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From: Barry Hancock <sportform@cox.net>
Subject: Re: [LML] Overhead approach questions

>   I fly at some airports with relatively high level of initial student
>  training (private pilot).  Most of these students have no 
> exposure/knowledge
>  of the overhead approach.  It is generally not mentioned/described in 
> any of
>  the common training materials - nor commonly taught prior to solo or
>  checkride.

The overhead is designed for high performance aircraft.  It is an 
efficient way to get a lot of planes on the ground quickly.  It is also 
highly preferable in aircraft where loss of power is most likely to 
result after a reduction in power (i.e. radials...though the case can 
be made for all engines).  Properly flown you will always be in a 
position to make a safe landing on the runway beginning from about a 2 
mile initial.
>   Any suggestions on how I should first announce my intentions when
>  approaching the airport.

Don't do it with students in the pattern, unless at a controlled 
airport where you have confidence in the controllers (i.e. your home 
'drome)
> Since "overhead approach" will not likely convey
>  much understanding?

Most pilots understand a "3 mile initial for runway One Niner".  
However, always expect that they won't.
>   What position reports are commonly made during an overhead approach?

Initial, the break, and base to final for lead.  Wingmen might call 
downwind....
>   Do you include any reference to airspeed in the calls to help others
>  estimate time/position?

If you're having to do that you probably shouldn't be executing the 
overhead.  From the break to touchdown is approx. 15-25 seconds....
>   There can be some confusion when two airplane arrive to the pattern 
> at
>  nearly the same time.  Logically, the faster plane should go first, 
> but
>  there is no allowance/reference to that in the FAR/AIM to my 
> knowledge -
>  only that the lower plane goes first (but I should not use that to 
> advance
>  my position).

Again, the overhead needs to be used judiciously.
>   Also, I've often seen a hold-short airplane pull onto the runway for
>  departure when there was another on downwind/base - assuming the 
> normally
>  slow inbound plane was still perhaps a minute or more from short 
> final.

This is a good point.  When executing the overhead at an uncontrolled 
airport, part of your traffic scan (just because there's no radio call 
doesn't mean the pattern's clear!) should include the taxiway leading 
to the runway.
>  Seems added speed info may be helpful here also.

Most pilots can't walk and chew gum at the same time....you want them 
to do time/speed/distance calculations without an electronic E6B.  Jeff 
can spin it up on the whizz wheel in a jiffy, but I don't think I'm 
alone when I say I have a hard time walking and walking at the same 
time some days.....  ;)  In theory, you're right, but consider the 
audience!  LOL!

>   Any best practices on how to shorten these added/lengthened calls 
> since the
>  students can be a bit verbose themselves and often leave minimal 
> radiotime?
>   Any best practices on how to request an overhead approach at a 
> towered
>  airport?

You hit  on it, Brevity is the key.  Something like "Frozbot traffic, 
Lancair Alpha Foxtrot Uniform, 5 mile initial One-Niner, setting up for 
the overhead with a right break over the numbers, Frozbot."  If a guy 
comes back with "Lancair Fox Uniform, Piper One Two, uh, Apple Bravo 
is, uh, on a downwind...." it's time to put eyeballs on this guy or 
reconsider your approach.  Circle at 5 miles until the coast is clear, 
enter the upwind 500' above the traffic pattern altitude, or head out 
to the 45....


Bottom line is the points made by Lynn and others about executing this 
maneuver are spot on.  Namely:

-You need to be very proficient in handling your airplane
-Understand that you are doing something that is unconventional and 
potentially confusing to other traffic....defer to standard 
maneuvers/procedures if there is even a hint of potential confusion.
-Clearly and concisely communicate your intentions
-Have a back up plan 10 miles out....you were monitoring the freq, 
weren't you?
-ALWAYS be prepared to knock off the approach or break out of the 
pattern if unexpected airplanes enter the pattern.

And the best piece of advice I can give you, as with anything else in 
flying.  The first time you do something is best done as an observer.  
Go up with someone who's proficient in the overhead AND has the proper 
respect for when and where to use it.  You'll have fun, learn a lot, 
and will be a lot better prepared the first time you fly it for 
yourself.

Happy Flying!

Barry