1.16. Clearing Each crewmember is responsible for collision avoidance regardless of rank, experience, or cockpit position, whether operating under instrument flight rules (IFR) or VFR. The three primary tools for clearing in the T-6 are eyes, radios, and the Traffic Advisory System (TAS). In addition, air traffic control (ATC) shares aircraft separation responsibility with the pilot and provides separation between IFR and participating VFR aircraft operating in controlled airspace. Pilots have the responsibility to clear the aircraft in all directions, and although the use of radar monitoring, assigned areas, or ATC separation can assist in ensuring clearance, it does not relieve pilots of the responsibility. Traffic displayed on an Electronic Flight Bag (EFB) may also increase crew SA. The following principles apply to clearing regardless of flight conditions:

pp. 21-22

1.16.1. Visual detection is the most important factor in clearing for other aircraft. The following methods can help the pilot see other aircraft:

p. 22

1.16.1.1. Visual Scanning. Search an area with an arc of approximately 20-30 degrees at a time and focus on a distant point (e.g., cloud, ground reference, etc.) within the arc for 3- 5 seconds. After cross-checking instruments in the cockpit, it is necessary to refocus on a distant point because the eye will naturally focus at a distance of about 18 inches.

p. 22

1.16.1.2. Heading Changes. When on a collision course, another aircraft appears stationary in the canopy and is difficult to see. The eye readily detects line of sight (LOS) motion. Slight heading changes can create the relative movement required for detection of the other aircraft. This method is most effective when ATC or TAS provides traffic alerts for aircraft that are not acquired visually.

p. 22

1.16.1.3. Wing Flashes. When an aircraft is known to be close but not visually acquired, a single wing flash or multiple wing rocks while the blind aircraft is searching can create the necessary movement for detection.

p. 22

1.16.1.4. Radios and TAS. Position reports and TAS range or position information can help narrow visual clearing efforts to specific quadrants. Prioritize, but do not channelize, as the accuracy of the information provided can vary depending on specific conditions and capabilities. Knowledge of local area traffic can also cue crewmembers to the most likely areas of potential conflict.

p. 22

1.16.2. If the PNF sees a hazard, point it out to the PF using the “bearing, range, altitude” format: indicate a clock position, distance, relationship to the horizon (high, level, or low), and any amplifying information. For example, “traffic, 2 o’clock, 2 miles, low, tracking right to left”. See Figure 1.1., Figure 1.2, and Figure 1.3 for canopy code references.

p. 22

1.16.3. If time is critical and collision is imminent, the PNF should take control of the aircraft and avoid the hazard. Ensure the intended flight path is well clear of other aircraft (500 feet minimum).

p. 25

1.16.4. Be aware of the restrictions to visibility created by the canopy bows.

p. 25

1.16.5. Use clearing turns, when warranted, to clear blind spots beneath the aircraft fuselage and wings, especially in training areas. Clearing turns can consist of turns that include high bank angles or turns of approximately 90 degrees off the established heading.

p. 26

1.16.6. Local traffic patterns present the greatest collision potential. To reduce risk, military and civilian traffic patterns utilize standard procedures. While visual scans are vital in this environment, pattern procedures, including proper radio calls, are the primary means of deconfliction. The following can improve clearing in the pattern:

p. 26

1.16.6.1. Knowledge of Choke Points in the Pattern. Military: 90-to-initial, VFR entry, closed downwind, high-to-low key, and the perch point. Civilian: pattern entry, downwind, and final.

p. 26

1.16.6.2. Proper Setting of the TAS. Selection of a smaller range improves usability of TAS information in the pattern. Consider using the “Above” function of the TAS when in a climb and the “Below” function when in a descent. This will increase the displayed detection envelope and thus provide better traffic awareness as compared to keeping the system in its “normal” function.

p. 26

1.16.6.3. Compliance with Mandatory Radio Transmissions. They serve as position reports essential to pattern deconfliction. Likewise, other aircraft’s radio transmissions help visually acquire aircraft in the pattern (commonly referred to as “clearing on the radios”).

p. 26