7.31. Final Approach.

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7.31.1. Objective. Transition from IMC to VMC via instrument approach procedure.

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7.31.2. Description. Straight-in approach flown using EADI and GPS or NAVAIDs to control aircraft attitude, altitude, and route of flight. Weather minimums allow transition to visual cues for landing.

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7.31.2.1. Airspeed – 110-120 KIAS (recommend 120 KIAS if a circling approach is planned).

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7.31.2.2. Gear - Down.

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7.31.2.3. Flaps - TO.

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7.31.3. Procedure. See AFMAN 11-202V3, for approach procedures, rules, restrictions, and approach system information. See AFMAN 11-2T-6V3, for weather and approach minimum restrictions.

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7.31.3.1. Before glidepath intercept (precision) or FAF (non-precision) approaches, configure, slow to approach speed, and complete the Before Landing Checklist. When flying a precision or GPS approach, be ready to transition to a backup approach. This could be a transition from a PAR to an ILS, or to a suitable non-precision approach. To make this transition easier, have the approach page and or approach minimums readily available.

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7.31.3.2. With crosswinds or gusty winds, configure using appropriate flap settings and increase airspeed, as required IAW T.O. 1T-6A-1.

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7.31.3.3. GPS-specific approach procedures include:

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7.31.3.3.1. The GPS approach procedure must be loaded from a current database.

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7.31.3.3.2. Check waypoint names, sequence, courses, and distances prior to commencing the approach (may be accomplished during preflight).

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7.31.3.3.3. Check P-RAIM before initiating any GPS approach procedure (check http://sapt.faa.gov as part of pre-mission planning and check STAT page 5 in flight prior to commencing GPS approach).

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7.31.3.3.4. Ensure course indicator set to proper tolerance (±1 mile on MODE page or APPR ARM any time terminal area procedures are flown).

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7.31.3.3.5. Ensure no deviations while on the approach.

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7.31.3.3.6. If deviations are noted, immediately terminate the procedure, and switch to backup options.

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7.31.4. Technique.

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7.31.4.1. To maintain situational awareness while being vectored or while flying the instrument approach, use GPS to OBS the airfield or MAP for runway being flown.

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7.31.4.2. Configuring 2 to 3 NM prior to the FAF while flying the T-6 allows for stabilization of airspeed and trim prior to descending at the FAF.

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7.31.4.3. Compare aircraft track on the GPS to aircraft heading. The difference approximates the drift correction. Set heading bug to wind corrected heading for final. Update as necessary; wind speed and direction are rarely constant during the descent.

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7.31.4.4. When deviations are noted, set specific headings to make corrections. If possible, limit heading changes to 5 degrees when making a course correction. Set heading bug to final approach course for additional visual cue for size of heading deviations. Because the heading bug is approximately 10 degrees wide (5 degrees either side of the bugged heading), limiting heading changes to the area beneath the heading bug should reduce the tendency to overcorrect. Initially, limit pitch changes to 2 degrees (approximately 400 feet/minute on the VSI) for glide slope corrections. Then use changes of about 1 degree for precise glidepath control. Course and glideslope sensitivity increases as the aircraft approaches the decision altitude; therefore, smaller corrections are required to regain or maintain “on course, on glidepath”. Avoid large power corrections (unless required for excessively low or high airspeed).

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7.31.5. Precision Approach Radar (PAR). The PAR is a precision approach for which a final approach controller provides verbal course and glidepath information.

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7.31.5.1. Intercepting Final. The precision final approach starts when the aircraft is within range of the precision radar, and contact is established with the final controller. Normally, this occurs approximately 8 miles from touchdown. Prepare and configure the aircraft the same as for an ILS.

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7.31.5.2. Course and Glidepath Control. The same basic techniques for flying an ILS (paragraph 7.31.) can be used to fly a PAR. Follow controller instruction for heading control. Bank angles of 5 degrees or less are sufficient for small, controlled heading changes. If called “below” or “above” glidepath, use pitch corrections of l degree on the EADI with corresponding power changes. If called “well below” or “well above” glidepath, use pitch corrections up to 2 degrees with corresponding power changes. As with the ILS, course and glideslope sensitivity increases as the aircraft approaches decision altitude (DA).

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