X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 02 Dec 2012 09:13:54 -0500 Message-ID: X-Original-Return-Path: Received: from nk11p08mm-asmtp002.mac.com ([17.158.58.247] verified) by logan.com (CommuniGate Pro SMTP 6.0c2) with ESMTP id 5914418 for lml@lancaironline.net; Sun, 02 Dec 2012 08:56:53 -0500 Received-SPF: pass receiver=logan.com; client-ip=17.158.58.247; envelope-from=gw5@me.com MIME-version: 1.0 Content-type: multipart/alternative; boundary="Boundary_(ID_KYvo42MAMSI4kKVmxjvTNQ)" Received: from [192.168.1.123] (cpe-098-026-068-249.nc.res.rr.com [98.26.68.249]) by nk11p08mm-asmtp002.mac.com (Oracle Communications Messaging Server 7u4-26.01(7.0.4.26.0) 64bit (built Jul 13 2012)) with ESMTPSA id <0MEE007CUPDQWT20@nk11p08mm-asmtp002.mac.com> for lml@lancaironline.net; Sun, 02 Dec 2012 13:56:18 +0000 (GMT) X-Proofpoint-Virus-Version: vendor=fsecure engine=2.50.10432:5.9.8185,1.0.431,0.0.0000 definitions=2012-12-02_04:2012-11-30,2012-12-02,1970-01-01 signatures=0 X-Proofpoint-Spam-Details: rule=notspam policy=default score=0 spamscore=0 ipscore=0 suspectscore=0 phishscore=0 bulkscore=0 adultscore=0 classifier=spam adjust=0 reason=mlx scancount=1 engine=6.0.2-1203120001 definitions=main-1212020108 Subject: Re: [LML] OshKosh arrival procedures References: From: George Wehrung X-Mailer: iPad Mail (9B206) In-reply-to: X-Original-Message-id: <7468A559-6427-43D2-9E8E-C72A5C77F011@me.com> X-Original-Date: Sun, 02 Dec 2012 08:56:18 -0500 X-Original-To: Lancair Mailing List --Boundary_(ID_KYvo42MAMSI4kKVmxjvTNQ) Content-type: text/plain; charset=utf-8 Content-transfer-encoding: quoted-printable Dico, My interpretation of the "360" approach is a method for the controllers to s= equence aircraft to other runways if the straight in for one runway is to cl= obbered with traffic. Therefore, they may request you approach the airfield= at let's say 3,000 feet from the mid-point or any other point along the run= way and circle down to the break altitude of 2300' in an oval pattern vs the= traditional box pattern. You will be told who your interval or the aircraft= your following in the pattern.=20 If they bring you in at the "break" altitude they will direct you to a point= along your landing runway as they did in the above scenario and there may o= r not be someone you are following. Let's say they tell you to fly to the "= numbers" for runway 09 and 'break' at the upwind numbers. You point your ai= rcraft at the approach end of the landing runway. Upon arrival at the appro= ach end you will then fly along the length of the runaway at 2300' until you= reach the upwind numbers and perform the break maneuver. This is a mild 30 d= eg angle of bank turn to down wind. You will maintain 2300' on downwind unl= ess they want you to let down another altitude, but this is not the norm. R= oll out once pointed downwind and align your aircraft to be approximately 3/= 4 to one tip distance from the runway. This keeps everyone in the pattern g= enerally the at the same altitude and distance from the runaway on downwind.= Maintain approach speed and begin to configure your aircraft for landing. = Once your are abeam the approach end numbers report your gear status (if ap= plicable) and left base call. Start a smooth constant rate of descent and a= ngle of bank to roll out with a 1/4 mile straight in final to landing. The N= avy calls this point where one begins the base turn that is abeam your inten= ded point of landing the '180'. The Air Force calls it the 'Perch'. =20 This break maneuver and pattern is obviously a military landing pattern. Th= e basic premise is that it is the quickest way to get a lot of planes on the= ground very quickly. It requires everyone to know where they are, where th= ey are going in regards to pattern entry, and who they are following. Most o= f these patterns can have six to eight aircraft in them landing at 45 sec in= tervals. We also have to listen because controllers can adjust the pattern by first t= elling you where to enter the pattern such as midfield vice the approach end= numbers. They can tell you to perform the break at midfield, the upwind nu= mbers or they may extend you upwind and call your break. Once your on downw= ind they may adjust your speed as well as where to begin your turn to final b= y extending you past your point of intended landing. =20 I hope I didn't speak down to you or anyone else on the mailing list. But I= could not help responding as a retired Navy pilot. If anyone has correctio= ns or additions, please chime in. George Sent from my iPad On Dec 2, 2012, at 8:01, Dico Reijers wrote: > Hi all, >=20 > Yes, I realize its pretty early to be thinking of OshKosh, however its jus= t hovering around freezing here in YYG and I'm thinking warm thoughts.... >=20 > I was reading up on the Warbird arrival as I plan to fly the IV-P down nex= t summer and I'm wondering about the following bit of text. Can someone pl= ease explain what this means -- the 360 overhead approach and what a "break"= altitude is.=20 >=20 > ATC may initiate a 360=C2=B0 overhead > approach to other runways as needed for > spacing. Break altitude will be 2,300=E2=80=99 > MSL. Expect a break to the north for > Runways 9/27 and to the east for > Runways 18/36. >=20 > Thanks, >=20 > Dico >=20 > =20 --Boundary_(ID_KYvo42MAMSI4kKVmxjvTNQ) Content-type: text/html; charset=utf-8 Content-transfer-encoding: quoted-printable
Dico,

=
My interpretation of the "360" approach is a method for the controllers= to sequence aircraft to other runways if the straight in for one runway is t= o clobbered with traffic.  Therefore, they may request you approach the= airfield at let's say 3,000 feet from the mid-point or any other point alon= g the runway and circle down to the break altitude of 2300' in an oval patte= rn vs the traditional box pattern. You will be told who your interval or the= aircraft your following in the pattern. 

If t= hey bring you in at the "break" altitude they will direct you to a point alo= ng your landing runway as they did in the above scenario and there may or no= t be someone you are following.  Let's say they tell you to fly to the "= numbers" for runway 09 and 'break' at the upwind numbers.  You point yo= ur aircraft at the approach end of the landing runway.  Upon arrival at= the approach end you will then fly along the length of the runaway at 2300'= until you reach the upwind numbers and perform the break maneuver. This is a= mild 30 deg angle of bank turn to down wind.  You will maintain 2300' o= n downwind unless they want you to let down another altitude, but this is no= t the norm.  Roll out once pointed downwind and align your aircraft to b= e approximately 3/4 to one tip distance from the runway.  This keeps ev= eryone in the pattern generally the at the same altitude and distance from t= he runaway on downwind.  Maintain approach speed and begin to configure= your aircraft for landing.  Once your are abeam the approach end numbe= rs report your gear status (if applicable) and left base call.  Start a= smooth constant rate of descent and angle of bank to roll out with a 1/4 mi= le straight in final to landing.  The Navy calls this point where one b= egins the base turn that is abeam your intended point of landing the '180'. &= nbsp;The Air Force calls it the 'Perch'.  

Thi= s break maneuver and pattern is obviously a military landing pattern.  = The basic premise is that it is the quickest way to get a lot of planes on t= he ground very quickly.  It requires everyone to know where they are, w= here they are going in regards to pattern entry, and who they are following.= Most of these patterns can have six to eight aircraft in them landing at 45= sec intervals.

We also have to listen because cont= rollers can adjust the pattern by first telling you where to enter the patte= rn such as midfield vice the approach end numbers.  They can tell you t= o perform the break at midfield, the upwind numbers or they may extend you u= pwind and call your break.  Once your on downwind they may adjust your s= peed as well as where to begin your turn to final by extending you past your= point of intended landing.    

I hope I d= idn't speak down to you or anyone else on the mailing list.  But I coul= d not help responding as a retired Navy pilot.  If anyone has correctio= ns or additions, please chime in.


Ge= orge


Sent from my iPad

On Dec 2, 2012, at 8:= 01, Dico Reijers <dico@internetw= orks.ca> wrote:

Hi all,

Yes, I realize its pretty early to be thinking of OshKosh, h= owever its just hovering around freezing here in YYG and I'm thinking warm t= houghts....

I was reading up on the Warbird arrival as I plan to fly t= he IV-P down next summer and I'm wondering about the following bit of text.&= nbsp;  Can someone please explain what this means -- the 360 overhead a= pproach and what a "break" altitude is.

ATC may initiate a 3= 60=C2=B0 overhead
approach to other runways as needed for
spacing. Bre= ak altitude will be 2,300=E2=80=99
MSL. Expect a break to the north for
Runways 9/27 and to the east for
= Runways 18/36.

Thanks,

Dico

 = ;
= --Boundary_(ID_KYvo42MAMSI4kKVmxjvTNQ)--