If you read the AIM carefully, you will see that the overhead
maneuver described below is contained within the instrument portion of the AIM.
Pilots should be on an instrument flight plan, must have an operational need to
perform the maneuver and may have to perform a standard traffic pattern if the
overhead cannot be approved by tower. It is important to remember these finer
points when you are standing in front of the NTSB's administrative law judge
(ALJ) explaining your actions in response to the FAA's request to suspend your
pilot certificate for 180 days. The ALJ split the baby here locally
for a pilot and only suspended his certificate for 90 days. Both sides
are appealing.
Jeff Edwards, CFI(I), MEI
From the AIM: 5-4-25. 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
5-4-22.) 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:
How are you supposed to fly about the traffic pattern? See
AIM 4-3-3.
1. Enter pattern in level flight, abeam the
midpoint of the runway, at pattern altitude. (1,000' AGL is recommended
pattern altitude unless established otherwise. . .) Most Traffic
Pattern Altitudes (TPA's) are published in the Airport Facility Directory
(Jeff)
2. Maintain pattern altitude until abeam
approach end of the landing runway on downwind leg.
3.
Complete turn to final at least 1/4 mile from the
runway.
4. Continue straight ahead until beyond departure
end of runway.
5. If remaining in the traffic pattern,
commence turn to crosswind leg beyond the departure end of the runway within
300 feet of pattern altitude.
6. If departing the traffic
pattern, continue straight out, or exit with a 45 degree turn (to the left
when in a left-hand traffic pattern; to the right when in a right-hand traffic
pattern) beyond the departure end of the runway, after reaching pattern
altitude.
7. Do not overshoot final or continue on a track which
will penetrate the final approach of the parallel runway.
8.
Do not continue on a track which will penetrate the departure path of
the parallel runway.