T-6 FLYING STANDARDS

BY ORDER OF THE COMMANDER BLAZE STANDARDS

OPERATIONS GROUP 23 Feb 2017

OPR: 14 OG/OGV (Maj Smith) Certified by 14 OG/CC (Col Lawrie)

Supersedes: T-6 Flying Standards Feb 16 Pages: 34

Pilots should adhere to the BLAZE standards when planning, briefing and executing T-

6 missions to the maximum extent practical. Exceptions may be briefed and executed when

necessary for extenuating mission requirements. Requests for changes or revisions should

be submitted to Sq/DOV for consideration in the next update. The BLAZE standards are

not optimized for a single MDS. The intent of the Blaze Standards is to optimize student

training continuity, standardize training procedures while allowing flexibility and to provide

the best foundation for successful follow-on training of future combat military aviators.

BLAZE standards will:

- Decrease briefing time for administrative tasks and normal events in a standard profile

- Increase time available for instruction

- Minimize conflicts in technique and promote training continuity for students

- Maximize the standardization of T-6 operations

Standards complement or restate, but do not replace procedures outlined in other governing

publications. Topics not addressed by these standards must be understood, briefed and

executed IAW applicable governing publications. Standards do not replace good judgment

or adherence to applicable directives.

Change Process: To ensure a continuum of training and compliance with regulations,

squadrons will submit changes to the standards to 14 OG/OGV. Final approval authority is

the Operations Group Commander.

BLAZE T-6 STANDARDS

TABLE OF CONTENTS

MISSION PREPARATION ..................................................................................................... 5

1.1. Responsibilities ............................................................................................................ 5

1.2. Flight Briefings ............................................................................................................ 5

Table 1.1. Briefing Times ................................................................................................... 5

Table 1.2. IP Sortie Briefings ............................................................................................. 6

1.3. Emergency Procedure of the Day ................................................................................ 6

GROUND OPERATIONS ....................................................................................................... 7

2.1. AFTO Form 781 (Review/Storage) ............................................................................. 7

2.2. Gear pin/Personal Equipment Stowage ....................................................................... 7

2.3. Exterior Inspection and Instrument Cockpit Check. .................................................... 7

2.4. Engine Start ................................................................................................................. 8

2.5. Clearance and Taxi Procedures ................................................................................... 8

2.6. End of Runway Procedures ......................................................................................... 8

2.7. Spare Aircraft Procedures ............................................................................................ 9

2.8. Chock Extension Procedures ....................................................................................... 9

TAKEOFF, DEPARTURE AND ENROUTE ....................................................................... 10

3.1. Engine Run Up. ......................................................................................................... 10

3.2. Rolling Takeoffs ........................................................................................................ 10

3.3. Vision Restricting Device .......................................................................................... 10

3.4. Climb Out. ................................................................................................................. 10

3.5. Enroute ...................................................................................................................... 10

AREA, RECOVERY AND LANDING ................................................................................ 11

4.1. FENCE-In....................................................................................................................... 11

4.2. G Awareness Exercise ............................................................................................... 11

4.3. Specific Area Work and Parameters ......................................................................... 11

4.4. Engine and G Envelope ............................................................................................. 11

4.5. Area Orientation ........................................................................................................ 11

4.6. FENCE-Out ............................................................................................................... 11

4.7. Instrument/Navigation Sortie Landings .................................................................... 11

BLAZE T-6 STANDARDS

4.8. After Landing Checklist ........................................................................................ 11

IMC AND NIGHT PROCEDURES ..................................................................................... 12

5.1. IMC Procedures ......................................................................................................... 12

5.2. Night Procedures ........................................................................................................ 12

CREW COORDINATION ................................................................................................... 13

6.1. Transfer of Aircraft Control (With and Without Intercom) ....................................... 13

6.2. Clearing ...................................................................................................................... 13

6.3. Inflight Checks ........................................................................................................... 13

6.4. Radio Procedures ....................................................................................................... 13

6.5. Avionics Procedures .................................................................................................. 13

6.6. PCL Movement/Hand Position .................................................................................. 13

EMERGENCY PROCEDURES .......................................................................................... 14

7.1. Aircrew Responsibilities ............................................................................................ 14

7.2. Emergency Ground Egress ........................................................................................ 14

7.3. Takeoff/Touch and Go Emergencies ......................................................................... 14

7.4. Physiological Incident ................................................................................................ 14

7.5. Bird Strike .................................................................................................................. 14

7.6. Electrical Fire ............................................................................................................ 14

7.7. Engine Malfunction/Failure ....................................................................................... 15

7.8. Ejection. ..................................................................................................................... 15

7.9. Visual Signals with Intercom Failure ......................................................................... 15

7.10. Lost Communications Procedures ........................................................................... 15

7.11. Lost Procedures........................................................................................................ 15

7.12. Emergency Divert Airfields ..................................................................................... 16

7.13. Emergencies While Flying Low-Level .................................................................... 16

7.14. Solo Student Considerations .................................................................................... 17

FORMATION ...................................................................................................................... 17

8.1. General ....................................................................................................................... 17

Table 8.1. Formation EPOD and ITOD ............................................................................ 18

8.2. Ground Operations ..................................................................................................... 18

8.3. Takeoff ....................................................................................................................... 19

BLAZE T-6 STANDARDS

8.4. Enroute/Area Procedures ........................................................................................... 20

8.5. Recovery .................................................................................................................... 20

8.6. IMC Procedures ......................................................................................................... 22

8.7. Communication Procedures ....................................................................................... 22

8.8. Formation Management ............................................................................................. 22

8.9. Formation Emergencies ............................................................................................. 24

8.10. Three and Four Ship Procedures ............................................................................. 26

Attachment 1: Local Instrument Avionics Setup ............................................................. 27

Attachment 2: Checklist Terminology ............................................................................. 28

Attachment 3: Formation Communication ....................................................................... 33

BLAZE T-6 STANDARDS

Chapter 1

MISSION PREPARATION

1.1 Responsibilities.

1.1.1. The Aircraft Commander (AC) is ultimately responsible for the safe and effective

conduct of the flight. All pilots (for this document, the terms pilot and crewmember include

instructors and students) will ensure that they comply with pre-mission requirements

outlined in the Pre-Mission Guide in the 14

FTW T-6 Inflight Guide. TIMS Go/No-Go

status will be checked prior to brief time. Pilots will clear any No-Go items prior to step.

Pilots will ensure thorough mission planning is accomplished for all flights. As a minimum,

this should include reviewing NOTAMS, weather, airfield status, RAIM status and TOLD

prior to brief time.

1.1.2. For instrument sorties, students are responsible for signing out and de-conflicting an

instrument profile at the ops desk prior to the brief. For low level sorties, students (AC when

flying CT) will sign out a low level entry time and ensure the route is de-conflicted prior to

the brief. Students will be prepared for any sortie for which they are opted and will have data

cards available for alternate missions.

1.2. Flight Briefings.

1.2.1. Briefing times shall be no later than the times found in Table 1.1. Instructors are

encouraged to set earlier brief times to allow increased time for instruction when necessary

(e.g. C400X, F400X).

Table 1.1. Briefing Times.

MISSION EVENT

H+MM Prior to Takeoff

All Local Sorties

1+10

Cross-Country/Out and Back Sorties (1

flight)

1+45

Three- and Four-Ship Formation

1+30

Simulators with CSI support

1+00

Simulators without CSI support

0+15 (prior to Start time)

1.2.2. Mission Briefings.

1.2.2.1. All pilots should be in place and ready to brief at brief time. Students will be

ready to brief 10 minutes prior to scheduled brief time.

1.2.2.2. Students are expected to plan/brief Mission and Training Objectives,

Profile/Overview, Weather, NOTAMS, TOLD, Status, ORM and CRM for all sorties

except the C40XX block.

BLAZE T-6 STANDARDS

1.2.2.3. All pilots will hold questions or comments until the end of the briefing unless

specifically addressed by the IP/FL. The sterile briefing concept also applies to debriefs.

Flight members will not eat during the brief/debrief without permission from their IP/FL.

Drinks are acceptable.

1.2.2.4. Solo students will show to brief with the following: completed mission data

card, ORM sheet, required publications, category grade summary and solo chit.

1.2.2.5. Instructors should brief the sorties found in Table 1.2. IPs may elect to brief

any sortie they deem necessary for training (re-demo) or time constraints.

Table 1.2. IP Sortie Briefings.

MISSION TYPE

SORTIES

Contact

C40XX Block

Instrument

I4001, I4002

Navigation

N4001, L41XX Block

Formation

F40XX, F4101

1.2.3. Step Time

1.2.3.1. Step time is NLT 30 minutes prior to takeoff for RWY 31 or 35 minutes prior

to takeoff for RWY 13. Step time is defined as the time the instructor briefs the Sup on

the planned mission profile. All crew members, including students, will step to the Ops

desk to verify Go/No-Go Status and receive the Ops Sup brief.

1.2.3.2. Pre-solo crews should step earlier to allow increased time for ground ops and

ground instruction to maximize adherence to scheduled takeoff times.

1.3. Emergency Procedure of the Day.

1.3.1. IPs will check the TIMS Emergency Procedures tab when administering table-top EPs

to ensure that students are exposed to EPs IAW syllabus requirements and respective

Squadron Gradebook instructions.

BLAZE T-6 STANDARDS

Chapter 2

GROUND OPERATIONS

2.1. AFTO Form 781 (Review/Storage).

2.1.1. The AC is responsible for ensuring proper pre-flight and acceptance of the aircraft.

Students will plan to review and stow the aircraft forms and perform the exterior inspection

with the supervision of the IP.

2.1.2. For CT sorties, both pilots will review the forms.

2.2. Gear Pin/Personal Equipment Stowage.

2.2.1. The pilot conducting the Exterior Inspection will ensure the gear pins are stowed in

the pouch in the baggage compartment and the fuel card is present.

2.2.2. Neither pilot will stow items under the ejection seat or on a circuit breaker panel. The

FCP pilot will not stow any items on the left side and will ensure the Firewall Shutoff Handle

and all controls are clear.

2.3. Exterior Inspection and Instrument Cockpit Check.

2.3.1. Prior to initiating the Before Exterior Inspection, the first pilot on the wing will ensure

that both cockpits have both the Ejection Seat Safety Pin and CFS Pin installed and that the

ISS Mode Selector Switch is in SOLO.

2.3.2. For student performed exterior inspections, any discrepancies will be briefed to the IP

before getting back on the wing.

2.3.3. For CT crews, the RCP IP should accomplish the Exterior Inspection Checklist.

2.3.4. Before applying power to the aircraft, ensure the prop area is clear and announce

“prop clear” to any personnel in the vicinity.

2.3.5. Both crewmembers must ensure that ejection seats are clear of obstructions (i.e.

oxygen hoses, comm. cords, lap belts and leg straps) prior to adjusting the seat height.

2.3.6. The FCP pilot is responsible for the Interior Inspection.

2.3.7. Exercise caution when actuating switches and moving flight controls—especially

while personnel are moving around the aircraft. During the AOA system test, hold the

control stick off the front stop to avoid damage to the flight controls.

2.3.8. To prevent damage to the flight controls, ensure the controls do not firmly impact the

stops during the flight control check. Aircraft control does not need to be transferred for this

check.

BLAZE T-6 STANDARDS

2.3.9. Monitor ATIS and obtain clearance on the backup UHF radio prior to engine start.

This may be accomplished while the RCP pilot completes the exterior inspection. Pilots may

delay obtaining ATIS and clearance until after engine start if environmental conditions

warrant. If clearance is not available prior to taxi, coordinate with ground to obtain clearance

during taxi.

2.3.10. Ensure the backup UHF radio is tuned to the ground control frequency and turned

off prior to engine start.

2.3.11. Instrument Cockpit/Avionics Setup. Use the Instrument Cockpit/Avionics Setup

found in Attachment 1 for local missions to the maximum extent practical.

2.4. Engine Start.

2.4.1. Unless circumstances dictate otherwise, the pilot occupying the FCP will start the

engine. Both pilots are responsible for monitoring the engine start.

2.4.2. The AC will determine if external power is required for engine start. After a start

using external power, the pilot accomplishing the checklist will state “hands clear” IAW

Attachment 2, and both pilots will raise their hands until receiving a thumb up signal from

the crew chief. Pilots will avoid contact with any flight controls (primary or secondary) until

the crew chief is clear.

2.5. Clearance and Taxi Procedures.

2.5.1. Aircraft will obtain clearance IAW paragraph 2.3.9.

2.5.2. Use the AFI 11-205 “pitchout” signal or flash the landing/taxi lights after obtaining

clearance to taxi to alert the crew chief when ready to taxi. Unless required for limited

visibility, landing/taxi lights will remain off until performing the Lineup Checklist and turned

off after completion of the After Landing Checklist during the hours from official sunrise to

official sunset.

2.5.3. The FCP will not perform the brake check until the wings are clear of the sun

shelters. The RCP can check theirs when time and conditions permit. This may be

accomplished without transferring control of the aircraft.

2.5.4. Accomplish the RNEWS check outside of the T-6 parking ramp and prior to takeoff.

2.5.5. Taxi at speeds IAW AFTO 1T-6A-1. While operating in the congested area of the

T-6 parking area, pilots should not taxi faster than a brisk walk.

2.6. End of Runway Procedures.

2.6.1. Entering the EOR, change to the appropriate frequency for takeoff (RSU or Tower).

2.6.2. Normally, pilots will take the EOR space closest to the runway. Do not taxi behind

an aircraft already established in an EOR run-up spot.

BLAZE T-6 STANDARDS

2.6.3. Set the parking brake, clear around the aircraft and verbally ensure both

crewmembers are guarding the brakes before accomplishing the Overspeed Governor

Check. Do not perform the check if an aircraft is directly in front of or behind yours.

2.6.4. The PF will verbalize the calculated minimum torque expected at 60 knots and

receive acknowledgement from the PNF on all dual sorties.

2.6.5. When taxiing to the hold short line, stagger to provide room for other aircraft and

ensure adequate separation from a preceding aircraft (no closer than 1/2 ship length).

Aircraft should transition from the hammerhead to the hold short line starting with the

aircraft closest to the runway and working outward.

2.7. Spare Aircraft Procedures.

2.7.1. When stepping to a spare, the IP (or AC for CT crews) will check the AFTO Forms

781 and accomplish the exterior inspection.

2.7.2. Aircrew will call their new tail number into Texan Ops. The SUP will inform the

aircrew of any dual/solo-only restrictions associated with the new tail number.

2.8. Chock Extension Procedures.

2.8.1. IPs will strive to complete sorties so as to return to chocks NLT 1+30 after takeoff. As

soon as the AC determines it is unlikely that aircraft will be shut down in the chocks by 1+45

from scheduled take off time, he or she should request a chock extension with Texan Ops.

2.8.2. To ensure proper coordination takes place, chock extensions can only be approved

through Texan Ops. IPs will not request chock extensions from crew chiefs or other flight

line personnel without coordinating with Texan Ops. Chock extensions are never automatic,

even for aircraft not scheduled to turn to later sorties.

2.8.3. Chock extension times are referenced from a 1+45 chock time. For example, a 15

minute extension means the aircraft must be in chocks NLT 2+00 from original scheduled

takeoff time.

BLAZE T-6 STANDARDS

Chapter 3

TAKEOFF, DEPARTURE AND

ENROUTE

3.1. Engine Run Up. Pilots will not run the engine up until cleared for takeoff.

3.2. Rolling Takeoffs. Pilots should perform rolling takeoffs to the max extent practical.

3.3. Vision Restricting Device. The IP will be in control of the aircraft anytime the student

is donning/doffing the VRD. The VRD is an instrument training aid only. The IP may direct

the student at any time to stow the VRD for safety of flight considerations.

3.3.1. During instrument sorties with a VRD in use, the IP will be responsible for visually

clearing. Students will remove the VRD after relinquishing aircraft control if an IP

continues an approach past the Decision Altitude on a precision approach or continuing

below the MDA on a non-precision approach.

3.3.2. Students will not wear a VRD while occupying the FCP.

3.4. Climb Out. During VFR pattern operations, aircrews should not switch to departure

frequency until passing pattern altitude on climb out. Climb out at 180 KIAS to aid in clearing.

3.5. Enroute. T-6s will cruise at 200 KIAS while leveled off during local missions.

BLAZE T-6 STANDARDS

Chapter 4

AREA, RECOVERY AND LANDING

4.1. FENCE-In. When established in the MOA, accomplish a FENCE check. Verbalize

emergency airfield options as part of the FENCE check.

4.2. G-Awareness Exercise. The G-Ex will be flown IAW AFMAN 11-248. Both pilots will

verbalize G’s and physical condition after the maneuver.

4.3. Specific Area Work and Parameters. Brief all planned maneuvers required to

complete mission and training objectives.

4.4. Engine and G Envelope. Identify any maneuvers or portion of the flight with

potential for exceeding limits and discuss mitigation techniques.

4.5. Area Orientation. CBM T-6 MOA airspace is primarily defined by the GPS database.

However, in accordance with the syllabus, student contact sorties should emphasize the

utilization of visual ground references to the maximum extent practical for area orientation.

4.6. FENCE-Out. Unless briefed or directed otherwise, the FENCE-out will include obtaining

ATIS, completing the FENCE check items and completing the Descent Checklist prior to leaving

the confines of the MOA. ATIS is normally obtained via voice capability on the VOR.

4.7. Instrument/Navigation Sortie Landings. While flying instrument sorties with the SP in

the RCP, the IP will either take the aircraft for a touch-and-go or low approach or remain silent

to indicate that the student will execute the missed approach at the appropriate time. On

navigation or instrument sorties with the SP in the FCP, the IP will inform the student whether

to take over visually or remain silent to indicate that the student will execute the missed

approach.

4.8. After Landing Checklist. Pilots will not accomplish checklist items until clear of the

runway at a safe taxi speed. Clear of the runway is considered past any hold short line.

4.8.1. Upon exiting the runway, if stopping prior to calling ground, taxi forward enough

to allow another aircraft to safely clear the runway.

4.8.2. Prior to returning to chocks, return RMU, EADI and EHSI to standard setup

described in Attachment 1.

BLAZE T-6 STANDARDS

5.1. IMC Procedures.

Chapter 5

IMC AND NIGHT PROCEDURES

5.1.1. Unusual Attitudes. Upon recognition, the affected pilot should verbalize an unusual

attitude and, if needed, transfer aircraft control to recover.

5.1.2. Spatial Disorientation. If a crewmember becomes spatially disoriented, they should

verbalize it to the other crewmember. Attempt to bring the aircraft to a straight and level

attitude. Consider requesting an altitude and/or heading change in an effort to find VMC.

If required, transfer aircraft control. Depending on the severity of the spatial disorientation,

declare an emergency and advise ATC of the problem. As a last resort, do not delay the

decision to eject.

5.1.3. Icing Restrictions. If icing is forecast or reported for the planned route of flight, comply

with TO 1T-6A-1 restrictions and adjust the mission profile and alternate fuel requirements

as necessary.

5.2. Night Procedures.

5.2.1. Aircraft Lighting. All external lighting will be turned on when the aircraft is in motion

at night. The following exceptions apply:

5.2.1.1. Taxi. Use position lights only when in the chocks and EOR. Leave the

landing, taxi and anti-collision lights off until after making the first turn out of

parking.

5.2.1.2. EOR. Once stopped in the EOR, aircrew will turn their taxi, landing and anti-

collision lights off. Once cleared for takeoff, turn landing, taxi and anti-collision lights

on when completing the Lineup Check.

5.2.2. After Landing Procedures. Report down on Texan Ops when the RSU is closed and

tower controls the pattern.

BLAZE T-6 STANDARDS

Chapter 6

CREW COORDINATION

6.1. Transfer of Aircraft Control (With and Without Intercom). Transfer aircraft control

IAW AFMAN 11-248. The AC will ensure positive aircraft control is maintained at all times;

however, the extent to which PNF assuming control noticeably shakes the stick may vary

depending on phase of flight (formation wing work). Aircraft control does not need to be

transferred for the brake check during the Taxi Checklist or to check flight controls during the

Cockpit (All Flights) Checklist.

6.2. Clearing. Clearing is the responsibility of both pilots. Any traffic that may pose a conflict

will be verbalized to the other pilot.

6.3. Inflight Checks. The PF will initiate all checklists and ensure completion of those checks

should a transfer of aircraft control take place.

6.4. Radio Procedures. The PF is responsible for using radio communication. IPs may assume

control of the radios without taking control of the aircraft.

6.5. Avionics Procedures. IAW UPT syllabi, a single-seat mentality applies to T-6 training.

This means the PF has control of the aircraft and all of its systems, including the

GPS/RMU/TAS/EFIS. In circumstances when the PNF (instructor) needs to make changes to

frequencies/navigation setup/displays, the PNF will take control of the specific item by stating,

“I have the (VHF/UHF/GPS/HSI/NAVAIDS).” After completing the desired action, the PNF

will return control of the item back to the PF by reversing the procedure.

6.6. PCL movement/Hand position. To prevent inadvertent engine shutdown, pilots will:

6.6.1. Use caution not to drape their hands or wrists over the PCL.

6.6.2. Ensure flight suit sleeves are tightly fastened in order to prevent them from

inadvertently catching on the PCL.

6.6.3. Exercise caution when bringing the PCL to the idle position and avoid excessive force

against the idle stop.

BLAZE T-6 STANDARDS

Chapter 7

EMERGENCY PROCEDURES

7.1. Aircrew Responsibilities. In the case of an emergency, the PF should continue to fly. Apply

applicable boldface; however, do not perform any irreversible actions without coordination

with the AC. Use appropriate CRM to safely recover the aircraft. Normally, the PNF will consult

the checklist and IFG and back up the PF to the maximum extent or as directed. The AC will

determine the final course of action for recovery and may delegate full-stop landing

responsibilities to the other pilot if necessary.

7.2. Emergency Ground Egress. Execute the emergency ground egress procedure IAW TO 1T-

6A-1. If the canopy cannot be opened or the situation requires right side egress, the AC will

command “Egress right, egress right” and direct CFS handle actuation. In the event that the CFS

fails, consider ejection.

7.2.1. Exit the aircraft at a 45° angle aft (unless the situation dictates otherwise) and use

caution for responding emergency vehicles. Meet at a safe distance (approximately 300

feet) from the aircraft on the egress side.

7.3. Takeoff/Touch and Go Emergencies. Takeoff emergencies will be briefed in detail. As a

minimum, brief reasons for abort, sufficient runway remaining determination and sufficient

energy conditions required to make HIGH/LOW key. This briefing shall be tailored for

environmental conditions and mission profile. Update the briefing for current conditions or

changes during the RNEWS check while taxiing.

7.3.1. Pilots should not attempt to land opposite direction at Columbus AFB.

7.4. Physiological Incident. If a crewmember experiences hypoxia or other adverse

physiological symptoms, they should inform the other crewmember. “Gang-Load” the

OBOGS, declare an emergency, descend below 10,000’ MSL cockpit altitude and pull the

Green Ring, if required. If able, contact the SOF to coordinate for the flight surgeon to meet

the crew at the aircraft.

7.4.1. Comply with IFG procedures and return via a straight-in approach. Consideration

should be given to landing at a location with appropriate medical response capabilities

(e.g. recovering to CBM or NMM) for rapid decompression. Plan to leave life support

equipment connected until met by the flight surgeon.

7.5. Bird Strike. If in a safe position to land, the first priority should be to land the aircraft.

Announce the intention to land to the other crewmember. If not in a safe position to land, ensure

the aircraft is level or climbing away from the ground. If there is any personal injury, determine

who is best able to fly. Scan for aircraft damage and complete a thorough check of engine

instruments. A controllability check should be accomplished if damage to the aircraft is suspected.

Utilize a chase ship if needed. If a prop strike or engine damage is suspected, recover via a PEL.

7.6. Electrical Fire. Brief actions to be taken based on current/forecast weather conditions.

BLAZE T-6 STANDARDS

7.7. Engine Malfunction/Failure. With an engine malfunction or failure, turn, climb, clean,

check IAW TO 1T-6A-1 toward the nearest suitable airfield. If weather or field conditions at

the intended recovery field are unknown, utilize outside agencies.

7.8. Ejection (With and Without Intercom/Controlled and Uncontrolled).

7.8.1. Controlled with Intercom. After completing checklists, the AC will command

“BAILOUT, BAILOUT, BAILOUT” over the intercom. Ejection should be initiated after

the third “Bailout” command. If time and conditions permit, attempt to point the aircraft

to an uninhabited area. Do not delay the decision to eject below 2,000’ AGL. The term

“bailout” will not be used at any other time during the flight. Use the term “ejection”

instead.

7.8.2. Controlled without Intercom. The AC will hold the emergency pages in the IFG up

to signal the need to accomplish the controlled ejection checklist. Once ready to eject, use

the “bailout” command (three face curtains) IAW AFI 11-205. If previously attempting to

communicate by dropping masks and yelling, it is imperative that both pilots have visors

down with masks secured before initiating ejection to avoid serious injury.

7.8.3. Uncontrolled (with and without intercom). If uncontrolled at or below 6,000’ AGL,

command an immediate ejection using the intercom if available. If intercom is inoperative,

utilize the face curtain signal.

7.9. Visual Signals with Intercom Failure.

7.9.1. Check interphone settings and connections (consider switching to the alternate

communications cord). If all settings/connections check good, attempt communication

over the non-primary radio. In the absence of smoke/fumes masks may be lowered to

communicate when below 10,000 feet cockpit altitude.

7.9.2. Crewmember Attention. PF will “stir the stick” to signal the PNF to look in his/her

direction (FCP can utilize mirrors, if needed, to view RCP).

7.9.3. Emergency Landing Gear Extension (when RCP is PF). When the RCP

pilot lowers the landing gear handle to the down position, the FCP will check

airspeed below 150 KIAS and pull the emergency gear handle IAW checklist

procedures.

7.9.4. Aux Battery (when RCP is PF). The RCP pilot will repeatedly touch his

or her mask with two extended fingers to signal the FCP pilot to actuate the Aux

Battery switch.

7.10. Lost Communications Procedures. Brief a lost communications plan for all non-local

sorties. In the local area, pilots are expected to use good judgment and comply with the radio

failure procedures in the IFG.

7.11. Lost Procedures. Brief a lost plan for all non-local sorties. In the local area, pilots are

expected to climb to a safe altitude, conserve fuel, and inform ATC that they are lost.

BLAZE T-6 STANDARDS

7.12. Emergency Divert Airfields.

7.12.1. Brief emergency divert airfields suitable for the route of flight/MOA to be used in

the event of an engine malfunction/failure. Consider environmental factors such as weather,

winds and runway conditions.

7.12.2. In other situations requiring an emergency divert, reference the IFG/FLIP to

determine the best option for recovery. Consider weather conditions and fuel remaining and

notify the SOF of divert intentions as conditions permit.

7.13. Emergencies While Flying Low-Level. Immediately initiate a climb away from the

ground to gain altitude and energy. Climb at 140 KIAS to maximize energy gain.

7.14. Solo Student Considerations.

7.14.1. Engine Malfunctions. Solo students are not expected to recover an aircraft with

no/insufficient thrust. Once it is determined that a successful recovery is unlikely, do

not delay ejection decision below 2000’ AGL. Solo students may elect to continue a forced

landing if they are able to comply with ORM-3-2-1.

7.14.2. For non-engine related emergencies, solo students will recover to CAFB unless

directed otherwise by SOF, SUP or RSU.

BLAZE T-6 STANDARDS

Chapter 8

FORMATION

8.1. General.

8.1.1. Administration. The aircraft that leads out will be the designated flight lead (FL).

FL conducts the formation brief and de-brief, uses the number 1 call sign and performs

responsibilities as described in AETCMAN 11-248 paragraphs 9.3.1 and 9.3.2. If the

formation splits, call signs will revert to those listed on the flight authorization.

8.1.2. Interplane Frequency (Aux). Refer to the interplane frequency as “Aux.” Students

will ensure an Aux frequency is signed out and deconflicted prior to formation briefs. Aux

is a VHF discrete frequency for local sorties. Formation sorties flown outside of the local

area should brief a UHF Aux for use when ATC requires the use of VHF.

8.1.3. Formation Boards. Students are responsible for preparing a formation briefing

board IAW the Texanworld Standard Formation Board maintained by each squadron’s

DOV. Students will choose the appropriate EP of the day (EPOD) and an instructional

topic of the day (ITOD) based on their scheduled mission. Topics are found in Table 8.1.

Students may select topics other than those listed in Table 8.1 to avoid duplication.

8.1.4. FL will determine how the EPOD and ITOD are covered during the briefing. Students

will normally brief these topics. This does not replace tabletop EP training by individual IPs

conducted at the completion of missions.

8.1.5. The purpose of the EPOD is to hone student briefing abilities, ensure continuous

review of emergency procedures and to familiarize students with formation considerations

during emergencies. Students should brief the cause, indications and initial actions for each

flight member for the EPOD.

8.1.6. ITOD. The wingman student’s mission number will determine the ITOD to be

covered during the brief. The purpose of the ITOD is for the student to demonstrate

proficiency in formation procedures and standards. The EPOD and ITOD portions of the

brief should take approximately one minute each.

8.1.7. Debriefing. Discuss items related to the overall mission and training objectives

and events that are pertinent to all flight members. Any training rule violations or knock it

off situations should be addressed. Individual instruction will be deferred to single-ship

debriefs. Unless specifically requested by FL, formation members will withhold all

comments or questions.

BLAZE T-6 STANDARDS

Table 8.1.

SORTIE

EPOD

ITOD

F4001 Abort (Flight vs. Single) 11-205 visual signals

F4002 Engine Failure on T/O

Wingman position parameters

(fingertip, route)

F4003

NORDO

Rejoins / Overshoots

F4004

Engine Fire

Wingmen Considerations

F4005

Fuel Pressure Light

Lost wingman procedures

F4006

Electrical fire

HEFOE signals

F4007

Inadvertent Departure from Controlled

Flight

Interval takeoff procedures

F4008

Physiological Incident

Extended trail entry / position

F4101

Ejection

Knock it off (when and how)

F4201

Oil System Malfunction/CHIP Light

Blind w/ and w/o radios

F4202

Bird strike (low altitude, high altitude)

Form landing and T/O restrictions

F4203

Hydraulic system failure

Wx for interval and wing T/O

F4204

Midair

Breakouts / Mid-air collision

avoidance

(when and how)

F4205

Divert

Formation approach procedures

F4206

Electrical Failure with Weather

BD Check

8.2. Ground Operations.

8.2.1. Notify the crew chief upon arrival at the aircraft of position in the flight and

the location of the other formation aircraft.

8.2.2. Check-in/Engine Start. Prior to lowering the canopy after cockpit checks, pilots will

retrieve ATIS using the backup UHF and auto-switch to clearance delivery. Once ready for

engine start, wingmen will pass a “thumbs up” to FL. If motoring is required, accomplish

motoring procedures prior to passing the “thumbs up.” If a tail swap is necessary, report the

new tail to Texan Ops prior to check-in on Aux.

8.2.2.1. If FL is not in sight, utilize crew chiefs to relay the “thumbs up” signal

or check in as directed by FL.

8.2.2.2. Following the “thumbs up,” FL will check the formation in on clearance

delivery. After acknowledgement of the IFR clearance by lead, wingmen will

acknowledge reception (e.g. “2,” “3,” “4”) and ensure the backup UHF radio is

tuned to ground control frequency and turned off.

8.2.2.3. EXCEPTION: At the discretion of FL, aircraft may start engines as soon as

ready (i.e. Wind Chill Caution or ITS Danger). In these circumstances, flight

members will get ATIS after engine start. When ready for check-in, wingmen will

pass a “thumbs up.”

BLAZE T-6 STANDARDS

FL will check flight members in on Aux first, followed by UHF Clearance Delivery.

After wingmen acknowledge clearance (on Aux), the flight will auto-push to UHF

Ground for check-in and taxi clearance.

8.2.3. Taxi. After engine start, flight members will monitor Ground and Aux. When ready

to taxi, wingmen will pass a “thumbs up” to FL. FL will check flight members in on

Aux first. If FL had established a check-in time and additional time is required, wingmen

will inform FL during the Aux check-in (e.g. “Creek 2 needs XX minutes”). When all

flight members are ready, FL will check the flight in on Ground and call for taxi clearance.

8.2.3.1. For staggered operations on taxiway A, wingmen will mirror lead.

8.2.4. End of Runway Procedures. Upon Lead initiating the turn into the hammerhead,

formation members will “auto-push” to the appropriate takeoff frequency (Sunfish or

Tower). Wingmen will align aircraft with FL. When complete with the Before Takeoff

checklist and ready for takeoff, wingmen will pass a “thumbs up” to FL. FL will then

ensure the formation is on the appropriate frequency and move into the number one position.

8.3. Takeoff.

8.3.1. Wing Takeoff. Wingmen may request a single “push it up/give me one” call if unable

to maintain position. FL will not reduce torque below 85%. Visually confirm the “clean”

configuration of both aircraft and report any discrepancies on Aux prior to 150 KIAS.

8.3.2. Interval Takeoff. A 6-second interval takeoff may be executed if conditions do not

permit a wing takeoff or if required for training. FL will maintain 160 KIAS until the

formation is rejoined. Once rejoined, normal climb/cruise speeds will be maintained.

8.3.3. Instrument Trail Departure. FL will inform Clearance Delivery of the intention to

perform an instrument trail departure (e.g. “Reno 1, 20-second trail departure”). The last

aircraft will squawk 0400 unless directed otherwise. FL will also inform Tower (“Reno 1,

non-standard—20-second trail departure”) when requesting clearance for takeoff.

8.3.3.1. All aircraft will fly 160 KIAS, climb with MAX power and use 30° of bank

until cleared to rejoin by FL. FL will maintain 160 until completion of the rejoin. FL

will add “non-standard formation” to radio calls to ATC agencies until the

formation is rejoined. FL will announce passing even thousand altitudes and state

DME from a pre-briefed NAVAID for turns until the formation is reformed.

8.3.3.2. Wingmen will maintain 1,000’ vertical separation until visual with lead.

Wingmen will report visual over Aux once they are able to execute a visual rejoin.

Wingmen will not initiate a rejoin until directed by FL. Once the rejoin is

complete, FL will inform ATC that the formation is maintaining standard spacing.

8.4. Enroute/Area Procedures.

8.4.1. All pattern turns are echelon.

8.4.2. FL will direct a FENCE-in check once established in the assigned area.

BLAZE T-6 STANDARDS

8.4.3. Rejoins. All rejoins/reforms are to close formation (fingertip) unless briefed or

directed otherwise. Rejoins on departure or enroute (prior to FENCE-in) will be

accomplished at 180 KIAS while climbing and 200 KIAS when straight and level.

8.4.3.1. Rejoins in the MOA will be at 180 KIAS. Rejoins on recovery (after the

FENCE-out call) will be flown at 200 KIAS.

8.4.3.2. Rejoin speeds in paragraph 8.4.3.1 may be modified by lead as required.

Deviations from standard rejoin speeds will be pre-briefed or directed over Aux.

8.4.4. G-Awareness Exercise.

8.4.4.1. The first pitchout will be a G-Ex of approximately 180 degrees of turn.

Priorities during the G-Ex are flightpath de-confliction, positional awareness and proper

anti-G straining.

8.4.4.2. Following the G-Ex, lead will initiate an Ops Check IAW Attachment 3.

8.4.5. Extended Trail Exercise.

8.4.5.1. Use Max torque for Extended Trail Exercise levels 2 and 3.

8.4.5.2. Either aircraft may call “Terminate” to end the exercise. Following a

“Terminate,” lead should transition to an approximately 30° bank turn, direct a

reform as required and initiate an Ops check. Plan all reforms from ET at 180 KIAS

and 30° of bank.

8.5. Recovery.

8.5.1. FENCE-Out. At the completion of area maneuvering, lead will direct a FENCE-out

check.

8.5.2. Flight Split Up. After flight split up, aircraft will retain call signs signed out on the

flight authorization regardless of position during the split up. Wingmen will not respond to

ATC or execute controller instructions until the aircraft leading the formation clears them

off on Aux (e.g. “Stomp 2, cleared off”). The aircraft in the lead will relay the wingman’s

squawk and/or ATC clearance over Aux. Wingmen will acknowledge before being cleared

off.

8.5.2.1. The lead aircraft should perform an “Alpha check” prior to the split-up.

Referencing the primary recovery NAVAID, lead will verbalize the current bearing

and range. If the bearing/range is within +/– 5° and 1 NM, wingmen will respond

with “2 same,” otherwise, they will reply with bearing and range. Consider recovering

as a formation if the discrepancy cannot be remedied.

8.5.2.2. Flight Split-Up in the Pattern. Formations are limited to one formation low

approach or one break from initial when entering the pattern unless coordinated with

the RSU (this restriction does not preclude multiple VFR patterns once split).

Formations are expected to split up at the following places:

BLAZE T-6 STANDARDS

8.5.2.2.1. Break. Lead will give Wing a “cleared-off” salute. Wing will

delay the break a minimum of 5 seconds.

8.5.2.2.2. Closed. Lead will request closed for the formation. This is the

preferred pattern entry following a formation low approach. Do not use a

crossunder to reposition the wingman if they are the inside of the turn.

Instead, obtain clearance, clear in the direction of the turn and clear off the

wingman. The aircraft on the inside will then pull closed, followed 5 seconds

later by the other aircraft.

8.5.2.2.3. Crosswind. Following a low approach (when closed is not

requested/available) or after carrying straight through initial, lead will clear

the wingman off prior to turning crosswind. The aircraft on the pattern side

of the formation will turn crosswind. The other aircraft will delay the

crosswind turn a minimum of 5 seconds.

8.5.3. Formation Breakout. In the event of a formation breakout, lead will be directive.

Plan to send the wingman to route or fighting wing to facilitate clearing. Lead should delay

doing this until after initiating the climb to pattern breakout altitude. Direct a reform to

fingertip if a formation approach is desired or clear the wingman off prior to re-entering

the pattern at VFR entry.

8.5.4.Wing Approach and Landing.

8.5.4.1. Wingmen landing on the cold side of the runway should make a “1, cleared

cold” call over Aux when speed permits a safe transition and the minimum 150’

nose-tail separation is assured. Wingmen landing on the hot side are expected to

transition to the cold side when 150’ nose-tail clearance is achieved and can be

maintained.

8.5.5. After Landing Checks/Taxi Back.

8.5.5.1. If both aircraft in a formation land sequentially, the first aircraft will allow

sufficient spacing and wait for the other aircraft to taxi clear. Once all formation

aircraft are clear of the landing runway, they will accomplish a check-in and obtain

clearance (as required) to taxi to chocks as a formation.

8.5.5.2. Formations should stagger on taxiways E and G (until turning southeast

towards the parking area) after landing on 13R and on L after landing on 31L.

8.5.5.3. When exiting RWY 13C/31C at taxiway Hotel, lead will direct Number 2

to “push” Sunfish, report the flight “down on the center” and return to UHF Ground.

Number 2 will report back on Aux when the report is complete.

8.5.5.4. When exiting 31C at the departure end and Sunfish is in control of the inside

runway, formations will “auto-push” to Sunfish once clear of the runway, and lead

will report the flight “down on the center” to Sunfish.

BLAZE T-6 STANDARDS

8.6. IMC Procedures.

8.6.1. Wingmen may request that lead turn anti-collision lights off if deemed a

hindrance.

8.7. Communication Procedures.

8.7.1. Intra-flight Communication. Formations will use the communication table in

Attachment 3 to the maximum extent practical. Refer to interplane frequency as “Aux.”

8.7.1.1. Full call signs are not required when using Aux. Wingmen will always mimic

lead (e.g. “2, go close trail,” “2,” “2’s in” or “Bomber 2, go close trail,” “2,” “Bomber

2’s in.”). Use the term “set” to refer to airspeeds and “reference” to refer to headings

when announced verbally. Neither requires acknowledgment from the wingman.

8.7.2. Radio Procedures. Refer to the primary ATC frequency as “Prime.” Use full call signs

when communicating with any outside agency (e.g. “Stein 41,” or “Bomber 1”). Use “Push”

to change radio frequencies when not using visual signals. If lead does not suffix the

channel change with frequency type, assume the frequency is Prime. FL will brief a radio

plan for off-station formation sorties.

8.7.3. The following channel changes will occur automatically when operating in the local

area:

8.7.3.1. Clearance Delivery to Ground (after flight members acknowledge receipt of

clearance).

8.7.3.2. Ground to Sunfish/Tower upon lead initiating the turn into the hammerhead.

8.7.3.3. Columbus Approach to Area Monitor upon being directed to FENCE-in.

8.7.3.4. Area monitor to Columbus Approach upon being directed to FENCE-out.

8.7.3.5. Sunfish/Tower to Ground upon exiting the runway.

8.8. Formation Management

8.8.1. Squawk/TAS. The lead aircraft will actively squawk and utilize TAS. Wingmen

will squawk standby and leave TAS in standby.

8.8.2. In-Flight Checks. FL is responsible for managing the fuel for the flight. Lead

will initiate checks (e.g. Ops checks, FENCE checks, etc.). Wingmen will acknowledge any

in-flight changes to JOKER/BINGO.

8.8.2.1. If in close formation at the time the check is directed, wingmen will move to

route position to complete the check unless weather is a factor. Once checks are

complete, wingmen will reform to close formation.

8.8.2.2. An Ops check will automatically be accomplished during the FENCE-in.

BLAZE T-6 STANDARDS

8.8.2.3. OBOGS checks are always internal to the aircraft and need not be verbalized

to the formation.

8.8.2.4. Pilots will announce reaching JOKER/BINGO on Aux. If initiated by lead,

wingmen will respond with fuel as described below. If initiated by wingmen, lead will

acknowledge. Reference JOKER if at or above JOKER. Reference BINGO if below

JOKER (e.g. “Rusty 1, JOKER” “Rusty 2, BINGO plus 100”).

8.8.3. Route Position and Spacing. Utilize route position for extended cruise periods and to

enhance clearing for the formation. Maintain spacing IAW with AFMAN 11-248 at a

logical position for the situation.

8.8.4. Position Change. The primary concern during a position change is to maintain proper

formation position and flightpath deconfliction while maintaining visual.

8.8.5. Wake Turbulence. If encountering wake turbulence while maneuvering at increased

G, pilots should assume the G’s were asymmetric.

8.8.6. Breakout. When a breakout is initiated by lead, lead will direct the wingman when

to roll out. When a breakout is initiated by the wingman, a “roll out” call is not required.

8.8.7. Terminate/Knock-It-Off (KIO). After each flight member has acknowledged the

“Terminate/KIO” call, the aircraft initiated the the call should state the reason. Terminate

and KIO calls will not be combined with other communications, such as Ops checks.

8.8.8. Lost Sight/Blind.

8.8.8.1. If lead loses position awareness of a wingman, he or she should query with

a “posit” call (e.g. “Mohawk 2, Posit”). If visual, the wingman should respond with

their position relative to lead.

8.8.8.2. If a wingman is blind, he or she will announce “Blind” with current altitude.

If lead is visual, he or she will give position relative to wing and be directive.

8.8.8.3. If both aircraft are blind, lead will establish a minimum of 1000’ altitude

separation before directing a rendezvous. If a rejoin is not accomplished prior to

BINGO, lead will coordinate with ATC for flight split-up.

8.8.9. Visual Signals. Use visual signals IAW AFI 11-205 to the maximum extent

practical. Exception: FL will signal the push to route with an open hand motion toward the

wingman. A salute from lead indicates wingmen are cleared off. Only the PF gives visual

signals. The PF in the other aircraft acknowledges visual signals with a nod. Changes to

Aux may be given using a downward pointing motion.

BLAZE T-6 STANDARDS

8.9. Formation Emergencies.

8.9.1. Takeoff. FL is responsible for briefing considerations for abort scenarios as they

apply to the formation. Discuss contingencies prior to brake release, after brake release

and after rotation including expected actions and comm. The aircraft with the malfunction

is responsible for flightpath deconfliction and handling the emergency.

8.9.2. In-Flight Malfunctions. The malfunctioning aircraft should take initial actions to

handle the emergency, call KIO (if necessary) and inform other formation members as soon

as conditions permit. As a minimum, the malfunctioning aircraft should be offered the lead

three times:

8.9.2.1. Immediately upon recognition of the malfunction

8.9.2.2. On recovery and able to navigate VFR to the field

8.9.2.3. On final with the field in sight and clearance to land

8.9.3. Element Integrity. Maintain element integrity to the maximum extent practical. The

good aircraft will act as a chase ship as appropriate for the malfunction. If both aircraft are

experiencing a malfunction, each should obtain a separate chase ship.

8.9.4. Mid-Air Collision. The aircraft leading the formation is responsible for coordinating

separate chase ships (if available) and required areas.

8.9.5. Radio Failure.

8.9.5.1. Simple NORDO. Attempt to communicate from both cockpits on UHF,

VHF and the backup UHF radio. The good aircraft will lead the formation back for a

straight-in and offer the lead on final with clearance to land. If clearance to land is

subsequently cancelled, the good aircraft will move abeam and rock their wings to

initiate a go around. If lead is refused, accomplish a formation landing.

8.9.5.2. Blind and NORDO. FL will transition to the nearest odd altitude, and the

wingman will transition to the nearest even altitude without passing through the last

known altitude of the other aircraft. Both aircraft should utilize TAS if possible.

8.9.5.2.1. The NORDO aircraft will squawk 7600 and enter a 30° bank right

orbit over the center radial/DME of the current MOA at 180 KIAS. If unable to

navigate, the NORDO aircraft may orbit over their present position.

8.9.5.2.2. The non-NORDO aircraft will utilize NAVAIDS, TAS and ATC as

required to regain visual contact with the NORDO aircraft. Once visual, move

no closer than route until the NORDO aircraft signals a rejoin with a wing rock.

8.9.5.2.3. Do not overfly BINGO in an attempt to rejoin. If unable to rejoin, the

NORDO aircraft will recover single ship IAW the IFG. If another malfunction

exists, avoid the other aircraft’s last known position, squawk 7700 and recover

single ship if required.

BLAZE T-6 STANDARDS

8.9.6. HEFOE. If unable to communicate using radios, utilize HEFOE signals to

communicate a malfunction with your aircraft. The other aircraft should acknowledge the

signal by repeating it and offer the lead as described in paragraph 8.9.2.

8.9.7. Physiological. Comply with the IFG. The EP aircraft should lead the recovery. The

unaffected aircraft should monitor the emergency aircraft. Remain VMC if able.

8.9.8. Bird Strike. Striking a bird is preferable to a mid-air collision. Consider a formation

landing if forward visibility is restricted.

8.9.9. Ejection. If able, the wingman will provide on-scene search and rescue IAW the IFG.

Adjust JOKER/BINGO fuels required. Do not under fly parachutes or overfly BINGO

in an effort to coordinate rescue efforts.

8.9.10. Divert. Maintain element integrity to the maximum extent practical. FL is

responsible for ensuring the safe recovery of the formation. FL should plan based on the

aircraft with the lowest fuel state. If NORDO, hold up an approach plate book followed

by signaling three numbers corresponding to the page number of the planned approach to

indicate the divert airfield.

8.9.11. Formation Solo Student Considerations.

8.9.11.1. IP Aircraft with an Emergency and Good Radios. If time and conditions

permit, the IP will coordinate with ATC for a separate clearance for the solo student to

recover single-ship. Depending on the EP, the IP should consider clearing the solo off

to recover first. A solo student will not be used as a chase ship but may provide

mutual support from a position no closer than route.

8.9.11.2. Simple NORDO. The good aircraft will lead the formation back to initial and

notify SOF/ATC/Sunfish of the situation. The NORDO aircraft should expect light-gun

signals from the RSU.

8.9.11.3. IP Aircraft NORDO with an EP. Pass applicable HEFOE signals. If the IP

intends to RTB single-ship, he/she will squawk 7700 and clear the solo student off

with a salute. The solo student should recover normally and notify SOF/ATC/Sunfish

of the other aircraft’s problem if able.

BLAZE T-6 STANDARDS

8.10. Three and Four Ship Procedures.

8.10.1. Three and four ship formation operations are standardized IAW the two-ship

procedures in Chapter 8 except as outlined in the following paragraphs or briefed otherwise.

8.10.2. Takeoff.

8.10.2.1. Instrument trail departures. Line up with 500’ between elements and use 20-

second spacing (minimum). State intentions to the RSU clearly (e.g. “Number one is

CALL SIGN, flight of four, 2 (or 4) by 20, interval”).

8.10.2.2. Upon being lined up on the runway, 3 will announce “3’s ready” on Aux.

Lead will state, “CALL SIGN, run it up.” This call does not require acknowledgement.

When the second element is complete with the run-up check, 3 will state, “CALL SIGN

3’s ready.”

8.10.3. Route Position and Spacing. Extended cruise in three- and four-ship should be in

route formation as much as practical.

8.10.4. Visual Signals. Visual signals (e.g. pitchout, echelon turn, BD check) should be

mirrored down the line (1234 in echelon, 134 in close/route formation). No

acknowledgement is required.

8.10.5. Echelon Radio Procedures. To send the formation to echelon, lead will direct,

“Psycho, echelon left.” If FL uses “go” or “take,” acknowledgment is required from

wingmen.

8.10.6. Element Rejoins. Once cleared to rejoin by the lead element, the aircraft in the #2

position of the rejoining element will automatically go to fighting wing.

8.10.7. BD Checks. When lead directs a BD check, all other aircraft will maintain position

while number 2 checks the entire formation and returns to the original position. Number

4 (#3 if 3-ship) is automatically cleared to check number 2 and return to position. No

response is required unless an issue is discovered.

8.10.8. Blind and NORDO.

8.10.8.1. Lead will transition to the nearest VMC odd altitude. Number 2 transitions

to the nearest VMC odd altitude plus 500.’ Number 3 transitions to the nearest VMC

even altitude and number 4 transitions to the nearest VMC even altitude plus 500.’

8.10.8.2. Once established at the blind altitude, the NORDO aircraft should squawk

7600 until join-up and orbit at 180 knots as described in paragraph 8.9.5.2.1.

BLAZE T-6 STANDARDS

Attachment 1

LOCAL INSTRUMENT COCKPIT/AVIONICS SETUP

TYPE

ITEM

SETUP

RMU

UHF

Memory, Direct Entry

VHF

Memory, Direct Entry

CH 12 (CBM SOF) for local missions

VOR

Memory, Direct Entry

GPS

SUPER NAV 5

Track Up

Range: As Desired

OBS: As required

Baro/Altimeter Setting

Set to current altimeter setting

during GPS initialization. Update

as required for navigation and GPS

approaches.

MODE

CDI Mode: +/– 1.00 NM

HSI

HSI Mode or Map

Mode with Composite

selected on EADI

Nav Source: VOR or GPS (as

required) ETE displayed

White Needle: VOR

Magenta Needle: GPS

TAS

ON/STBY

ABOVE: Departure

BELOW: Recovery

Range: As Desired

BLAZE T-6 STANDARDS

Attachment 2

CHECKLIST TERMINOLOGY

“(BOTH)” Items. The front cockpit pilot (or pilot flying) will initiate challenge and response

items and ensure the other crewmember responds for every item highlighted and marked as

(BOTH). Pre-solo students will verbalize each checklist item. Replies are only required for

(BOTH) items.

BEFORE EXTERIOR INSPECTION

Before Exterior Inspection

(Note 3)

The first pilot on the wing verifies both ejection seat/CFS

pins are installed and the ISS is in solo and states, “ISS

Solo, 2 safe seats.”

Before checking proper PCL movement, each pilot

confirms, “PCL Clear” Once the check is complete, pilots

state, “PCL Checks.”

“[ISS SOLO]” – RCP only.

“Two pins in” – Ejection seat, and CFS pin installed.

“OFF” – PCL stops check and is in cutoff.

“Down” – Gear handle down.

“Caged and locked” – Standby ADI caged and locked.

“NORMAL” – Starter norm.

“NORMAL” – Ignition norm.

“Blower & OBOGS OFF” – Evap Blower off, OBOGS off

“Seat, CFS, and Breakers good” – Ejection seat handle in

good condition, eyebolt plungers seated, left and right top

latches fully engaged with guide rail locking lugs,

emergency O

is within limits, CFS donor plungers flush

with housing, pin box is closed and latched and all circuit

breakers are in.

Aux battery on:

“Fire 1, Aux Batt checks” – Standby instruments, backup

UHF (FCP only) and fire 1 check; CWS & AEDD clear.

RCP replies with same.

Battery on:

“Seat & Pubs good,” – Seat height adjusted; pubs/helmet

bags properly stowed. “FDR light’s out” – MAINT and

FAIL light is extinguished (Note 3)

RCP responds, “Seat & Pubs good”

COCKPIT (ALL FLIGHTS) (Note 1)

Strap-In

When fully strapped in the FCP will initiate this step by

using the following terminology while verifying correct

connections: “Legs, lap, seat kit, shoulders, helmet,

harness, hoses, all strapped in, mask checks.” The RCP

IPs may respond with the same verbiage or “All strapped

in, mask checks.”

Flight Controls

Each pilot will query “Feet and knees clear?” and

verify controls are clear before checking the flight

controls are free and correct.

BLAZE T-6 STANDARDS

COCKPIT (ALL FLIGHTS) (Cont) (note 1)

Lamp Check

FCP pilot states, “My lamps check” once lamp test is

complete and all lights are verified operational. RCP pilot

responds with the same.

Fire Detection System

FCP will push the fire detection test switch forward and

challenge by saying “Fire 1” and the RCP will respond

with “Fire 1” for the proper light operation. Accomplish

the Fire 2 test in the same manner.

Trim Disconnect/Trim

FCP verifies and states

“Trim disconnect NORM.”

RCP

responds with same. FCP checks trim operation all three

axes, leaves the rudder trim out of the green and states

“My trim checks, two in the green.” RCP responds same.

Generator Switch FCP states “Gen switch OFF.” RCP responds with same.

Canopy

FCP states “Visor down, rail clear.” RCP responds

with same. After the canopy is confirmed closed and

locked and the unlock lever checks, both pilots confirm,

“Canopy is closed and latched, light’s out.”

Before Engine Start/Motor

Ensure all BOTH items of “Cockpit (All Flight)” checklist

are complete, then clear fore, aft, left and right and state,

“Prop clear, crew chief, fire bottle, no oxygen or

refueling within 50 feet, good temps, good volts, Start

Ready illuminated/extinguished, ready to start/motor?”

The RCP will respond with “Ready to start/motor.”

External Power

If used for engine start, FCP states, “Hands clear,” and the

RCP responds with the same. Both pilots will keep hands

visible to the crew chief until receiving the thumb up signal

indicating that the external power is safely disconnected.

BEFORE TAXI

OBOGS

FCP challenges with “On, normal, normal, good

blinker.” RCP responds with the same.

STBY ADI

FCP challenges with “Uncaged and adjusted.”

RCP responds with “Uncaged and adjusted.”

Anti-G Test

FCP will challenge with “My G-suit checks” and the

RCP will respond with “My G-suit checks.”

Speed Brake

FCP challenges with “Speed brake out, light’s on” and

RCP responds with “Light’s on.” Leave speed brake

extended for flaps check.

Flaps

After flaps are lowered to landing, FCP challenges with

“Flaps landing, light’s out” and RCP responds with

“Flaps landing, light’s out.” After setting flaps to TO,

FCP challenges with “Flaps TO, lights out, speed brake

won’t extend.” RCP will respond with “Flaps TO,

lights out, speed brake won’t extend.”

BLAZE T-6 STANDARDS

BEFORE TAXI (Cont)

Flight Instruments

“Flight

instruments check” from both pilots after checking

flight instruments

IAW TO 1T-6A-1 and 11-217 V1.

Altimeters

“XX.XX set twice, showing XXX (altitude in main

altimeter) over YYY (altitude in stby altimeter).” RCP

responds with same.

CWS Panel

“Panel Checks.” Both pilots verify warning and caution

panel is clear.

TAXI

Taxi Brake Check

“My brakes check.” PF checks brakes once clear of sun

shelters and directs the PNF to check brakes by stating

“Check yours.” The PNF checks brake operation and

states, “My brakes check.”

Heading/Turn & Slip Indicators

Once clear of congested area, PF performs check and

states, “Needles left/right, balls right/left, and

decreasing/increasing on two.” Only one turn is

required. No response is required from the PNF.

BEFORE TAKEOFF

End of Runway

Once verified with the checklist, the PF states “Minimum

power at 60 knots is XX%,” and the RCP pilot confirms,

“XX%, checks.”

Once ejection seat pins are removed, FCP states “Pin’s

removed and stowed.” RCP responds “Pin’s removed

and stowed.” After both pins are removed and stowed,

FCP queries “Confirm ISS (desired position).” RCP

responds with “ISS (desired position).”

LINEUP

Caution and Warning Panel

Both pilots confirm no aircraft are on final and the

warning and caution panel has no abnormal indications

and state, “Final’s clear, panel checks.”

TAKEOFF

Minimum Torque at 60 KIAS

During takeoff roll, the PF checks the calculated

minimum value for torque at 60 KIAS and states “60

knots, torque checks.” This call out is advisory only and

no response is required by the PNF unless a discrepancy

is observed. Aircraft performing formation wing takeoffs

should check torque is within the acceptable range and

use the same verbiage.

BLAZE T-6 STANDARDS

IN-FLIGHT CHECKS

After Takeoff Check

(Note 2)

“Climbing” – Verified by looking outside during a

contact takeoff and by checking the altimeter and VSI

during an instrument takeoff.

“Good engine”—Engine instruments are within

limits.

“Gear clear?”—Preparatory command for student to

raise landing gear

“Gear flaps up, lights out, (read airspeed).”

Climb Check

Check cockpit altitude and ∆P passing 10K’ MSL. They

should read approximately 8,000’ and 0.8 psi. FCP states

“OBOGS good.” RCP response same.

Ops Check “[Actual fuel], OBOGS good.” RCP response same.

Pre-Stalls, Spins, and Aerobatics Challenge and response: “Loose items stowed.”

Descent Check

After receiving ATIS, both pilots will state,

“XX.XX set twice. Heading and attitudes check.”

Before Landing

(Note 2)

Prior to lowering the gear, PF will state. “XXX (PF

reads actual airspeed), gear clear?”

Once gear is down, “Check handle down, three green,

flaps [desired position].” PNF verifies configuration (FCP

physically verifies gear handle position) and responds,

“Handle checks down, three green, flaps [desired

position].”

AFTER LANDING/ENGINE SHUTDOWN/BEFORE LEAVING AIRCRAFT

After Landing

After past the hold short line, the FCP queries, “ISS

SOLO?” RCP verifies the ISS is in Solo and responds,

“ISS SOLO.” After ejection seat pins are installed, both

pilots confirm “Pin’s in.” Once standby ADI is caged

and locked, both pilots state “Caged and locked.”

Engine Shutdown

Prior to placing the PCL off, both cockpits will confirm

“Blower & OBOGS off.” Before opening the canopy, the

pilot opening the canopy will verify “Loose items stowed,

rail clear” and receive confirmation from the other pilot.

Before turning the batt/gen off, the FCP will check the

FDR/Maint light and confirm “FDR light is out.”

BLAZE T-6 STANDARDS

AFTER LANDING/ENGINE SHUTDOWN/BEFORE LEAVING AIRCRAFT (Cont)

Before Leaving Aircraft

Challenge and respond with:

“ISS SOLO” – RCP only.

“Two pins in” – Ejection seat and CFS pins in.

“OFF” – PCL in cutoff.

“Down” – Gear handle down.

“Caged and locked” – Standby ADI caged and locked.

“NORMAL” – Starter norm.

“NORMAL” – Ignition norm.

“Blower & OBOGS OFF” – Evap Blower off, OBOGS in

off position, hoses & comm cord stowed loop forward.

“Seat, CFS, Breakers good” – Verify Ejection seat is

raised to the full-up position, straps/belts are properly

stowed, plungers are seated and all circuit breakers are in.

NOTES:

1. If the FCP has partially completed the checklist prior to the RCP arriving on interphone,

he/she need not interrupt the checklist to catch the other pilot up but may wait until the end of

the Interior Inspection Checklist and perform all of the challenge and response items at the end.

2. On student, pre-solo contact sorties, the IP must acknowledge the gear clear call with “clear”

before the SP raises or lowers the gear. On all other sorties this is an advisory call only.

3. FDR FAIL light will be illuminated for approximately 10 seconds after battery power is

applied while it conducts a BIT. After the 10 second BIT, any MAINT or FAIL light requires

maintenance attention.

BLAZE T-6 STANDARDS

Attachment 3

EXAMPLE FORMATION COMMUNICATION

Note: [Brackets] indicate items that are “as required” or at lead’s discretion.

EVENT

LEAD CALL

WING CALL

Radio Check-Ins

“Psycho, check [Aux]”

“2”

Radio Channel Changes

“Psycho, push / go XX [Aux]” “No response / 2”

FENCE-In (Note 2)

“Psycho, FENCE-in”

“2”

“[Pycho] 1 is 900”

“[Psycho] 2’s same or

“[Psycho] 2 is 800”

Climb Check (Note 1)

“Psycho, climb check”

“2”

Ops Check (Notes 2, & 3)

“Psycho, ops check –

[Pyscho] 1 is 900, [4 G’s]”

“[Psycho] 2’s same” or

“[Psycho] 2 is 800, [5 G’s]”

Close Trail

“[Psycho] 2, go close trail” “2” / “[Psycho] 2’s, in”

Knock-it-off

KIO INITATED BY LEAD

“Psycho, Knock-it-off…

Psycho 1, Knock-it-off”

“Psycho 2, Knock-it-off”

“Alibi”

KIO INITIATED BY WING

“Psycho, Knock-it-off”

“Psycho 1, Knock-it-off” “Psycho 2, KIO, Alibi”

Breakout

BREAKOUT DIRECTED BY LEAD

“[Psycho] 2, breakout” ”2”

“[Psycho] 2, roll out” ”2”

“[Psycho] 2’s, visual”

BREAKOUT INITIATED BY WINGMAN

“[Psycho] 2’s breaking out”

“[Psycho] 2’s visual”

Practice Lost Wingman

“[Psycho] 2, go practice lost

wingman”

“2”

“[[Psycho] 1 roll out],

[Psycho] 2’s lost wingman”

“[Psycho] 1 is [Attitude]” “2”

“[Psycho] 2’s visual”

BLAZE T-6 STANDARDS

Extended Trail Exercise

“[Psycho], go ET level [1,2,3]”

“2”

“[Psycho] 2’s in”

Blind EX

Check Turn

“Psycho, standby blind exercise,

reference heading [xxx]”

“2”

“Psycho, turn away”

“[Psycho] 2’s

blind, altitude”

“[Psycho] 1’s, blind, altitude.

Psycho 2 [climb/descend/maintain

altitude/snap HDG xxx]”

“2”

Check Turn

“Psycho, check XX

[degrees][Left/Right]”

“2”

FENCE-Out

(note 3)

“Psycho, FENCE-out” “2”

NOTES:

1. OBOGS checks are always internal to the aircraft. No calls on Aux are necessary.

2. Only state “same” if Wing has the same values as Lead for Fuel (+/- 50 #) and G (+/- 0.5 G);

otherwise respond with actual values.

3. Formation members will verbalize fuel on all Ops Checks. Include G’s in the MOA or as

directed by lead.