A4.1. Overview of the AHC Program. The AHC program provides IPs an in-depth look at the handling characteristics of the T-6A when operated at the edges of the envelope. The program focuses on the effects of torque on spins, stalls, and slow flight; alternative weather penetration ELP profiles; and aircraft ELP capabilities from within the standard pattern.

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A4.2. AHC IP Certification. Only AHC IPs certified according to AETCMAN 11-2T-6V1 will conduct AHC training. (T-2) Operations group commanders will determine the minimum number of AHC IPs necessary to accomplish the mission. (T-2)

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A4.3. AHC IP Currency. See AETCMAN 11-2T-6V1.

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A4.4. AHC Sortie Overview. AHC sorties are designed to allow the IP or PIT students to observe and practice AHC maneuvers to ensure an understanding of the aircraft’s capabilities and characteristics during each maneuver performed.

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A4.5. Preflight Review. Prior to the sortie, the pilot will review Section III and VI of T.O. 1T-6A-1, this manual, and AFMAN 11-2T-6V3. (T-2) Emphasis should be on:

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A4.5.1. OCF entry procedures and restrictions.

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A4.5.2. OCF recovery procedures.

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A4.5.3. Stability demonstration procedures, characteristics, and engine limitations.

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A4.5.4. Stall characteristics and restrictions.

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A4.5.5. Weather conditions and restrictions for stalls, spins, and ELPs.

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A4.5.6. AHC ELP profiles.

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A4.6. Preflight Briefing. The preflight briefing should include objectives of the flight, details, and sequence of each maneuver to be accomplished, and an explanation of the expected results in each of the maneuvers.

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A4.7. Sortie Profile.

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A4.7.1. Restrictions and Requirements. For RSU requirements, reference AETCI 11- 204.

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A4.7.1.1. No more than two aircraft total (one in the tower controlled pattern at JBSA- Randolph PIT and 479 FTG, NAS Pensacola) are allowed in the pattern during AHC operations. (T-2)

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A4.7.1.2. Only AHC sorties will be in the pattern when an aircraft is conducting AHC maneuvers. (T-2)

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A4.7.1.3. Only AHC maneuvers will be conducted during AHC pattern times. (T-2)

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A4.7.1.4. ELPs must be flown in a runway supervisory unit (RSU)-controlled pattern. (T-2) Additionally, an AHC controller must be the active controller. Exceptions: See

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A4.7.1.4.1. JBSA-Randolph PIT may conduct AHC maneuvers in the tower controlled pattern as long as the supervisor of flying [SOF] monitors pattern operations, and any one of the following conditions are met:

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A4.7.1.4.2. No other aircraft monitored by the SOF are airborne in the local area. (T-2)

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A4.7.1.4.3. The only other airborne aircraft in the local area is a single Functional Check Flight (FCF) sortie or an additional AHC sortie accomplishing the area profile. (T-3) Only one aircraft may be in the JBSA-Randolph pattern during the AHC sterile period. (T-3)

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A4.7.1.4.4. An additional SOF is in the tower with the sole responsibility of monitoring the AHC sortie. If an additional SOF is in the tower, there is no limit to the number of local aircraft airborne during the AHC, however, only two AHC aircraft may be in the JBSA-Randolph pattern during the AHC sterile period.

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A4.7.1.5. Opposite-direction and crossing or parallel runway landings will not be attempted. (T-2) In Zone B, assess the energy level of both approach end and departure base keys, then intercept a normal inside downwind ground track. (T-2) In addition, crews will not practice takeoff emergencies below 500 feet AGL. (T-2)

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A4.7.1.6. Crews will use On profile, Runway in sight, and safely Maneuver to land 3-2-1 (ORM 3-2-1) gate heights as minimum continuation altitudes. (T-2) At 300 feet AGL (3), the crew should determine whether to continue or not. No later than 200 feet AGL (2), the crew will confirm the gear down. (T-2) At no less than 100 feet AGL (1), the aircraft will be on center line (or alternate sides for reduced runway separation) for landing. (T-2)

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A4.7.1.7. During the brief the AHC IP will direct who will make the initial torque reduction to begin maneuvering, and who will set the final torque setting (4-6%). The torque setting should not be reduced to begin the TCCC portion of the maneuver until after the ELP has been approved by the tower or RSU.

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A4.7.1.8. Crews will lower the gear normally and then announce on the intercom, “simulate emergency gear handle pull.” The emergency gear handle will not be activated unless it is required in an actual emergency.

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A4.7.1.9. ELPs will not be attempted from Zones A,G, H or from other areas not defined. (T-2) 479 FTG-assigned pilots are not required to perform AHC ELP training from Zones C & D at NAS Pensacola.

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A4.7.1.10. Crews will refer to MAJCOM and local guidance for pattern deconfliction rules and radio calls. (T-2)

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A4.7.1.11. To avoid entering IMC during an AHC sortie where OCF recoveries are required, a minimum of 10,000 feet of airspace clear of clouds must exist below OCF entry altitude. (T-2) In addition, the minimum obscuration (few, scattered [SCT], broken [BKN]) must be 4,000 feet AGL with a minimum of 5 statute miles visibility. (T-2)

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A4.7.2. Best Rate-of-Climb Takeoff (Optional). This maneuver demonstrates the T-6A best rate of climb. Perform this maneuver according to T.O. 1T-6A-1. Pilots should rotate to 15 degrees nose high after liftoff and accelerate to the best rate-of-climb speed of 140 knots indicated airspeed (KIAS), using normal procedures until reaching 5,000 feet mean sea level or as directed locally.

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A4.7.3. Slow Flight (Torque Demonstration). The purpose of the slow flight profile is to demonstrate the effects of torque on the aircraft while operating in the very slow flight regime. Start by accomplishing pre-stall, spin, and aerobatic checks. Then, at a safe altitude, slow the aircraft below 150 KIAS and configure with landing gear down and landing flaps. Continue reducing airspeed to approximately 80 KIAS (about 15 units of AOA), while setting approximately 45 percent torque. Note that the stick shaker may be on throughout the demonstration. Pilots should accomplish the following procedures on AHC sorties to familiarize themselves the torque effects in the slow flight regime (T-2):

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A4.7.3.1. Straight and Level. This slow flight maneuver demonstrates operating the aircraft on the back side of the power curve. Pilots must understand that increased AOA will result in increased drag and a stall if not carefully flown. Note the pitch attitude, torque, and rudder deflection required to maintain straight-and-level flight. This is the picture a pilot should see at rotation during takeoff or just prior to touchdown during landing.

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A4.7.3.2. Control Effectiveness. Rapid control inputs, especially in the flare, often do not give the aircraft sufficient time to respond to the inputs. While moving the ailerons with small, rapid movements, notice that even though the ailerons are moving, the controls have little effect on changing the heading or bank of the aircraft during slow flight. In slow flight, less airflow over the control surfaces requires smooth, positive inputs to effectively control the aircraft.

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A4.7.3.3. Torque. The T-6A has an initial tendency to pitch up, yaw, and roll left if the pilot does not maintain positive control during full power takeoffs, go-arounds, missed approaches, and the go portion of touch-and-gos. To demonstrate this, quickly increase power to MAX from straight-and-level coordinated slow flight and let go of the controls. Note that the nose tracks up, yaws, and rolls left approaching a stall. Recover from the buffet prior to the stall. Reestablish slow flight and increase power to MAX again. This time, hold the proper takeoff pitch and apply a coordinated rudder to maintain a proper nose track. Emphasize that positive control of the aircraft will allow a safe takeoff, touch- and-go landing, or go-around.

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A4.7.4. Stability Demonstration. The purpose of the stability demonstration is to show that the aircraft will not spin if it is not stalled (even though there is yaw induced by torque). It also shows the effect of different torque settings on the aircraft in this flight regime. Accomplish the following procedures:

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A4.7.4.1. Idle. Accelerate to 160 KIAS and set 60 percent torque. Increase the pitch smoothly to 45 degrees nose high. Allow the airspeed to decay, using back stick pressure to maintain 45 degrees pitch and ailerons to maintain wings level, trim slight nose up. Apply enough rudder inputs for coordinated flight. Passing 80 KIAS (or at stick shaker activation), select idle power and position the stick and rudder to neutral (maintain slight back stick pressure with approximately 0.25 Gs to avoid zero G flight for more than 5 seconds). Note that there is some nose track to the left as the nose smoothly falls through the horizon. The aircraft will not stall so long as neutral stick is maintained. When the nose is well below the horizon, recover from the dive. Use power as required when the engine parameters are confirmed within limits and stable (e.g., oil pressure).

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A4.7.4.2. Sixty Percent Torque. Accelerate to 160 KIAS and set 60 percent torque. Increase the pitch smoothly to 45 degrees nose high while using coordinated rudder. Allow the airspeed to decay, using back stick pressure to maintain 45 degrees pitch and ailerons to maintain wings level. Apply enough rudder inputs for coordinated flight. Passing 80 KIAS (or at stick shaker activation), position the stick and rudder to neutral (maintain slight back stick pressure with approximately 0.25 Gs to avoid zero G flight for more than 5 seconds). Note that the nose falls and the aircraft smoothly rolls significantly to the left. When the nose is well below the horizon, recover from the dive. Use power as required when the engine parameters are confirmed within limits and stable (e.g., oil pressure).

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A4.7.5. Stall Series. The stall portion of the AHC sortie demonstrates T-6A handling characteristics while stalled with different configurations and power settings. Perform this series IAW AFMAN 11-2T-6V3. Accomplish the following procedures:

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A4.7.5.1. Power-On Stalls. In a wings level stall with idle power, typically the right wing will drop first at the point of stall. In the same situation with higher power settings (greater than or equal to 60 percent), the effect of torque will typically cause the aircraft to roll left as it stalls. Gear position has little effect on stall characteristics but extending the flaps (which lowers stall speeds) aggravates the roll off tendency at stall (slightly right with power off, left with high power settings). Pilots should enter the stall setup near 140 KIAS (120 KIAS configured) and raise the nose to approximately 30 degrees of pitch. Increase back stick pressure as required to maintain this attitude until past the stick shaker and into the stall (loss of control effectiveness). Emphasis during the AHC sortie should be placed on recognizing torque effect vs. stall recognition and recovery. Recover the aircraft by relaxing back stick pressure and using power, ailerons, and rudder as required. When recovering from the configured stalls, a power reduction should be made while lowering the nose and rolling to wings level to minimize the torque affect and prevent the aircraft from continuing to roll left. Looking straight ahead and feeling the aircraft response is the most effective technique to determine pitch attitude and rudder requirements. Perform power-on stalls with the configuration, torque, and bank angle shown in Table A4.1.

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A4.7.5.2. Full Aft Stick Stall.

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A4.7.5.2.1. The aft stick stall demonstrates that the aircraft can be fully stalled without a nose drop and requires a composite cross-check to determine a stalled condition. In a clean configuration, accelerate to 140 KIAS and raise the nose to approximately 30 degrees nose high. Then set approximately 30-percent torque. Use back stick pressure, ailerons, and coordinated rudder to maintain level flight until reaching full aft stick. Pilots should note that the stick shaker is activated, AOA is at maximum (beyond 18 units), airspeed is 80 to 110 KIAS, and vertical speed indicator (VSI) indicates a 1,500 to 4,000 feet per minute descent. Use rudder and aileron to control bank angle while maintaining full aft stick. Also note how effective the rudder is at controlling the bank angle at slower airspeeds. The pitch will also climb and fall slightly as the stall progresses, but should remain above the horizon. Avoid aggressive control inputs while in a deep stall as a pilot-induced oscillation and post-stall gyrations may result.

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A4.7.5.2.2. Recover the aircraft by relaxing back stick pressure and using power as required. Use right rudder pressure as required to center the ball through the acceleration and recovery. Recovery is immediate with very little decrease in pitch. To confirm recovery, check that the AOA is below 18 units, the altimeter has stopped decreasing, and the VSI has reversed.

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A4.7.6. Spin Series. The spin portion of the AHC sortie demonstrates the characteristics of a spin and the effect of recovery controls. Because an unplanned departure from controlled flight can be quite abrupt and unnerving for most pilots, IPs must be familiar with aircraft departure characteristics and recovery procedures to properly teach them to students. Recovery from an inadvertent loss of control (including post-stall gyrations, incipient spins, steady-state spins, inverted spins, and spirals) can be accomplished by promptly reducing power to idle and positively neutralizing the flight controls in all axes. Patience and the maintenance of controls (including visual verification of control positions) are vital because the dynamics of any aircraft departure may prevent an immediate response of the aircraft to control inputs. Pilots will enter AHC spins with power at idle and pitch approximately 15 to 40 degrees nose high. (T-2) During AHC spin training, pilots will not exceed four 360-degree turns from the application of rudder at spin entry until recovery controls are applied. (T-2) The following spins will be accomplished either during the simulator and/or aircraft portion(s) of the sortie (T-2):

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A4.7.6.1. Neutral Controls (OCF) Recovery. This maneuver demonstrates spin parameters and the standard recovery technique used when the aircraft departs controlled flight. The AHC IP will point out the AOA (full deflection 18+ units), airspeed (120 to 135 KIAS), and turn rate. (T-2) Normally, an OCF recovery is initiated immediately when an out-of- control condition is recognized, typically within a turn or two. For purposes of this demonstration, the recovery can be delayed for at least two turns to look at the spin characteristics and show that the procedure remains effective.

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A4.7.6.2. Controls-Free Recovery. This maneuver demonstrates the inherently stable characteristics of the aircraft. Set up this demonstration by trimming the aircraft pitch into the green band before entering this spin. Once the aircraft has entered a normal erect spin, ensure the PCL is in idle and release all controls (including the rudder). The nose-down pitch angle and spin rate will increase, and the control stick will move slowly forward and in the direction of the spin. The stick will be forward of the pilot’s knee and leaning in the direction of the spin with an accelerated turn rate when the spin ceases and the aircraft will be in a nose-low attitude. The PF should take the controls immediately and recover from the ensuing dive.

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A4.7.6.3. Erect Spin Recovery. This maneuver demonstrates fully-developed spin characteristics and the ability to rapidly recover from a spin by applying anti-spin control inputs. The AHC IP will point out the following: AOA (full deflection 18+ units), airspeed (120 to 135 KIAS), turn rate, and the turn needle will be deflected in the direction of spin. (T-2) For purposes of this demonstration, the recovery should be delayed until the spin reaches near steady state (no more than four turns) to observe the above spin characteristics and demonstrate spin recovery using anti-spin control inputs. Erect spin recovery is prompt after recovery controls are applied. In all cases, as the control stick is moved forward and rudder is applied opposite to the direction of turn needle deflection, the pitch attitude will steepen, and spin rate will initially increase. Approximately 50 pounds of push force will be required to move the control stick well forward of the neutral position. Avoid excessive forward stick input, as it will result in a steeper nose-low attitude and possibly negative G. Spin rotation will abruptly cease with the aircraft in a steep nose-down attitude within one and one-half turns after applying controls. Controls should be neutralized and a smooth dive recovery initiated to stop the loss of altitude and prevent airspeed from building excessively. Apply the following erect spin recovery steps after six turns:

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A4.7.6.4. Inverted Spin Recovery (Simulator Only). This maneuver demonstrates fully- developed inverted spin characteristics and the ability to rapidly recover from a spin by applying the appropriate anti-spin control inputs. Enter the spin by setting MAX power and establishing pitch between 60 – 90 degrees nose up attitude. At 50 KIAS release the controls to allow the aircraft to “torque roll” and enter an inverted spin. The key to this spin is the high power setting. Inverted spins entered using this technique are flatter than erect spins, with slight pitch oscillations about an average of 30° nose low. During the spin, the IP will point out the following: AOA (0 units), airspeed, turn rate, and the turn needle will be deflected in the direction of spin. (T-2) For purposes of this demonstration, the recovery should be delayed for at least six turns in order to observe the above spin characteristics and demonstrate spin recovery using anti-spin control inputs. Inverted spin recovery is prompt after recovery controls are applied. Note: Recovery will not consistently occur if recovery controls are applied with power. In all cases, as the control stick is moved aft of neutral and rudder is applied opposite to the direction of turn needle deflection, the pitch attitude will steepen to near vertical dive. Spin rotation will abruptly cease with the aircraft in a steep nose-down attitude within one and one-half turns after applying controls. Controls should be neutralized and a smooth dive recovery initiated to stop the loss of altitude and prevent airspeed from building excessively. Apply the following steps for inverted spin recovery: A4.7.6.4. Inverted Spin Recovery (Simulator Only). Note: This maneuver will only be flown in the OFT, and will be included in the pre-AHC simulator profile (normally in conjunction with TI (or during ENJJPT PIT). (T-2) If follow-on AHC sorties are flown in the OFT, the inverted spin recovery demonstration will be included in the simulator profile. (T-2)

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A4.7.6.5. Spiral Recognition and Recovery (Simulator Only). The high-speed spiral is characterized by a nose low attitude, high roll rates and rapidly increasing airspeed. A spiral is a rolling and/or yawing motion of the aircraft that is often mistaken for a spin but is not steady-state in that airspeed is increasing through 160 KIAS and motions are oscillatory. A spiral can result from misapplication of pro-spin controls (insufficient rudder or aft stick), typically seen during an improper set-up for a planned OCF maneuver. A spiral may easily be confused with a spin if the pilot relies solely on the interpretation of outside references and fails to accomplish a proper analysis of the cockpit flight instruments. Should the pilot misinterpret a high-speed spiral as a spin, it is highly unlikely that anti- spin inputs will affect a successful recovery and will likely aggravate the condition. The cockpit indications differ significantly from those of a steady state, erect spin. The aircraft is not stalled; therefore, AOA will not be pegged as in an erect spin. Airspeed will most likely be rapidly building through 140 KIAS. The rate of descent will exceed that of a steady state spin because of the high airspeeds ultimately attained through this flight regime. The turn needle will, however, be fully deflected in the direction of the roll. The key to a safe recovery lies in the expeditious recognition of the aircraft’s actual flight condition. For this demonstration, set up a typical OCF entry using IDLE power, 15-40 degrees nose high. At 80 knots, apply full aft stick and ½ rudder input (not full) in the direction of desired spiral. Maintain these control inputs and observe both outside and cockpit indications (AOA, turn needle, airspeed). Slowly relax the stick forward following two turns. The AHC IP should point out the roll rate and airspeed increase. As airspeed passes 160 KIAS, neutralize the controls using OCF recovery procedures and recover to level flight. Note: This maneuver will only be flown in the OFT and will be included in the pre-AHC simulator profile (normally in conjunction with TI (or during ENJJPT PIT) as directed in AETCMAN 11-2T-6V1).

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Note: This maneuver will only be flown in the OFT and will be included in the pre-AHC simulator profile (normally in conjunction with TI (or during ENJJPT PIT) as directed in AETCMAN 11-2T-6V1). (T-2) If follow-on AHC sorties are flown in the OFT, the spiral recognition and recovery demonstration will be included in the simulator profile. (T-2)

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A4.7.7. ELP Series - General. Pilots flying a single-engine aircraft must be aware of the aircraft’s engine-out capabilities. While ELPs are practiced in VMC, situations may arise where a pilot must be aware of different methods for recovering an engine-out T-6A through a cloud deck. In addition, a T-6A pilot instructing primary students may expect to spend a significant amount of time in the traffic pattern. An engine failure in the pattern requires quick thinking and instinctive reactions to optimize chances of a successful recovery. Both of these situations require a familiarity with ELPs beginning other than a typically setup from Low Key or High Key. This series is designed to demonstrate the engine-out profiles for weather penetration and techniques for engine failure in the standard pilot training pattern. The AHC sortie will consist of a high-speed ELP, straight-in ELP, and pattern ELPs from Zones B, C, D, E, and F (Figure A4.1.). Additional ELPs may be attempted, fuel and pattern saturation permitting. Note: If weather prevents accomplishment of the high-speed ELP and/or straight- in ELP during an AHC sortie, these maneuvers will be accomplished in the simulator.

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A4.7.8. Weather Penetration ELP Series. Generally, there are three methods for recovering an engine-out T-6A through the weather. In all cases, the pilot must set a minimum acceptable weather to attempt the ELP. Whether a pilot attempts an engine-out weather penetration will depend on the reported weather, his or her proficiency, familiarity with the airfield, obstructions, and minimum altitudes. For the following weather penetration ELPs, the pilot will simulate ceiling and visibility at 2,000 feet and 3 statute miles.

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A4.7.8.1. Classic ELP. The first method is to fly a classic ELP from high key using the global positioning system (GPS) for situational awareness as described in paragraph

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A4.7.8.1. Classic ELP. The first method is to fly a classic ELP from high key using the global positioning system ( GPS) for situational awareness as described in paragraph 5.18.6. This method is just like a normal ELP practiced every day and will not be flown on the AHC sortie.

A4.7.8.1 (PDF p. 290)

A4.7.8.2. High-Speed ELP. The high-speed ELP assumes there is sufficient energy to reach a high-key position. More energy is better. Excess energy will be converted into airspeed, which can be used to maneuver the aircraft to a low key position when breaking out of the weather. For the AHC sortie, obtain approval to depart the military operating area, contact the RSU, and set up a 125 KIAS clean glide toward the intended field. For high-speed ELP training, the start point should be approximately 5 to 15 miles from the airfield. Using either a navigational aid on the field or a GPS point as the airfield plan to intercept a one-to-one profile (1,000 feet of altitude loss for every mile traveled) and be over that point at 1,500 feet AGL. The descent angle is approximately 10 degrees nose low. The ALT function of the GPS can also provide a nose low attitude if the altitude over the field is entered, and the active waypoint is the airfield. The aircraft will accelerate as the nose is pushed over to maintain profile. If intercepting the profile far enough away, the aircraft speed will stabilize at approximately 230 KIAS. Once below 2,000 feet AGL, maneuver to intercept the ELP profile at a modified low key. Perform a touch-and-go or low approach as appropriate.

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A4.7.8.3. Straight-In ELP. A straight-in ELP is flown if energy is not sufficient to fly a classic or high-speed ELP. This is typically a last resort because (1) there is little room for error, and (2) wind effects weigh heavily on the planned profile. From outside downwind, continue out to 5 miles from the runway threshold and climb to 3,000 feet AGL. (Exception: When flown in the JBSA-Randolph tower controlled pattern, straight-in ELPs will be modified to remain within JBSA-Randolph class D airspace.) After receiving clearance from the RSU (or tower at Randolph), establish a 125 KIAS clean glide at 5 miles and 3,000 feet AGL, and monitor the profile. The target is to cross 1 mile at 600 to 800 feet AGL configured with gear and flaps as required. If the aircraft is maintaining a 2-to-1 profile, it would reach 1 mile at 1,000 feet AGL in a clean configuration. Therefore, if you are still on or near profile at 1.5 miles (approximately 1,250 feet AGL), configure with gear and flaps as appropriate to reach the target 600 to 800 feet AGL at 1 mile. Perform a touch- and-go or low approach as appropriate.

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A4.7.9. Pattern ELP Series (Figure A4.1). (Note: Figure A4.1 depicts the pattern ELP zones used in a nominal pattern. Pilots may alter the profile and ground track as mission needs dictate.)

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A4.7.9.1. Overview. The typical U.S. Air Force pilot training pattern can be divided into zones that define how the pilot should react to an imminent engine failure and where the pilot should attempt to intercept the ELP profile. The ELP series allows the pilot to see the worst case energy limitations of different pattern positions. Because pattern sizes vary from airfield to airfield, each IP must be aware that results may vary. Most, but not all, areas of the standard pattern are defined in paragraphs A4.7.9.2 through A4.7.9.8 (Areas not covered, but worthy of discussion, are the straight-in ground track, breakout, and VFR entry, and go-around.) The defined zones assume a single runway and no wind. Crossing or parallel runways on an airfield provide numerous other possibilities for recovery. Discuss characteristics of your operating airfields in the pre-brief and how that may affect your decision making when an actual emergency occurs. In most pattern ELP scenarios, pilots should:

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A4.7.9.1.1. Simultaneously zoom the aircraft and turn toward the intended landing surface.

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A4.7.9.1.2. Establish 125 KIAS clean glide and intercept the ELP at the appropriate point.

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A4.7.9.1.3. Configure with gear and flaps as appropriate when landing is assured.

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A4.7.9.2. Zone A, Ejection Zone. This zone is defined as the departure leg, past the point where an aircraft can be landed straight ahead, until reaching approximately 1,000 feet AGL and 160 KIAS, 500 feet AGL and 180 KIAS or until turning crosswind. If an immediate engine failure is experienced in this zone, the only option may be ejection. No simulated engine failures will be practiced in the aircraft in this zone. (T-2)

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A4.7.9.3. Zone B, Crosswind Zone. This zone is defined as departure leg at approximately 1,000 feet AGL and 160 KIAS or anywhere on crosswind until completing the turn onto outside downwind. On the AHC sortie, simulate an engine failure on crosswind. (T-2) The reaction should be to simultaneously zoom and turn back to assess the energy level for a glide to a low key (landing runway) or an opposite-direction landing. After making the energy assessment, discontinue the maneuver by adding power and proceed to inside downwind for a normal pattern, or high downwind or high key for an ELP. For any pattern where the crosswind turn is initiated at departure end, there may be sufficient energy to reach a modified low key position for the normal landing direction.

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A4.7.9.4. Zone C, Low Key or Base Key Zone. This zone is defined as most of outside downwind. On the AHC sortie, simulate an engine failure on outside downwind and attempt to intercept a low key or base key. (T-2) The reaction should be to simultaneously zoom and turn toward low or base key. An engine failure just after turning onto outside downwind will be slightly low on energy, which may necessitate using less than the full runway. The energy state improves along outside downwind until passing abeam the approach end of the runway. Passing this point, the energy level starts to decrease until reaching Zone D. Headwinds or gusts exceeding 15 knots may significantly reduce the ability to intercept low key or base key.

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A4.7.9.5. Zone D, Final Zone. This zone is defined as the latter part of outside downwind and the 90-to-initial ground track. On the AHC sortie, simulate an engine failure in this zone. (T-2) In this zone, because of the distance from the runway, the turn back to the runway is vitally important. The reaction should be to simultaneously zoom and start an aggressive turn back to the runway. If you are already on a 90-to-initial, most of the turn is already accomplished. Therefore, the turn to the runway need not be as aggressive. In all cases, the attempted result is to intercept final. Depending on pattern size and winds, it may not be possible to get back to the runway from this far corner of the pattern. Consider several attempts to compare the performance at 135 KIAS, 125 KIAS and flying in the green band on the AOA. Depending on winds, a higher or lower glide speed may improve range.

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A4.7.9.6. Zone E, No Zoom Zone. This zone is defined as a 45-to-initial through a 1-mile initial point. On the AHC sortie, simulate an engine failure in this zone. (T-2) This zone is distinctly different than the rest of the pattern because the energy level is too low to intercept a low key position but too high to intercept base key or final. The best technique in this zone is not to zoom but to maneuver the aircraft in level flight to dissipate excess energy and intercept base key or final. From 45-to-initial, either delay the turn or overshoot final or turn toward a low key position as necessary, then back to the runway. From initial, an immediate 45-to-90-degree level turn from the runway is required, then turn back to intercept base or final. From approximately a 1-mile initial, a 2 G- to 3 G-level 360-degree turn will dissipate enough energy to position the aircraft on final, however, winds may prevent this technique from being effective. The closer the maneuver is initiated to the runway, the more G and turn away will be required to dissipate an appropriate amount of energy. Time permitting, it is recommended to attempt several Zone E techniques.

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A4.7.9.7. Zone F, Low Key Zone. This zone is defined as 1-mile out on initial through the break until reaching the approach end of the runway on inside downwind configured. If carrying straight through the break point, this zone continues until intercepting zone C on the turn to outside downwind. On the AHC sortie, simulate an engine failure in this zone. (T-2) The reaction should be to zoom (airspeed permitting) and turn toward a low key position. The energy level is sufficient through most of this zone for a near normal low key. After turning crosswind on a break point straight through, the energy level will start to decrease. This scenario might necessitate using less than the full runway.

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A4.7.9.8. Zone G, Second Ejection Zone. This zone is defined as inside downwind past the approach end of the runway through most of the final turn. If an engine failure occurs once slowed down and configured in this zone, there will probably not be sufficient energy to make the runway, which will necessitate an ejection. Immediate retraction of the landing gear and flaps using residual hydraulic pressure and turning directly to the runway threshold may allow a safe return to the runway. No simulated engine failures will be practiced in the aircraft in this zone. (T-2)

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A4.7.9.9. Zone H, Closed Pullup Zone. This zone is defined as the closed pullup for an overhead pattern or low key ELP, until reaching inside downwind or high downwind. An engine failure in Zone H at a low-energy state (e.g., closed pullup initiated at lower airspeed and/or lower altitude) will be similar to Zone A, where the only option may be ejection. At increased energy levels past departure end of the runway, a turn back to land opposite direction may be possible but a 360-degree pattern to land will usually not be an option unless engine failure occurs at a very high energy level. If the closed pullup was initiated prior to the departure end of the runway and an engine failure occurs at higher energy levels in Zone H, energy may be sufficient to execute a 360-degree turn back to a touchdown near or abeam where the closed pullup was initiated, which may necessitate using less than the full runway. The higher the energy is in Zone H prior to engine failure, the greater the opportunity will be to maneuver toward the approach end of the runway before initiating a low key turn. The highest energy levels in Zone H near or at closed downwind or high downwind eventually result in intercepting Zone F. No simulated engine failures will be practiced in the aircraft in this zone. (T-2)

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A4.7.9.10. ELP Summary. Being able to land an engine-out, single-engine aircraft requires exceptional flying skills and airmanship. An engine failure while flying at low altitudes or in or above IMC further complicates an already difficult situation. Any combination of factors (weather, low altitude, strong winds, etc.) that task-saturate the situation, exceed the pilot's flying capabilities, or cause the pilot to feel he or she is unable to safely land an engine-out aircraft should lead to an aircrew ejection decision. However, planning for and practicing these challenging ELP conditions and situations (in the aircraft and OFT) will invariably increase the pilot’s chances for a safe engine-out landing. The ELP series of the AHC sortie demonstrates some of the pilot techniques, aircraft capabilities, situational awareness, and judgment required for these challenging engine-out situations.

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Table A4.1. Power-On Stalls. Columns: Configuration | Torque | Bank angle | Expected result. Clean | Idle | Zero degrees | Roll right. Clean | 60 percent | Zero degrees | Roll left. Gear/LDG flaps | Idle | Zero degrees | Roll right. Gear/LDG flaps | 60 percent | Zero degrees | Aggravated roll left. Gear/LDG flaps | 60 percent | 30 degrees left | Aggravated roll left. Gear/LDG flaps | 60 percent | 30 degrees right | Aggravated roll to wings level.

Table A4.1 (PDF p. 286)

Table A4.2. Erect Spin Recovery Steps. 1. Gear, flaps, and speed brake — Retracted. 2. PCL — IDLE. 3. Rudder — Full opposite to turn needle deflection. 4. Control stick — Forward of neutral with ailerons neutral. 5. Smoothly recover to level flight after spin rotation stops. NOTE: This maneuver is included in the pre-AHC simulator profile (normally with Theater Indoctrination or during ENJJPT PIT), as directed in AETCMAN11-2T-6V1. If follow-on AHC sorties are flown in the OFT, the erect spin recovery demonstration is included in the simulator profile.

Table A4.2 (PDF p. 288)

Table A4.3. Inverted Spin Recovery Steps. 1. Gear, flaps, and speed brake — Retracted. 2. PCL — IDLE. 3. Rudder — Full opposite to turn needle deflection. 4. Control stick — Aft of neutral with ailerons neutral (up to full aft stick may be used). 5. Smoothly recover to level flight after spin rotation stops. Following note on physical289: This maneuver will only be flown in the OFT and is included in the pre-AHC simulator profile (normally with TI or during ENJJPT PIT). If follow-on AHC sorties are flown in the OFT, the inverted spin recovery demonstration is included in the simulator profile.

Table A4.3 (PDF p. 288)