6.15. Contact Recoveries from Abnormal Flight. Recovery may be required due to an improperly flown maneuver, disorientation, area boundaries (lateral or vertical), an aircraft malfunction, or traffic conflicts.

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6.15.1. Nose-high Recovery.

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6.15.1.1. Objective. Expeditious return to level flight from a nose-high attitude, without departing controlled flight or exceeding aircraft limits.

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6.15.1.2. Description. T-6 aerobatics require nose-high attitudes (aircraft’s nose above the horizon). An improperly flown over-the-top maneuver (i.e., starting below entry airspeed and/or not expeditiously achieving recommended G-loading to begin maneuver) may result in rapidly decaying airspeed. A nose-high attitude can be encountered with insufficient airspeed to continue the maneuver. Immediate and proper recovery procedures prevent aggravated stall and spin.

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6.15.1.3. Procedure. Set power to MAX (or as required for low airspeed situations) and initiate a coordinated roll towards the nearest horizon. Add back pressure once past 90 degrees of bank to bring the nose of the aircraft down to the nearest horizon. Depending on initial airspeed and aircraft attitude, a wings-level, inverted attitude may be reached. As the nose approaches the horizon (approximately canopy bow on horizon), roll to an upright attitude (Figure 6.2.).

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6.15.1.3.1. During some nose-high, low-airspeed situations, when the aircraft responds to inputs slowly due to low airspeed (below 100 KIAS) or torque effect, a reduction in power may be required (usually below 60 percent torque) and all available control authority may be required to smoothly return the aircraft to level flight. If the aircraft does not respond normally, or if SA is lost, an OCF recovery should be accomplished.

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6.15.1.3.2. If the airspeed is low (below 100 KIAS), the rollout may be delayed until the nose is below the horizon. In some cases, the nose must be flown well below the horizon to regain enough airspeed to feel positive pressure on the controls. When airspeed is sufficient, roll wings level, raise the nose, check for normal oil pressure, and use power as required to recover to level flight.

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6.15.1.3.3. Do not be too aggressive when pulling to the horizon or pulling up from a nose-low attitude. The stick shaker and airframe buffet indicate a potential for stall. Decrease back stick pressure before entering a stall.

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6.15.1.3.4. In all cases, observe system limitations when operating near zero G IAW T.O. 1T-6A-1.

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6.15.1.3.5. Do not recover by pushing the nose down towards the horizon. This could induce a state of near zero-G flight, causing the oil pressure to decrease below operational limits. Furthermore, this improper action may delay the time it takes to get the nose below the horizon and airspeed increasing again, leading to a possible loss of controlled flight with the torque at MAX and rapidly decreasing airspeed.

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6.15.2. Nose-low Recovery.

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6.15.2.1. Objective. Expeditious recovery to level flight from a nose-low attitude with minimum altitude loss and without exceeding aircraft limits.

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6.15.2.2. Description. T-6 aerobatics require nose-low attitudes. Immediate and proper recovery procedures prevent a high-speed dive or excessive G forces.

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6.15.2.3. Procedure. Roll the aircraft toward the nearest horizon, level the wings, then pull-up to obtain level flight using up to the maximum allowable G force (Figure 6.3.). Use power and speed brake as required. Do not exceed maximum allowable airspeed (316 KIAS). Airspeed may continue to increase as the nose is raised, and maximum airspeed can occur just before level flight is attained. G loading increases during recovery. Accomplish a proper AGSM as required.

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6.15.2.4. Technique. Approaching 200 KIAS or greater, select idle and speed brake.

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6.15.3. Inverted Recovery. When inverted (greater than 90 degrees of bank), or near an inverted position, recover by rolling in the shortest direction to set the aircraft in an upright, wings-level attitude, adding power as required. One can use the technique of roll to the “nearest blue”.

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