Welcome to Flightinfo.com

  • Register now and join the discussion
  • Friendliest aviation Ccmmunity on the web
  • Modern site for PC's, Phones, Tablets - no 3rd party apps required
  • Ask questions, help others, promote aviation
  • Share the passion for aviation
  • Invite everyone to Flightinfo.com and let's have fun

T-6 questions

Welcome to Flightinfo.com

  • Register now and join the discussion
  • Modern secure site, no 3rd party apps required
  • Invite your friends
  • Share the passion of aviation
  • Friendliest aviation community on the web
Register   Log in
svcta

svcta

"Kids these days"-AAflyer
Joined
Nov 14, 2004
Posts
1,767
hey, gang,

Recently started flying a t-6 for a guy and was interested in picking up some tips for acro in it.

PM me if you're around the atlanta area and want to go fly, especially if you want to split fuel!

Otherwise:

Power settings? I assume 2000 rpm(?)

Do I really need to unload it that much in the top of a roll to keep it from "split s" ing?

etc....etc...

Thanks!!
 
I know one thing for sure, dont tailslide it.... It doesn't recover very well from that. That is why you shouldn't pull fully vertical for a hammer. Most people are positive on the up line for that reason.

There are some tapes for sale that were made during world war II that teach the original army air corps aerobatics. I will look for the link to the site, if I can find it again. Anyone else seen that site??
 
I hope you were checked out properly, to include spins. I would strongly recommend against teaching yourself aerobatics in the Texan without a good solid background with spins and spin recovery, the departure and recover are unlike other airplanes. Not difficult, just very different. Stalling and departing out of a hammerhead at 4000' is not the place you want to be introduced.

I also hope your're very familiar with the dash one, the T-6 is not to be treated like another GA airplane. (If you're flying one, you probably know that.:D )

It's been a decade, I still have some spin stuff that is expanded beyond section VI, but I've long since forgotten the aerobatics particulars.
 
Last edited:
Pretty straight forward ie loops rolls cubans, never really tried anything to crazy. get some dual before you spin it and stay away from anything outside. Also always double check the static drain is closed. or you could over boost the eng.
 
Thanks to all for the info so far. Honestly loops, rolls, and cubans and maybe a stall turn or two are about all I'm interested in. I'd certainly save anything "outside" for a different airplane.

I've been planning on spending an afternoon just getting more conversant with the stall/spin characteristics of this thing. I'm familiar with it's ugly stall habits, but I have not spun it as of yet. What's the brief on them? I'll spend a little time getting more spin current in the L-19 before hand, for sure. That things spins like crazy, but easily. Thoughts?

Keep it coming!
 
You've got a PM svcta.. Give Joey a call, he's a pretty took stick in that T-6.. Took Silver (I think) in Reno his 2nd year out.. and to top it off, he's a heck of a guy..
 
Concerning your question about spins:

Breaks violently, winds up quickly and takes several turns for the recovery to take. Its a both hands on the stick sort of thing. Some of those airplanes have an SNJ wing on one side, with a Texan on the other, make sure you've got the chutes on, if I recall there were several WWII accidents where standard recovery didn't work.

-Apply full opposite rudder
-Count off two seconds
-Apply aggresive forward stick pressure
-Nuetralize rudder as rotation stops

Minimum recovery is 5000' above terrain.

Grab an experienced T-6 dude and you'll have a blast.
 
champ2kt said:
. get some dual before you spin it and stay away from anything outside.
Click to expand...

One thing to understand, if you spin a T-6, you are in violation. There is a required placard in each cockpit to state "Intentional Spinning Prohibited". This is an FAA type certificate data sheet requirement. In an aft CG condition, the aircraft may not recover from a spin. During wartime training missions, in some instances, the aircraft would not recover from a spin, the instructor in the back seat would bail out, and the student was able to recover due to the CG shift without the 200 lbs back there.
 
Im a CFII down in orlando, and a student of mine treated me to an hour of acro in a SNJ. My only previous aerobatic experience was in a super decathelon, but my impression on the T-6 was it is a big *************************cat. It was really docile, but you can still throw it around a little. On the climb out to the practice area we did a couple stalls, with flaps and without. One broke over and the wing dropped into the beginnings of a spin, i relaxed for a sec and then made a smooth recovery. The instructor was telling me the reason intentional spins are prohibited is that the airplane won't fly itself out of the spin if controls are released, and that after about 2 spins, it tightens up a bit.

Anyways we did the full show of rolls, loops, immelmans, split s, clovers, regular and reverse cuban 8's, you name it we did it. I had a blast and a great new respect for the famed "pilot maker"
 
I am down here in ATL getting spun up on the Herc at Dobbins. I have about 100 hours in the T-6II, but my buddy instructed in it for the last 6 years. If you are looking for some experience in acro I am sure we could work something out. I will also try to find some Navy guys who have straight t-6 time. PM me if you are interested.
 
Tycer said:
I am down here in ATL getting spun up on the Herc at Dobbins. I have about 100 hours in the T-6II, but my buddy instructed in it for the last 6 years. If you are looking for some experience in acro I am sure we could work something out. I will also try to find some Navy guys who have straight t-6 time. PM me if you are interested.
Click to expand...

Don't insult the real T-6 by talking about it in the same sentence as the Pilatus PC-9!

Not even remotely the same.
 
I will take the yellow Martin Baker tie any day over the 17 step bailout sequence. Soon to be the special ops AT-6II.
 
Tycer said:
I will take the yellow Martin Baker tie any day over the 17 step bailout sequence. Soon to be the special ops AT-6II.
Click to expand...

Great, I'll remember that the next time I ever get fragged to go bail out of an airplane.

We're not talking about the merits of which aircraft is better to jump out of...nor about which aircraft is going to be a special operations aircraft.

The rest of the people were talking about aerobatics in a 60-year-old radial engined taildragger. You brought up a 10-year old turboprop. The only thing they share is a name -- everything else is completely different. Your experience in that airplane in SUPT is about as relevant as 777 experience to the original poster.

Cheers.
 
That being said...that T-6A is a dang fun airplane in its own right!!

I was a Tweet-trained guy but in my last job I had the oppotunity to fly with the T-6A squadron several times. It's got plenty of power and has a nice little turn radius.
 
Last edited:
There is a pretty good article in the new AOPA mag. about Rick Durden flying a SNJ with it's owner, Stan Musick. Check it out.
 
Just got this month's issue last night. I appreciate the steer on the article. I've seen Stan's show in the T-6. It's good. That article wasn't everything I hoped it would be, but it was good for a laugh or two.
 

Share this page

Latest posts

Latest resources

Latest media

Carbon Cub FX-3 Shenandoah Valley
Carbon Cub at Kittyhawk
FX-3 in the backcountry
IFR Panel in a Carbon Cub FX-3
Cub-Provo-UT-c.jpg
Back
Top