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Question 1
At what altitude is the airstart procedure not recommended during engine failure procedures?
Correct Answer:
Below 2000 feet AGL
Explanation:
The airstart procedure during engine failure is generally not recommended below 2000 feet AGL due to several critical factors concerning safety and aircraft performance. At altitudes lower than this, the margin for error becomes significantly reduced, and pilots have limited time to successfully restart the engine and achieve controlled flight. The lower altitude means that if the airstart is unsuccessful, the available options for a safe landing are greatly diminished, leaving little room for maneuvering or troubleshooting. In contrast, the other options suggest altitudes where the likelihood of successfully executing an airstart procedure is higher. Being above 3000 feet AGL allows for ample altitude to manage the situation and make decisions for a potential landing or redirecting flight, while sea level provides a sufficient altitude for recovery procedures and options. However, operating below 2000 feet AGL introduces an increased risk, thus making it the critical threshold for initiating an airstart.
Question 2
What is the final approach speed when using takeoff flap settings with a wind speed reported at 10 knots gusting to 16 knots?
Correct Answer:
108 knots
Explanation:
The final approach speed using takeoff flap settings is determined by several factors, including aircraft configuration and wind conditions. In this scenario, when calculating the final approach speed, it's important to consider the effects of wind, particularly gusting winds, as they can significantly influence the required approach speed for a safe landing. The base final approach speed for the T-6B with takeoff flaps is typically around 104 knots in calm conditions. However, with the presence of a 10-knot wind gusting to 16 knots, adjustments to the final approach speed are necessary to maintain control and stability during the landing phase. In gusting conditions, the general rule of thumb advises adding half the gust factor to the baseline final approach speed. In this case, the wind is gusting from 10 knots to 16 knots, which means the effective gust factor is 6 knots (the difference between the gust and the steady wind). Adding half of this gust factor (3 knots) to the base speed of 104 knots results in an adjusted final approach speed of 107 knots. When rounding for operational safety margins, it is reasonable to round up to the closest increment typically utilized in T-6B operations, leading to the final approach speed being
Question 3
When the emergency landing pattern is flown correctly, what do forced landing and PEL look like?
Correct Answer:
They look the same
Explanation:
When the emergency landing pattern is flown correctly, both forced landings and Precision Engine-Out Landings (PEL) look the same. This similarity arises because both scenarios require pilots to follow similar procedures for the configuration, glide path, and final approach when dealing with an emergency situation where a landing without power must be executed. In both cases, the pilot will typically follow a standard pattern to ensure they are maintaining optimal glide and approach angles to the intended landing area. The focus is on managing airspeed and descent to align with a safe and controlled landing, often tailored to the terrain and conditions of the landing site, for maximum safety. Additionally, the typical steps taken during a forced landing and PEL share critical aspects such as managing the aircraft’s energy state and preparing the aircraft for touchdown, all of which can create an identical appearance from the outside. Therefore, recognizing the similarities in their execution is crucial for a pilot when responding to emergencies.
Question 4
What is the approximate sink rate (VSI) at best glide speed in a clean configuration?
Correct Answer:
1350 to 1500 fpm
Explanation:
The approximate sink rate at best glide speed in a clean configuration for the T-6B is in the range of 1350 to 1500 feet per minute (fpm). At best glide speed, the aircraft is optimized for maximum lift to drag ratio, allowing it to cover the greatest horizontal distance for a given altitude loss. This range reflects the performance characteristics of the T-6B under ideal conditions, indicating that while the aircraft is gliding, it descends steadily and relatively slowly compared to higher sink rates associated with configurations that either increase drag or are not optimized for gliding. Understanding the sink rate at this speed is critical for pilots in managing their glide path and ensuring they can reach their intended landing area if an engine failure occurs. It provides a fundamental performance benchmark for making strategic decisions during flight emergencies.
Question 5
Which situation necessitates a mandatory waveoff?
Correct Answer:
All of the above
Explanation:
A mandatory waveoff is required in specific situations to ensure safety during the landing phase of flight. When evaluating the conditions that necessitate such action, let's consider the scenarios presented. Entering a landing approach with more than a 30° angle of bank (AOB) to become established on final indicates an overly aggressive maneuver that can jeopardize stability and control, especially at lower altitudes. This excessive banking can lead to potential loss of control and makes it difficult to maintain proper glide path and airspeed. If the landing gear is not down prior to landing, this presents a critical safety issue. Attempting to land without the landing gear deployed can result in significant damage to the aircraft and pose risks to the crew and passengers. Excessive speed during the landing approach creates challenges in controlling the aircraft's descent and can lead to runway overruns or difficulties in touchdown. It’s vital to be within the appropriate speed parameters to ensure a safe landing. Since each of these scenarios raises significant safety concerns, they collectively necessitate a mandatory waveoff. This underscores the importance of adhering to established procedures and parameters to maintain safety and efficiency during landing operations. Therefore, a waveoff is required anytime any of these conditions are present, reinforcing the necessity for the aircraft to discontinue
Question 1
Exam overview

About this Exam

The T-6B Primary Flight Training – Contact Stage 2 Practice Test is an essential resource for student naval aviators and Marine Corps student pilots. This exam is meticulously designed to assess a pilot's proficiency in advanced contact flight maneuvers using the Beechcraft T-6B Texan II aircraft.

Successfully navigating this stage is critical for progressing to more complex training phases in military aviation. It evaluates the pilot's ability to operate the T-6B with greater precision, confidence, and adherence to established safe flight procedures.

More details

Additional Information

What the Course Entails and Exam Details

Contact Stage 2 builds directly upon the foundational skills learned in the initial Contact Stage 1. Students delve deeper into aerobatic maneuvers, instrument flying concepts, and complex emergency procedures.

Key focus areas in this practice exam mirror the real syllabus, including advanced aerobatics like barrel rolls, dynamic stall recoveries, and unusual attitude recoveries. The course also demands high competency in precision visual approaches and landings, power-off 180-degree accuracy landings, and formation flight principles.


What to Expect in the Final Exam

The final assessment for T-6B Contact Stage 2 is not a traditional written test; it is a rigorous, practical Check Flight evaluated by a senior Flight Instructor.

The format is dynamic and comprehensive. Expect your instructor to evaluate every aspect of your performance, from pre-flight planning and brief to engine shutdown and debrief. Your grade will depend on your ability to execute specified maneuvers within strict altitude, airspeed, and heading tolerances. You must demonstrate consistent, safe, and deliberate decision-making in the cockpit.


How to Study and Exam Centers

Preparation for the Contact Stage 2 Check Flight must be extensive and multifaceted. Do not rely solely on cockpit time.

Mental rehearsal (also called 'chair flying') is your most powerful tool. Visualize every checklist, procedure, and maneuver, identifying key airspeeds, power settings, and visual reference points. Review your NATOPS manual and squadron standard operating procedures (SOPs) until they are second nature. Actively participate in all ground schools and briefings. Practice in high-fidelity T-6B flight simulators whenever possible.

Regarding Exam Centers, this examination occurs exclusively within authorized military flight training squadrons. Your check flight will take place at assigned Naval Air Stations (NAS) such as NAS Whiting Field or NAS Corpus Christi, under the supervision of your designated military flight instructors. There are no external testing centers for this practical exam.


Job Opportunities from the Course

Successfully mastering T-6B Contact Stage 2 and completing the entire Primary Flight Training syllabus is the foundational step toward earning the coveted "Wings of Gold." Completion of this stage directly unlocks the following military aviation career paths:

  • Student Naval Aviator (Progressing to Advanced Training)

  • United States Marine Corps Pilot (Progressing to Advanced Training)

  • Strike (Jet) Pilot Pipeline Selection

  • Rotary-Wing (Helicopter) Pilot Pipeline Selection

  • Maritime (Multi-Engine) Pilot Pipeline Selection

  • Tiltrotor (MV-22 Osprey) Pilot Pipeline Selection

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