Jeff,
So you're saying the overhead is the easy/lazy/cop-out way to arrive at the field?
I can't tell if you're serious or not.

We just did a couple overheads in the F-35 at both KLAL and KDAB, no issues with tower or any procedures. Both towers and related approaches were great to work with. At LAL, as with most civilian fields we generally try to pull our closed traffic or break on the opposite side of the normal GA downwind if it isn't a deconfliction problem for another runway. DAB was a little busy, but workable.

Ryan-
what's the profile when you do the overhead in the F35?

Ryan-
what's the profile when you do the overhead in the F35?

Truly can’t tell if this was meant to be in green and you’re joking or not. If you're not joking, please re read the thread… and if you’re still confused let me know and I’ll repeat what I’ve said before about the break.

FYI, I teach transition training in warbirds and am a big fan of the break for a bunch of reasons.

Robert

Truly can’t tell if this was meant to be in green and you’re joking or not. If you're not joking, please re read the thread… and if you’re still confused let me know and I’ll repeat what I’ve said before about the break.

FYI, I teach transition training in warbirds and am a big fan of the break for a bunch of reasons.

Robert

I think you got it.

Leldon

Robert, what's your -bunch of reasons? I'm just looking to learn, no judgement implied in my question. My introduction to the overhead break was during AT6 training at Stallion 51 and (like everything about that training) ...it was Super Cool! Seems like a very underutilized, and poorly understood or known, landing option specifically approved by the FAA.

When properly done solo it's to ensure you are always within gliding distance of the airport while in landing configuration.

You're right it is expeditious for formations. For single ship, it is also a fairly good practice in energy management. From my understanding of military history, the overhead came to be out of necessity in WW1. The approach to landing was the most vulnerable point where another aircraft could be shot down by another aircraft. Therefore, the fighter kept speed up to check 6 (the break), and then did an expedited turn to land (off the perch). It also proved be advantageous to aircraft with less than reliable motors.

You're right it is expeditious for formations. For single ship, it is also a fairly good practice in energy management. From my understanding of military history, the overhead came to be out of necessity in WW1. The approach to landing was the most vulnerable point where another aircraft could be shot down by another aircraft. Therefore, the fighter kept speed up to check 6 (the break), and then did an expedited turn to land (off the perch). It also proved be advantageous to aircraft with less than reliable motors.

I know you weren't responding to me, but notice I said "airport" and not "runway." It is preferred to start the break at the approach end.

Once you get used to it, it's uncomfortable to fly a "normal" pattern in a SE airplane.

Cousin Johnson -

Apologies for the delay in responding... Ironically part of the delay is that I was teaching a couple of new warbird owners how to fly the break (and the airplane itself!).

Several other people have answered, but I'll repeat some of what they said with perhaps a little additional color.

- Warbird engines are old and can be cantankerous. Being over the runway with plenty of energy can be a safety issue - I'm confident that if I'm over the numbers at 200kts and 1000ft I can land the plane on the runway if I lose the engine when I reduce power.

- Similarly, we teach "high key" as an engine out procedure in the T28 - Basically you want to be over the point of landing at 2500ft and 130kts (best glide speed) with a dead engine and it's a continuous descending turn to the runway. No, a "break" is not a "high key", but they are similar and I believe there is benefit to flying the break if you end up needing to do a real or precautionary landing from the high key position.

- Warbirds aren't particularly speed compatible with most piston engine single trainers. Yes, I can fly at 100kts in the T28 but it's not ideal... Coming in for a standard 45/downwind/base pattern entry at 100kts behind a 152 means if I lose an engine I'm in a field, lower visibility, less controllability, etc. Have I done it in certain situations? Sure. Do I want to normally? No.

- Fitting into the pattern. Similar to the above, a warbird can often cause a traffic issue in a pattern full of trainers (common at my home field). When I time my break well I can fit into the flow better and be on the deck quickly. Not uncommonly I'll break over one plane on the runway while another is turning crosswind. I'll break and clear the runway well before the trainer that was on crosswind is on final.

- Speed management. Gear and flap speeds in the T28 are 140 knots. Can I slow down to that speed for a "normal" pattern entry? Sure. Easier/better/safer to go from 200kts to 140kts by doing a 180 degree 2g turn.

- Practice for formation flying. Landing from the break is essentially the only way to recover a flight of airplanes. If you ever want to fly formation, learning how to fly the break and it being second nature will make for one less thing you have to focus/stress about when learning formation.

- It looks cool. I debated putting this on the list... Yes, the overhead break looks cool and is fun to fly. Not a safety reason at all... However, for those of us who fly in the airshow environment the "looks cool" part is part of the performance so practicing the break so that we can fly it proficiently at shows is important.

Robert

I'll bite- this plus the FAA letter and I'm satisfied that my question's been answered.
break on!

I'll bite- this plus the FAA letter and I'm satisfied that my question's been answered.
break on!