overhead approach is a common HPAT maneuver used in both the evo and the IV-P and when done right is the safest way to lose altitude and maintain a reasonable speed for landing.
I use it all the time in the T-6 for practice and it requires a very steep approach with flaps down, gear down and throttle closed. It eliminates all factors involved in landing so you are left with
airspeed and altitude and have to manage both with the angle of
glide.
the only dangerous part is if there a quarterly wind and the airplane gets blown away from the field in the turn. I have witnessed my lead spin the airplane from that position in 2 seconds.
so to avoid that, make sure you break over the numbers to avoid having to raise the stick. The speed in the IV-P is 120 and the attitude is very steeeeeeep but easy to repeat and you are always in control with adequate lift and no flutter. The view of the entire field as you turn into it is great and safe. The problem is that many pilots are not aware of the break maneuver and the rapidity of descent. You have to tell them in the pattern that you will be landing as soon as the break is called.
We can recover 10 airplanes in sequence in less than 5 minutes with safety when done correctly, that means landing long and allowing for the rest of the formation to come behind, Of course the break is done with throttle off so there is no risk of running over the guy in front and the turn controls the distance. As long as you place the wheels in the same or close spot as the guy in front you will never overunn him.
but in a single brake there is no traffic.
I highly recommend practicing overhead brake landings. Most of the tower controllers are familiar with it and will allow it. It is a legal maneuver.
ak
From: Ted Noel
<tednoel@cfl.rr.com>
To: lml@lancaironline.net
Sent: Tuesday, December 4, 2012 8:54 AM
Subject: [LML] Re: Overhead pattern
I have to second the comment on training for engine out. I use a
Hershey-bar wing Arrow for L-IV engine out training. If I hit
midfield cross at 3000 AGL, cut to idle, flat pitch, gear down, full
flaps, and roll 30 degrees, I get 100 kts at 1600 fpm down. Hold the
turn to the numbers, then roll out and plant it. Lots of fun,
moderately high pucker factor, and great conditioning.
Ted Noel
On 12/3/2012 3:53 PM, JON ADDISON wrote:
Re the overhead pattern. George, good job on explaining it.
Just one more item that is worthy. The overhead pattern is a
superior entry for high speed traffic in that it provides in the
"break" an excellent deceleration rate from cruise speed to
configuring for landing. Even my L360 flies initial at 200+
kts, because of some descent still happening, and upon roll out
on downwind, the 140kts is ready for a first notch of flaps,
followed quickly with gear at 120 and then half flaps. Also,
for a low wing (high speed) aircraft, the overhead approach
provides excellent visibility in the 180deg sector of active
traffic entering on a 45deg or already downwind. Also, it is
excellent conditioning for an engine out approach; with an
engine out over the (arrival) numbers, there is enough energy
left to complete an engine out approach and hitting a good
altitude at "low key" or downwind opposite the landing numbers,
from which a continuous descending turn to final can be made
with precision and energy management.
Well worth learning and perfecting.
Jack Addison
Air Force and Navy fighters