annunciator indicates that fuel quantity in the port wing tank is low (110
pounds or less).
R FUEL LO - This annunciator indicates that fuel quantity in the starboard wing tank is low (110
pounds or less).
FUEL BAL - This annunciator indicates that the fuel imbalance has exceeded 30 pounds for
more than two minutes.
M FUEL BAL - This annunciator is illuminated any time the fuel balance switch is NOT in the
AUTO position.
BOOST PUMP - This annunciator, when lit, indicates that the boost pump has been activated
manually by turning the boost pump switch ON, or automatically by activation of the
low-pressure switch or whenever the starter is activated by placing the starter switch to
AUTO/RESET.
There are three fuel system related switches on the right forward switch panel in the front
cockpit. They are the BOOST PUMP switch, FUEL BAL switch, and the MANUAL FUEL
BAL switch (Figure 8-9).
8-8 FUEL SYSTEM

Figure 8-9 Fuel System Switches (Front Cockpit)
NOTE
The rear cockpit switch panel has only the BOOST PUMP switch.
The boost pump switch operates the boost pump. It has two positions: ON and ARM. The
switch is normally set in the ARM position. When set in this position, the boost pump will be
energized by the Power Management Unit (PMU) during engine start to provide fuel for the
starting sequence or by the Low Pressure switch if motive flow drops below 10 PSI. Once the
engine is running and motive flow commences, the boost pump is turned off by the PMU when
the N1 reaches approximately 50%. Because pressurized fuel is being provided by the primary
jet pump during normal engine operation, the boost pump is not needed and will not normally
come on again during the mission.
When the switch is set to the ON position, the boost pump will operate continuously. Normally,
this position should only be used if there is a failure of the engine-driven low-pressure fuel
pump.
The FUEL BAL (fuel balance) switch is used when a fuel imbalance occurs and the auto-
balancing system is not correcting the situation. It has two positions: MAN/RESET and AUTO.
The switch will normally be in the AUTO position. This allows the fuel system to automatically
balance the fuel in the wings. If a system malfunction should occur, place this switch in the
MAN/RESET position and use the MANUAL FUEL BAL switch to manually balance the fuel.
These procedures will be outlined for you in a future emergency procedures lesson.
The MANUAL FUEL BAL (manual fuel balance) switch has three positions: OFF, L, and R.
The switch is normally in the OFF (centered) position since the fuel system automatically
balances the fuel. This switch is NOT operational unless you have switched the FUEL BAL
switch to the MAN/RESET position. This activates the M FUEL BAL annunciator, indicating
that the system is in manual balancing mode.
FUEL SYSTEM 8-9

The switch is set to L or R (left or right), corresponding to the “lighter” tank as displayed on the
fuel gauge. This activates the respective transfer (solenoid) valve and closes the motive flow line
to the light tank.
Venting and Balance
The wing tanks are vented to the atmosphere through vent lines that provide vacuum and
pressure relief for the tanks. The wing tanks are internally vented to each other through a cross
vent line.
If the aircraft should be parked on a sloped surface, fuel will flow from the high wing to the low
wing, causing an imbalance. A float valve installed in the vent opening at the tip of each wing
tank will close when rising fuel reaches it. This prevents the fuel from draining to the outside.
The fuel system incorporates an auto balance system that maintains the fuel load in each wing
tank to within 20 pounds of the other wing. If an imbalance is detected by the Engine Data
Manager (EDM) of 20 pounds or more for more than 30 seconds, the appropriate transfer
(solenoid) valve is activated to close the motive flow line to the light tank. This stops fuel from
the light tank being actively transferred to the collector tank. Fuel from the heavy tank will
continue to be actively transferred to the collector tank.
If the imbalance is not reduced to less than 30 pounds within 2 minutes, the FUEL BAL
annunciator illuminates and the auto balance system will shut off. The FUEL BAL annunciator
will remain illuminated until the system is reset. If the auto balance system shuts off without
reducing the fuel imbalance to 30 pounds or less, the auto balance system may be reset to
provide an additional 2 minutes to balance the fuel load by placing the FUEL BAL switch to the
MAN/RESET position then back to AUTO. The system may require multiple resets to balance
the fuel load. If the auto balancing system should fail, you can manually balance the system by
placing the FUEL BAL switch to the MAN/RESET position and selecting the light tank with the
MANUAL FUEL BAL switch (Figure 8-10) until the fuel level in the heavy tank is reduced to
the level of the light tank then selecting OFF.
Figure 8-10 Manual Fuel Balance
8-10 FUEL SYSTEM

CHAPTER NINE
PROPULSION SYSTEMS
900. INTRODUCTION
This chapter will focus on the engine and related systems, including the engine, engine exhaust,
engine cowling, starter, ignition, oil, power control lever (PCL), power management unit (PMU),
reduction gearbox, propeller, and propeller Interface Unit (PIU).
The engine cowlings are the metal panels that cover the engine compartment. These panels
protect the engine components, decrease drag, and provide for engine air intake. All of the
panels are removable and most are secured using quick release latches. These latches provide
quick access to the engine compartment.
The engine cowling supplies the engine with essential airflow. Air enters the cowling through an
opening in the front just below the nose cone. This air is passed through the inertial separator
prior to reaching the engine. The inertial separator causes the air molecules to turn 90° with
regards to the engine compartment. Heavier particles, such as water or debris, are not able to
make the turn and are returned to the atmosphere through a bypass duct.
901. ENGINE
In order for the T-6A to fly, it needs forward movement. Forward movement is generated from
thrust. The engine generates the power to turn the propeller, which produces thrust.
Figure 9-1 is a model of the T-6A engine, showing the location of major components.
Figure 9-1 PT6A-68 Engine System
PROPULSION 9-1
CHAPTER NINE SNFO T-6A AIRCRAFT SYSTEMS
The T-6A is equipped with a Pratt & Whitney PT6A-68 free turbine, reverse flow design,
turboprop engine. What does all that mean? Free turbine refers to the fact that the compressor
and power turbines are not physically connected. Air movement from one turbine to the other
provides power to the propeller.
Reverse flow design refers to the flow of air through the engine. Air enters at the rear and moves
forward during the combustion cycle (Figure 9-2).
Figure 9-2 Air Flow
There are three elements necessary for engine operation. These elements are: Air, Fuel, and
Heat.
The major sections of the engine are the accessory section, the gas generation section, and the
power turbine section (Figure9-3).
Accessory Section
The accessory section is located at the rear of the engine and contains several aircraft systems.
Some of those systems are the accessory gearbox, the oil tank, the starter/generator, and the
battery. Most of the components in the accessory compartment are not directly related to engine
operations. The exception is the starter/generator. The starter turns the accessory gearbox,
which in turn, turns the compressors that provide air to the engine until it starts and is able to
sustain itself.
9-2 PROPULSION
SNFO T-6A AIRCRAFT SYSTEMS CHAPTER NINE
Figure 9-3 Engine Sections
Gas Generation Section
The gas generation section is located between the accessory section and the power turbine
section. It contains the following components: compressor inlet, compressor, combustion
chamber, and compressor turbine (Figure 9-4).
Inlet air enters the engine through the compressor inlet and is compressed by a four-stage axial
flow compressor and a single-stage centrifugal flow compressor. The compressed air is then
injected into the annular combustion chamber. In the combustion chamber, the compressed air is
mixed with fuel and ignited. Igniting the mixture causes the gases to expand. The expanding
gases drive the compressor turbine, which perpetuates the cycle.
Figure 9-4 Gas Generation Section
PROPULSION 9-3
Power Turbine Section
The power turbine section is the front section and contains the following components: Power
turbines, exhaust case, the reduction gearbox, and the propeller shaft (Figure 9-5).
The power turbine section uses the expanding gases generated by the gas generation section to
produce horsepower. After the expanding gases pass through the compressor turbine, they drive
the power turbines. Note that the power turbines rotate in the opposite direction of the
compressor turbine. This is possible because there is no physical connection between the two
turbine sections.
Figure 9-5 Power Turbine Section
The gases flow through the exhaust system and back into the atmosphere. The power turbine
drives the reduction gearbox, which in turn drives the propeller shaft at a reduced RPM.
Engine Exhaust System
The engine exhaust system consists of the following components: the exhaust ports and the
exhaust stacks (Figure 9-6). Once the expanding gases have passed over the power turbines, they
are ready to be released back into the atmosphere. This is where the exhaust system comes into
play. As the gases come out of the power turbine, they are directed to the exhaust ports on either
side of the engine. From the exhaust ports, the gases make a 180° turn through the exhaust
stacks before being release rearward. As the gases are released into the atmosphere, they provide
a small amount of additional forward thrust.
Figure 9-6 Exhaust Stack
9-4 PROPULSION
902. IGNITION SYSTEM
As mentioned earlier, three elements that must be present for proper engine operation are air,
fuel, and heat. The starter provides the initial air flow, the Fuel Management Unit (FMU)
provides the fuel, and the ignition system produces the initial heat source.
The T-6A uses a dual spark ignition system to initiate combustion. This type of ignition system
provides quick light-offs over a wide range of temperatures. The ignition system consists of an
ignition exciter, two high voltage igniter cables, and two spark igniters (Figure 9-7). The
ignition exciter is mounted on the engine support frame. An igniter cable runs from the exciter
to each spark igniter. The spark igniters are located at the 4 and 9 o’clock positions around the
combustion chamber.
To create a spark the ignition exciter receives a low voltage input signal. The exciter transforms
this signal to a high voltage output signal. Shielded ignition cables carry this high voltage signal
to each spark igniter. The spark igniters provide a spark to the air and fuel mixture in the
combustion chamber.
Figure 9-7 Ignition System
An ignition control toggle switch is located on the starboard forward switch panel in each
cockpit (Figure 9-8). The switch has positions of ON or NORM. During autostart or normal
operation, the ignition switch should be in the NORM position.
With the ignition switch in the NORM position, the igniters will be energized when the starter
switch is moved to AUTO/RESET. The Power Management Unit (PMU) will energize and de-
energize the igniters as required during the start sequence. A green IGN SEL annunciator will
illuminate when the igniters are being energized.
PROPULSION 9-5
Figure 9-8 Ignition Switches
The ON position is available for continuous igniter operation.
Power for the ignition system is provided through a circuit breaker labeled IGN, located on the
battery bus circuit breaker panel in the front cockpit.
903. POWER CONTROL LEVER (PCL)
The Power Control Lever (PCL) controls fuel flow to the engine, producing torque on the
propeller, and ultimately controls engine power and aircraft speed. PCLs are located on the port
console panel in both cockpits (Figure 9-9).
Figure 9-9 PCL Location
9-6 PROPULSION
To operate the PCL, use your left hand to move the lever forward or aft. Pushing the lever
forward increases the amount of fuel to the engine, thereby increasing aircraft power. Pulling the
lever aft decreases the amount of fuel to the engine and reduces aircraft power.
The PCLs are interconnected with a push-pull rod (Figure 9-10). As one PCL moves, the other
one follows. This provides identical control of the propulsion system from either cockpit. The
front PCL is mechanically connected to the Fuel Management Unit (FMU) by a flexible cable.
The PCL is also electronically connected to the FMU by way of the Power Management Unit
(PMU). PCL movement physically moves the input lever on the side of the FMU. This fuel
request displaces a cam in the FMU that releases the requested amount of fuel. Simultaneously,
electronic control inputs to the FMU are generated by the PMU to fine-tune the requested fuel,
quantity and rate of increase or decrease, to maintain engine limits and a near linear power
response.
The front cockpit PCL has a friction adjust knob. The friction adjust knob is used to change the
tension applied to the PCL. Rotating the knob clockwise increases tension and rotating the knob
counter-clockwise decreases tension. Adjusting the PCL friction will keep the PCL from
inadvertently moving due to aircraft vibrations. Because the PCLs are connected, any adjustment
made to the front PCL will also affect the aft PCL.
Figure 9-10 PCL Interconnection
The PCL has the following labeled positions: MAX, IDLE, and OFF. OFF is located at the aft
most position. The OFF position mechanically shuts off fuel flow at the FMU and is used for
engine shutdown. Engine power is distributed linearly, if the PMU is operating properly,
between the other two positions, IDLE and MAX.
IDLE power is always the minimum operational power and MAX is 100% of available power.
Any PCL position between IDLE and MAX is proportional to available power. An unmarked
position located between OFF and IDLE is used during engine start. To find the start position,
move the PCL forward until a green ST READY light on the annunciator panel illuminates.
PROPULSION 9-7
A PCL cutoff gate is provided to prevent inadvertent engine shutdown in addition to a modified
finger lift guard. When the PCL is moved forward to the IDLE position during engine start, two
roller bearings lock in place on the front side of the rocker cam detent to secure the gate. To shut
down the engine, push the finger lift guard down (not shown below in Figure 9-11) then lift the
cutoff gate (marked with red placard) so that the handle moves the rocker cam out of the way and
allows the PCL to move aft into the OFF position.
Proper hand position (Figure 9-11) will help protect against inadvertent engine shutdown. Avoid
resting your wrist or lower arm on the PCL with your fingers in the area of the cutoff gate
release. From this position, your fingertips may inadvertently catch and lift the cutoff gate
release allowing you to potentially move the PCL to the cutoff position.
Figure 9-11 Proper PCL Hand Position
904. POWER MANAGEMENT UNIT
The PMU is a computer unit located underneath the engine in the accessory compartment (Figure
9-12). The PMU processes power requests from the PCL and keeps the engine and propeller
within operating limits. In addition, the PMU determines available power and provides a near
linear power response between the PCL IDLE and MAX positions.
Figure 9-12 PMU Location
9-8 PROPULSION
As mentioned, one of the primary functions of the PMU is to keep the engine and propeller
within operating limits. The PMU continually interacts with other engine systems to
automatically maintain Interstage Turbine Temperature (ITT), Torque, and RPM limitations (N1
& NP).
As previously discussed, the PCL is mechanically connected to the FMU by a flexible cable and
electronically connected to the FMU by way of the PMU (Figure 9-13). Moving the PCL
forward provides a physical input to the FMU via the flexible cable releasing a nominal amount
of fuel from the FMU. Simultaneously an electronic signal is transmitted to the PMU which fine
tunes the power request and sends an electronic signal to the FMU. The combination of these
inputs produces a near linear power response and keeps the engine and propeller within proper
limits.
Figure 9-13 FMU Connection
Figure 9-14 shows the near linear power response produced by the PMU. It also shows engine
operation with the PMU off or nonfunctional.
Figure 9-14 PMU Effect
PROPULSION 9-9
Control of the PMU is provided through a toggle switch labeled PMU and is located on the
starboard forward switch panel in the front cockpit only (Figure 9-15). This switch has two
available positions of NORM and OFF. When in the NORM position, all PMU functions are
active.
With the PMU switch in the OFF position, or if the PMU fails, all systems limitations must be
monitored and maintained manually. In addition, fuel delivery will be maintained solely through
the mechanical connection between the PCL and FMU. A step-up or step-down change in
engine power is likely, depending on the relationship of the FMU power curve and the PMU
power curve, if the PMU fails or is turned off in flight.
Figure 9-15 PMU Switch
Two annunciators are provided to indicate PMU functionality (Figure 9-16). An amber PMU
STATUS annunciator will illuminate 60 second after landing, so that maintenance may be
alerted, if the PMU has accommodated a fault during the flight. A PMU STATUS light in flight
indicates a fault or mismatch in the weight-on-wheels switches, alerting the aircrew that the
PMU will not revert to the ground mode upon landing. In addition to the PMU STATUS light,
the amber MASTER CAUTION switch light will illuminate and an aural tone will be heard.
The second annunciator is a red PMU FAIL annunciator. This annunciator will illuminate when
the PMU is nonfunctional. Whenever the PMU FAIL annunciator illuminates, it will be
accompanied by the illumination of the PMU STATUS annunciator as well. In addition to the
annunciator lights, the MASTER WARN and MASTER CAUT switch lights will flash and an
aural tone will be heard.
9-10 PROPULSION
Figure 9-16 PMU annunciators
The primary power for the PMU comes from a Permanent Magnet Alternator (PMA) that is
mounted on the reduction gearbox (Figure 9-17). The PMA provides 32 VAC, which the PMU
converts to DC power. If the PMA fails or is not available because the reduction gearbox is not
turning, backup power is provided through the battery bus. The PMU backup power circuit
breaker is labeled PMU, and it is located on the battery bus circuit breaker panel in the front
cockpit.
Figure 9-17 Permanent Magnet Alternator
905. ACCESSORY GEARBOX
The starter/generator is attached to the accessory gearbox (Figure 9-18). A shaft connects the
compressor section and accessory gearbox. During engine start, the starter/generator functions
as a starter to turn the accessory gearbox, which in turn, turns the compressor section. Once the
start is completed, the Starter/Generator can function as a generator, with the compressor turbine
powering the gearbox that powers the starter/generator and the other accessories attached to it.
PROPULSION 9-11
Figure 9-18 Starter/Generator
During engine start, the starter motor turns the compressor via linkage in the accessory gearbox.
This generates airflow and compression until the engine starts and is able to run at idle speed.
Once the engine is self-sustained, the starter can become a generator. The generator is driven by
the engine via the same linkage in the accessory gearbox. The generator provides 28 VDC,
which powers many of the aircraft systems and charges the battery and the auxiliary battery to
24 VDC.
The starter is engaged by a switch on the starboard forward switch panel in each cockpit (Figure
9-19). Each switch has the three positions: AUTO/RESET, NORM, and MANUAL.
The AUTO/RESET position will be used for most engine starts. To start the engine,
momentarily place the starter switch in this position. The switch is spring loaded and will
automatically return to the NORM position when released. The start sequence will be terminated
if the AUTO/RESET position is selected a second time.
9-12 PROPULSION
Figure 9-19 Starter Switch
The MANUAL switch position is available, but is not used under normal circumstances. If a
start attempt is automatically or manually aborted, the MANUAL switch position is selected to
manually motor the engine by leaving the starter switch in this position for 20 seconds with the
PCL off. With the starter switch in the MANUAL position, the PMU will not be involved and as
a result, the igniters and standby fuel boost pump will not be energized and the switch is not
spring loaded back to NORM as it is in the AUTO/RESET position.
When starting the engine, it is important to make sure that all preflight procedures have been
completed. Move the PCL forward until the green ST READY annunciator illuminates. The
ignition switch should be in the NORM position. The next step in the start procedure is to move
the starter switch to the AUTO/RESET position momentarily and release it.
Green IGN SEL and BOOST PUMP annunciators will illuminate when the igniters and standby
fuel boost pump are energized by the PMU. The engine will continue the start cycle on its own.
These green annunciators will automatically extinguish at approximately 50% N1 during the start
sequence.
Power for the starter is provided through a circuit breaker (Figure 9-20) labeled START located
on the battery bus circuit breaker panel in the front cockpit.
PROPULSION 9-13
Figure 9-20 Starter Circuit breaker
906. OIL SYSTEM
The oil system provides a steady flow of filtered oil to the engine bearings, reduction gears,
accessory drives, and propeller. Without proper lubrication, these systems would overheat and
seize. The oil system includes a pressure system, scavenge system, and cooling system. The oil
system is designed such that oil pressure values are maintained during normal and aerobatic
flight. The oil system is made up of several components as seen in Figure 9-21.
Figure 9-21 Oil System Components
Oil must be pressurized to ensure lubrication of the necessary parts. This is done by the pressure
pump, which must also supply pressure during inverted or negative G flight. There are two oil
pickups inside the oil tank. The first pickup is in the center of the tank and is submerged in oil
during normal flight operations. A second pickup, located near the top of the tank, ensures a
constant flow of oil during inverted flight (Figure 9-22).
9-14 PROPULSION
Figure 9-22 Oil Pump Pickup While Inverted
After the pressure pump supplies oil to the bearings, reduction gears, accessory drives, and
propeller, a scavenge system returns the oil to the oil tank. The system uses several pressure and
scavenge pumps like the one shown here (Figure 9-23) to return the oil in the oil tank. Pumps
are placed in various locations throughout the oil system. This scavenged oil is then routed
through the oil cooler before the oil is returned to the oil tank.
Figure 9-23 Scavenge Pump
Oil is filtered by a main oil filter in the oil tank. There are also several oil strainers located in the
power, compressor, and accessory drive areas. If the main oil filter gets clogged or flow is
reduced, a filter bypass valve allows unfiltered oil to continue lubricating the engine
(Figure 9-24).
PROPULSION 9-15
Figure 9-24 Oil Filter Bypass
The oil system also incorporates a magnetic chip detector system. The chip detector sensor is
located in the oil sump (bottom) of the reduction gearbox. This sensor attracts ferrous metallic
particles in the oil and warns the aircrew of possible gear damage. If metal particles are detected
in the oil, a red CHIP annunciator will illuminate, the MASTER WARNING switch light will
illuminate, and an aural tone will be heard.
Oil levels can be checked by removing the dipstick from the fill port and visually inspecting the
oil levels on the dipstick. This method is only valid within 30 minutes of engine shutdown. A
second means for checking oil levels is provided through a sight glass on the side of the oil tank.
This method is not used because it is not as accurate as the dipstick method (Figure 9-25).
Figure 9-25 Oil Level Checks
CAUTION
Oil level must be serviced within 30 minutes of engine shutdown.

For most accurate results, check the oil level 15 to 20 minutes after
shutdown. Normal oil level is between ADD and MAX HOT. If
oil level is at or below ADD, service the oil level to MAX HOT. If
the engine oil level is not serviced properly, engine damage is
possible.
9-16 PROPULSION
CAUTION
The sight glass is not to be used for checking oil level; only the
dipstick is to be used for correct indication of oil level in the tank.
Oil temperature and pressure are measured by transducers on the engine accessory gearbox, a
signal is sent to both the engine/systems display in each cockpit and a signal conditioning unit
(SCU) computer. The SCU computer contains logic to illuminate the central warning system
under certain oil pressure conditions discussed in this topic.
During steady state conditions, normal oil pressure should be between 90 and 120 psi (green
range on display) (Figure 9-26). Refer to abnormal operations in NATOPS if oil falls outside of
this range. The exception to this is during aerobatics or spins. During aerobatics or spins, oil
pressure should be between 40 and 130 psi. Oil pressure below normal should be corrected
before the next flight.
An amber OIL PX annunciator will illuminate when oil pressure is between 15 and 40 psi at
IDLE power or between 40 and 90 psi for 10 seconds with power above IDLE. If the oil
pressure remains between 15 and 40 psi at IDLE power for 5 seconds or more, both annunciators
will be illuminated. If oil pressure is 15 psi or below at IDLE power, the amber OIL PX
annunciator will extinguish and the red annunciator will remain illuminated. A MASTER
WARNING or CAUTION switch light will illuminate with each annunciator and an aural
warning will be heard.
Figure 9-26 Oil System Indicators
PROPULSION 9-17
Power for the oil pressure transducer is provided through a circuit breaker labeled OIL TRX,
located on the battery bus circuit breaker panel in the front cockpit.
907. PROPELLER
The purpose of the propeller is to convert power into thrust. The T-6A uses a four bladed,
variable pitch, constant speed propeller. The PMU and the Propeller Interface Unit (PIU) control
propeller pitch change oil pressure to maintain a constant propeller speed of 2000 RPM (100%
NP) and achieve varying levels of thrust by increasing or decreasing propeller blade angle.
100% torque is available from sea level to approximately 16,000 feet MSL on a standard day.
Above 16,000 feet MSL, a decrease in the maximum torque available will be noted.
The propeller is driven by the power turbine, through the reduction gearbox (Figure 9-27). The
reduction gearbox transfers power generated by the engine to the propeller, reducing power
turbine speed from 30,000 RPM to the propeller operating speed of 2000 RPM. Propeller speed
(NP) is measured by a phase shift torque probe located in the reduction gearbox. Data from the
torque probe is continuously monitored by the PMU.
Figure 9-27 Reduction Gearbox
The PMU directs the PIU to maintain propeller RPM at 100% (2000 RPM) using an electronic
governor. If the PMU is functioning the backup mechanical overspeed governor (PIU) will not
allow propeller RPM to exceed 106% (2120 RPM). If the PMU fails or is disabled, propeller
RPM is automatically regulated by the backup system. If this backup system is used, the
mechanical flyweight overspeed governor (PIU) will reset to maintain RPM at 100 ± 2% (2000
RPM).
9-18 PROPULSION
Propeller pitch changes are caused by changes in oil pressure in the pitch change mechanism.
The PIU responds to power requests from the PMU by changing oil pressure to the pitch change
mechanism. The PIU increases or decreases the pressure of the oil that is transferred from the
PIU through a tube and stationary transfer sleeve into the hollow propeller shaft. Changes in oil
pressure result in changes to propeller pitch.
There are three basic blade angle or propeller pitch conditions. These conditions are based upon
the measure of the angle between the plane of rotation of the propeller and the chordline of the
blade (Figure 9-29). These conditions are Feathered, High Pitch (Coarse), and Low Pitch (Flat
or Fine).
In the feathered condition, the blade is oriented almost straight into the wind striking the aircraft
as it travels through the air and approximately 86° from the plane of rotation. This position
produces the least amount of drag on the aircraft, the most drag on the propeller, and no thrust.
Without oil pressure, the counterweights and feathering spring force the propeller blades to this
position.
Figure 9-28 Propeller Pitch Angle
High pitch is variable between feather and low pitch. The propeller will be in this position
during most flight conditions.
In the low pitch condition, the propeller blades are approximately 15° from the plane of rotation.
The propeller blades produce some thrust, the least drag on the propeller, and the most aircraft
drag. The propeller will be in this position during low speed and low throttle flight.
The propeller is moved to the feathered position by the feathering spring and the counterweights.
The pitch change mechanism (Figure 9-29) uses the oil pressure to force the propeller blades
away from feather. Oil for this system is provided by the engine oil system and regulated by the
PIU. As the PIU increases oil pressure to the pitch change mechanism, the sliding piston is
PROPULSION 9-19
forced forward, rotating the propeller blades toward low pitch. Because the counterweights are
connected to the blade root/hub, they are also repositioned forward of the plane of rotation by the
rotation and as the propeller rotates they constantly try to realign with the plane of rotation. The
combination of feathering spring and counterweights constantly force the blade angle to increase
causing propeller RPM (Np) to decrease and oil pressure on the sliding piston force the blade
angle to decrease causing propeller RPM (Np) to increase.
Figure 9-29 Pitch Mechanism
If there is an engine failure during flight, oil pressure to the pitch change mechanism will be lost
and the propeller will be moved toward feather by the feathering spring and counterweights.
However, if any residual oil pressure remains from the windmilling engine, the PIU will attempt
to maintain propeller pitch and the propeller may not fully feather. To fully feather the propeller,
place the PCL into the OFF position. This position activates two separate control valves within
the PIU. The first is a micro-switch that activates the feather dump solenoid valve. The second,
controlled by the PMU, is oil pressure. Oil pressure being released by either valve allows the
feather spring and counterweights to fully feather the propeller.
The feather dump solenoid valve receives power through a circuit breaker labeled PROP SYS,
located on the battery bus circuit breaker panel in the front cockpit. Since the adjustment of the
propeller pitch is automatic, the T-6A pilot only needs to adjust the PCL to the desired level of
engine power. The propeller system will use this input, as well as temperature, altitude, and
other conditions, to determine the necessary propeller pitch to maintain 100% Np.
908. ENGINE DATA MANAGER
The Engine Data Manager (EDM) is a computer unit located in the port avionics bay that
monitors and processes engine operation data (Figure 9-30). The EDM performs several engine
related tasks. It drives the primary, alternate, and engine/system displays and illuminates
advisory, caution, or warning annunciators when appropriate. The EDM also performs the
following non-engine related tasks: fuel balancing, fuel quantity indications, a display of DC
volts, DC amps, hydraulic pressure, cockpit pressure altitude, and cockpit pressure differential.
9-20 PROPULSION
Figure 9-30 EDM Location
Redundant power is supplied to the EDM through circuit breakers, labeled EDM, located on the
battery bus circuit breaker panel and the generator bus circuit breaker panel in the front cockpit
only.
PEDD
The Primary Engine Data Display (PEDD) is an Electronic Instrument Display (EID) that
presents engine information received from the EDM (Figure 9-31). The PEDD is located on the
right side of the instrument panel in each cockpit. The PEDD provides each cockpit with a
visual indication of engine operation. All primary engine data is gathered by various sensors and
is transmitted to the PMU for processing. The EDM monitors engine parameters and passes the
information to the PEDD.
Figure 9-31 PEDD and PMU
PROPULSION 9-21
In the event of abnormal engine operation, the scales on the PEDD change color to warn the
aircrew of possible engine malfunction.
1. Normal operating range color– white or green
2. Caution operating range color– amber
3. Exceeding operating limits color – red
Figure 9-32 PEDD
For each of the following, the PEDD provides information via an analog circular scale and/or a
digital readout (Figure 9-32):
1. Torque
2. Interstage Turbine Temperature (ITT)
3. Gas generator speed (N1)
4. Propeller RPM (NP)
5. Indicated Outside Air Temperature (IOAT)
Torque is measured by the phase shift torque probe located in the reduction gearbox and
represents a percentage of maximum rated torque. Normal ranges from 0 - 100% with the
maximum of 100% indicated by the red radial on the analog scale. Out-of-limits are readings
more than 100%.
ITT provides the aircrew with an indication of the temperature between the compressor turbine
and the power turbine. This reading is obtained from a bimetallic five probe sensing system
downstream of the compressor turbine. ITT is displayed in degrees Celsius. ITT data, like
torque and N1, is presented both in digital and circular analog scale format.
9-22 PROPULSION
During a start sequence, ITT operating limits are from 400° to 1000° C (Figure 9-33). During
this sequence, the circular scale goes nearly three-quarters of the way around (Figure 9-33).
After the startup sequence is complete, operating limits are reset to 400° C and 820° C and the
circular scale becomes proportionally smaller (Figure 9-34). Out-of-limits are readings more
than 820° C.
Figure 9-33 ITT for Start
The gas generator speed (N1) represents the speed of the compressor turbine in the gas generator
section of the engine. N1 is measured by a magnetic pulse sensor in the accessory gearbox. As
represented by the green arc on the analog scale, normal operating limits ranges from 60 - 104%.
Out-of-limits are readings more than 104%.
Figure 9-34 Normal ITT Scale
The Propeller RPM (NP) is measured by the torque probe and represents a percent of maximum
rated propeller RPM. Readings are displayed as a white digital readout. NP ground operating
limits are 0 to 61% and 81 to 100%. In order to prevent damage from ground resonance,
sustained propeller operation between 62% and 80% NP (red background) is prohibited. Out-of-
limits indications, red background (Figure 9-35), for in-flight operations are readings in excess of
101%.
PROPULSION 9-23
Figure 9-35 NP Out Of Limits
The Indicated Outside Air Temperature (IOAT) is measured by the T-1 probe, a sensor located in
the inlet plenum. Readings are displayed as a white digital readout. Power for the PEDD travels
through the circuit breaker labeled PRI ENG DIS on the generator bus circuit breaker panels in
each cockpit.
AEDD
The Alternate Engine Data Display (AEDD) (Figure 9-36) provides each cockpit with a backup
visual indication of engine operations. This display provides some of the same information as
the PEDD, but unlike the PEDD and with the exception of torque, data for the AEDD is not
processed by the PMU. Torque is first determined by the PMU and then sent to the EDM for
display.
Figure 9-36 AEDD Location
9-24 PROPULSION
Information provided by the AEDD includes:
1. Raw Interstage Turbine Temperature (RITT)
2. Torque
3. Gas generator speed (N1)
4. Cockpit pressure altitude
5. Cockpit differential pressure (∆P)
6. Fuel flow
7. Fuel quantity
Torque, RITT, and N1
The AEDD provides information about torque, gas generator speed, and interstage turbine
temperature also found on the PEDD.
Unlike the PEDD that shows both analog and digital readouts for these three indications, the
AEDD only uses digital readouts (Figure 9-37).
Figure 9-37 AEDD and PEDD Displays
Data for torque and N1 is depicted on scales with identical names on both displays. The
Interstage Turbine Temperature (ITT) data displayed on the PEDD is displayed as Raw
Interstage Temperature (RITT) on the AEDD. RITT and N1 is sensor data fed directly to the
display without PMU processing.
PROPULSION 9-25
Cockpit Pressure Altitude and Differential
The cockpit pressure altitude display, labeled COCKPIT ALT, provides the aircrew with the
altitude maintained in the cockpit due to pressurization. Data for this display is generated by the
EDM. If the displayed cockpit altitude exceeds 19,000 feet, the normal white digital readout is
replaced by a black digital readout and is highlighted with an amber box. In addition, an amber
CKPT ALT annunciator illuminates, the MASTER CAUTION switch light flashes, and an aural
tone sounds (Figure 9-38).
The cockpit differential pressure (∆P) display, located below the cockpit altitude display,
measures the difference between the air pressures inside and outside the cockpit. ∆P is processed
by the EDM and is displayed by a white digital readout. If ∆P exceeds 3.9 to 4.0 psi, the digital
readout is highlighted with a red box. In addition, a red CKPT PX annunciator illuminates, the
MASTER WARN switch light flashes, and an aural tone sounds.
Figure 9-38 Cockpit Altitude Exceeds 19,000 ft
Fuel Displays
The last two displays relate to the fuel system. The fuel quantity gauge receives information
from seven fuel probes to generate a visual display of the amount of fuel (in hundreds of pounds)
in the wing tanks and the collector tank. The fuel flow gauge receives information from the fuel
flow transmitter and shows the rate of fuel consumption in pounds per hour.
The AEDD is powered through a circuit breaker labeled ALT ENG DIS located on the battery
bus circuit breaker panel in each cockpit.
9-26 PROPULSION
ESD
The Engine/Systems Display (ESD) (Figure 9-39) is located just below the PEDD. This display
provides oil, hydraulic and electrical system data.
Figure 9-39 Engine Systems Display
The ESD provides the following information:
1. Oil temperature
2. Oil pressure
3. Hydraulic pressure
4. DC voltage
5. DC amperage
Oil temperature is measured by a transducer on the engine oil pressure line downstream from the
oil pump and is displayed by using both an analog circular scale and a digital readout. Normal
(Green arc, white needle, and numerals) operating limits ranges from 10 - 105° C. Cautionary
(Amber arc, needle, background and black numerals) limits ranges from 105 - 110° C. Out- of-
limits (Red arc, needle, background, and white numerals) are readings more than 110° C.
Oil pressure is measured by a transducer located on the engine oil pressure line and is displayed
by using both an analog circular scale and a digital readout. Normal operating limits for this
gauge ranges from 90 to 120 psi. Color coding of the analog scale, needles, background, and
numerals are the same as oil temperature.
PROPULSION 9-27
The amber or red OIL PX annunciators will illuminate with associated MASTER WARNING or
CAUTION switch lights, and aural tones for the conditions and oil pressure ranges shown in
figure 9-40.
Figure 9-40 Oil Pressure Chart
Hydraulic pressure, measured by a pressure sensor located on the power pack reservoir, is
displayed by using both an analog circular scale and a digital readout. Normal (Green arc, white
needle, and numerals) operating limits for this gauge ranges from 2880 to 3120 psi. If hydraulic
pressure falls below 1800 psi or rises above 3500 psi, the digital readout will change to black and
the arc, needle and background will change color to amber to indicate caution.
DC voltage is displayed on the starboard side of the display just below the oil pressure indicator.
DC voltage is monitored and controlled by the generator control unit that also serves as the
voltage regulator. DC voltage is displayed by a digital readout. The readout is amber
background and black numerals up to 21.9 volts, white numerals from 22.0 to 29.5, amber
background and black numerals from 29.6 to 32.2, and red background and white numerals at
32.3 volts and above (Figure 9-41).
Figure 9-41 Voltage Out Of Limits
DC amperage is displayed just below the DC voltage readout and is indicated by a white digital
presentation. All amperage indications are considered normal (no color changes) with
limitations subject to NATOPS Section 5.
9-28 PROPULSION
ESD power is provided through a circuit breaker labeled ENG SYS DIS on the generator bus
circuit breaker panel, located in each cockpit.
909. FIRE WARNING SYSTEM
The T-6A is equipped with a fire warning system. The system is designed to monitor both
average and discrete temperatures. The system consists of redundant sensor tubes containing
core material and responder assemblies located on the exterior of the engine as shown in Figure
9-42.
The sensor tube is filled with pressurized helium gas. Inside this tube is a core element filled
with hydrogen gas. The core element responds to localized heat caused by fire or hot gases. The
sensor tube responds to average temperatures for overheat sensing. The tubes are built such that
kinks, twists, or dents will not affect system reliability.
Figure 9-42 Fire Warning Components
As average or localized temperatures rise, the helium gases expand, creating increasing pressure
inside the responder. When pressure in the responder reaches or exceeds the preset limit, a
signal triggers the overheat/fire alarm. The hydrogen charged inner core is designed to respond
to highly localized temperatures caused by fire or hot gases. As the temperature of the core
element increases, it releases hydrogen gas into the sensor tube. The mixture of these gases
causes the helium gas pressure to increase. When pressure limits are exceeded in the responder,
it generates an overheat/fire warning.
If preset temperature limitations are exceeded, the aircrew is notified by the red FIRE
annunciator in each cockpit. In addition, the MASTER WARN switch annunciator will
illuminate and an aural warning tone is heard (Figure 9-43).
PROPULSION 9-29
Figure 9-43 Fire Warning Display
The two fire warning loops may be tested for system integrity and lamp operation by a switch
labeled FIRE, located on the system test panel on the port console, in the front cockpit. To test
the system, select the #1 switch position. If the top two bulbs of the FIRE annunciator
illuminate, MASTER WARN switch light illuminates and the aural warning tone sounds, the
battery bus portion of the system is ready for flight (Figure 9-44). If both bulbs of the
annunciator or the MASTER WARN light do not illuminate, or the warning tone does not sound,
the system is not ready for flight and maintenance needs to be performed.
Figure 9-44 Fire System Test
NOTE
Only the top half of the FIRE annunciator will illuminate for the #1
switch position test.
Releasing the switch, it will return to the spring-loaded center and stop the test. Cancel the
Master Warning and repeat the process for the generator bus portion #2 switch position, and note
that both bulbs of the bottom half illuminates for the #2 switch position along with the Master
Warning switch light and warning tone. As with the #1 position, both bulbs of the bottom half of
the annunciator, Master Warning and warning tone must function correctly to be suitable for
flight.
9-30 PROPULSION
Power for the #1 fire warning loop is provided through a circuit breaker labeled FIRE 1, located
on the battery bus circuit breaker panel in the front cockpit. Power for the #2 fire warning loop
is provided through a circuit breaker labeled FIRE 2, located on the generator bus circuit breaker
panel in the front cockpit.
In the event of a fire, a Firewall Shutoff Handle is available. The handle is located on the port
console panel in the front cockpit. The shutoff handle mechanically shuts off hydraulic fluid and
fuel flow to the engine at the firewall, as well as bleed airflow from the engine.
PROPULSION 9-31
9-32 PROPULSION
CHAPTER TEN
ENVIRONMENTAL SYSTEMS
1000. INTRODUCTION
The T-6A has several environmental systems that provide for both aircrew comfort and survival.
This section will cover the environmental control panel and the aircrew comfort systems. These
systems are:
1. Ventilation and heating
2. Canopy defogging and air conditioning
3. Oxygen and pressurization systems
The environmental control panel, located on the front cockpit starboard console, provides the
aircrew with control of all environmental systems. The rear cockpit is equipped with only an
evaporator blower control switch on the engine/electrical switch panel on the starboard console
(Figure 10-1). Fresh air ventilation is provided through an inlet duct during ground operations
and unpressurized flight. Airflow is supplied by a blower on the ground and by ram air in flight.
Figure 10-1 Environmental Controls
Cockpit heating and canopy defogging are provided by engine bleed air. The engine also
supplies bleed air for pressurization, anti-G, and OBOGS (Figure 10-2).
ENVIRONMENTAL SYSTEMS 10-1

CHAPTER TEN SNFO T-6A AIRCRAFT SYSTEMS
Figure 10-2 System Operation Components
Cockpit air and avionics cooling is supplied by an engine-driven vapor cycle air conditioning
system, which is a separate system that does not use engine bleed air. It draws in ambient
cockpit air, cools it, and then discharges it back into the cockpit.
Environmental Control Panel
The Environmental Control Panel (ECP) is installed in the front cockpit on the starboard console
(Figure 10-3). It has four toggle switches and two rotary switches. The switches, what they
control, and their use are discussed in the following paragraphs.
A bleed air inflow control toggle switch controls the position of the bi-level flow control and
shutoff valve, determining how much hot engine bleed air will be provided to the system. This
switch has three positions: OFF, NORM, and HI.
The three-position ram airflow control toggle switch controls the position of the motor driven
fresh air valve. This switch has three positions: OFF (closed), NORM (mid open), and HI (full
open).
The evaporator blower control rotary switches provide power to the front and rear cockpit
blowers that supply airflow across air conditioning coils and out through the air conditioning
vents. The EVAP BLWR switches have rotary positions from OFF to HI that provide variable
speed control of the respective blowers.
10-2 ENVIRONMENTAL SYSTEMS

SNFO T-6A AIRCRAFT SYSTEMS CHAPTER TEN
NOTE
The EVAP BLWR control is the only environmental control

located in the rear cockpit.
Figure 10-3 Evaporator Control Switches
The temperature control rotary switch operates the motor driven heat exchanger bypass valve.
This valve determines the amount of warm bleed air to be mixed with the cooled air supplied by
the heat exchanger before ducting to the cockpit. This rotary switch operates in either the AUTO
(top 2/3) or MANUAL (bottom 1/3) mode. Cockpit air temperature is automatically adjusted
between 60° (8 o’clock) and 90° (4 o’clock) Fahrenheit with the TEMP CONTROL switch set
within this AUTO range. In MANUAL COLD the bypass motor closes the heat exchanger
bypass valve, in MANUAL HOT it opens the valve.
A toggle switch placarded AIR COND controls the air conditioning compressor. When the
engine is running, the generator is functioning and the switch is set to ON, the compressor is
engaged. When set to OFF, the compressor is disengaged. The air conditioner compressor will
also be engaged if the DEFOG toggle switch is set to ON.
1001. VENTILATION SYSTEM
Fresh air ventilation is available for the cockpit during ground operations and unpressurized
flight. On the ground, fresh air is provided by a blower. In flight, it is provided through the ram
air inlet on top of the cowl. It is then ducted back through the firewall into the cockpit.
On the ground, the weight-on-wheels switch activates a blower inside the cowling. The airflow
from this blower flows into the air inlet duct, to the fresh air valve, and then to the main inflow
duct just forward of the firewall (Figure 10-4).

Once the aircraft is off the ground, the weight-on-wheels switch shuts off the blower. The
spring-loaded flapper valve at the top of the inlet duct opens and airflow is supplied to the fresh
air valve through the ram air inlet.
Figure 10-4 Ground Ventilation
The amount of fresh air ventilation is controlled by the position of the fresh air valve for both
ground operations and unpressurized flight. The position of the fresh air valve is controlled by
the RAM airflow toggle switch on the environmental control panel in the front cockpit.
The RAM airflow toggle switch has three positions:
1. Closed (switch OFF)
2. Mid open (switch NORM)
3. Full open (switch HI)
This switch is overridden and the fresh air valve is closed when the aircraft reaches an altitude of
about 7500 feet MSL and the pressurization system begins to operate (Figure 10-5).

Figure 10-5 Ram Air Flow Switch (Airborne)
Distribution
When cockpit ventilation is selected during unpressurized flight, the fresh air flows through the
firewall shutoff valve into the main cockpit duct. Depending on the position of the vent control
lever (front cockpit only), the fresh air will flow to either the foot warmers (bottom) or the defog
vents (top), or both (if placed in the mid-range) (Figure 10-6).
Figure 10-6 Ventilation Distribution
1002. HEATING SYSTEM
Cockpit heating is supplied by engine bleed air that is tapped from the engine compressor
starboard side P3 port (Figure 10-7). All, or part, of this warm bleed air is routed through a heat
exchanger and/or a heat exchanger bypass valve, through the firewall, and into the cockpit where
it is divided and supplied to either the foot warmers or defog ducts in both the front and rear
cockpits. This is done in the same manner as the ventilation air.

Figure 10-7 Bleed Air Supply
The hot engine bleed air is tapped from the starboard side of the engine compressor section at the
P3 port is routed back to the bi-level flow control and the shutoff valve in the aft engine
compartment.
The position of the bi-level flow control and shutoff valve determines how much bleed air, if
any, is supplied to the environmental system. The position of the valve is controlled by the
BLEED AIR INFLOW toggle switch on the environmental control panel. If the BLEED AIR
INFLOW switch is placed in NORM or HI, the bi-level flow control and shutoff valve opens and
hot bleed air is routed to the heat exchanger.
Cool air flows into the heat exchanger from a blower (on the ground), or from the ram air inlet
on top of the cowling (in flight), draws heat from the bleed air and is then exhausted through a
vent in the lower portion of the right aft cowling. Then cooled bleed air is routed from the heat
exchanger to the cockpit ducting (Figure 10-8).
Figure 10-8 Heat Exchanger

A motor-driven heat exchanger bypass valve is installed in a bypass duct forward of the heat
exchanger and is operated by the temperature controller on the environmental control panel.
With the temperature controller in the AUTO position, the bypass valve diverts a portion of the
warm bleed air around the heat exchanger to mix with cooled air downstream of the heat
exchanger, thus controlling the temperature of the air entering the cockpit.
In AUTO, as the temperature control is rotated toward COLD, the heat exchanger bypass valve
closes down and more cool air from the heat exchanger passes into the cockpit. Rotating the
temperature control toward HOT causes the heat exchanger bypass valve to open up allowing
more warm air to bypass the heat exchanger and increase the temperature of the air entering the
cockpit. This system automatically controls cockpit temperature between 60° and 90° F using
inputs from the temperature controller and temperature sensors. If the duct temperature exceeds
165° F at any time, the heat exchanger bypass valve is closed and all of the bleed air is forced
through the heat exchanger.
Cockpit air temperature can be manually adjusted by placing the temperature controller in the
manual position and holding the controller toward either cold or hot until the desired temperature
is reached. This will manually adjust the heat exchanger bypass valve position and raise or
lower cockpit temperature (Figure 10-9).
Figure 10-9 Heat Exchanger Bypass
After the mixing of heat exchanger air and bypass air, if any, the conditioned air passes through
the Firewall Shutoff Valve. If the Firewall Shutoff Handle is activated, it mechanically shuts off
hydraulic fluid, fuel flow to the engine, and bleed airflow from the engine (Figure 10-10).
Activating this valve after an engine shutdown situation prevents fumes from the engine
compartment being drawn into the cockpit.
From the firewall, the conditioned air flows into the cockpit ducting. With the front cockpit vent
control lever set to FOOT, a control valve in each cockpit is set to divert the airflow to the foot
warmers below the instrument panel.

Figure 10-10 Firewall Shutoff To Bleed Air
The environmental system has two temperature sensing sources to alert the aircrew of over-
temperature conditions in the ducting. A temperature sensing switch is located in the duct near
the firewall shutoff valve. The other is located at the aft defog control valve in the front cockpit
(Figure 10-11).
These temperature switches will light the DUCT TEMP annunciator, MASTER CAUTION light
and aural tone, if the inflow air temperature exceeds 300° F.
Figure 10-11 Temperature Sensors

Electrical power for the inflow system fans and motors is provided by a circuit breaker labeled
INFLOW SYS on the front cockpit battery bus circuit breaker panel. Cockpit temperature
sensors are controlled by a circuit breaker labeled CKPT TEMP on the front cockpit generator
bus circuit breaker panel.
1003. DEFOGGING SYSTEM
Warm engine bleed air is used for defogging of the windscreen and front and rear transparencies.
Controls for the defogging system are located in the front cockpit on the environmental control
panel and on the vent control panel. Canopy defog outlets are located at the front of the front
cockpit instrument panel and along both canopy rails. As with the heating system, hot engine
bleed air is tapped from the P3 port on the starboard side of the engine compressor section
(Figure 10-12).
Figure 10-12 Defog Bleed Air Supply
For defogging of the windscreen and canopy, set the DEFOG toggle switch to ON. This switch
opens the bi-level flow control bypass valve (defog valve) and provides a higher volume of bleed
airflow to the system. The bleed air is then routed through and/or around the heat exchanger
(depending on the position of the heat exchanger bypass valve) and on downstream to the
heating system ejector.
The higher volume of bleed air passing over the ejector venturi draws in ambient cockpit air.
The ambient air is mixed with the bleed air in the main cockpit duct and passes on to the cockpit.
To allow this mixed air to reach the defog ducts, you must also place the vent control lever in the
CANOPY position. This causes the valve at the front cockpit assembly to direct the warm air
into the windscreen defog ducting. The valve at the rear cockpit assembly directs the air into the
canopy side defog ducts (Figure 10-13).

Figure 10-13 Heating System Ejector and Vent Control Lever
Note that a mid-position selection on the vent control lever will direct the airflow to both the
defog vents and foot warmers in ratio to the position of the lever. A setting above the
mid-position will direct more airflow to the canopy defog vents. Conversely, a setting below the
mid-position directs more airflow to the foot warmers.
WARNING
The canopy/windscreen defogging system may not clear the

windscreen during an icing encounter.
CAUTION
During an icing encounter, the windscreen may become

completely opaque and restrict forward visibility. Increased pilot
workload may occur during the landing phase of flight.
Defog air temperature control is automatically maintained by the position of the environmental
control panel TEMP CONTROL rotary switch. In the AUTO position, this switch controls the
position of the heat exchanger bypass valve by using inputs from the temperature sensor in the
inflow duct and the cockpit space temperature sensor located behind the rear seat (Figure 10-14).
Placing the switch in the MANUAL position will allow manual adjustment of the heat exchanger
bypass valve and temperature control.

Figure 10-14 Cockpit Temperature Sensors
As previously noted, if the bleed air temperature at the aft defog control valve or the firewall
shutoff valve exceeds 300° F with the system in DEFOG mode, the amber DUCT TEMP
annunciator will illuminate along with a MASTER CAUTION light and decaying tone.
1004. AIR CONDITIONING SYSTEM
The T-6A air conditioning system is a vapor cycle system and operates on the same principle as
the system in your automobile (Figure 10-15). It includes:
1. A belt-driven compressor just aft of the propeller
2. A condenser and blower in the aft fuselage
3. Front and rear cockpit evaporator and blower modules
4. Service fittings
The air conditioning system only operates when the engine is running, the generator is on line,
and the AIR COND or DEFOG switch is ON. The cockpit evaporator blowers are available any
time the generator bus is powered.

The engine-driven compressor pumps refrigerant in vapor form to the condenser, which is
located in the upper fuselage above the baggage compartment. The condenser converts the vapor
to a cold high pressure liquid. A blower located in front of the condenser operates from the
generator bus and cools the condenser during operation. The liquid refrigerant flows from the
condenser to the front and rear cockpit evaporator modules.
Figure 10-15 Air Condition System
In the evaporator modules, the liquid refrigerant is routed into the evaporator coils. The
evaporator blower draws warm cockpit air through the coil and the refrigerant changes back into
a vapor as it absorbs heat from the air. Cooled air from the evaporator module is then discharged
from an “eyeball” outlet in the cockpit center console and through ductwork to the outlets on the
left and right side of the glare shield. The blowers can produce airflow rates up to 350 cubic feet
per minute on the HI setting.
The vaporized refrigerant is then pumped from the cockpit evaporator modules back to the
engine-driven compressor and the cycle is repeated. A panel in the starboard side of the fuselage
forward of the wing root allows access for maintenance personnel to recharge the system
refrigerant when necessary. Power for the air conditioning system is provided through a circuit
breaker labeled AIR COND on the generator bus circuit breaker panel in the front cockpit and
the generator must be on line for the air conditioning system to operate. The air conditioner is
the only system automatically shed during a generator failure.
1005. PRESSURIZATION SYSTEM
The pressurization system uses the same engine bleed air from the engine starboard P3 port used
in the heating and defogging systems. As you will recall, the bleed air is routed through the bi-
level flow control and shutoff valve, heat exchanger (or the heat exchanger bypass valve), ejector
bypass, and firewall shutoff valve. It then flows into the front and rear cockpits through the foot
warmers or defog vents (Figure 10-16).

Figure 10-16 Pressurization Bleed Air Flow
It is this highly pressurized bleed air that provides an air supply for cockpit pressurization. The
T-6A cockpit is pressure sealed by the firewall, pressure decking, and aft pressure bulkhead,
along with the pressure seal around the bottom of the canopy.
A control valve regulator in the aft pressure bulkhead monitors the cockpit pressure and
automatically adjusts the position of the pressurization control valve (Figure 10-17).
Figure 10-17 Pressure Control
Starting at 8000 feet pressure altitude, the pressurization control valve maintains cockpit pressure
altitude at 8000 feet until a cockpit differential pressure (∆P), the difference between the pressure
inside the cockpit and the pressure outside the cockpit, of 3.6 ± 0.2 psi is reached at 18,069 feet.
This differential is maintained, 18,069 feet and above, until for example, at an aircraft altitude of
31,000 feet the cockpit pressure altitude is 16,600 feet (Figure 10-18).

Figure 10-18 Pressurized Cockpit Altitude
Cockpit pressure altitude and differential pressure are shown on the alternate engine data display
(AEDD) on the lower right side of the instrument panel (Figure 10-19).
Figure 10-19 AEDD Pressure Gauge
The cockpit differential pressure is monitored by a ∆ P regulator also located in the aft pressure
bulkhead. If the differential pressure exceeds 4.0 psi, the regulator sends a signal to the safety
valve. The safety valve (Figure 10-20), which is normally closed, opens to relieve overpressure
in the cockpit when it receives this signal.

Figure 10-20 Safety Valve
A dump solenoid is connected to the pressurization control valve. While the aircraft is on the
ground, the weight-on-wheels switch removes power from the solenoid, leaving the
pressurization control valve open. After takeoff with weight off the wheels, power is applied and
the solenoid closes, allowing the control valve to regulate cockpit pressure as the aircraft
approaches 8000 feet pressure altitude.
The PRESSURIZATION switch on the environmental control panel is used to dump cockpit
pressure if the situation warrants (Figure 10-21). The DUMP position terminates electrical
power to the dump solenoid that allows the pressurization control valve to open and depressurize
the cockpit. Bleed air inflow will continue but the fresh air valve remains closed and ram air is
not provided to the cockpit.
Figure 10-21 Cockpit Pressure Ram Dump

The RAM/DUMP position opens the fresh air valve and terminates electrical power to the dump
solenoid, opening the pressurization control valve. This depressurizes the cockpit and allows
ram air into the cockpit. To eliminate another source of pressurizing bleed air from the engine,
defog (defog valve closed) is automatically turned off when RAM/DUMP is selected. However,
with the BLEED AIR INFLOW switch in the NORM or HI positions, bleed air inflow is not
affected and continues. With RAM/DUMP selected, placing the BLEED AIR INFLOW switch
to OFF will stop bleed air inflow and allow an increase of ram airflow into the cockpit.
Two annunciators indicate abnormal pressurization status (Figure 10-22). If cockpit pressure
altitude exceeds 19,000 feet, the amber CKPT ALT annunciator illuminates. If the cockpit
differential pressure should exceed 3.9 to 4.0 psi, the red CKPT PX annunciator illuminates.
Figure 10-22 Pressurization Annunciators
1006. ANTI-G
The T-6A anti-G system provides the aircrew protection against physiological effects of high G
maneuvers. With increasing G force in a maneuver, the system increases the pressure in the
anti-G suit proportionally, helping to maintain normal blood circulation to the upper portions of
the body. Bleed air is routed from the engine starboard P3 port through the canopy seal/anti-g
shutoff valve electrically connected to the BLEED AIR INFLOW switch on the Environmental
Control Panel. The air is then routed through the heat exchanger for cooling and into the cockpit
(Figure 10-23).

Figure 10-23 Anti-G Bleed Air Source
After passing through the firewall, the bleed air flows through a line on the port side of the
fuselage and is passed through a water separator to protect against system contamination. A
safety valve in the flow line automatically relieves system pressure if it exceeds 7 psi. The air
then flows to an anti-G valve in the port side console in each cockpit (Figure 10-24).
Figure 10-24 Anti-G Air Flow
The anti-G suit hose is connected to the anti-G valve that consists of a spring-held weighted rod
covering an orifice. As positive G force increases during maneuvers, the weight of the rod
increases, stretching the spring and the rod moves downward exposing more of the orifice and
allowing more of the pressurized air into the anti-G suit (Figure 10-25).

Figure 10-25 Anti-G Components
The control panel at the rear of the port console in each cockpit also provides a test button to
check the system. In the front cockpit, the button is labeled “HI FLOW”; in the rear cockpit, it is
labeled “TEST.” Pushing the button allows bleed air to flow through the anti-G valve and
inflates the anti-G suit.
1007. OBOGS
Bleed air is tapped from a P3 port on the port side of the engine and sent through an oxygen
system shutoff valve, the OBOGS portion of the heat exchanger, high temperature and low
pressure switches, and into the OBOGS unit in the starboard avionics bay (Figure 10-26). This
unit extracts oxygen from the conditioned engine bleed air.
Figure 10-26 OBOGS Bleed Air Source
A concentrator in the OBOGS unit automatically adjusts the oxygen concentration for the current
altitude based on the current cockpit pressure. The oxygen then flows from the OBOGS unit to a
plenum. The plenum functions as a holding tank between the OBOGS unit and the regulators. It
is a small container located out-of-view below the concentrator.

In the event of OBOGS system failure, the plenum will provide a very limited supply of oxygen
(approximately one breath) for the aircrew until the emergency oxygen system is activated. The
duration of this supply depends on factors such as cockpit pressurization, aircraft pressure
altitude, aircrew regulator settings, and aircrew demand.
Oxygen regulators are installed in the starboard console in each cockpit and control OBOGS
electrical power and oxygen flow (Figure 10-27).
Figure 10-27 OBOGS Regulator
The oxygen regulator SUPPLY (Green) lever controls system electrical power and oxygen flow.
The lever has two positions, ON and OFF. If either cockpit regulator is set to ON, OBOGS is
operative. Both supply levers must be OFF in order to disable OBOGS. The respective supply
lever must be ON to receive oxygen in each cockpit.
The regulator CONCENTRATION (White) lever provides control of the oxygen saturation level.
When the lever is set to NORMAL, the OBOGS concentrator provides the proper concentration
for the current altitude. With the lever in the MAX position in either cockpit, the concentrator
will provide the highest saturation level (95% oxygen, 5% inert gas) possible to both regulators.
Also, the green maximum concentration light just above the lever will illuminate.
The regulator PRESSURE (Red) lever controls the pressure of the oxygen flow to the aircrew’s
mask (Figure 10-28). In the NORMAL position, the regulator adds a slight positive pressure
(approximately 2 psi) to the flow demanded by the aircrew. The EMERGENCY position
supplies increased positive pressure for emergency conditions, for example, when experiencing
hypoxia symptoms. The TEST MASK position is used to temporarily check the face-to-mask
seal with highly pressurized flow and is spring loaded to return to the NORMAL position once
released.

Figure 10-28 Regulator Pressure Lever
The flow indicator (blinker) gives a visual indication of oxygen flow through the regulator and
displays white with each breath taken in and black with each exhalation (Figure 10-29).
Figure 10-29 Oxygen Flow Indicator
An anti-suffocation valve is installed in the oxygen hose attach fitting on the starboard console in
each cockpit (Figure 10-30). This valve allows the aircrew to continue breathing ambient
cockpit air if OBOGS should fail.
Figure 10-30 Anti-Suffocation Valve

OBOGS status is indicated by two annunciators on the annunciator panel in each cockpit. The
red OBOGS FAIL annunciator will light when the low-pressure switch is closed (Figure 10-31).
This occurs whenever there is low bleed air pressure provided to the concentrator, such as, prior
to engine start or in the event of a loss of bleed air.
Figure 10-31 OBOGS Annunciator
The amber OBOGS TEMP annunciator will illuminate if the temperature in OBOGS ducting
exceeds 200° F.
When OBOGS is activated, the system automatically enters a power up Built-In-Test (BIT)
mode for about three minutes. During this time, the OBOGS FAIL annunciator is inhibited. At
the end of the three minutes, the OBOGS FAIL annunciator will illuminate if OBOGS fails the
BIT check.
The aircrew can also use the BIT button on the regulator to start an Initiated OBOGS BIT (I-
BIT) at any time after engine start and system warm-up. Pushing the BIT button on the regulator
opens a valve in the oxygen concentrator and allows ambient air to enter the system. When the
concentration drops below normal (approximately 20-30 seconds), the OBOGS FAIL
annunciator will illuminate. When the valve closes and the concentration returns to normal
(approximately 2 minutes), the annunciator should extinguish.
NOTE
The OBOGS system is designed to operate with properly secured

oxygen masks. OBOGS operation with mask down or loose fitting
may induce OBOGS fail annunciation. If OBOGS fails with mask
down or loose, secure mask.
Emergency Oxygen System
The emergency oxygen cylinder is located on the port side of the seat bucket (Figure 10-32).
Tubing runs from the cylinder across the back of the seat bucket to the starboard side, and then
connects to the aircrew’s CRU-60/P.

Figure 10-32 Emergency Oxygen Location
A cylinder contents gauge is visible through a hole on the port side of the seat bucket beneath the
seat pad. The cylinder is checked during the Before Exterior Inspection check and is considered
adequately charged if the pointer is anywhere in the black band (1800-2500 psi). Maintenance
should be notified if the cylinder charge is not in this band.
In the event of an OBOGS failure, the cylinder is manually activated by pulling up on the green,
looped handle on the port side of the seat bucket (Figure 10-33). The cylinder will supply
oxygen for approximately 10 minutes and once oxygen flow is started, it cannot be shut off. The
cylinder is automatically activated during ejection and provides oxygen until seat/man
separation.
Figure 10-33 Emergency Oxygen Green Ring

CHAPTER ELEVEN
CANOPY AND EJECTION SYSTEMS
1100. INTRODUCTION
This chapter discusses the functions, components, indicators, and controls of the T-6A canopy
systems. It is designed to provide a foundation for proper canopy system operations. You will
become familiar with ejection seat components, aircrew controls, ejection propellant
components, considerations for ejection, and ejection sequence.
Figure 11-1 Canopy Components
The T-6A is equipped with a single, side-opening, manually operated canopy. The canopy
consists of four major components (Figure 11-1):
1. Canopy frame assembly
2. Forward windscreen
3. Front cockpit transparency
4. Rear cockpit transparency
To provide enhanced protection against possible bird strikes, the forward windscreen and front
transparency are thicker than the rear transparency. These two transparencies have been
designed to withstand a 4-pound bird strike at airspeeds up to 270 KIAS.
Basic Canopy Operation
The canopy is fully hinged along its starboard side and opens from the port side of the aircraft
(Figure 11-2). It is held open by a canopy uplock that must be released to close the canopy.
Although it is quite heavy, a single person can easily open or close it without any form of power
assist. Mechanical advantage is provided by oil-filled struts attached to the hinged side of the
CANOPY AND EJECTION SYSTEMS 11-1

CHAPTER ELEVEN SNFO T-6A AIRCRAFT SYSTEMS
canopy assembly. During opening and closing operations, these struts bear the weight of the
canopy and enable a single operator to move the entire assembly using about 30 pounds of force.
Figure 11-2 Open Canopy
The canopy system incorporates several important assemblies including the Locking/Latching
system, the Sealing system, the Defog system, and the Canopy Fracturing System (CFS).
The locking/latching system ensures that the canopy is fully closed and locked (Figure 11-3).
This system includes an electrical sensing system that verifies the latched condition.
Figure 11-3 Locking/Latching System
11-2 CANOPY AND EJECTION SYSTEMS

SNFO T-6A AIRCRAFT SYSTEMS CHAPTER ELEVEN
To prevent cockpit pressurization leaks, the T-6A has a canopy sealing system. The sealing
system includes a non-inflatable weather seal and an inflatable pressure seal. Both these seals
loop around the entire perimeter of the canopy. The one-piece seamless pressure seal is
pneumatically inflated using heat exchanger-cooled engine-bleed air tapped off the anti-G
system. The seal automatically inflates when bleed air inflow is available and weight is off the
starboard main landing gear. The bleed air inflow switch must be in the NORM or HI position
for the anti-G system and canopy seal to operate.
In the event that the canopy fogs over, the defog system uses warm bleed air routed from the
engine to windscreen defog outlets and through tubes along the sides of the canopy. The warm
air is distributed through a series of flow control holes to control fogging and improve visibility.
Figure 11-4 Defog System
As previously discussed, defog is activated by setting the front cockpit vent control lever to
CANOPY and the DEFOG switch to ON (Figure 11-4).
Canopy Fracturing System
The Canopy Fracturing System (CFS) is used during ejection or emergency ground egress if the
canopy cannot be opened normally or if the situation requires a starboard side egress. The
system employs explosive charges that split the canopy transparencies while separating them
from the canopy frame.
A CFS safety pin is located in each cockpit (Figure 11-5) and must be removed and stowed
before each flight and re-installed after flight. Stow the safety pins in the storage box located on
the rear bulkhead to the left and behind the rear ejection seat.

Figure 11-5 Canopy Fracture System Controls
1101. NORMAL CANOPY OPERATIONS
When opening the canopy, you need to be aware of the winds. High winds can cause damage to
the canopy assembly or even cause it to slam shut and injure someone.
The canopy can be opened or closed from outside or inside the cockpit. A canopy lock, canopy
unlock button, and exterior canopy handle are located on the port side of the aircraft to provide
exterior operation (Figure 11-6). To open the canopy from outside:
1. Press and hold the unlock button
2. Rotate the exterior canopy handle clockwise to OPEN
3. Lift the canopy open

Figure 11-6 Exterior Canopy Controls
NOTE
The canopy is held in the open position by a canopy uplock, which

must be released to close the canopy. A canopy uplock release
handle is located on the right side panel in each cockpit
Figure 11-7.
Figure 11-7 Interior Canopy Uplock Release Lever

To close the canopy from outside, follow these steps:
1. Pull the canopy uplock release handle in either cockpit and hold.
2. Pull the canopy forward over center and release the canopy uplock release handle.
3. Make sure external canopy handle is rotated to full OPEN (clockwise) position.
4. Slowly lower the canopy rail to the canopy sill.
5. Rotate the exterior canopy handle counterclockwise to the closed position.
Closing the canopy from inside the aircraft is accomplished by the following steps:
1. Pull the canopy uplock release lever in either cockpit and hold.
2. Pull the canopy toward closed over center and release canopy uplock release handle.
3. Make sure internal canopy handle (Figure 11-8) is rotated full OPEN (aft) position and
slowly lower canopy rail to canopy sill.
4. Rotate internal canopy handle forward with a slow steady motion until resistance is felt in
lock mechanism.
5. Reverse direction and rotate internal canopy handle aft with a slow steady motion just until
pressure is relieved to unload lock mechanism.
6. Rotate internal canopy handle fully forward with a slow steady motion until mechanism
locks (CANOPY annunciator extinguished).
7. Check proper engagement of canopy hooks by lifting lock release lever, aft of the canopy
handle. Make sure the canopy and master warning lights illuminate and the internal canopy
handle does not rotate aft.
8. Release lock release lever and extinguish master warning. Make sure canopy light
extinguishes.
9. Check canopy lock by gently attempting to rotate canopy handle aft. When properly
locked, the canopy handle cannot be rotated aft without raising the lock release lever.
10. If canopy does not indicate safely locked, repeat steps 3-9.
11. Verify the mechanical green lock indicators are visible. When the green tab is visible, the
canopy is properly latched.

Figure 11-8 Internal Canopy Handle
WARNING
Make sure only one occupant is operating the canopy handle to

avoid pinching fingers or hands.
The canopy’s latch mechanism drives five over-centering hooks through a continuous drive rod.
To be considered properly held, the hooks must be in position, the connecting rod fully extended,
and the lock must be latched against the lock plate. To alert you of a possible unlocked canopy,
an electrical sensing system is installed which uses micro-switches to indicate the position of the
canopy, the latch rod and proper engagement of the lock.
If the canopy is not down and locked, the CANOPY annunciator will illuminate on the
annunciator panel, the MASTER WARN switch light will flash, and an aural warning tone will
sound (Figure 11-9).
Figure 11-9 Canopy Annunciator

When you are ready to exit the aircraft, you will again use the lock release lever, located aft of
the internal canopy handle. You can open the canopy with the following steps:
1. Raise the lock release lever.
2. While holding the lock release lever in the UNLOCK (up) position, slowly rotate the
internal canopy handle aft to OPEN position.
3. Lift the canopy open.
1102. CANOPY FRACTURING SYSTEM
The Canopy Fracturing System (CFS) is designed to provide fracturing of the canopy for ejection
or emergency egress in the event that there is a problem with the normal canopy latching system,
which might result from a crash or ditching situation or a situation that would require a starboard
side ground egress. The CFS functions automatically during ejections or can be activated
manually by the internal CFS handles (Figure 11-10).
Figure 11-10 CFS System
An internal CFS handle is located on the port console in each cockpit and allows for activation of
the fracturing system of the respective transparency (Figure 11-11). To operate the CFS system
from inside the cockpit, follow these steps:
1. Rotate the CFS handle 90° counterclockwise
2. Pull up approximately 1 inch, using about 15-25 pounds of force

These actions will activate the canopy explosives for your emergency egress. Use caution as you
exit the aircraft due to the possibility of encountering broken Plexiglas and sharp edges.

Figure 11-11 Cockpit CFS Handle
The CFS includes piezoelectric crystals and a bank of flash lamps contained within a housing
mounted to the canopy sill (Figure 11-12). The benefit of using piezoelectric crystals is that
these devices can be mechanically activated to generate electricity and do not require external
sources of electricity to work.
Figure 11-12 CFS Detonators
When a CFS handle is pulled, the piezoelectric crystals produce an electric charge that fires the
flash lamps, which in turn provide a light source. The light excites a laser rod contained in the
assembly which then sends laser energy to front and rear cockpit optical detonators mounted at
the canopy sill. When the optical detonator is activated by the laser, it fires a plunger across the
gap between it and the CFS acceptor assembly mounted on the canopy.

When the CFS acceptor assemblies are activated by the plungers, shielded mild detonating cords
(Figure 11-14) along the rear edges of the respective canopy panels are initiated, which in turn
detonates two types of CFS explosive cords (Figure 11-13).
Figure 11-13 Shielded MDC
Flexible Linear Shaped Charge (FLSC)
The FLSC is installed around the periphery and down the centerline of the front transparency.
FLSC is powerful, and can cut through the bird-strike-protected, increased strength and thickness
of the front transparency (Figure 11-15).
Mild Detonation Cord (MDC)
MDC is installed around the periphery and in a diamond-shaped pattern along the centerline of
the rear transparency (Figure 11-14). MDC is not as powerful as FLSC, but provides sufficient
explosive force to cut the transparency since the rear transparency is thinner than the front.
Figure 11-14 Canopy FLSC and MDC
To complete the function, each explosive cord severs its respective transparency to provide for
emergency egress.

1103. EJECTION SEAT SYSTEM
The T-6A is equipped with Martin-Baker ejection seats (Figure 11-15). Each seat is fully
automatic and is designed to provide rapid escape from zero altitude and zero speed, up to
35,000 feet and 370 KIAS.
Figure 11-15 T-6A Ejection Seat
Ejection is initiated by pulling upward on the yellow and black striped ejection control handle on
the front of the seat bucket between the occupant’s thighs.
Figure 11-16 Ejection Seat Pin
To prevent inadvertent activation of the ejection seat handle, a safety pin with a red streamer
attached (Figure 11-16) is provided for insertion directly into the ejection handle mechanism.

Ejection seats must be pinned whenever the canopy is not securely down and/or locked.
Intentional or inadvertent operation of the ejection seats with the canopy open or unlocked may
result in serious injury or death to personnel in, on, or near the aircraft. After removal, the pin is
stowed in the interior canopy handle (Figure 11-17).
Figure 11-17 Stowed Pin in Canopy Handle
The Manual Override (MOR) Handle is marked with yellow and black stripes and is labeled
MOR. It is located on the starboard side of the seat next to the seat bucket and is used to
manually initiate seat/man separation under two circumstances:
1. If the automatic system fails
2. If seat/man separation is desired above 14,000 feet MSL, such as in mountainous terrain
The MOR handle (Fig 11-18) is activated by pushing the button and raising the handle. It cannot
be activated while the seat is still in the aircraft. It will only work after the seat has been ejected
from the aircraft.
Figure 11-18 MOR Handle

Each time you prepare for flight, one of the first actions you take will be to properly secure
yourself to the aircraft ejection seat. When done properly, you will be secured by a combination
of a torso harness, a seat mounted lap strap and leg restraints, which are comprise of leg restraint
lines and leg restraint garters.
The integrated flight harness and vest is donned before you enter the aircraft. It provides for
storage of your personal survival gear and attachment to the ejection seat, parachute, and raft.
The ELT in the Seat Survival Kit (SSK) is automatically activated during the ejection sequence
upon seat/man separation.
When you connect your lap strap, make sure that you route it properly to avoid the oxygen hose
and anti-G hose. Also, ensure that you connect the upper KOCH fittings to the upper
restraint/parachute riser straps properly.
Leg restraint garters (Fig 11-19) reduce the chance of leg injury during an ejection. The leg
restraint garter should be attached just above the boots must fit snugly and not have any slack in
the leg lines. They will prevent your legs from flailing during an ejection, but are designed to
allow freedom of movement during normal operations. During an ejection, as the seat rises, the
leg lines are drawn tight, drawing your legs towards the seat. Attachment shear rings, located on
the leg lines, will break, freeing the lines from the aircraft. Your legs will remain secured until
the leg lines are released when seat/man separation occurs.
The leg garters can be released for ground egress by operating the latch for each garter or by
moving the quick release lever forward to release both restraint lines from the seat
simultaneously.
Figure 11-19 Leg Garter Quick Release

The seat contains a shoulder harness reel that ensures you are positioned and locked in the
correct posture for ejection. The reel is integrated into a device called the Powered Inertia
Retraction Device (PIRD).
The PIRD and harness reel work in similar fashion to the inertial reels in automobile seatbelts.
When there is rapid aircraft deceleration, the reel will lock, preventing forward movement of the
seat occupant. When the deceleration load is reduced, the reel releases to the normal free state.
During ejection, the PIRD retracts the harness straps, pulling the seat occupant back against the
seat and locking the occupant in the desired ejection posture (Figure 11-20).
Figure 11-20 Ejection Posture Using PIRD
The seat has a shoulder harness control lever on the port side. It has a locked and unlocked
position. When the lever is moved aft to the locked position, the reel will retract any slack in the
harness straps as you lean back. The reel will then not allow any forward movement. The same
is true when the inertial reel locks. When the lever is moved forward, the shoulder harness is
unlocked, allowing the occupant to move forward and backward freely. Normally, you will fly
with the control lever in the unlocked position. The locked position is used during ejection or
emergency landing situations.
SEAWARS
Sea Water Activated Release System (SEAWARS) manual mode is the primary method for
activating the upper KOCH fitting and separating the parachute risers from the aircrew. An
automatic mode is the backup method for separating from the parachute risers following
touchdown in salt water. The automatic mode is intended for disabled aircrew or when there is
insufficient time to manually activate the release. SEAWARS is designed to release within 2
seconds after being immersed in salt water. This action releases the upper KOCH fittings and
thereby separates the parachute harness risers from the harness.

Parachute
The parachute and risers are packed into the seat’s head box. The parachute’s risers emerge
from the container and are connected to the seat mounted restraint system. In front of the head
box is a fixed contoured head pad (Figure 11-21).
The container holding the parachute is ejected from the seat during the ejection sequence. As the
container is ejected, a lid on the bottom opens to deploy the parachute.
Figure 11-21 Headbox Deployment
Also at the top of the seat is the canopy breaker. It penetrates the canopy as the seat moves up
the catapult rails during ejection. This is a backup in the event the canopy fracturing system
(CFS) fails.
As previously discussed, the seat contains an emergency oxygen system that is activated
automatically during ejection. During ejection, oxygen will flow continuously for approximately
10 minutes, or until seat/man separation, whichever comes first. The emergency oxygen supply
can be manually activated in response to various emergencies where OBOGS cannot be used.
To activate the emergency oxygen system manually, pull up on the green looped emergency
oxygen handle. Once activated, emergency oxygen cannot be shut off and will provide pressure
breathing oxygen flow until the cylinder is depleted (approximately 10 minutes).

1104. INTERSEAT SEQUENCING SYSTEM
The aircraft ejection system is fitted with a gas-operated Interseat Sequencing System (ISS). The
ISS mode selector is located on the port side console panel in the rear cockpit. The ISS mode
selector controls whether just the activating seat or if both seats will eject. The aircraft are
equipped with a three-mode ISS selector (Figure 11-22).
Figure 11-22 ISS Selector Lever
The three-mode ISS selectors have a placarded BOTH position, a placarded SOLO position, and
a placarded CMD FWD (command forward) position. Each position must be manually set by the
operator.
When flying dual, the ISS mode selector will normally be set to BOTH to allow either
crewmember to initiate ejection of both seats. The CMD FWD position is normally used only if
non-rated personnel occupy the rear seat. Detailed procedures for mode selection and seat pin
usage will be covered in depth during training.
When set to BOTH, both seats will eject regardless of which occupant (forward cockpit or aft)
pulls the ejection handle. Regardless of which cockpit initiated ejection, the rear seat ejects
first, even if that seat has the ejection handle safety pin installed. The ISS delays the front seat
ejection for 0.37 seconds following the rear seat.
When the ISS mode selector is set to SOLO, each seat ejects independently of the other.
Sequencing is dependent upon when and in what order the aircrew pull the handles. With the
selector set to the CMD FWD position, the crewmember in the rear seat initiates the ejection of
the rear seat only. The crewmember in the front seat initiates ejection of both seats with the rear
seat ejecting first.
The Seat Survival Kit (SSK) is fitted in the seat pan. It is secured in position by a fiberglass
upper lid that is part of the sitting platform. The SSK has a user selectable deployment unit that
allows the SSK to be suspended on a twelve-foot nylon lowering line, either automatically or
manually during parachute descent.
Prior to strapping in, the aircrew will normally select either AUTO or MANUAL resulting in the
following:

When set to AUTO, the SSK is lowered automatically on the lowering line 4-6 seconds after
seat/man separation.
When set to MANUAL, the aircrew must pull the manual release handle to lower the SSK. The
manual KIT RELEASE handle is part of the SSK, and is located on the port side of the seat next
to the seat cushion.
A life raft in the shape of a small boat with the capacity for one person is also part of the SSK. It
is equipped with a CO2 cylinder, oral inflation tube, boarding handles, stowage and water
pockets, and an integral bailer.
Adjusting the height of your ejection seat is more than a matter of comfort. The seat should be
adjusted so that the canopy breaker, and not the occupant’s head, hits the canopy. Failure to
properly adjust the seat could have lethal results. A method to ensure proper clearance is while
keeping your eyes level with the instrument panel, have at least one fist width between the top of
your helmet and the canopy. This ensures the canopy breaker will hit the canopy first. Ensure
that you have a view of all instruments and gauges.
To adjust your seat height up or down, use the electrical seat height actuator switch located on
the port side console in each cockpit (Figure 11-23). It is spring-loaded to the OFF position and
must be moved aft to raise the seat, and forward to lower it. Electrical power for the seat
adjustment system is provided through a circuit breaker placarded SEAT ADJ, which is located
on the generator bus circuit breaker panel in each cockpit.
Figure 11-23 Seat Height Adjustment Switch

1105. EJECTION SEAT PROCEDURES
During ejection, the seat is propelled using a sequence of two separate and distinct systems.
Initially, the seat moves up a set of rails (Figure 11-24) on a catapult assembly propelled by
detonated gas pressure when the main catapult cartridge has ignited. As the seat reaches the top
of the catapult rails, it is propelled farther by ignition of the rocket motor.
Figure 11-24 Ejection Seat Rails
As the seat rises, the canopy fracturing system (CFS) initiator activates the CFS that fractures the
canopy. When the seat reaches the top of the rails, the rocket motor fires, starting the second
step in the propellant sequence.
Each seat contains a rocket motor on the underside of the seat bucket attached to the catapult
assembly (Figure 11-25). The rocket motor is a steel cylinder with integral rocket nozzles
designed to impart asymmetric thrust. The front and rear seat rockets are configured with
opposite nozzle configurations to ensure the seats are separated from one another during ejection.

Figure 11-25 Rocket Motor
As a general rule, the lower the ejection altitude the greater the risk. Additionally, ejecting while
the aircraft is in an unusual attitude reduces the chances for successful ejection. Consequently,
you should try to climb to exchange airspeed for altitude (Zoom to Eject procedure in NATOPS
3-9), and if possible, initiate ejection in level or climbing, un-accelerated (1 G) flight.
How well the ejection system performs depends upon three specific factors that create an
operating envelope. Those factors are dive angle, bank angle and sink rate. These are discussed
in Section III of the NATOPS Flight Manual under emergency procedures.
Figure 11-26 illustrates that at a given indicated airspeed, as dive angle increases, the minimum
altitude for safe ejection also increases.
Figure 11-26 Dive Angle Chart

For example, at 250 KIAS the minimum safe altitude for a dive angle of 20° is about 250 feet
AGL, while at 60°, it is about 780 feet AGL.
Similarly, as your bank angle increases, for each of the airspeeds shown (Figure 11-27), you
require greater altitude to ensure a safe ejection. Again, using 250 KIAS, you can see there is a
difference between 40° and 100° bank angles. This assumes a level flight attitude.
Figure 11-27 Bank Angle Chart
Another reason to eject in level flight or a climb configuration is to ensure you have little or no
sink rate. Looking at Figure 11-28, you can see that as your sink rate increases, your minimum
altitude for safe ejection also increases.
Figure 11-28 Sink Rate Chart

Again, at 250 KIAS, you can see that a sink rate of 2000 feet per minute requires significantly
less altitude for safe ejection than a sink rate of 7000 feet per minute. A conservative safe
ejection clearance can be obtained by combining the minimum clearances for each condition.
780 + 100 + 220 = 1100 feet
There are two types of ejection, controlled and uncontrolled, both referring to control of the
aircraft. They can be defined as:
1. Controlled Ejection: This is the situation where you have time to assess and respond to an
emergency, and then prepare for ejection by following the prescribed checklist.
2. Uncontrolled Ejection: This is a situation where the need to eject is immediate and you
have little or no time to respond to an emergency.
In a controlled ejection situation, complete the CONTROLLED EJECTION checklist. Be sure

to assume the proper posture before pulling the handle, keeping elbows against the body and
with legs extended but not rigid. The Flight Manual recommends minimum altitudes for
controlled and uncontrolled ejection of 2000 and 6000 feet AGL respectively.
Figure 11-29 Dual Ejection
Below 14,000 feet, the entire ejection process takes 4.37 seconds (front)/4.00 seconds (rear) from
the time you pull the ejection control handle to the point that the chute is fully deployed (Figure
11-30). Because ejection occurs so quickly, it is important that you prepare as best you can in
case you eventually need to eject from the aircraft.

When the situation demands an immediate ejection with little or no preparation, the response is
straightforward; initiate the ejection sequence as quickly as possible. If the aircraft is not
controllable, ejection must be initiated regardless of speed, altitude, or attitudes since immediate
ejection offers the best opportunity for survival.
You will be briefed on ejection criteria prior to each flight. Remember, recommended minimum
altitude for uncontrolled ejection is 6000 feet AGL and the possibility of safe ejection is greatly
improved by making the decision to eject early, and with sufficient airspeed and altitude.
Although the ejection seat is capable of ejection at zero altitude and zero airspeed or with sink
rates to 10,000 feet per minute, do not postpone the decision to eject.
To initiate the ejection, there are two prescribed methods for grasping the ejection handle. One
method involves gripping the handle with the thumb and at least two fingers of each hand, with
the palms toward the body and elbows tucked into the body (Fig 11-30).
Figure 11-30 Two Hand Grip

The second method involves gripping the handle with your stronger hand, palm toward the body.
Grip the wrist of your stronger hand with the other hand (Figure 11-31), keeping your elbows in
tight. Pull the handle full travel upward.
Figure 11-31 Single Hand Grip
1106. THE EJECTION SEQUENCE
When the ISS mode selector is set to BOTH, the rear seat will always eject first, even if one
ejection handle safety pin is installed. This helps to avoid injury to the rear seat occupant caused
by flying debris and rocket blast from the front seat during ejection.
The timeline for rear seat ejection is presented in the next section. Remember that the front seat
will be .37 seconds behind the rear seat at each step. The sequence discussed illustrates a lower
altitude ejection (taking place below 14,000 - 16,000 feet MSL). During higher altitude
ejections, the head box deployment, drogue chute release, seat separation and parachute
deployment are all delayed until below 14,000 - 16,000 feet MSL.
1. 00 - .23 Seconds
Within .23 seconds, the PIRD retracts the shoulder straps, and the sequencing system is initiated.
2. .23 - .35 Seconds

The under-seat manifold canister has ignited moving the seat and catapult system up the rails.
The canopy fracturing system has initiated and all aircraft services are disconnected
(Figure 11-32). The drogue chute deployment unit has fired. Remember the canopy breaker is
not used during a normal ejection.
Figure 11-32 Step 2 of Ejection
3. .35 - .38 Seconds
The legs are restrained as the leg restraints are pulled taut. The rocket motor ignites as the seat
reaches the top of the rails and emergency oxygen is activated. The drogue chute is deployed
from its container. The drogue chute stabilizes the seat and aids deceleration (Figure 11-33).

4. .38 - .69 Seconds
The occupant is fully restrained and the drogue chute is completely deployed to stabilize and
decelerate the seat (Figure 11-34).
5. .69 - 1.24 Seconds
The drogue chute is released and the head box fired. The main parachute begins deploying.
Remember, during higher altitude ejections, this step is delayed until below 14,000 – 16,000 feet
(Figure 11-35).

6. 1.24 - 1.45 Seconds
The seat has separated and fallen clear. The parachute is inflating, and the Seat Survival Kit has
been prepared for deployment. The personal locator radio beacon begins transmitting
automatically when the survival kit separates from the seat (Figure 11-36).

7. 1.45 - 5.45 Seconds
As the aircrew descends on the fully inflated parachute, the Seat Survival Kit is deployed 4.0
seconds after seat/man separation if the SSK Selector was set to AUTO, or immediately if the
KIT RELEASE handle was pulled (SSK Selector set to MANUAL). When the SSK is deployed,
the life raft is automatically inflated (Figure 11-37).

THIS PAGE IS INTENTIONALLY LEFT BLANK

APPENDIX A
LIST OF ACRONYMS
ADB - Aircraft Discrepancy Book
AGL - Above Ground Level
AGSM - Anti-G Straining Maneuver
AIM - Airman's Information Manual
AMSO - Aeromedical Safety Officer
AOA – Angle-of-Attack
AOB – Angle-of-Bank
ASOS - Automated Surface Observation System
ATC - Air Traffic Control
ATIS - Automatic Terminal Information Service
ATS - Approach Turn Stall
AWOS – Automated Weather Observation System
AWSS – Automated Weather Sensor System
CFS - Canopy Fracturing System
CNATRA - Chief of Naval Air Training
CRM - Crew Resource Management
EADI - Electronic Attitude Director Indicator
EHSI - Electronic Horizontal Situation Indicator
ELP - Emergency Landing Pattern
EP - Emergency Procedure
FAR - Federal Aviation Regulation
FIH - Flight Information Handbook
LIST OF ACRONYMS A-1

APPENDIX A SNFO T-6A AIRCRAFT SYSTEMS
FLIP - Flight Information Publication
FOD - Foreign Object Damage
FTI - Flight Training Instruction
GLOC - Gravity-induced Loss of Consciousness
GPS - Global Positioning System
IAW - In Accordance With
ICS - Intercommunications System
IFR - Instrument Flight Rules
IMC - Instrument Meteorological Condition(s)
IP - Instructor Pilot
ISPI - Identification, Situation, Position, Intention
IUT - Instructor Under Training
KIAS - Knots Indicated Airspeed
LDG - Landing
MOA - Military Operating Area
MSL - Mean Sea Level
NALCOMIS - Naval Aviation Logistics Command Information System
NATOPS - Naval Air Training and Operating Procedures Standardization
NFO - Naval Flight Officer
NFOTS - Naval Flight Officer Training System
NWS - Nose Wheel Steering
OCF - Out-of-Control Flight
OLF - Outlying Field
A-2 LIST OF ACRONYMS

SNFO T-6A AIRCRAFT SYSTEMS APPENDIX A
PAT - Power Attitude Trim
PCL - Power Control Lever
PEDD - Primary Engine Data Display
PEL - Precautionary Emergency Landing
PEL(p) - Precautionary Emergency Landing in the Pattern
PMU - Power Management Unit
RDO - Runway Duty Officer
SA - Situational Awareness
SNFO - Student Naval Flight Officer
SLOJ - Sudden Loss of Judgment
SSK - Seat Survival Kit
TAD - Trim Aid Device
TAS - Traffic Advisory System
TO - Takeoff
TTO - Training Time Out
UDC - Unit Developed Checklist
UTD - Unit Training Device
VFR - Visual Flight Rules
VSI - Vertical Speed Indicator
LIST OF ACRONYMS A-3

APPENDIX A SNFO T-6A AIRCRAFT SYSTEMS
A-4 LIST OF ACRONYMS

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NAVAL AIR TRAINING COMMAND

NAS CORPUS CHRISTI, TEXAS CNATRA P-880 (New 11-17)

SNFO T-6A AIRCRAFT SYSTEMS

SNFO T-6A AIRCRAFT SYSTEMS

Dates of issue for original and changed pages are:

Page No. Change No. Page No. Change No.

The following Changes have been previously incorporated in this manual:

The following interim Changes have been incorporated in this Change/Revision:

LIST OF EFFECTIVE PAGES .................................................................................................. iv

CHAPTER ONE - INTRODUCTION TO AIRCRAFT SYSTEMS .................................... 1-1

CHAPTER TWO - FLIGHT CONTROLS ............................................................................. 2-1

CHAPTER THREE - THE HYDRAULIC SYSTEM ............................................................ 3-1

CHAPTER FOUR - FLIGHT INSTRUMENTS .................................................................... 4-1

CHAPTER FIVE - COMMUNICATIONS ............................................................................. 5-1

CHAPTER SEVEN - ELECTRICAL SYSTEM .................................................................... 7-1

CHAPTER EIGHT - FUEL SYSTEM .................................................................................... 8-1

CHAPTER NINE - PROPULSION SYSTEMS ...................................................................... 9-1

CHAPTER TEN - ENVIRONMENTAL SYSTEMS ........................................................... 10-1

APPENDIX A - LIST OF ACRONYMS ................................................................................ A-1

Figure 1-1 Aircraft Directional Axes .................................................................................. 1-2

Figure 2-1 Lateral, Longitudinal, and Vertical Axes ........................................................ 2-1

Figure 3-1 Hydraulic Gear................................................................................................... 3-1

Figure 4-1 ILS Signal ........................................................................................................... 4-1

Figure 5-1 Radio Control Components .............................................................................. 5-1

Figure 6-1 Navigation Chart Symbols ................................................................................ 6-1

Figure 7-1 Circuit Breakers ................................................................................................. 7-1

Figure 8-1 Fuel Storage and Filling .................................................................................... 8-2

Figure 9-1 PT6A-68 Engine System .................................................................................... 9-1

Figure 10-1 Environmental Controls .................................................................................. 10-1

Figure 11-1 Canopy Components ........................................................................................ 11-1

INTRODUCTION TO AIRCRAFT SYSTEMS 1-1

Figure 1-1 Aircraft Directional Axes

Figure 1-2 Secondary Flight Controls

1-2 INTRODUCTION TO AIRCRAFT SYSTEMS

Figure 1-3 Electrical Power

Figure 1-4 Fuel Tanks

INTRODUCTION TO AIRCRAFT SYSTEMS 1-3

Figure 1-5 Environmental System

1-4 INTRODUCTION TO AIRCRAFT SYSTEMS

Figure 1-6 Instruments

Figure 1-7 Canopy

INTRODUCTION TO AIRCRAFT SYSTEMS 1-5

Figure 1-8 Ejection

Figure 1-9 T-6A in Formation

1-6 INTRODUCTION TO AIRCRAFT SYSTEMS

201. PRIMARY FLIGHT CONTROLS

Figure 2-1 Lateral, Longitudinal, and Vertical Axes

FLIGHT CONTROLS 2-1

Figure 2-2 TAD Control

2-2 FLIGHT CONTROLS

Figure 2-3 Ailerons

Figure 2-4 Aileron Control

FLIGHT CONTROLS 2-3

Figure 2-5 Aileron Weight Location

2-4 FLIGHT CONTROLS