7.7. Control and Performance Concept. Proper use of the control and performance concept makes basic aircraft control much easier and frees attention for other tasks. This is described in detail in Attachment 4 of AFMAN 11-202V3 and Chapter 6 of the FAA-H-8083-15B Instrument Flying Handbook. T-6 control instruments are the EADI and the primary engine data display (specifically, engine torque). Performance instruments are the altimeter, airspeed indicator, VSI, AOA, EHSI (heading), and turn and slip indicator. When possible, start with the known pitch and power settings (See Table 7.1.). These power settings vary slightly between aircraft depending on fuel load and temperature. Use of known pitch and power settings helps to minimize power changes. Excessive or continual power changes in the T-6 cause heading, pitch, and trim deviations which make precise instrument flight more difficult. Precision final 0 NH 21% 600 fpm Non-precision final 1 NL 16% 1,000 fpm Non-precision final (circling) 120 DOWN TO 1 NL 21% 1,000 fpm Holding 150 UP UP 2 NH 35% Notes: 1. All torque settings are approximate and vary depending on density altitude and aircraft weight. 2. An 800-1000 ft/NM penetration descent (8-10 degrees nose-low) ensures you remain within protected airspace on a Non-DME Teardrop High Altitude Approach. LEGEND: AR: As required NH: Nose high NL: Nose low

pp. 128-129

Table 7.1. Common Instrument Pitch and Power Settings. Pitch Torque (note 1) Maneuver Airspeed Gear Flaps (degrees) VSI Vertical-S up 150 UP UP 4-6 NH 55% 1,000 fpm Vertical-S down 0-2 NL 15% 45  steep turn 3 NH 45% 60  steep turn 4 NH 60% Wingover 220 80% to MAX Aileron roll 15-25 NH Penetration 200 UP UP 8 NL 5% (note 2) 10 NL 20% and speed brake En route descent 200 UP UP 5 NL 20% 10 NL 10% Final approach 110 DOWN TO 3-4 NH 35% (level/configured)

Table 7.1 (PDF p. 128)

Table 7.1. Common Instrument Pitch and Power Settings. Columns: Maneuver | Airspeed (KIAS) | Gear | Flaps | Pitch (degrees) | Torque | VSI. Vertical-S up | 150 | UP | UP | 4–6 NH | 55% | 1,000 fpm. Vertical-S down | 150 | UP | UP | 0–2 NL | 15% | 1,000 fpm. 45-degree steep turn | 150 | UP | UP | 3 NH | 45% | not specified. 60-degree steep turn | 150 | UP | UP | 4 NH | 60% | not specified. Wingover | 220 | UP | UP | not specified | 80% to MAX | not specified. Aileron roll | 220 | UP | UP | 15–25 NH | 80% to MAX | not specified. Penetration (note 2) | 200 | UP | UP | 8 NL / 10 NL | 5% / 20% and speed brake, respectively | not specified. En route descent | 200 | UP | UP | 5 NL / 10 NL | 20% / 10%, respectively | not specified. Final approach (level/configured) | 110 | DOWN | TO | 3–4 NH | 35% | not specified. Precision final | airspeed/gear/flap cells blank in page129 continuation | 0 NH | 21% | 600 fpm. Non-precision final | airspeed/gear/flap cells blank in page129 continuation | 1 NL | 16% | 1,000 fpm. Non-precision final (circling) | 120 | DOWN | TO | 1 NL | 21% | 1,000 fpm. Holding | 150 | UP | UP | 2 NH | 35% | not specified. Note 1: All torque settings are approximate and vary depending on density altitude and aircraft weight. Note 2: An 800–1000 ft/NM penetration descent (8–10 degrees nose-low) ensures remaining within protected airspace on a Non-DME Teardrop High Altitude Approach. Legend: AR=As required; NH=Nose high; NL=Nose low.

Table 7.1 (PDF pp. 128–129)