Overhead Break - Tips/Visual Cues?
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Just looking for some experienced pilots input here…as no matter how many times I practise or watch you tube videos for guidance I ALWAYS do the same thing…
I can establish myself nicely on the downwind leg…extend gear and begin that final turn from the perch in a good position (Runway on the missile rail) but whatever I do I seem to end up rolling out on final offset a distance on the far side of the runway…
Its not that I’m repetitively doing the same thing…I’ve cured my habit of having the horn come on because I’m too slow in the final roll out…
BUT I can’t seem to get a handle on how to manage that turn to roll out lined up for final…
Any tips on where I should be looking or what visual cues/sight picture I need…
Cheers! -
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to gauge your lateral separation from the runway in downwind: place the wingtip on the runway.
To gauge the moment you turn base, once the front tip of the wingtip hits the runway threshold, turn baseoverhead: 300 kts, 1500 feet AGL. break when the runway disappear under your nose. earlier is possible depending on how short you want your downwind leg to be (according to experience or the number of wingmen with you)
Turn 180° to downwind, maintain 1500feet AGL check wingtip rail aligned with runway, decrease speed, dirty up
Once wingtip front tip hits threshold, Call base, check 3green - turn base (180°) while descending, no tone.
Final approach, On speed AOA touch down, flare, control speed or lane, exit active and call it for the next guyIt’s only one way to do it, there certainly are many more
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The trick to lining up is to “look” at more than just the runway. Visualize an extended center line running off the approach end of the runway about ten miles or more…as long as you don’t cross that extended center line but intercept it, you should roll out very near to on heading and on line. This should help you anticipate/correct your turn better. Take note of speed and where/how you’re turning - if you are overshooting, you are likely too fast and your turn radius is too large; if undershooting, you are likely slow and/or your turn is too tight.
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Overshooting is really common on the overhead break.
Break Turn and Downwind
Assuming 1500’ and 300-350kt initial roll into the preferred direction smoothly but firmly. Get up to your speed / 100 in G in ~2-3 seconds. At the last 30-40 degrees of turn reduce the throttle setting to finish at ~270 knots and let it continue to coast to 250. Let the G reduce as the speed comes down. Radius of turn should be 3000’±200. Gear when abeam touchdown point. Don’t let the speed fall below ~230. I found that the near runway edge just touching the outside line of the AIM-120 on the rail to be ideal.Common Errors
- Early break. Don’t be in a hurry to yank the stick over the threshold. The few thousand feet of extra distance on the return leg helps to adjust lateral distance, slow down, etc. You want to be in position and putting the gear lever down when abreast the landing point going the other way. With an immediate break that’s no time at all to fix much.
- Loss of altitude. Increase bank and pull back in a complimentary manner. Bank now, fix it with pull later always means playing catch up. If the altitude is off, fix it. There are no points for making a perfectly level turn at the wrong altitude.
- Wrong rollout heading. The lateral separation is well-calibrated and a spread or squeeze makes life hard. Consider winds and plan your downwind heading on initial. Too fast or slow on the rollout makes hitting a certain number hard. On the other hand if you don’t like your lateral position fix it on downwind.
- High exit speed. Speed will have to come down by the end of the turn especially if gear down happens immediately after the break. Idle or close to it is called for by the end of the turn to get the speed comfortably into the gear operation range.
Base Turn
Entry at ~230 decaying where the landing point is perhaps at the LEF hinge line. Roll strongly to ~55 degrees and add mid throttle. Build up ~11 AOA or more with emphasis on turn rate as you are less parallel with the runway. FPM will be ~10 degrees low. Don’t preserve altitude (-3000fpm was my vertical rate at 900’). The HUD glass is between 3/4rd and 4/5th terrain with only a little sky. You want to be down to 900-1000’ half way through the turn. Once you have this established look back to the runway and verify you will turn inside of the center line. This is your adjustment room. The FPM is going to lag significantly behind your heading so don’t get complacent as you align with the runway. The radius should be again ~3000’ opening up to 4000, 6000, 9000’ during the flattening out part at the end.At some point you won’t need that steep bank to pull the FPM around as it catches up. Reducing to 45, 30, 15, etc. bank is your cue to reduce power and deploy brakes. You were probably doing 200 at steep bank and high loading to keep the AOA less than 13. As you align, roll more level, and flatten that much power will make you too fast and low AOA. Timed just right you keep that high AOA from the loaded portion of the turn as you unload. Lower bank angles is how you fine tune the intercept. Keep the alignment progressing to occur at ~300’. Within the lateral confines of the runway and less than 15 degrees bank you’ve made it. The “–- —” HUD reference mark will appear to slide in from the side and slightly above to bracket the threshold.
Common Errors
- Late entry. Especially with headwinds. The base turn finishes quite close to the runway. Take note if you tend to run out of altitude or have to drag it in.
- Preserved altitude. Throwing yourself at the ground feels weird and the tendency is to play it safe. You need that descent rate for energy to rate the nose. A high turn is a flat turn is a wide turn.
- Insufficient throttle. The ~11 AOA typical of the base turn is high drag and needs power to sustain it.
- Insufficient initial pull. After the first 30 degrees of heading change the next 120 are critical to not overshoot. Pull up to the limit AOA until you’re within ~45 degrees alignment with the runway then evaluate.
Alternate between SFO approaches and overhead. The overhead is a mild form of a flameout landing.
This is a good demo I think:
I’ve also included a trackview file of a rather aggressive overhead pattern. -
Thanks alot for that detailed response Frederf I’ve spent some time practicing…and recording myself and reviewing what i’m doing…so slowly improving I’ll put those pointers to use next time i’m in the pit!