5.9. Final. Final provides the opportunity to stabilize airspeed and glidepath before entering the landing phase. Stable airspeed, proper glidepath, and a fixed aim point provide the consistency required for successful landing. Airspeed is based on configuration and winds, glidepath is 3-4 degrees, and, under normal conditions, the aim point is the runway threshold.

p. 68

5.9.1. Objective. Maintain runway alignment, proper glidepath, and correct airspeed.

p. 68

5.9.2. Description. Final begins when wings level after the final turn and ends when the flare begins. See Table 5.1 for parameters.

p. 68

5.9.3. Procedure. (T-2)

p. 68

5.9.3.1. Begin slowing from final turn speed to final speed when starting to roll out of bank by initially reducing power by approximately 5-10 percent (i.e., “crack wings, crack power”). Maintain glidepath by adding trim or slightly adding back stick pressure to prevent the nose from dropping. Once stabilized on final approach speed, change power as necessary to maintain desired speed.

p. 68

5.9.3.2. Maintain proper spacing with preceding aircraft. If spacing is insufficient, go around. After rolling out on final, initially crab into the crosswind to maintain runway alignment.

p. 68

5.9.3.3. On final, use a cross-check of aim point, airspeed, and AOA to focus attention on the most critical items. The aim point is usually about 500 feet short of the intended touchdown point and is usually the runway threshold but could vary based on headwinds. Visualize a constant glidepath to the aim point. It is important to recognize that indicated airspeed may change as the aircraft rolls out on final due to change in headwind/tailwind/no wind on final relative to wind in the final turn.

p. 68

5.9.3.4. Crab allows the aircraft to maintain runway alignment by weathervaning into the wind. The amount of crab required on final indicates the amount of control deflection needed to transition to the wing-low method. Pilots will have to transition from crab to wing-low method prior to the flare. Do not land the T-6 with crab. See paragraph 5.11.3.5 for crosswind landing considerations.

p. 68

5.9.3.5. Cross-check airspeed with AOA in the final turn and when established on final. At higher fuel weights (above 700 pounds), approach speeds (final turn and final) will be the greater of speeds listed in Table 5.1 for on-speed AOA (amber donut). An additional 3-5 knots may be required to maintain an on-speed AOA (amber donut) indication in the final turn and on final. Be alert and stop excessive sink rates with pitch and power. Heavy aircraft are less responsive to both pitch and power changes and develop sink rates quicker than light aircraft.

pp. 68-69

5.9.3.6. IAW T.O. 1T-6A-1, increase final approach airspeed by one-half the gust factor up to a 10-knot increase (gusty winds do not affect final turn speeds). The aircraft may float farther than normal before touchdown due to the extra airspeed.

p. 69