Control and Performance Method: IFH Chapter 4

Handbook Reference

IFH Ch 4

4.control-and-performance-method. Control and Performance Method

The Control and Performance Method is one of two recognized techniques the FAA describes for airplane attitude instrument flying (the other being the Primary and Supporting method). It is the method most commonly taught for technically advanced and high-performance aircraft, and it is the method emphasized in the Instrument Flying Handbook (FAA-H-8083-15B), Chapter 4. The method is built on a simple premise: aircraft control is achieved by establishing the attitude and power setting required to produce the desired performance, then cross-checking instruments to verify and refine that performance.

Under this method, the cockpit instruments are divided into three functional groups:

Control instruments — display immediate attitude and power changes made by the pilot. These are the attitude indicator (pitch and bank) and the power indicator (manifold pressure, tachometer, EPR, or N1, depending on the powerplant). Control instruments do not indicate aircraft performance; they show what the pilot is commanding.
Performance instruments — indicate the aircraft's actual performance resulting from the control inputs. These include the altimeter, airspeed indicator, vertical speed indicator (VSI), heading indicator, and turn indicator. Performance is determined by reference to these instruments.
Navigation instruments — indicate the position of the aircraft relative to a selected navigation facility or fix. These include VOR/ILS displays, GPS course deviation, RMI, HSI, and FMS/MFD map displays.

The Four-Step Procedure

The Control and Performance Method is applied through a disciplined four-step process any time a change in flight condition is required:

Establish an attitude and power setting on the control instruments that should result in the desired performance. This requires knowing in advance the approximate pitch attitude and power setting for the maneuver (for example, 5° nose-up and climb power for a Vy climb, or level pitch and 17 inches MP for cruise descent at 500 fpm).
Trim off the control pressures so the airplane will maintain the established attitude hands-off, allowing the pilot to devote attention to the cross-check rather than fighting the controls.
Cross-check the performance instruments to determine whether the established attitude and power are producing the desired performance. The cross-check should be a smooth, continuous scan, not a fixation on any one instrument.
Adjust the attitude and/or power on the control instruments as necessary to correct any deviation in performance, then re-trim.

This sequence — establish, trim, cross-check, adjust — is repeated continuously throughout instrument flight.

Pitch and Bank Control

Pitch attitude is set on the attitude indicator in fractions of a bar width. Common references include:

Level cruise — miniature aircraft on the horizon
Level off after climb — slight bar-width-low pitch
Standard climb — one to two bar widths nose-up (aircraft dependent)
Standard descent — one bar width nose-low (typical)

Bank attitude is established using the bank pointer at the top of the attitude indicator. A standard-rate turn (3°/second) is typically achieved at a bank angle approximated by airspeed (knots) divided by 10, plus 7. For example, at 120 KIAS the bank required is roughly 19°.

Power Control

Power changes should be smooth and made with reference to the power indicator. Known power settings for each phase of flight (cruise climb, cruise, approach, descent) should be memorized for the specific aircraft. When transitioning between phases, the pilot sets the new power and accepts the resulting performance after a brief stabilization period before making fine corrections.

Common Errors

Fixation on the attitude indicator without cross-checking performance instruments.
Omission of the trim step, leading to control pressures that distract from the scan.
Chasing the needles — making corrections before the aircraft has stabilized after a control input.
Overcontrolling pitch in small increments (¼ to ½ bar width corrections are usually sufficient).
Failing to learn known pitch and power settings, forcing the pilot to hunt for the correct attitude rather than establishing it directly.

Comparison to Primary/Supporting

Whereas the Primary and Supporting method designates which instrument is primary for a given parameter (e.g., the altimeter is primary for pitch in level flight), the Control and Performance method treats the attitude indicator and power indicator as the master controls and uses all performance instruments collectively to validate the result. Both methods produce the same outcome when properly applied, and most pilots ultimately blend elements of each. The Control and Performance method, however, is particularly well-suited to glass cockpit aircraft, where the primary flight display (PFD) presents attitude information prominently and integrates trend and tape data that make small attitude deviations immediately apparent.

Oral Exam Questions a DPE Might Ask

Q1What are the three categories of instruments in the Control and Performance method?

Control instruments (attitude indicator and power indicator), performance instruments (altimeter, airspeed, VSI, heading indicator, turn indicator), and navigation instruments (VOR, ILS, GPS, HSI, etc.).

Q2Walk me through the four steps you apply any time you change flight condition under this method.

Establish the required attitude and power on the control instruments, trim off control pressures, cross-check the performance instruments to verify the result, and adjust attitude or power as needed to correct any deviation.

Q3Why is knowing specific pitch and power settings for your airplane important to this method?

Because the method depends on directly establishing a known attitude and power that will produce the desired performance. Without memorized settings, the pilot ends up hunting and chasing the instruments instead of flying a stable, predictable result.