Overhead Break
- Thread starter tilley_205
- Start date
Rhinoflyer
Well-Known Member
You need to break at or before the #'s to get the SHB upgrade, just pull a little harder and keep your turn in to keep from getting to a deep 90- LIG.
Rhinoflyer
Well-Known Member
800' AGL carrier break. I've done a handful of fan breaks in the mighty Goshawk, was in a C-9 one time that came in for the break, that was a little scary.
///AMG
Well-Known Member
Good catch, yes 800 AGL (apparently I suck at math 1100-300 =/= 900). As for breaking before the numbers, I'll let you fleet guys mess around with that
Even at the numbers I'm either hardcore LIG or on speed by the middle.....at least at a non-girly break speed
///AMG
Well-Known Member
Not really the greatest diagram, but on page 1 of this guy, there is a decent look at it:
https://www.cnatra.navy.mil/pubs/folder5/T45/P-1212_CH5.PDF
Note: if you break in a T-45 at 250 KIAS you are a little girl
Good catch, yes 800 AGL (apparently I suck at math 1100-300 =/= 900). As for breaking before the numbers, I'll let you fleet guys mess around with that
Lol....already told you it was 800 before
.And if you're anything below 400 kts.......
ppragman
No pasa nada.
This might clarify some things:
So if I'm reading this right, you should request the maneuver after breaking out on an approach in VMC, on about 3-5 mile final you then proceed to report initial (if requested) then report the break point (if requested). At the threshold, you then proceed to make a left hand 180 degree turn (or right as required) and begin your descent. On the descent you configure, get on speed, and at the appropriate distance from the airport for you airplane, you make another 180* turn to line back up on final, and land. Sometime during this whole maneuver, you'll be cleared to land.
Edit:
The question for me becomes, if you are breaking out on an approach lined up with the runway, why aren't you continuing the approach to the deck? Is it so you can fly the approach as fast as possible? or something else.
FAR/AIM; said:
5-4-26. Overhead Approach Maneuver a. Pilots operating in accordance with an IFR flight plan in Visual Meteorological Conditions (VMC) may request ATC authorization for an overhead maneuver. An overhead maneuver is not an instrument approach procedure. Overhead maneuver patterns are developed at airports where aircraft have an operational need to conduct the maneuver. An aircraft conducting an overhead maneuver is considered to be VFR and the IFR flight plan is cancelled when the aircraft reaches the initial point on the initial approach portion of the maneuver. (See FIG 5-4-27.) The existence of a standard overhead maneuver pattern does not eliminate the possible requirement for an aircraft to conform to conventional rectangular patterns if an overhead maneuver cannot be approved. Aircraft operating to an airport without a functioning control tower must initiate cancellation of an IFR flight plan prior to executing the overhead maneuver. Cancellation of the IFR flight plan must be accomplished after crossing the landing threshold on the initial portion of the maneuver or after landing. Controllers may authorize an overhead maneuver and issue the following to arriving aircraft:
1. Pattern altitude and direction of traffic. This information may be omitted if either is standard.
PHRASEOLOGY-
PATTERN ALTITUDE (altitude). RIGHT TURNS.
2. Request for a report on initial approach.
PHRASEOLOGY-
REPORT INITIAL.
3. "Break" information and a request for the pilot to report. The "Break Point" will be specified if nonstandard. Pilots may be requested to report "break" if required for traffic or other reasons.
PHRASEOLOGY-
BREAK AT (specified point).
REPORT BREAK.
FIG 5-4-27
Overhead Maneuver
So if I'm reading this right, you should request the maneuver after breaking out on an approach in VMC, on about 3-5 mile final you then proceed to report initial (if requested) then report the break point (if requested). At the threshold, you then proceed to make a left hand 180 degree turn (or right as required) and begin your descent. On the descent you configure, get on speed, and at the appropriate distance from the airport for you airplane, you make another 180* turn to line back up on final, and land. Sometime during this whole maneuver, you'll be cleared to land.
Edit:
The question for me becomes, if you are breaking out on an approach lined up with the runway, why aren't you continuing the approach to the deck? Is it so you can fly the approach as fast as possible? or something else.
///AMG
Well-Known Member
The break is generally a VFR entry into the pattern. If the field is IMC, then our standard procedure (as the break is unavailable) is a clean GCA to downwind. In other words you break out at some point on the approach, switch to tower and just turn downwind and dirty up.
If we are doing an approach for training, then on missed we request to depart and re-enter for the break. You can of course continue a GCA to full stop, but that would be seperate from entering via break. The most common is when weather ceilings are above initial altitude, in which case you get ATC vectors down under the wx, get the field in sight, switch tower and proceed VFR for the initial.
Edit for reading comprehension: I realized what you are asking. Doing the break expedites getting to the field, getting dirty and getting on deck, and helps ATC sequence aircraft into the field. Rather than flying 120-150 kts for a 10 mile straight in, you do 300-350 (or more for grey jets) all the way in from 5 miles, break, and get on deck
Yes, pprag. Like I said before it's the fastest way to get tactical jets into the pattern and on the ground.
Once you come up initial, you're considered in the pattern and the only radio call that needs to be made is to report initial at the requested point, and report base with intentions, where you come off the perch in 180 degreen turn to land.
ppragman
No pasa nada.
Thanks, I get it now.
The AF perch is your USN "180" point / abeam point, in the pattern. Same, same.
Kind of like our BAK-12 arresting cable as compared to your E-27.
Inverted
mmmmmm wine
Anytime I fly a formation element at KLVK I do an overhead break. If I am in something cool as a single ship I request a low approach. I usually get a 4 mile initial at 2,000 feet. I dont think I have ever broke to the left we usually always break to the right for right traffic. Every airport I have been to has been really accommodating for overheads.
///AMG
Well-Known Member
Wait, so you are telling me that airplanes can turn RIGHT as well in the landing pattern? Blasphemy
Sunburn
Well-Known Member
You ever fly out to SCK?
Back in the day, tons.
Sunburn
Well-Known Member
Yeah, we don't have the traffic we used too.