5.8. Perch and Final Turn

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5.8.1. Objective. Use a descending 180-degree turn to align aircraft with the runway. The final turn is complete when wings level on final.

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5.8.2. Description. For a no-wind pattern, the desired perch point occurs when the runway threshold is approximately 45 degrees off your shoulder (Figure 5.2.). See Table 5.1 for parameters.

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5.8.3. Procedure. (T-2)

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5.8.3.1. Confirm aircraft configuration prior to the perch.

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5.8.3.2. Begin final turn (perch point) to allow for a one-half to three-quarter mile final. Correct for winds. For example, with a strong headwind on final, begin the final turn earlier than for a no-wind pattern. Displace the perch point “into” the wind which is affecting the final turn to rollout on a one-half to three-quarter mile final.

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5.8.3.3. Clear visually and with the radios. Do not start the final turn if conflicts exist or if potential conflicts are not in sight. Break out from inside downwind (pattern status permitting) using local procedures if:

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5.8.3.3.1. Another aircraft in the final turn is not in sight.

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5.8.3.3.2. A straight in is inside 2 miles and not in sight.

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5.8.3.3.3. An ELP is inside low key and normal spacing cannot be maintained.

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5.8.3.3.4. Pattern spacing cannot be maintained within the normal ground track.

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5.8.3.3.5. Not properly configured by the perch point.

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5.8.3.4. Start the final turn by adjusting power, rolling into approximately 30 degrees of bank, lowering the nose, and trimming off control stick pressures.

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5.8.3.5. Make a gear down call after starting the final turn.

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5.8.3.6. Cross-check airspeed with AOA. At higher aircraft weights, higher airspeed may be required to maintain AOA on-speed indication.

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5.8.3.7. Plan to use no more than 30 degrees of bank, but do not exceed 45 degrees of bank during final turn as stall speed increases with increasing bank angle. If greater than 45 degrees of bank is required to complete the final turn, initiate a go-around. Correct spacing on subsequent patterns to allow for 30 degrees of bank in the final turn.

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5.8.3.8. Roll out on extended runway centerline, approximately one-half to three-quarters of a mile from the runway on a 3-4 degree glidepath as you slow to final approach airspeed.

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5.8.3.9. If any doubt exists about the safety of continuing the approach, go around. Do not hesitate to disregard the ground track and use traffic pattern stall recovery procedures, if required.

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5.8.4. Techniques.

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5.8.4.1. A commonly applied technique is the mnemonic:

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5.8.4.1.1. T – Torque (set per Table 5.1.)

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5.8.4.1.2. T – Turn (start 30-degree bank turn)

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5.8.4.1.3. T – Trim (trim the aircraft for a light touch on the aircraft controls)

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5.8.4.1.4. T – Talk (make the gear down call)

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5.8.4.1.5. Alternatively.

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5.8.4.1.5.1. P – Power (set per Table 5.1.)

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5.8.4.1.5.2. P – Pitch (establish a descent to desired nose low attitude)

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5.8.4.1.5.3. R – Roll (start 30-degree bank turn)

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5.8.4.1.5.4. P – Power (verify at desired setting)

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5.8.4.1.5.5. T – Trim (trim the aircraft for a light touch on the aircraft controls)

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5.8.4.1.5.6. T – Talk (make the gear down call)

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5.8.4.1.6. Upon reaching intended perch point, simultaneously reduce power IAW Table 5.1 and rolling to 30 degrees of bank initially. This allows for a smoother nose down attitude as a properly trimmed aircraft will lower the nose to keep airspeed. Set pitch 2/3 ground, 1/3 sky (normal and landing flaps) and 1/2 ground, 1/2 sky (no flap). Trim off control pressures.

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5.8.4.1.7. Spacing should be sufficient if the preceding T-6 is approximately 45 degrees off the nose if they are doing a touch-and-go or abeam if the preceding T-6 is performing a full stop.

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5.8.4.1.8. Once established in the turn, cross check airspeed and adjust power as required to maintain desired speeds. Reference aim point and visualize extended runway centerline to adjust pitch and bank angle (not exceeding 45 degrees of bank) accordingly to roll out on centerline.

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5.8.4.2. Pick a rollout point on final before beginning the final turn. Visualize the pitch and bank required to hit the rollout point. The pitch attitude should also allow for the aircraft’s visualized trajectory to be placed on the aim point (threshold) on the runway. A good composite cross-check is critical to smoothly flying the final turn, and should include the intended landing point, the rollout point, and airspeed.

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5.8.4.3. Halfway through the final turn (perpendicular to the runway), cross-check aircraft altitude which should be approximately 600 feet AGL for a 1,000-foot pattern (i.e., “halfway around, halfway down” when losing 400 of the 800 feet in the final turn). This allows for aircrew to intercept final at 1/2 mile at approximately 200 feet AGL.

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5.8.4.4. Make radio calls once safely established in the turn. Pilots should not sacrifice aircraft control to make gear down radio calls. Aviate, navigate, then communicate.

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